The VW Brand Will Bring 150,000 Electric Vehicles In 2020
The VW Brand Will Bring 150,000 Electric Vehicles In 2020

Video: The VW Brand Will Bring 150,000 Electric Vehicles In 2020

Video: The VW Brand Will Bring 150,000 Electric Vehicles In 2020
Video: Can electric vehicles go mainstream? | CNBC Reports 2024, March
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As VW brand director, Thomas Ulbrich is responsible for e-mobility. In an interview with the Autogazette, the manager talks about the increased commitment to climate protection and calls for “an energy transition that deserves its name”.

VW brand board member Thomas Ulbrich calls for a faster expansion of renewable energies. "If I rely on the full achievement of the climate goals through pure e-mobility, I now urgently need an energy transition that deserves its name - towards environmentally friendly electricity," said Ulbrich in an interview with Autogazette.

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For the climate, “with the current energy mix in Germany, it would be of no use if we at Volkswagen switched our entire portfolio to e-vehicles from tomorrow,” said Ulbrich, who is responsible for e-mobility at the car manufacturer. That is why the Volkswagen brand will not bring more than 150,000 electric vehicles onto the market in 2020.

Expansion of renewable energy required

«We stand by our promise to comply with the statutory CO2 targets. And that's why we're building the first 100,000 electric cars in 2020 based on the new MEB. In addition, there are around 50,000 other vehicles from Volkswagen, such as the e-Golf and the e-up, which are not based on the MEB,”announced the manager. “It would be absurd to enter the market with large ID volumes if the necessary parameters such as the energy transition and charging infrastructure are not in place. This is the only way we can meet the climate targets,”added Ulbrich.

In addition to the expansion of renewable energies and the charging infrastructure, Ulbrich also sees a need for action in the Condominium Act. "In an international comparison in particular, we can no longer afford the fact that there are massive restrictions in Germany, for example in the Condominium Act or the current building efficiency directive, all of which make the expansion of charging points more difficult," says Ulbrich.

We clarify - and take the team with us

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Autogazette: Mr. Ulbrich, you 've been with VW since 1992. Is it a bad culture shock for you that the group is so committed to climate protection?

Thomas Ulbrich: I don't see it as a culture shock, but rather as a process of cultural maturation. Our increased commitment to climate protection results on the one hand from the greatly changed framework conditions that politicians have given us with the new CO2 limit values - but on the other hand also from genuine conviction and responsibility for our environment. We are now carrying this conviction into the entire workforce. We clarify - and take the team with us. In view of the size of our company, this naturally takes time as well as educational work.

Autogazette: How does the commitment to more climate protection fit together with the years that Brussels tried to prevent stricter CO2 limits?

Ulbrich: We now also speak very differently to politicians about these issues. Of course, a company must have several goals and interests in mind: In addition to climate protection, it is always about our competitiveness and many hundreds of thousands of jobs. It is now clear that we at Volkswagen will need fewer jobs in the long term against the background of the new CO2 limit values and the path we have taken towards electromobility. It would be wrong to just ignore it.

Autogazette: The CO2 limit values adopted by the EU provide for a reduction of 37.5 percent by 2030 …

Ulbrich: … yes, and we have adapted our e-roadmap to this new target after a reduction of 30 percent was originally expected.

«You can't ask this question like that»

A reduction in CO2 is required to meet the climate protection goals. Photo: dpa
A reduction in CO2 is required to meet the climate protection goals. Photo: dpa

Autogazette: Would you have preferred the stricter CO2 limit values and the diesel crisis in order to be further with e-mobility?

Ulbrich: From my point of view, you can't ask that question. Volkswagen put electric vehicles like the e-Golf and the e-Up on the road back in 2013 - but at that time under completely different framework conditions, also in terms of politics.

Autogazette: Did the diesel crisis cause a change of heart and Volkswagen's path to e-mobility?

Ulbrich: No. But I am convinced that as a catalyst it has had a very accelerating effect.

Autogazette: Due to the decline in diesel sales, VW is under additional pressure, as it has increased the CO2 values of its new vehicle fleet. Does that mean you have to move into e-mobility even faster?

Ulbrich: It is correct that our original calculations no longer work out completely due to the declining diesel share. We have therefore made improvements, also in order to meet our corporate responsibility in terms of CO2 reduction. The main thing is to take into account the changed diesel vs. gasoline vehicle portfolio.

Autogazette: You say that VW will launch its last new combustion engine platform as early as 2025. But why don't you have the courage to call for a ban on the approval of fossil fuel burners in 2030?

Ulbrich: We have to realistically separate desire and reality here. When the last combustion engine platform from Volkswagen has been fully developed in the middle of the next decade and comes onto the market, it will continue to run for at least two vehicle generations. One platform is the basis for two so-called vehicle hats, each with a term of around seven years. That brings us to the year 2040. And that's exactly how long we will continue to offer models with combustion engines.

The mainstream of our activity is e-mobility

Autogazette: Other countries like Norway are going this way and will no longer allow combustion engines at all from 2025.

Ulbrich: That can definitely work in Norway, because there are already a lot of e-cars on the road and almost all of the electricity comes from renewable sources. In Germany it looks very different. Because in the overall energy balance of an e-vehicle, you have to consider both the supply chain and the manufacturing phase of the vehicle, but above all the origin of the energy that is used for driving. Does the electric car run on green electricity, or not? That is very important.

If I rely on fully achieving the climate goals through pure e-mobility, I now urgently need an energy transition that deserves its name - towards environmentally friendly electricity. With the current energy mix in Germany, it would be of no use if we at Volkswagen switched our entire portfolio to e-vehicles from tomorrow.

Autogazette: Isn't it a mistake to call for an end to technology openness ?

Ulbrich: We move large numbers of units in the Volkswagen brand and want to build e-cars for millions of customers in the future, which is why we believe there is no alternative to e-vehicles. Within the group, however, we are also focusing on other technologies. Audi, for example, is still working on fuel cell technology, but in the long term we believe it will play a role in the transport sector or in the long-haul sector. The mainstream of our activities is clearly e-mobility, it will make the greatest contribution to climate protection.

Autogazette: And what about the plug-in hybrid?

Ulbrich: We already have various plug-in hybrids in our portfolio - and we will continue to maintain them. With PHEV, too, there are certain application profiles for the customer in which the technology is absolutely useful. In city traffic, with short journeys and regular charging cycles, for example when used as a police vehicle … But anyone who believes that one can achieve climate targets with PHEVs alone will be disappointed by reality.

Have set ambitious goals for us in the group

The electric trio from VW. Photo: VW
The electric trio from VW. Photo: VW

Autogazette: You have declared your company to be climate neutral by 2050. That is not particularly brave, because the time frame is thus on par with the Paris Agreement.

Ulbrich: I see it differently. You can always announce a lot - but I would like to implement it successfully. The Paris climate protection agreement provides for the automotive sector to be completely decarbonised from 2050. In the Group, we have set ourselves what I believe to be a really ambitious goal of bringing four million electric vehicles onto the market annually by 2030. Four million - compared to tens of thousands today. We are investing heavily in this. So far, I have not found the courage to convert such a high volume to pure electric cars outside the VW Group.

Autogazette: What will VW's drive portfolio look like in 2040?

Ulbrich: From 2040, our portfolio will mainly consist of electric cars. In addition, there are certainly also fuel cell vehicles and plug-in hybrids that are operated with climate-neutral e-fuels. We have now decided for eight locations worldwide that they will be completely or partially converted to the MEB architecture. The Zwickau plant will start with the ID.3 at the end of this year. We have already shown other products, such as the following ID models. CROZZ and the ID. BUZZ - all already provided with specific SOP dates. So all of this is much more than just a bit of the future. We are working hard on the global rollout of the technology. We will be launching well over a million Volkswagen brand electric vehicles on the market by 2025.

Autogazette: For a long time it was said that the VW ID would come onto the market in early 2020. Now he won't come until summer. Why so late?

Ulbrich: Why late? Our statements were always aimed at the start of production of the ID.3 at the Zwickau plant. That is planned for the end of 2019. And that appointment is set in stone.

Need time for the startup volume to run up

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Autogazette: Why do I only get the car in summer then?

Ulbrich: We need time to ramp up the start volume. The upcoming market launch of the new Golf in the same year also plays a role. In addition, the planning can also be derived from the applicable CO2 targets. If we sell 100,000 vehicles in 2020, we will be right on track.

Autogazette: The market ramp-up is therefore characterized by the fact that you will only be able to use the credits for e-cars in 2020.

Ulbrich: We stand by our commitment to comply with the statutory CO2 targets. And that's why we're building the first 100,000 electric cars in 2020 based on the new MEB. There are also around 50,000 other vehicles from Volkswagen, such as the e-Golf and the e-up, which are not based on the MEB.

Autogazette: So the VW Group will bring a total of 150,000 electric vehicles onto the market in 2020?

Ulbrich: The Volkswagen brand will bring 150,000 electric vehicles in 2020. For us there is no alternative to e-mobility. That is why the energy turnaround is needed for the successful implementation of these goals - and the significant expansion of the existing charging infrastructure. It would be absurd to enter the market with large ID volumes if the necessary parameters such as the energy transition and charging infrastructure do not exist. This is the only way we can meet the climate targets. To put it clearly: an e-vehicle is only really positive for the CO2 balance if it is charged with green electricity. The best thing is Volkswagen Naturstrom, which we offer our customers when they buy an ID. namely at the same time.

Have to step on the gas when expanding renewable energies

Autogazette: There is currently a mix of almost 40 percent renewable energies in Germany. Isn't that already on the right track?

Ulbrich: If you look at that as a snapshot, we are already better than some neighboring countries. But is that enough to achieve the climate

goals through e-mobility? No.

Autogazette: So you are calling for significantly greater efforts in the energy transition in Germany?

Ulbrich: Yes, they are urgently needed. We have to step up the gas with the expansion of renewable energies. But above all, long-term planning is required, which can be used as a basis for automobile manufacturers. Today we still plan on the basis of estimates and forecasts.

Autogazette: So far, with a view to the ID, it has always been said that it will be offered at the price of a comparable diesel. Now it will cost just under 30,000 euros. Is not this too expensive?

Ulbrich: No, I don't see it that way. We bring the ID.3 entry-level model at a price of less than 30,000 euros. The price of the 1st edition of the ID.3, which can currently be ordered, is even higher due to its high-end features. In general, the customer can then also include the state subsidy in the individual price calculation. So far it is not over the 30.6. Finally decided, but at the moment when we can see more clearly, the final price for the ID.3 in Germany can be quantified.

Autogazette: Are you pleased that the federal government wants to extend the purchase premium for electric cars until the end of 2020?

Ulbrich: At first I think the intention is good and correct, but I also know that the decision on this has not yet been finalized.

«That should be exactly the goal: E-mobility for everyone»

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Autogazette: So you continue to hope that your wishes will come true and that e-cars with a price of up to 30,000 euros will receive double the premium?

Ulbrich: Yes, that was part of our argumentation paper, which we gave a few months ago as a contribution to the political debate. In this paper, we strongly advocated promoting smaller vehicles in particular. Because without such funding, e-mobility will be difficult to pay for people with lower incomes or for small businesses.

Autogazette: Without such funding, e-mobility would not be affordable for the lowest earner ?

Ulbrich: Exactly. Electric vehicles have correspondingly high fixed costs just because of the very cost-intensive battery. It is therefore initially irrelevant whether your MEB vehicle comes from the Golf segment or the Passat segment - the prices for the battery installed in the underbody are initially almost identical. Therefore, from our point of view, the following applies: only with greater support for the price-sensitive vehicle class of small cars can the pizza delivery service or mobile care services also participate in the new mobility. And that is exactly what the goal should be: E-mobility for everyone.

Autogazette: When will the first affordable electric car be available for low-income earners? Skoda and Seat will offer the Citigo iV and the Mii electric for well under 20,000 euros.

Ulbrich: This means that the price of a small electric speedster is still well above a comparable vehicle with a combustion engine. Hence our call for special consideration to be given to the promotion of small cars.

Autogazette: When will the core brand VW have an affordable small car?

Ulbrich: The e-up is the car that the Volkswagen brand will be offering in this price segment from the end of the year. A completely new small electric car based on MEB will only be available in a few years, around 2023 or 2024.

Use me for the e-mobility master plan

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Autogazette: Where do you see a need for action with regard to the charging infrastructure? Are you investing 250 million euros in the expansion of 36,000 charging points at your locations?

Ulbrich: The charging infrastructure is crucial for the success of the electric car. People have to see that the charging stations they need really exist, then they can gain confidence in the new technology. The latest statements by Ministers Scheuer and Scholz to provide one billion for the expansion of the charging infrastructure are therefore absolutely in the right direction. In an international comparison in particular, we can no longer afford the fact that there are massive restrictions in Germany, for example in the Condominium Act or the current Building Efficiency Directive, all of which make the expansion of charging points more difficult. Volkswagen will make its own contribution to this with its 36,000 planned charging points - many of which are open to the public.

Autogazette: Who is responsible for the charging infrastructure? Manufacturers, politicians or energy suppliers?

Ulbrich: I see at least two of the parties mentioned as having the main responsibility. That is why I am currently strongly committed to a coordinated e-mobility master plan for industry and politics in order to be able to take the necessary steps forward together.

Autogazette: Do you see Germany as far behind when it comes to e-mobility?

Ulbrich: There is no question that China is currently setting the pace for e-mobility. But I absolutely do not see Germany in a weak position. In Germany we may not always be the fastest, but we have proven often enough that we can be the strongest. I am convinced that Germany has the chance, at least in Europe, to play a decisive role in the ramp-up of the future technology of electromobility. To achieve this, a lot has to happen in the next two or three years.

Frank Mertens conducted the interview with Thomas Ulbrich

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