technology

Showing posts with label cars. Show all posts
Showing posts with label cars. Show all posts

Thursday, 1 March 2018

Volvo Has Amazing Things In Store For 2019

           ,       No comments    
The Volvo Polestar brand is still at its inception stages but it’s evident that the company has incredible plans for the future. Volvo has announced the launch of the Volvo S90-based Polestar 1 next year, with a hybrid performance coupe of 600 horsepower. As great as this sounds, the car is a limited edition halo car with just 500 to be built annually.
The follow-up model, however, –the Polestar 2– will be a mass-produced car estimated to cost about $50,000 and will be debut in mid-2019 shortly after the Polestar 1 hits the market. While the Polestar 1 is a small car, the Polestar 2 has an estimated sale of 60,000 per annum globally.
PHOTO CREDIT: Indian Autos blog
The CEO of Polestar, Thomas Ingenlath confirmed at the Roadshow event which held at the Volvo Headquarters in Gothenburg, Sweden that the Volvo Polestar 2 will be built on an electrified version of Volvo’s new Compact Modular Architecture (CMA).
The Polestar 1 uses a modified version of the s90 T8’s twin-engine hybrid powerplant that has a pair of electric motors mounted at the rear axle each of which drives an individual rear wheel. Ingenelath says,
“It’s not just about changing a tuner brand that we had into, you know, something that we glue now under our electric Volvos.They’re not just electric Volvos. They stand for something different.”
Although there are no images of the cars yet, Ingenlath has said that the Polestar 2 will be similar to the Volvo 2016 40.2 Concept but with electrical architecture.
After the release of the Polestar 2, the Polestar 3 is already in the works as the biggest of the series in size, although, more details about that will be revealed much later.
Source:https://guardian.ng/life/volvo-has-amazing-things-in-store-for-2019/
Share:

2019 Mercedes-Benz C-Class Gets A Midcycle Makeover

                 No comments    
It feels like yesterday since we got the Mercedes Benz C-Class but car is already due for a midcycle update.
Mercedes-Benz C-Klasse Limousine AMG-Line, Exterieur: designo selenitgrau magno, Interieur: Leder platinweiß pearl/schwarz // Mercedes-Benz C-Class Sedan AMG line, exterior: designo selenite grey magno, interior: platinium white pearl/black. PHOTO CREDIT: AutoGuide.com
Although the updates are not major, they focus elements that should get most car lovers excited. Both the front and rear bumpers have been redesigned. The front houses a dash of chrome, but like old versions, owners can choose the AMG Line package that gives the car a more aggressive appearance without messing with the internal dynamics. The headlights are now standard LED units, and the taillights have new internals giving it a different look.
Mercedes-Benz C-Klasse Limousine AMG-Line, Exterieur: designo selenitgrau magno, Interieur: Leder platinweiß pearl/schwarz // Mercedes-Benz C-Class Sedan AMG line, exterior: designo selenite grey magno, interior: platinium white pearl/black PHOTO CREDIT: Kelley Blue Book
On the inside, there’s a new vehicle key, a new start button and a new multifunction steering wheel with touchpads that control the infotainment system. There are two options each for the gauge cluster and infotainment display. An actual gauge cluster with a 5.5-inch information display is standard, but a 12.3-inch screen cluster is optional. The standard display is 7.0 inches, but owners can opt for a larger 10.25-inch display, neither of which are touch-capable.
Under the hood, the base C300 has a slightly livelier 2.0-liter I-4 gas engine with an output of 255 horsepower and 273 pound-feet of torque. A nine-speed automatic and a rear-wheel drive is standard, but all-wheel drive is available.
The 2019 Mercedes-Benz C-Class will go on sale later this year.
Source:https://guardian.ng/life/2019-mercedes-benz-c-class-gets-a-midcycle-makeover/
Share:

Thursday, 22 February 2018

History of the internal combustion engine

           ,       No comments    

History of the internal combustion engine

From Wikipedia, the free encyclopedia
This is a video montage of the Otto engines running at the Western Minnesota Steam Threshers Reunion (WMSTR), in Rollag, Minnesota. (2 min 16 s, 320x240, 340 kbit/s video)
Various scientists and engineers contributed to the development of internal combustion engines. In 1791 2, John Barber developed a turbine. In 1794 Thomas Mead patented a gas engine. Also in 1794 Robert Street patented an internal combustion engine, which was also the first to use liquid fuel (gasoline), and built an engine around that time. In 1798, John Stevens designed the first American internal combustion engine. In 1807, French engineers Nicéphore (who went on to invent photography) and Claude Niépce ran a prototype internal combustion engine, using controlled dust explosions, the Pyréolophore. This engine powered a boat on the Saône river, France. The same year, the Swiss engineer François Isaac de Rivaz built an internal combustion engine ignited by electric spark. In 1823, Samuel Brown patented the first internal combustion engine to be applied industrially.
Father Eugenio Barsanti, an Italian engineer, together with Felice Matteucci of Florence invented the first real internal combustion engine in 1853. Their patent request was granted in London on June 12, 1854, and published in London's Morning Journal under the title "Specification of Eugene Barsanti and Felix Matteucci, Obtaining Motive Power by the Explosion of Gasses". In 1860, Belgian Jean Joseph Etienne Lenoir produced a gas-fired internal combustion engine. In 1864, Nikolaus Otto patented the first atmospheric gas engine. In 1872, American George Brayton invented the first commercial liquid-fueled internal combustion engine. In 1876, Nikolaus Otto, working with Gottlieb Daimler and Wilhelm Maybach, patented the compressed charge, four-cycle engine. In 1879, Karl Benz patented a reliable two-stroke gas engine. In 1892, Rudolf Diesel developed the first compressed charge, compression ignition engine. In 1926, Robert Goddard launched the first liquid-fueled rocket. In 1939, the Heinkel He 178 became the world's first jet aircraft.

Contents

Prior to 1860

al-Jazari's hydropowered saqiya chain pump device
Model of the Barsanti-Matteucci engine (1853) in the Osservatorio Ximeniano in Florence
Early internal combustion engines were used to power farm equipment similar to these models.
[13]

1860–1910

Patent of Otto-Langen engine 1863
Sir Dugald Clerk's two cycle engine from 1879
This internal combustion engine was an integral aspect of the patent for the first patented automobile, made by Karl Benz on January 29, 1886.
Karl Benz
  • 1860: Belgian Jean Joseph Etienne Lenoir (1822–1900) produced a gas-fired internal combustion engine similar in appearance to a horizontal double-acting steam engine, with cylinders, pistons, connecting rods, and flywheel in which the gas essentially took the place of the steam. This was the first internal combustion engine to be produced in numbers.
  • 1861: Nikolaus Otto builds a copy of the Lenoir engine.
  • 1862: Nikolaus Otto attempts the construction of the compressed charge four cycle engine, and fails.
  • 1862: The earliest confirmed patent of the 4-cycle engine, by Alphonse Beau de Rochas. This was principle only, there was NO engine built to prove the concept.
  • 1862: The German Nikolaus Otto begins to manufacture a no compression gas Lenoir engine with a free piston.[14]
  • 1864: Nikolaus Otto, patented in England and other countries his first atmospheric gas engine. Otto was the first to build and sell this type of compressionless engine designed with an indirect-acting free-piston, whose great efficiency won the support of Eugen Langen and then most of the market, which at that time was mainly for small stationary engines fueled by lighting gas. Eugen Langen collaborated with Otto in the design and they began to manufacture it in 1864.[15]
  • 1865: Pierre Hugon started production of the Hugon engine, similar to the Lenoir engine, but with better economy, and more reliable flame ignition.
  • 1867: Otto and Langen exhibited their free piston engine at the Paris Exhibition in 1867, and they won the greatest award. It had less than half the gas consumption of the Lenoir or Hugon engines.
  • 1870: In Vienna, Siegfried Marcus put the first mobile gasoline and the first modern internal combustion engine on a handcart.
  • 1872: In America George Brayton invented Brayton's Ready Motor and went into commercial production, this used constant pressure combustion, and was the first commercial liquid fuelled internal combustion engine.
  • 1876: Nikolaus Otto, working with Gottlieb Daimler and Wilhelm Maybach, patented the compressed charge, four-stroke engine.[16] The German courts, however, did not hold his patent to cover all in-cylinder compression engines or even the four-stroke cycle, and after this decision, in-cylinder compression became universal.
  • 1878: Dugald Clerk designed the first two-stroke engine with in-cylinder compression. He patented it in England in 1881.
  • 1879: Karl Benz, working independently, was granted a patent for his internal combustion engine, a reliable two-stroke gas engine. Later, Benz designed and built his own four-stroke engine that was used in his automobiles, which were developed in 1885, patented in 1886, and became the first automobiles in production.
  • 1882: James Atkinson invented the Atkinson cycle engine. Atkinson's engine had one power phase per revolution together with different intake and expansion volumes, potentially making it more efficient than the Otto cycle, but certainly avoiding Otto's patent.
  • 1884: British engineer Edward Butler constructed the first petrol (gasoline) internal combustion engine. Butler invented the spark plug, ignition magneto, coil ignition and spray jet carburetor, and was the first to use the word petrol.[17]
  • 1885: German engineer Gottlieb Daimler received a German patent for a supercharger [18]
  • 1887: Gustaf de Laval introduces the de Laval nozzle
  • 1889: Félix Millet begins development of the first vehicle to be powered by a rotary engine in transportation history.
  • 1891: Herbert Akroyd Stuart built his oil engine, leasing rights to Hornsby of England to build them. They built the first cold-start compression-ignition engines. In 1892, they installed the first ones in a water pumping station. In the same year, an experimental higher-pressure version produced self-sustaining ignition through compression alone.
  • 1892: Rudolf Diesel developed the first compressed charge, compression ignition engine .[19]
  • 1893 February 23: Rudolf Diesel received a patent for his compression ignition (diesel) engine.
  • 1896: Karl Benz invented the boxer engine, also known as the horizontally opposed engine, or the flat engine, in which the corresponding pistons reach top dead center at the same time, thus balancing each other in momentum.
  • 1897: Robert Bosch was the first to adapt a magneto ignition to a vehicle engine.
  • 1898: Fay Oliver Farwell designs the prototype of the line of Adams-Farwell automobiles, all to be powered with three or five cylinder rotary internal combustion engines.
  • 1900: Rudolf Diesel demonstrated the diesel engine in the 1900 Exposition Universelle (World's Fair) using peanut oil fuel (see biodiesel).[20]
  • 1900: Wilhelm Maybach designed an engine built at Daimler Motoren Gesellschaft—following the specifications of Emil Jellinek—who required the engine to be named Daimler-Mercedes after his daughter. In 1902 automobiles with that engine were put into production by DMG.[21][22]
  • 1903: Konstantin Tsiolkovsky begins a series of theoretical papers discussing the use of rocketry to reach outer space. A major point in his work is liquid fueled rockets.
  • 1903: Ægidius Elling builds a gas turbine using a centrifugal compressor which runs under its own power. By most definitions, this is the first working gas turbine.
  • 1905: Alfred Buchi patents the turbocharger and starts producing the first examples.
  • 1903–1906: The team of Armengaud and Lemale in France build a complete gas turbine engine. It uses three separate compressors driven by a single turbine. Limits on the turbine temperatures allow for only a 3:1 compression ratio, and the turbine is not based on a Parsons-like "fan", but a Pelton wheel-like arrangement. The engine is so inefficient, at about 3% thermal efficiency, that the work is abandoned.
  • 1908: New Zealand inventor Ernest Godward started a motorcycle business in Invercargill and fitted the imported bikes with his own invention–a petrol economiser. His economisers worked as well in cars as they did in motorcycles.
  • 1908: Hans Holzwarth starts work on extensive research on an "explosive cycle" gas turbine,[23] based on the Otto cycle. This design burns fuel at a constant volume and is somewhat more efficient. By 1927, when the work ended, he has reached about 13% thermal efficiency.
  • 1908: René Lorin patents a design for the ramjet engine.
  • 1916: Auguste Rateau suggests using exhaust-powered compressors to improve high-altitude performance, the first example of the turbocharger.

1920–1980

  • 1920: William Joseph Stern reports to the Royal Air Force that there is no future for the turbine engine in aircraft. He bases his argument on the extremely low efficiency of existing compressor designs. Due to Stern's eminence, his paper is so convincing there is little official interest in gas turbine engines anywhere, although this does not last long.
  • 1921: Maxime Guillaume patents the axial-flow gas turbine engine. It uses multiple stages in both the compressor and turbine, combined with a single very large combustion chamber.
  • 1923: Edgar Buckingham at the United States National Bureau of Standards publishes a report on jets, coming to the same conclusion as W.J. Stern, that the turbine engine is not efficient enough. In particular he notes that a jet would use five times as much fuel as a piston engine.[24]
  • 1925: The Hesselman engine is introduced by Swedish engineer Jonas Hesselman represented the first use of direct gasoline injection on a spark-ignition engine.[25][26]
  • 1925: Wilhelm Pape patents a constant-volume engine design.
  • 1926: Alan Arnold Griffith publishes his groundbreaking paper Aerodynamic Theory of Turbine Design, changing the low confidence in jet engines. In it he demonstrates that existing compressors are "flying stalled", and that major improvements can be made by redesigning the blades from a flat profile into an airfoil, going on to mathematically demonstrate that a practical engine is definitely possible and showing how to build a turboprop.
  • 1926: Robert Goddard launches the first liquid-fueled rocket
  • 1927: Aurel Stodola publishes his "Steam and Gas Turbines"—basic reference for jet propulsion engineers in the US.
  • 1927: A testbed single-shaft turbo-compressor based on Griffith's blade design is tested at the Royal Aircraft Establishment.
  • 1929: Frank Whittle's thesis on jet engines is published
  • 1930: Schmidt patents a pulse-jet engine in Germany.
  • 1935: Hans von Ohain creates plans for a turbojet engine and convinces Ernst Heinkel to develop a working model. Along with a single mechanic von Ohain develops the worlds first turbojet on a test stand.
  • 1936: French engineer René Leduc, having independently rediscovered René Lorin's design, successfully demonstrates the world's first operating ramjet.
  • 1937: The first successful run of Sir Frank Whittle's gas turbine for jet propulsion.
  • March, 1937: The Heinkel HeS 1 experimental hydrogen fueled centrifugal jet engine is tested at Hirth.
  • 27 August 1939: Flight of the world's first turbojet power aircraft. Hans von Ohain's Heinkel He 178 V1 pioneer turbojet aircraft prototype makes its first flight, powered by an He S 3 von Ohain engine.
  • 15 May 1941: The Gloster E.28/39 becomes the first British jet-engined aircraft to fly, using a Power Jets W.1 turbojet designed by Frank Whittle and others.
  • 1942: Max Bentele discovers in Germany that turbine blades can break if vibrations are in its resonance range, a phenomenon already known in the US from the steam turbine experience.
  • 18 July 1942: The Messerschmitt Me 262 first jet engine flight
  • 1946: Samuel Baylin develops the Baylin Engine a three cycle internal combustion engine with rotary pistons. A crude but complex example of the future Wankel engine.[27]
  • 1951: Engineers for The Texas Company—i.e. now Chevron—developed a four stroke engine with a fuel injector that employed what was called the Texaco Combustion Process, which unlike normal four stroke gasoline engines which used a separate valve for the intake of the air-gasoline mixture, with the T.C.P. engine the intake valve with a built in special shroud delivers the air to the cylinder in a tornado type fashion and then the fuel is injected and ignited by a spark plug. The inventors claimed their engine could burn on almost any petroleum based fuel of any octane and even some alcohol based fuels—e.g. kerosene, benzine, motor oil, tractor oil, etc.—without the pre-combustion knock and the complete burning of the fuel injected into the cylinder. While development was well advanced by 1950, there are no records of the T.C.P. engine being used commercially.[28]
  • 1950s: Development begins by US firms of the Free-piston engine concept which is a crankless internal combustion engine.[29]
  • 1954: Felix Wankel's first working prototype DKM 54 of the Wankel engine

1980 to present

Engine starting

Main article: Starter motor
Early internal combustion engines were started by hand cranking. Various types of starter motor were later developed. These included:
Electric starters are now almost universal for small and medium-sized engines, while pneumatic starters are used for large engines.

Modern vs. historical piston engines

The first piston engines did not have compression, but ran on an air-fuel mixture sucked or blown in during the first part of the intake stroke. The most significant distinction between modern internal combustion engines and the early designs is the use of compression of the fuel charge prior to combustion.
The problem of ignition of fuel was handled in early engines with an open flame and a sliding gate. To obtain a faster engine speed Daimler adopted a Hot Tube ignition which allowed 600 rpm immediately in his 1883 horizontal cylinder engine and very soon after over 900 rpm. Most of the engines of that time could not exceed 200 rpm due to their ignition and induction systems.[33]
The first practical engine, Lenoir's, ran on illuminating gas (coal gas). It wasn't until 1883, that Daimler created an engine that ran on liquid petroleum, a fuel called Ligroin which has a chemical makeup of Hexane-N. The fuel is also known as petroleum naptha.
Otto's first engines were push engines which produced a push through the entire stroke (like a Diesel). Daimler's engines produced a rapid pulse, more suitable for mobile engine use.
Share:

World motor vehicle production

           ,       No comments    

History

Main article: History of the automobile
Thomas B. Jeffery automobile factory in Kenosha, Wisconsin, c.1916
Citroën assembly line in 1918
The automotive industry began in the 1890s with hundreds of manufacturers that pioneered the horseless carriage. For many decades, the United States led the world in total automobile production. In 1929, before the Great Depression, the world had 32,028,500 automobiles in use, and the U.S. automobile industry produced over 90% of them. At that time the U.S. had one car per 4.87 persons.[3] After World War II, the U.S. produced about 75 percent of world's auto production. In 1980, the U.S. was overtaken by Japan and then became world's leader again in 1994. In 2006, Japan narrowly passed the U.S. in production and held this rank until 2009, when China took the top spot with 13.8 million units. With 19.3 million units manufactured in 2012, China almost doubled the U.S. production, with 10.3 million units, while Japan was in third place with 9.9 million units.[4] From 1970 (140 models) over 1998 (260 models) to 2012 (684 models), the number of automobile models in the U.S. has grown exponentially.[5]

Safety

Main article: Automobile safety
Safety is a state that implies to be protected from any risk, danger, damage or cause of injury. In the automotive industry, safety means that users, operators or manufacturers do not face any risk or danger coming from the motor vehicle or its spare parts. Safety for the autmobiles themselves, implies that there is no risk of damage.
Safety in the automotive industry is particularly important and therefore highly regulated. Automobiles and other motor vehicles have to comply with a certain number of norms and regulations, whether local or international, in order to be accepted on the market. The standard ISO 26262, is considered as one of the best practice framework for achieving automotive functional safety.[6]
In case of safety issues, danger, product defect or faulty procedure during the manufacturing of the motor vehicle, the maker can request to return either a batch or the entire production run. This procedure is called product recall. Product recalls happen in every industry and can be production-related or stem from the raw material.
Product and operation tests and inspections at different stages of the value chain are made to avoid these product recalls by ensuring end-user security and safety and compliance with the automotive industry requirements. However, the automotive industry is still particularly concerned about product recalls, which cause considerable financial consequences.

Economy

See also: Automotive industry by country
Around the world, there were about 806 million cars and light trucks on the road in 2007, consuming over 980 billion litres (980,000,000 m3) of gasoline and diesel fuel yearly.[7] The automobile is a primary mode of transportation for many developed economies. The Detroit branch of Boston Consulting Group predicts that, by 2014, one-third of world demand will be in the four BRIC markets (Brazil, Russia, India and China). Meanwhile, in the developed countries, the automotive industry has slowed down.[8] It is also expected that this trend will continue, especially as the younger generations of people (in highly urbanized countries) no longer want to own a car anymore, and prefer other modes of transport.[9] Other potentially powerful automotive markets are Iran and Indonesia.[10] Emerging auto markets already buy more cars than established markets. According to a J.D. Power study, emerging markets accounted for 51 percent of the global light-vehicle sales in 2010. The study, performed in 2010 expected this trend to accelerate.[11][12] However, more recent reports (2012) confirmed the opposite; namely that the automotive industry was slowing down even in BRIC countries.[8] In the United States, vehicle sales peaked in 2000, at 17.8 million units.[13]

World motor vehicle production

World Motor Vehicle Production[14]
Production volume (1000 vehicles)
1960s; Post war increase
1970s; Oil crisis and tighter safety and emission regulation.
1990s; production started in NICs
2000s; rise of China as top producer
Automotive industry crisis of 2008–2010
to 1950; USA had produced more than 80% of motor vehicles.[15] 1950s; UK, Germany and France restarted production.
1960s; Japan started production and increased volume through the 1980s. US, Japan, Germany, France and UK produced about 80% of motor vehicles through the 1980s.
1990s; Korea became a volume producer. In 2004, Korea became No. 5 passing France.
2000s; China increased its production drastically, and 2009 became the world largest producing country.
2013; The share of China (25.4%), Korea, India, Brazil and Mexico rose to 43%, while the share of USA (12.7%), Japan, Germany, France and UK fell to 34%.

By year

See also: List of countries by motor vehicle production
[35]
Year Production Change Source
1997 54,434,000   [16]
1998 52,987,000 -2.7% [16]
1999 56,258,892 6.2% [17]
2000 58,374,162 3.8% [18]
2001 56,304,925 -3.5% [19]
2002 58,994,318 4.8% [20]
2003 60,663,225 2.8% [21]
2004 64,496,220 6.3% [22]
2005 66,482,439 3.1% [23]
2006 69,222,975 4.1% [24]
2007 73,266,061 5.8% [25]
2008 70,520,493 -3.7% [26]
2009 61,791,868 -12.4% [27]
2010 77,857,705 26.0% [28]
2011 79,989,155 3.1% [29]
2012 84,141,209 5.3% [30]
2013 87,300,115 3.7% [31]
2014 89,747,430 2.6% [32]
2015 90,086,346 0.4% [33]
2016 94,976,569 4.5% [34]
Car exports by country (2014) from Harvard Atlas of Economic Complexity
Global automobile import and export in 2011

By country

Main article: Automotive industry by country
The OICA counts over 50 countries which assemble, manufacture or disseminate automobiles. Of that figure, only 13, boldfaced in the list below, possess the capability to design automobiles from the ground up.[36]
Top 20 motor vehicle producing countries 2016
Country Motor vehicle production (units)
 China
28,118,794
 United States
12,198,137
 Japan
9,204,590
 Germany
6,062,562
 India
4,488,965
 South Korea
4,228,509
 Mexico
3,597,462
 Spain
2,885,922
 Canada
2,370,271
 Brazil
2,156,356
 France
2,082,000
 Thailand
1,944,417
 United Kingdom
1,816,622
 Turkey
1,485,927
 Czech Republic
1,349,896
 Russia
1,303,989
 Indonesia
1,177,389
 Iran
1,164,710
 Italy
1,103,516
 Slovakia
1,040,000
"Production Statistics". OICA.

By manufacturer

See also: List of manufacturers by motor vehicle production
This is a list of the 15 largest manufacturers by production in 2016.[35]
Rank Group Country Vehicles
1 Toyota  Japan 10,213,486
2 Volkswagen Group  Germany 10,126,281
3 Hyundai  South Korea 7,889,538
4 General Motors  United States 7,793,066
5 Ford  United States 6,429,485
6 Nissan  Japan 5,556,241
7 Honda  Japan 4,999,266
8 Fiat Chrysler Automobiles  Italy /  United States 4,681,457
9 Renault  France 3,373,278
10 PSA  France 3,152,787
11 Suzuki  Japan 2,945,295
12 SAIC  China 2,566,793
13 Daimler  Germany 2,526,450
14 BMW  Germany 2,359,756
15 Changan  China 1,715,871

By market segment

Company relationships

Stake holding

It is common for automobile manufacturers to hold stakes in other automobile manufacturers. These ownerships can be explored under the detail for the individual companies.
Notable current relationships include:[citation needed]

Joint ventures

Top vehicle manufacturing groups by volume

The table below shows the world's 10 largest motor vehicle manufacturing groups, along with the marques produced by each one. The table is ranked by 2016 production figures from the International Organization of Motor Vehicle Manufacturers (OICA) for the parent group, and then alphabetically by marque. Joint ventures are not reflected in this table. Production figures of joint ventures are typically included in OICA rankings, which can become a source of controversy.[41][42]
Marque Country of origin Ownership Markets
1. Toyota ( Japan)
Daihatsu Japan Subsidiary Europe, Asia (except South Korea, South Asia (excluding Sri Lanka)), Africa, South America
Hino Japan Subsidiary South East Asia, Japan, North America, Central America, South America, Caribbean
Lexus Japan Business Unit South East Asia, China, Japan, South Korea, Middle East, United States, Canada, Europe, Brazil, Costa Rica, Panama, Chile, Peru, Bolivia, Australia, New Zealand, South Africa, India
Toyota Japan Division Global, except Iran
2. Volkswagen AG ( Germany)
Audi Germany Subsidiary Global, except Iran
Bentley United Kingdom Subsidiary Global
Bugatti France Subsidiary Global, except Australia
Ducati Italy Subsidiary Global
Lamborghini Italy Subsidiary Global
MAN Germany Subsidiary Global, except North America
Porsche Germany Subsidiary Global, except Iran, North Korea, Syria, Cuba
Scania Sweden Subsidiary Global, except North America
SEAT Spain Subsidiary Europe, China, Singapore, Mexico, Central America, South America, Middle East, Northern Africa
Škoda Czech Republic Subsidiary Europe, Asia (except Indonesia, The Philippines, Iran, Japan, South Korea, North Korea), Central America, South America, Dominican Republic, Northern Africa, Western Africa, Australia, New Zealand
Volkswagen Germany Division Global
Volkswagen Commercial Vehicles Germany Subsidiary Global
VTB Brazil Business Unit Brazil, Mexico, Nigeria, South Africa
3. Hyundai ( South Korea)
Genesis South Korea Business Unit South Korea, Russia, United States, Canada, Middle East
Hyundai South Korea Division Global
Kia South Korea Subsidiary Global, except Japan
4. General Motors ( United States)
Buick United States Business Unit North America, China, Israel
Cadillac United States Business Unit North America, Middle East, China, Europe, Japan, South Korea
Chevrolet United States Business Unit Global, except Australia, New Zealand
GMC United States Business Unit North America, Middle East (except Israel)
Holden Australia Subsidiary Australia, New Zealand
JieFang China Business Unit China
SAIC-GM China Business Unit China
UzDaewoo Uzbekistan Business Unit Central Asia, Russia
5. Ford ( United States)
Ford United States Division Global
Lincoln United States Business Unit North America, Middle East, Japan, South Korea, China
Troller Veículos Especiais Brazil Subsidiary South America, Africa, Australia, Europe
6. Nissan ( Japan)
Datsun Japan Division Indonesia, India, Russia, South Africa
Infiniti Japan Subsidiary Global, except Japan, South America (excluding Chile), Africa (excluding South Africa)
Nissan Japan Division Global
7. Honda ( Japan)
Acura Japan Division China, Kuwait, North America, Russia
Honda Japan Division Global
8. Fiat Chrysler Automobiles ( Italy)
Abarth Italy Subsidiary Global, except Iran
Alfa Romeo Italy Subsidiary Global, except Iran, China, Taiwan, the Philippines
Chrysler United States Division Global, except Europe (excluding United Kingdom, Ireland), Africa (excluding South Africa, Egypt), South Asia, South East Asia (excluding Indonesia, the Philippines, Singapore)
Dodge United States Division Global, except Europe, Africa (excluding South Africa, Egypt), South Asia, South East Asia (excluding Indonesia, the Philippines)
Fiat Italy Subsidiary Global, except Africa (excluding South Africa), Iran, South East Asia
Fiat Professional Italy Business Unit Global, except Africa (excluding South Africa), Iran, South East Asia, United States, Canada
Jeep United States Division Global, except Africa (excluding South Africa, Egypt), South Asia (excluding India, Sri Lanka), South East Asia (excluding Malaysia, Indonesia, the Philippines, Singapore)
Lancia Italy Division Europe, except United Kingdom, Ireland
Maserati Italy Subsidiary Global
Ram United States Division North America, Brazil, Middle East, Peru
9. Renault ( France)
Dacia Romania Subsidiary Europe, North Africa
Lada Russia Subsidiary Russia, Belarus, Ukraine, Armenia, Azerbaijan, Czech Republic, Slovakia, Austria, France, Germany, Hungary, Egypt
Renault France Subsidiary Global
Renault Samsung Motors South Korea Subsidiary South Korea, Chile
10. Groupe PSA ( France)
Citroën France Division Europe, Central and South America, Northern and Western Africa, South Africa, Madagascar, Australia, New Zealand, Asia (except India, Pakistan, Bangladesh)
DS France Division Europe, China
Peugeot France Division Global, except USA, Canada, India, Pakistan, Bangladesh
Opel Germany Subsidiary Europe

Car makes and parent companies

The table below lists most car makes and their parent companies.
Parent (Owner) Parent Country Make Make Country
Fiat Chrysler Automobiles  Italy Abarth  Italy
Honda  Japan Acura  Japan
Polaris Industries  United States Aixam  France
Fiat Chrysler Automobiles  Italy Alfa Romeo  Italy
Renault  France Alpine  France
Aston Martin  United Kingdom Aston Martin  United Kingdom
Volkswagen Group  Germany Audi  Germany
SAIC-GM-Wuling  China/ United States Baojun  China
Volkswagen Group  Germany Bentley  United Kingdom
BMW  Germany BMW  Germany
Brilliance  China Brilliance  China
Volkswagen Group  Germany Bugatti  France
General Motors  United States Buick  United States
BYD  China BYD  China
General Motors  United States Cadillac  United States
Caterham  United Kingdom Caterham  United Kingdom
Chang'an  China Chang'an  China
General Motors  United States Chevrolet  United States
Fiat Chrysler Automobiles  Italy Chrysler  United States
Groupe PSA  France Citroën  France
Renault  France Dacia  Romania
Toyota  Japan Daihatsu  Japan
Nissan  Japan Datsun  Japan
Fiat Chrysler Automobiles  Italy Dodge  United States
Dongfeng Motor Corporation  China Dongfeng  China
Groupe PSA  France DS  France
Dongfeng Motor Corporation  China Dongfeng Fengshen  China
Fiat Chrysler Automobiles  Italy Fiat  Italy
Wanxiang  China Karma  United States
Ford  United States Ford  United States
Ferrari  Italy Ferrari  Italy
Geely  China Geely  China
Hyundai Motor Group  South Korea Genesis  South Korea
General Motors  United States GMC  United States
Toyota  Japan Hino Motors  Japan
General Motors  United States Holden (HSV)  Australia
Honda  Japan Honda  Japan
Hyundai Motor Group  South Korea Hyundai  South Korea
Nissan  Japan Infiniti  Japan
Isuzu Motors  Japan Isuzu  Japan
Tata Motors  India Jaguar  United Kingdom
Fiat Chrysler Automobiles  Italy Jeep  United States
FAW Group / FAW-GM  China/ United States Jie Fang  China
Kantanka Group Conglomerate  Ghana Kantanka  Ghana
Koenigsegg  Sweden Koenigsegg  Sweden
Hyundai Motor Group  South Korea Kia  South Korea
Renault  France Lada  Russia
Volkswagen Group  Germany Lamborghini  Italy
Fiat Chrysler Automobiles  Italy Lancia  Italy
Tata Motors  India Land Rover  United Kingdom
Toyota  Japan Lexus  Japan
Ligier  France Ligier  France
Ford  United States Lincoln  United States
Geely  China Lotus  United Kingdom
Geely  China LTI  United Kingdom
Yulon Motor  Taiwan Luxgen  Taiwan
Mahindra & Mahindra  India Mahindra  India
Suzuki  Japan Maruti Suzuki  India
Fiat Chrysler Automobiles  Italy Maserati  Italy
Mastretta  Mexico Mastretta  Mexico
Daimler AG  Germany Maybach  Germany
Mazda  Japan Mazda  Japan
McLaren Automotive  United Kingdom McLaren  United Kingdom
Daimler AG  Germany Mercedes-Benz  Germany
SAIC Motor  China MG  United Kingdom
Ligier  France Microcar  France
BMW  Germany Mini  United Kingdom
Nissan / Mitsubishi Group  Japan Mitsubishi  Japan
Morgan Motor Company  United Kingdom Morgan  United Kingdom
National Electric Vehicle Sweden (NEVS)  Sweden NEVS  Sweden
Nissan  Japan Nissan  Japan
Peter Dyson  United Kingdom Noble  United Kingdom
Groupe PSA  France Opel  Germany
Pagani Automobili  Italy Pagani  Italy
Perodua  Malaysia Perodua  Malaysia
Groupe PSA  France Peugeot  France
PGO  France PGO  France
Volkswagen Group  Germany Porsche  Germany
Geely / DRB-HICOM  China /  Malaysia PROTON  Malaysia
Fiat Chrysler Automobiles  Italy Ram  United States
GM Uzbekistan  Uzbekistan Ravon  Uzbekistan
Renault  France Renault  France
Rimac Automobili  Croatia Rimac  Croatia
SAIC Motor  China Roewe  China
BMW  Germany Rolls Royce  United Kingdom
Saleen  United States Saleen  United States
Iran Khodro (IKCO)  Iran Samand  Iran
Renault  France Renault Samsung Motors  South Korea
Volkswagen Group  Germany SEAT  Spain
BAIC Motor  China Senova  China
Volkswagen Group  Germany Škoda  Czech Republic
Daimler AG  Germany Smart  Germany
Mahindra & Mahindra  India SsangYong  South Korea
Subaru Corporation  Japan Subaru  Japan
Suzuki  Japan Suzuki  Japan
Tata Motors  India Tata  India
Tesla  United States Tesla  United States
Saipa  Iran Tiba/Miniator  Iran
Toyota  Japan Toyota  Japan
Uniti Sweden AB  Sweden Uniti  Sweden
Groupe PSA  France Vauxhall  United Kingdom
Dongfeng Motor Co., Ltd. (Dongfeng-Nissan)  China/ Japan Venucia  China
Volkswagen Group  Germany Volkswagen  Germany
Geely  China Volvo Cars  Sweden
Vuhl  Mexico Vuhl  Mexico
SAIC-GM-Wuling  China/ United States Wuling  China
Innoson  Nigeria IVM  Nigeria
Share:
Copyright © Technology, And Scientific Knowledge | Powered by Blogger Design by ronangelo | Blogger Theme by NewBloggerThemes.com