2008 Mitsubishi Lancer (ukoliko Mitsubishi ne bankrotira do tada)
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Eh ti Japanci..a mogu i Koreanci...
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SAMARA
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68Charger440:
Zato sto se toliko kvari tvoj cale hoce da kupi jednu za sebe.
Makar si tako pisao ranije.
A posto caleta predstavljas kao profesionalca, a znajuci da je njima na prvom mestu kvalitet i pouzdanost, cisto sumnjam da bi kupio auto koji ne valja i koji mora stalno da se popravlja.
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68Charger440:
America's Bestsellers of 2006
2007 Toyota Camry
Redesigned for the 2007 model year, the Toyota Camry retains its place as the top-selling car in America for the first half of 2006.
2006 Chevrolet Silverado
The Chevrolet Silverado is the second-best-selling vehicle in America overall for the first six months of 2006.
2006 Honda Civic Si
Offered in coupe, sedan and hybrid versions, the all-new Honda Civic is the third-best-selling car in the first six months of 2006.
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By Peter Valdes-Dapena, CNNMoney.com staff writer March 18, 2006: 8:46 AM EST
NEW YORK (CNNMoney.com) - In a list of the 10 hottest cars now on the market, six of the 10 are products of the Toyota Motor Co. The Prius tops the list and all three of Toyota's low-priced Scion models are on the list, as well.
NEW YORK (CNNMoney.com) - In a list of the 10 hottest cars now on the market, six of the 10 are products of the Toyota Motor Co. The Prius tops the list and all three of Toyota's low-priced Scion models are on the list, as well.
SAMARA:
Hoce da kupi novu, ne 10 godina staru.
Toyote, barem po pricama, mogu vecno trajati, a ova nasa svakog meseca je kod mehanicara. Nije nista bolja nego caletov '97 Dodge Intrepid.
Pored toga, cale je hteo to da uradi pre nekoliko godina. Cisto sumnjam da i dalje zeli Camry posle svih problema koje ima sa nasom.
baraba*:
Da mi je samo znati gde si nasao ove gluposti.
Za pocetak najbolje prodavano vozilo je Ford F-Series, i to skoro 30 godina za redom. Tek onda sledi Chevrolet Silverado, pa Toyota Camry.
Civic, posebno Si, nema sanse da bude na 3. mestu. Da si rekao samo Civic mozda bi ti i poverovao, ali Si je sportska verzija koja se prodaje u jako malim primercima. Evo ti lista pa sam vidi gde je Civic.
Prodaja do Juna:
Ford F-Series: 400,177
Chevrolet Silverado: 317,169
Toyota Camry: 218,517
Dodge Ram: 183,174
Honda Accord: 178,116
Toyota Corolla 170,357
Honda Civic: 165,056
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vidim na prvi si regularno odgovorio, a drugi si mudro ignorisao 
hmmmm, a na drugom ima izvor odakle je skinuto....chesh,chesh.... mora da je zbog toga
hmmmm, a na drugom ima izvor odakle je skinuto....chesh,chesh.... mora da je zbog toga
Pa ajde sad odgovori i ti na moj komentar, bas me interesuje sta ima da kazes nakon sto sam te uhvatio u lazi.
A sto se tice drugog komentara, to hottest cars ne znaci uopste da je auto dobro ili lose. Znaci samo da novinari misle da u ovom momentu su dobri za kupce, a tu ces naci samo economy cars zbog visokih cena goriva.
A sto se tice drugog komentara, to hottest cars ne znaci uopste da je auto dobro ili lose. Znaci samo da novinari misle da u ovom momentu su dobri za kupce, a tu ces naci samo economy cars zbog visokih cena goriva.
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Ok, priznajem pred celim razredom, kvaran sam. Prvi post se odnosio na kategoriju passenger car, al sam ja to "sluchajno" prevideo. Shta da radim nisam mogao da odolim
Elem.... a evo linka
http://autos.msn.com/advice/article.aspx?contentid=4023925
Vidju ovo, ala ima japanaca....tztztztztz.....i to na americhkom sajtu. Ma shta oni znaju.... nemaju pojma....mora da je neka greshka
Elem.... a evo linka
http://autos.msn.com/advice/article.aspx?contentid=4023925
Vidju ovo, ala ima japanaca....tztztztztz.....i to na americhkom sajtu. Ma shta oni znaju.... nemaju pojma....mora da je neka greshka
Ima Japanaca, ali to im je sve. Jedine 2 Toyote koje ces naci i u prvih 20+ su Camry i Corolla. Sve ostale se slabo prodaju. Isti slucaj je i sa Hondom (Accord i Civic), to su jedina 2 modela koja se dobro prodaju. I sta dobijaju tim? Ford proda vise F-Series nego sto Toyota proda Camry i Corolla zajedno. Ford proda vise F-Series nego sto Honda proda svih Accord i Civic zajedno.
1. Ford F-Series 400,177
2. Chevrolet Silverado 317,169
3. Toyota Camry 218,517
4. Dodge Ram 183,174
5. Honda Accord 178,116
6. Honda Civic 165,056
7. Chevrolet Impala 144,730
8. Toyota Corolla 132,182
9. Dodge Caravan 125,813
10. Chevrolet Cobalt 119,952
1. Ford F-Series 400,177
2. Chevrolet Silverado 317,169
3. Toyota Camry 218,517
4. Dodge Ram 183,174
5. Honda Accord 178,116
6. Honda Civic 165,056
7. Chevrolet Impala 144,730
8. Toyota Corolla 132,182
9. Dodge Caravan 125,813
10. Chevrolet Cobalt 119,952
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Dobijam da ti tresem kaFez malo zato shto se tol'ko primash na americhka kola i uporno tvrdish da su sve i svja.
Toyota to Become World's Largest Auto Manufacturer in 2007 (TM, GM, F)
Oct 26th
A Financial Times article today (courtesy of MSN Money) reports on a new Toyota (ticker: TM) business plan to be released in December that will effectively propel it into the number one position in global auto manufacturing sometime in early 2007.
This news does not bode well for the struggling U.S. autos, and is especially painful news for General Motors (ticker: GM), which stands to be dethroned of the #1 position it has held for decades.
General Motors, Ford (ticker: F), and Toyota, could not be on more diverging paths. Both GM and Ford reported substantial quarterly losses. In the meantime Toyota has bought a stake in Fuji Heavy (maker of Subaru) from GM and recently began selling its Lexus brand in Japan for the first time. As Toyota is expanding both domestically and globally, GM is retracting. The U.S. autos face a plethora of difficulties, most of which are legacy problems that Japan's autos don't face.
One issue to pay close attention to is political tension over the potential demise of U.S. autos seemingly (but not necessarily completely) at the hands of Japan's autos led by Toyota. This is something Toyota's top executives have made headlines in recent months for, showing their concern over GM's plight and offering to raise prices in the U.S.
Toyota to Become World's Largest Auto Manufacturer in 2007 (TM, GM, F)
Oct 26th
A Financial Times article today (courtesy of MSN Money) reports on a new Toyota (ticker: TM) business plan to be released in December that will effectively propel it into the number one position in global auto manufacturing sometime in early 2007.
This news does not bode well for the struggling U.S. autos, and is especially painful news for General Motors (ticker: GM), which stands to be dethroned of the #1 position it has held for decades.
General Motors, Ford (ticker: F), and Toyota, could not be on more diverging paths. Both GM and Ford reported substantial quarterly losses. In the meantime Toyota has bought a stake in Fuji Heavy (maker of Subaru) from GM and recently began selling its Lexus brand in Japan for the first time. As Toyota is expanding both domestically and globally, GM is retracting. The U.S. autos face a plethora of difficulties, most of which are legacy problems that Japan's autos don't face.
One issue to pay close attention to is political tension over the potential demise of U.S. autos seemingly (but not necessarily completely) at the hands of Japan's autos led by Toyota. This is something Toyota's top executives have made headlines in recent months for, showing their concern over GM's plight and offering to raise prices in the U.S.
OK, i sta sad? Toyota je broj 1 na svetu. I GM je bio broj 1 u svetu od 1927 do 2006. To je punih 79 godina - duze nego sto Japanska auto industrija postoji. I dalje 3 od 5 najvecih svetskih auto kompanija dolaze iz Amerike. Jedna je iz Evrope, jedna iz Japana i cak 3 iz Amerike.
Videcemo koliko dugo ce Toyota ostati na vrhu. Cim im se prodaja povecala, odmah nastaju problemi: gomila recalls i dosta vise nezadovoljnih kupaca nego sto je pre bilo. Saznace oni na tezak nacin da je teze ostati na vrhu nego doci na vrh.
Jesi li mozda znao da je recalls Toyote skocili za 100% (sa 1.1 mill na 2.2 mill) u protekloj godini? Nisi sigurno.
A kad si se vec toliko uhvatio prodaje, evo ti 20 najprodavanijih vozila u Americi prosle godine.
1. Ford F-Series pickup 939,511
2. Chevy Silverado 680,768
3. Dodge Ram pickup 427,239
4. Toyota Camry 426,990
5. Honda Accord 386,770
6. Ford Explorer 339,333
7. Toyota Corolla/Matrix 333,161
8. Honda Civic 309,196
9. Chevrolet Impala 290,259
10. Chevrolet TrailBlazer 283,484
11. Ford Taurus 248,148
12. Dodge Caravan 242,307
13. Nissan Altima 235,889
14. GMC Sierra 213,756
15. Ford Focus 208,339
16. Chevrolet Cavalier 195,275
17. Chevrolet Tahoe 186,161
18. Ford Escape 183,430
19. Chevrolet Malibu 179,806
20. Ford Econoline 171,017
Videcemo koliko dugo ce Toyota ostati na vrhu. Cim im se prodaja povecala, odmah nastaju problemi: gomila recalls i dosta vise nezadovoljnih kupaca nego sto je pre bilo. Saznace oni na tezak nacin da je teze ostati na vrhu nego doci na vrh.
Jesi li mozda znao da je recalls Toyote skocili za 100% (sa 1.1 mill na 2.2 mill) u protekloj godini? Nisi sigurno.
A kad si se vec toliko uhvatio prodaje, evo ti 20 najprodavanijih vozila u Americi prosle godine.
1. Ford F-Series pickup 939,511
2. Chevy Silverado 680,768
3. Dodge Ram pickup 427,239
4. Toyota Camry 426,990
5. Honda Accord 386,770
6. Ford Explorer 339,333
7. Toyota Corolla/Matrix 333,161
8. Honda Civic 309,196
9. Chevrolet Impala 290,259
10. Chevrolet TrailBlazer 283,484
11. Ford Taurus 248,148
12. Dodge Caravan 242,307
13. Nissan Altima 235,889
14. GMC Sierra 213,756
15. Ford Focus 208,339
16. Chevrolet Cavalier 195,275
17. Chevrolet Tahoe 186,161
18. Ford Escape 183,430
19. Chevrolet Malibu 179,806
20. Ford Econoline 171,017
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April 08, 2006
Toyota poised to become the world's largest automaker
Industry experts praise the company's efficiency, flexibility, quality control and, most importantly, foresight
Anthony Faiola / The Washington Post
TOYOTA, Japan -- Satoshi Ogiso was in his office redesigning Camrys and Tercels when the young auto engineer was suddenly ordered to switch gears and join a secret mission "to come up with a whole new car for the 21st century."
Toyota Motor Corp.'s top management, Ogiso said, had read the wind. Believing that higher oil prices and the rise of eco-conscious consumers would spark surging demand for super-efficient autos, they ordered up what would become the prototype for the Toyota Prius.
The gas-electric hybrid reached U.S. shores in 2000, defying industry naysayers by becoming one of Toyota's hottest new models. Eager clients in the United States are still waiting two months or more for delivery as the futuristic hybrids roll off the assembly lines as fast as Toyota can make them in this booming city in central Japan.
As the company was busy unveiling the Prius, its U.S. competitors at General Motors Corp. and Ford Motor Co. were heading down a completely different road. Both companies were pouring cash into gas-guzzling sport-utility vehicles and minivans, sales of which tanked as oil prices shot up.
Analysts say the foresight and planning that went into the development of the world's first mass-produced hybrid underscore how Toyota has managed to leave the struggling U.S. automakers in the dust -- and why it is likely to stay ahead for years to come.
Toyota is poised to overtake ailing General Motors this year as the world's largest automaker in terms of units sold. It is a title, industry experts say, that the 69-year-old company could win through a combination of efficiency, flexibility, quality control and, most importantly, an uncanny sixth sense for what consumers want.
"The early development of the Prius put Toyota at least two years ahead of the Big Three in one of the fastest-growing car segments," said Noriyuki Matsushima, managing director at Nikko Citigroup Ltd. in Tokyo. "Toyota has succeeded in reinventing the idea of automaking and corporate efficiency in a manner that has everybody else in the industry playing catch-up."
In the midst of massive layoffs and plant closures, General Motors and Ford are struggling for survival. Meanwhile, Toyota is projected to post record profit this year after nearly doubling production and opening seven factories over the past five years.
The U.S. automakers have linked much of their woes to massive "legacy costs" -- or generations of generous benefit packages to its unionized employees. Industry experts say General Motors' health-care and pension expenses amount to roughly $2,000 more per vehicle than Toyota's.
But analysts say those costs tell only part of the story. Pegged in the post-World War II era as a maker of inexpensive cars, Toyota commands a record 13.3 percent of the U.S. market -- up from 12.2 percent in 2004 -- even though many of its models are more expensive than their American counterparts.
Toyota has avoided layoffs or major labor disputes for more than half a century while maintaining an industry edge in cross-training line workers to build multiple cars on the same assembly lines. Inside Toyota's sprawling Tsutsumi plant here -- one of two in Japan that make the Prius -- workers produce seven models on two assembly lines, changing tasks every two hours.
The relentless push for efficiency often takes shape in small ways. Two years ago, the company came up with a new process in which parts for specific models were presorted into blue boxes that travel down the line as each car is assembled. Though low-tech and inexpensive to put into effect, it significantly sped up the product line and saved space by doing away with the need for workers to seek out different auto parts from storage bins. It was one of roughly 600,000 small improvements Toyota makes annually.
"Toyota is the Tiger Woods of flexibility and efficiency; they've got everybody a few strokes behind," said Ron Harbour, head of Harbour Consulting, publisher of an annual auto industry productivity report. "Often, it's nothing that makes you sit back and go 'wow.' They're little things, thousands of little things that add up to a huge advantage."
Analysts say the Prius marks an inventive milestone for Toyota. Although it accounts for only a tiny fraction of the record 9 million vehicles Toyota expects to produce this year, the Prius was an atypical risk for a company that has become more known for quality and consistency than innovation.
Toyota has been toying with hybrid engines for the past 20 years. But the company began to seriously pursue a mass-producible hybrid in 1993. Ogiso, 45 years old and now the chief engineer on the third-generation Prius still under development, said the edict came from Eiji Toyoda, the patriarch of the Toyota family who headed the company until 1994.
Ogiso said Toyoda had grown increasingly concerned that gas-engine auto manufacturing would eventually become a sunset industry given the limits of global oil supplies and increasing pressure to curb emissions. Focused more on a long-term advantage than the short-term gains that U.S. automakers are under pressure from Wall Street to produce, Toyota put hundreds of engineers to work on creating a new engine that would double average gas mileage and cut emissions by 80 percent. Conventional engines were quickly ruled out. "We found that the only way to achieve that goal was building a whole new type of car," Ogiso said.
In the United States, an unconventional car called for unconventional marketing, and Toyota began selling the Prius via the Internet to generate a buzz. It worked. Hollywood celebrities, including Cameron Diaz and Leonardo DiCaprio, stepped in, scooping up the eco-friendly car in which even the floor mats are made from recyclable sugar cane.
The Prius hit a vein of gold. Despite a premium price, sales vastly outpaced Toyota's expectations. The car sold 107,897 units in the United States in 2005 -- about double the 2004 volume. Toyota quickly rolled out other hybrid models, including Lexus and Highlander versions, selling 235,000 worldwide in 2005, up from 134,000 a year earlier.
Some credit the success of the Prius to lucky timing -- sales took off just as gas prices were skyrocketing. But many who initially scoffed at the idea -- including General Motors and Ford -- have become true believers. Both companies have rolled out hybrids of their own.
But Toyota is banking on staying one step ahead.
"We knew were on the right path," Ogiso said. "And we were."
Toyota poised to become the world's largest automaker
Industry experts praise the company's efficiency, flexibility, quality control and, most importantly, foresight
Anthony Faiola / The Washington Post
TOYOTA, Japan -- Satoshi Ogiso was in his office redesigning Camrys and Tercels when the young auto engineer was suddenly ordered to switch gears and join a secret mission "to come up with a whole new car for the 21st century."
Toyota Motor Corp.'s top management, Ogiso said, had read the wind. Believing that higher oil prices and the rise of eco-conscious consumers would spark surging demand for super-efficient autos, they ordered up what would become the prototype for the Toyota Prius.
The gas-electric hybrid reached U.S. shores in 2000, defying industry naysayers by becoming one of Toyota's hottest new models. Eager clients in the United States are still waiting two months or more for delivery as the futuristic hybrids roll off the assembly lines as fast as Toyota can make them in this booming city in central Japan.
As the company was busy unveiling the Prius, its U.S. competitors at General Motors Corp. and Ford Motor Co. were heading down a completely different road. Both companies were pouring cash into gas-guzzling sport-utility vehicles and minivans, sales of which tanked as oil prices shot up.
Analysts say the foresight and planning that went into the development of the world's first mass-produced hybrid underscore how Toyota has managed to leave the struggling U.S. automakers in the dust -- and why it is likely to stay ahead for years to come.
Toyota is poised to overtake ailing General Motors this year as the world's largest automaker in terms of units sold. It is a title, industry experts say, that the 69-year-old company could win through a combination of efficiency, flexibility, quality control and, most importantly, an uncanny sixth sense for what consumers want.
"The early development of the Prius put Toyota at least two years ahead of the Big Three in one of the fastest-growing car segments," said Noriyuki Matsushima, managing director at Nikko Citigroup Ltd. in Tokyo. "Toyota has succeeded in reinventing the idea of automaking and corporate efficiency in a manner that has everybody else in the industry playing catch-up."
In the midst of massive layoffs and plant closures, General Motors and Ford are struggling for survival. Meanwhile, Toyota is projected to post record profit this year after nearly doubling production and opening seven factories over the past five years.
The U.S. automakers have linked much of their woes to massive "legacy costs" -- or generations of generous benefit packages to its unionized employees. Industry experts say General Motors' health-care and pension expenses amount to roughly $2,000 more per vehicle than Toyota's.
But analysts say those costs tell only part of the story. Pegged in the post-World War II era as a maker of inexpensive cars, Toyota commands a record 13.3 percent of the U.S. market -- up from 12.2 percent in 2004 -- even though many of its models are more expensive than their American counterparts.
Toyota has avoided layoffs or major labor disputes for more than half a century while maintaining an industry edge in cross-training line workers to build multiple cars on the same assembly lines. Inside Toyota's sprawling Tsutsumi plant here -- one of two in Japan that make the Prius -- workers produce seven models on two assembly lines, changing tasks every two hours.
The relentless push for efficiency often takes shape in small ways. Two years ago, the company came up with a new process in which parts for specific models were presorted into blue boxes that travel down the line as each car is assembled. Though low-tech and inexpensive to put into effect, it significantly sped up the product line and saved space by doing away with the need for workers to seek out different auto parts from storage bins. It was one of roughly 600,000 small improvements Toyota makes annually.
"Toyota is the Tiger Woods of flexibility and efficiency; they've got everybody a few strokes behind," said Ron Harbour, head of Harbour Consulting, publisher of an annual auto industry productivity report. "Often, it's nothing that makes you sit back and go 'wow.' They're little things, thousands of little things that add up to a huge advantage."
Analysts say the Prius marks an inventive milestone for Toyota. Although it accounts for only a tiny fraction of the record 9 million vehicles Toyota expects to produce this year, the Prius was an atypical risk for a company that has become more known for quality and consistency than innovation.
Toyota has been toying with hybrid engines for the past 20 years. But the company began to seriously pursue a mass-producible hybrid in 1993. Ogiso, 45 years old and now the chief engineer on the third-generation Prius still under development, said the edict came from Eiji Toyoda, the patriarch of the Toyota family who headed the company until 1994.
Ogiso said Toyoda had grown increasingly concerned that gas-engine auto manufacturing would eventually become a sunset industry given the limits of global oil supplies and increasing pressure to curb emissions. Focused more on a long-term advantage than the short-term gains that U.S. automakers are under pressure from Wall Street to produce, Toyota put hundreds of engineers to work on creating a new engine that would double average gas mileage and cut emissions by 80 percent. Conventional engines were quickly ruled out. "We found that the only way to achieve that goal was building a whole new type of car," Ogiso said.
In the United States, an unconventional car called for unconventional marketing, and Toyota began selling the Prius via the Internet to generate a buzz. It worked. Hollywood celebrities, including Cameron Diaz and Leonardo DiCaprio, stepped in, scooping up the eco-friendly car in which even the floor mats are made from recyclable sugar cane.
The Prius hit a vein of gold. Despite a premium price, sales vastly outpaced Toyota's expectations. The car sold 107,897 units in the United States in 2005 -- about double the 2004 volume. Toyota quickly rolled out other hybrid models, including Lexus and Highlander versions, selling 235,000 worldwide in 2005, up from 134,000 a year earlier.
Some credit the success of the Prius to lucky timing -- sales took off just as gas prices were skyrocketing. But many who initially scoffed at the idea -- including General Motors and Ford -- have become true believers. Both companies have rolled out hybrids of their own.
But Toyota is banking on staying one step ahead.
"We knew were on the right path," Ogiso said. "And we were."
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...Japanci su zakon!
end of story...
end of story... Koje isustvo imas sa Americkim i Japanskim autima da mozes reci koji su bolji?
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Washington Post govori za mene 
Ne smem da udjem s' tobom u raspravu jer bi me "razbio"
:?
Nemoj da si na kraj srca, 'ebiga, udahnesh duboko i kazhesh sebi "ma bolji su bre Charger ajde prihvati to" i gotovo, ko rukom odneseno, videtjesh da tjesh se bolje osetjati...
i kao shto rekoh gore...
Japanci su zakon!
end of story...
p.s. a tek Subaru
Ne smem da udjem s' tobom u raspravu jer bi me "razbio"
:?Nemoj da si na kraj srca, 'ebiga, udahnesh duboko i kazhesh sebi "ma bolji su bre Charger ajde prihvati to" i gotovo, ko rukom odneseno, videtjesh da tjesh se bolje osetjati...
i kao shto rekoh gore...
Japanci su zakon!
end of story...p.s. a tek Subaru
To je sve, sto bi Judge Judy rekla - hearsay
Kao sto rekoh, imam Toyotu u familiji i svakog meseca je kod mehanicara.
Kao sto rekoh, imam Toyotu u familiji i svakog meseca je kod mehanicara.
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Again and again....68Charger440:
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To znači nešto, zar ne? I sad ja kažem moj slučaj da imam 20 godina star Subaru koji se za 6 godina nije ni jednom pokvario? Istina je da se tvoja Tojota kvari, istina je ovo drugo... Možemo suditi po pojedinačnom primeru?68Charger440:
Jako neozbiljno.
Evropsko trziste je daleko drugacije od Americkog. Ko se pokaze dobro na Americkom trzistu - taj je neko.
Pogledaj samo koju ulogu VW igra u Evropi, a koju igra u Americi i sve ce ti biti jasno.
Pogledaj samo koju ulogu VW igra u Evropi, a koju igra u Americi i sve ce ti biti jasno.
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Ono prvo je tvoj stav, veoma relativan. A ovo drugo... Pa tek to nema veze sa ničim...68Charger440:
To drugo ti je dokaz koliko je Americko trziste zahtevnije od Evropskog.
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Ok, idemo onda ovako.
Pogledaj samo koju ulogu Američka vozila igraju u Evropi, a koju igra u Americi i sve ce ti biti jasno.
I šta sad? Do sutra? Priča je besmislena. Tržišta su totalno drugačija. Cene tamo jako niske, ovde jako visoke. Znači u startu ne može biti poređenja. Drugo, Amerika kao jedna država forsira svoje. Ovde 20 država ne mogu sebi dopustiti tako nešto. Ovde najviše mislim na odabir game motora, pa da se duvaju sa snagom iz 5 litarske mašine. Ovde tržište ne dozvoljava tako nešto.
Razlika ogromna, nemerljiva. Shvati jednom da ne možeš porediti Amerikanca u Americi sa nekim drugim kolima u Americi. Tvoj stav i teoriju može podržati samo neko ko je zaljubljenik u američku autoindustriju, a realna osoba se nikako ne može složiti sa načinom poređenja koji forsiraš kao dokaz za nešto sve ove strane...
Pogledaj samo koju ulogu Američka vozila igraju u Evropi, a koju igra u Americi i sve ce ti biti jasno.
I šta sad? Do sutra? Priča je besmislena. Tržišta su totalno drugačija. Cene tamo jako niske, ovde jako visoke. Znači u startu ne može biti poređenja. Drugo, Amerika kao jedna država forsira svoje. Ovde 20 država ne mogu sebi dopustiti tako nešto. Ovde najviše mislim na odabir game motora, pa da se duvaju sa snagom iz 5 litarske mašine. Ovde tržište ne dozvoljava tako nešto.
Razlika ogromna, nemerljiva. Shvati jednom da ne možeš porediti Amerikanca u Americi sa nekim drugim kolima u Americi. Tvoj stav i teoriju može podržati samo neko ko je zaljubljenik u američku autoindustriju, a realna osoba se nikako ne može složiti sa načinom poređenja koji forsiraš kao dokaz za nešto sve ove strane...
A ja tebi opet ponavljam da je Amerika zemlja imigranata i da ovde ima ljudi iz celog sveta, i zbog toga ima auta. U Evropi nije takav slucaj. U Americi postoji dosta ljudi koji ce kupiti ekonomicno auto. U Evropsi ne postoji mnogo middle-class koji ce kupiti vozilo koje prelazi 12 milja po galonu.
I nemoras gledati prodaju vozila u Americi (mada je baraba* o tome poceo da pise, ne ja). Pogledaj najvece svetske auto kompanije - 1 iz Evrope (VW), 1 iz Japana (Toyota) i cak 3 iz Amerike (GM, Ford, Chrysler). Znaci nije u pitanju prodaja u Americi, nego ukupna prodaja u celom svetu. Opet Amerikanci izlaze kao pobednici, iako imaju malo kupaca u Evropi i Aziji.
I nemoras gledati prodaju vozila u Americi (mada je baraba* o tome poceo da pise, ne ja). Pogledaj najvece svetske auto kompanije - 1 iz Evrope (VW), 1 iz Japana (Toyota) i cak 3 iz Amerike (GM, Ford, Chrysler). Znaci nije u pitanju prodaja u Americi, nego ukupna prodaja u celom svetu. Opet Amerikanci izlaze kao pobednici, iako imaju malo kupaca u Evropi i Aziji.
- Poruka
- 33.100
Pa kako neće kad svi oni u Americi kupe automobile poput Mustanga za pare za koje bi ovde kupili neku Kiu??? Kakve veze ima što je zemlja emigranata, kada im Amerika nudi jeftinoću na američki proizvod??? Ko će ovde da kupi velik auto kome je sve bolje nego na malom autu? Uporedi cene goriva ovde i u Americi.68Charger440:
I da te pitam na isti način: Uporedi koju ulogi igra Citroen u Francuskoj, a koju u Americi?
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