Tom Frankonia
Grenadier Owner
- Local time
- 10:18 PM
- Joined
- Apr 23, 2023
- Messages
- 23
- Reaction score
- 73
- Location
- Deutschland - Bavaria
No. But that would certainly also be possible. Do you know more??
Yep, threads merged.
VW Touareg Tdi Generation 2 T3 or T4 [NOT the current T5], or an Anorak 3.0 Tdi [but not the 202 bhp version] though these ride a lot better when empty with 100 kg or so over the back axle.
I'm genuinely interested but what finishing work would you do?
In principle, there is nothing wrong with visible spot welds on such a vehicle, but then they should be perfect.
They look very similar to those on my Defender. The only thing I'd question is that they don't appear to be regularly spaced or in any horizontal or vertical alignment; but that seems to be explained away when you look at the factory photos of the construction technique.
I'd agree if yours was the only one, or one of a few exceptions and there were others that were perfect; however when they all are identical then it seems it can be explained away as not a fault but a feature.
They’re clearly a design signature that’s been built in. If you want no spot welds, buy one of the host of other me too vehicles and soft readers.. Personally I think they fit right in are part of the patina.. Built on purpose surely
+ 1 in every single word
So it is, maybe with different reasons, everywhere the same. Doesn’t makes us happier but at least we don’t see that everything is better than with IA.
I think the Bronco is an apples and oranges comparison. The Bronco problem is driven by demand outstripping supply. For the IG, it is something else- the cars sit on lots, and people don’t get delivery. Kind of more like when there were chip shortages keeping delivery from happening.
Certainly Bronco and Gren are two different problems, but not everywhere. In Europe, and even more in Italy, the Bronco does not present itself as a very popular product as in the United States, but it is still a niche vehicle. However high the demand may be, proposing deliveries over many months and sending only one specimen to the official dealership is not a great sign. Ford says it still has supply problems. However, I want to emphasize another fact. From initial design to delivery to the customer, the process is long and complex and probably some seemingly marginal aspects end up causing the process to stumble. Let's not forget that we are not dealing with a brand of centuries-old experience, such as Ford or Mercedes Benz, but a brand that is completely new to this sector, which has not tackled the issue as a small artisan atelier but with an important factory and investments, including in the media. , at the first delivery of a rather complex model. The logistics system of a global market is faced with a new customer who, despite what I said above, is a dwarf compared to brands that have always been on the market. The entire logistics system has been in crisis for some time, with costs that have grown enormously. Meeting a customer who constitutes a minimal share of your portfolio is certainly not a priority. If I have to postpone distribution, do I do it with the Volkswagen customer or with Ineos? However, even distributing 1500 cars, under these conditions, is not a trivial matter and Ineos has probably underestimated the problem. My dealership is waiting to receive three Gren, but it's not enough to snap your fingers to get a transport slot. In any case, it doesn't seem to me that any other brand is so willing to tell its own facts. Sometimes long waits for delivery of models have generated an additional desirability, rather than a reason to dissuade desire. The market and the customer are strange animals. Excuses and unreliable justifications have always been part of company policies and up to now Ineos has demonstrated unprecedented transparency, as long as things depended directly on it.
