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The purpose of this paper is to develop a holistic approach to the assessment of dynamic capabilities (DCs). Holistic refers to incorporating all DCs of an organisation relevant for determining and executing the firm's strategy.

A two-phase study was conducted. First, secondary sources, such as media, industry and annual reports, are being used to initially assess CASE (connected, autonomous, shared and electric) and implications for incumbent car manufacturers in a structured way. Second, semi-structured interviews with automotive managers and further automotive stakeholders offer in-depth insights into CASE, as well as incumbents' strategies and the underlying rationale.

The proposed framework for assessing DCs offers a holistic approach and provides new angles of analysis. First, the time dimension is considered using scenarios since timing is vital in strategy and implementation. Second, capabilities are broken down into technological and non-technological, sharpening strategic decision-making of automakers. Third, the analysis considers external VUCA (volatility, uncertainty, complexity and ambiguity) as they interplay with internal DCs.

Further testing of the proposed DC assessment approach offers a promising opportunity for future research. This paper focuses on the automotive industry, but it is worth investigating the extent to which the approach can be used in other dynamic industries, such as finance or retail.

The approach proposed highlights the importance and nuances of considering external perspectives in the DC assessment and the relevance of non-technological capabilities in the automotive industry. Thereby, it contributes to the literature on capability assessments and the operationalisability of the DC lens.

Application of the engineering design optimization methods and tools to the design of automotive body‐in‐white (BIW) structural components made of polymer metal hybrid (PMH) materials is considered. Specifically, the use of topology optimization in identifying the optimal initial designs and the use of size and shape optimization techniques in defining the final designs is discussed. The optimization analyses employed were required to account for the fact that the BIW structural PMH component in question may be subjected to different in‐service loads be designed for stiffness, strength or buckling resistance and that it must be manufacturable using conventional injection over‐molding. The paper demonstrates the use of various engineering tools, i.e. a CAD program to create the solid model of the PMH component, a meshing program to ensure mesh matching across the polymer/metal interfaces, a linear‐static analysis based topology optimization tool to generate an initial design, a nonlinear statics‐based size and shape optimization program to obtained the final design and a mold‐filling simulation tool to validate manufacturability of the PMH component.

The purpose of this paper is to test Chandler’s dictum that “unless structure follows strategy, inefficiency results” (Chandler, 1962, p. 314) by assessing the continuing efforts to align structure with strategy in the automobile industry from the turn of the century through the 1980s.

The historical analysis utilized conceptual mediation and moderation methodologies wherein the impacts of strategy on structure were mediated by their impacts on coordination and control, and moderated by external conditions such as uncertainty, variability, interdependence and asset specificity.

The findings demonstrate that structure followed differing strategies at General Motors, Ford and Chrysler, and provide strong support for Chandler’s dictum. The findings demonstrate the difficulties of maintaining alignment of strategy and structure with changes in the external competitive environment, and the severe consequences of a misalignment of strategy and structure. The findings also demonstrate that structure alone is not sufficient to implement strategy effectively, and that firms must judiciously utilize both internal firm and external market coordinating and control mechanisms to optimize performance.

Limitations include that this is a study of a single industry over an extended, but specific time period.

Generalization is limited by a study of a single industry, but there are numerous implications for organizational design and strategy implementation that are not industry-specific.

Chandler’s dictum is often cited, but this is one of very few studies that demonstrate the relationship between specific organizational designs and company strategies, and the consequences of misaligning strategy and structure.

This study aims to investigate the effects of process input parameters (welding current, welding time, electrode pressure and holding time) on the output responses (nugget diameter, peak load and indentation) that control the mechanical properties and quality of the joints in dissimilar resistance spot welding (RSW) for the third generation of advanced high-strength steel (AHSS) quenching and partitioning (Q&P980) and (SPFC780Y) high-strength steel spot welds.

Design of experiment approach with two level factors and center points was adopted. Destructive peel and shear tensile strengths were used to measure the responses. The significant factors were determined using analysis of variance implemented by Minitab 18 software. Finally, multiresponse optimization was carried out using the desirability function analysis method.

Holding time was the most significant factor influencing nugget diameter, whereas welding current had the greatest impact on peak load and indentation. Multiresponse optimization revealed that the optimal settings were a welding current of 12.5 KA, welding time of 18 cycles, electrode pressure of 420 Kgf and holding time of 10 cycles. These settings produced a nugget diameter of 8.0 mm, a peak load of 35.15 KN and an indentation of 22.5%, with a composite desirability function of 0.764.

This study provides an effective approach for multiple response optimization to the mechanical behavior of RSW joints, even though there have been few studies on the third generation of AHSS joints and none on the dissimilar joints of the materials used in this study.

This paper aims to evaluate different logistics configuration to deliver batteries from the supplier to the production lines of a European carmaker who is implementing new propulsions for its models.

Several scenarios about the supply chain for traction batteries have been identified based on the company’s requirements and constraints. Then, the variables used for the assessment of each scenario have been selected to calculate the unit battery supply chain cost.

The results underline that a direct transport without intermediate nodes is the cheapest one. On the contrary, an additional warehouse makes the organization of the network more complex. However, with this configuration, it is possible to cover the risk of supply since that a certain level of inventory is always guaranteed.

This study is limited to the analysis of only one model car, and just manual operations have been taken into account for computing the human resource time and cost. The present study is one of the first works exploring the organization of the supply chain for the batteries integrated in electric and hybrid vehicles together with the choice of the location of the related warehouses.

This paper is one of the first work on the assessment of batteries’ supply chain that are going to be integrated in low impact vehicles, focusing on location of the associated warehouse. The evaluation is carried out by taking into account all the sources of cost.

The purpose of this paper is to identify and describe similarities between logistics structures and mid-term planning problems in the grocery retail and automotive industries in a specific internal section of their respective supply chains.

The benchmarking approach is used as a framework for this paper. It is based on insights resulting from several joint projects with grocery retailers and automobile producers. A particular focus of the research was participating in an exchange of ideas and experience between logistics managers in both industry sectors.

The authors have identified parallels when comparing the internal retail supply chain of the grocery retail industry, which consists of distribution centres, transportation and in-store logistics, with the internal logistics network in the automotive industry, which consists of logistics supermarkets, transportation and work zone operations at the assembly line. Strong similarities have been found for three planning problems related to tactical planning tasks: assigning products and parts to delivery modes, selecting packaging units and loading carriers, and determining delivery cycles. In comparison to retailing, there is a clearer trend in the automotive industry to plan line-back and align processes with the operator's requirements at the assembly line.

For logisticians in grocery retailing and the automotive industry, this paper provides relevant input for functional benchmarking initiatives and offers an inspirational view beyond the horizon.

This paper is the first to focus on similarities in logistics network structures and planning tasks between the two industries from the viewpoint of grocery retailing.

There is a great reliance on fiscal incentives to sustain the automotive industry competitiveness due to several structural problems, among them the inefficiency of the supply chain. This paper aims to compare the supply chain structure of traditional automotive industry with the supply chains from South Korea and China. Based on strategic decision and transaction cost theory, this comparison seeks to exploit the factors that led to the inefficiency of automotive supply chains.

The authors used a qualitative approach and applied a multi-method research. They conducted semi-structured interviews with six executives from automakers representing the selected countries, carried individual meetings during one workshop and used secondary data from several sources.

Concepts identified in the research such as reliability, supply chain governance and automaker competencies led the authors to propose that the traditional automakers have higher transaction costs when compared to the new automakers due to the horizontal structure of their supply chain. While new competitors have vertical upstream supply chains, which indicates better profitability, traditional automotive industry is horizontal, depends on fewer Tier 1 suppliers and is disconnected from Tier 2, impacting negatively in the transaction costs and supply chain management.

This study suggests that automotive executives rethink the current upstream supply chain model by identifying the competencies required for their current and future competitiveness and implementing a vertical integration of these competencies.

This research exploited the inefficiency of supply chain as one of the explanations for the low competitiveness of the national automotive industry.

China is one of the fastest-growing countries; it holds important positions in many product markets, including the global automotive market. The objectives of this study are as follows: to assess the position of China in the global automotive production, global automotive exports and imports; and also compare the position of China on these indicators with the main competing countries. In this regard, the method of comparative analysis has become the main research method. Based on the analysis and calculations performed, the authors came to some conclusions. China came out on top in the production and export of automotive products, overtaking key competitors, including the United States, Japan, Germany and India. This was achieved through an effective combination of trade, investment and industrial policy instruments. The decline in production and export of cars during the COVID-19 coronavirus pandemic was minimal in China compared to competitors, which is explained by an efficiently formed supply chain, as well as the presence of transport hubs (7 of the 10 largest sea container ports are located in China). The authors believe that future trends in the development of the Chinese automotive industry will be associated with the renewal of production to reduce environmental pollution and restructuring of supply chains to further localize the production of intermediate components for the automotive industry.

The purpose of this paper is to identify the current problems and difficulties in automotive project management and explore solutions to improve its efficiency and effectiveness. To meet the industry demands for new project management methods, a strategy‐based scorecard concept was developed to monitor and control collaborative projects, to measure their performance, and to manage risks. The method aims to improve the project management performance of cross‐company projects.

The development of collaborative strategy maps and integrated measures for project control based on key performance indicators (KPIs) is an essential step for successful project management with a collaborative project scorecard. The concept was developed and evaluated on the basis of two workshops organised by the German Project Management Association (GPM e.V.) and interviews with project managers of automotive projects (manufacturers and suppliers).

The application of a balanced scorecard to cross‐company projects in the automotive industry can be facilitated by an impact matrix to develop strategy maps. Examples of collaborative strategy maps, project objectives, and KPIs to manage automotive projects are given and advantages, disadvantages, and limitations discussed. The paper discusses the possibilities of improving project management efficiency and effectiveness, as well as increasing project transparency with a CPS.

This paper fulfils the need to align collaborative project objectives with cross‐company business strategies in the automotive industry. The application of a balanced scorecard to cross‐company projects in the automotive industry is a new approach and would be of interest to all project managers aiming to increase transparency in their projects.

The purpose of the present work is to develop the combination of the radial point interpolation method (RPIM) with a bi-directional evolutionary structural optimization (BESO) algorithm and extend it to the analysis of benchmark examples and automotive industry applications.

A BESO algorithm capable of detecting variations in the stress level of the structure, and thus respond to those changes by reinforcing the solid material, is developed. A meshless method, the RPIM, is used to iteratively obtain the stress field. The obtained optimal topologies are then recreated and numerically analyzed to validate its proficiency.

The proposed algorithm is capable to achieve accurate benchmark material distributions. Implementation of the BESO algorithm combined with the RPIM allows developing innovative lightweight automotive structures with increased performance.

Computational cost of the topology optimization analysis is constrained by the nodal density discretizing the problem domain. Topology optimization solutions are usually complex, whereby they must be fabricated by additive manufacturing techniques and experimentally validated.

In automotive industry, fuel consumption, carbon emissions and vehicle performance is influenced by structure weight. Therefore, implementation of accurate topology optimization algorithms to design lightweight (cost-efficient) components will be an asset in industry.

Meshless methods applications in topology optimization are not as widespread as the finite element method (FEM). Therefore, this work enhances the state-of-the-art of meshless methods and demonstrates the suitability of the RPIM to solve topology optimization problems. Innovative lightweight automotive structures are developed using the proposed methodology.