Question. In order to draw back your question, please lower your hand in the Zoom app, and if you're on the telephone, press the asterisk button and nine. Thank you. A moment for the first question, please. Our first question comes from Henning Hintze, Manager Magazin. Please turn your microphone on now. Mr. Hintze, you can now unmute yourself. Can you hear me? Mr. Hintze, we can hear you. You can begin. Thank you. Good morning. I have two questions. One relates to development of revenues in 2024. I'm not sure if I've overlooked this, but is there a forecast? Because I understand that EBT is to be slightly lower, the margin is supposed to be on the same level, which suggests to me that revenues will decline. My second question, I didn't hear confirmation of the 20% target for BEVs, and at the moment the share is somewhat lower. Is this a target that you have given up for 2024, or are you upholding it? That was it. Thank you, Mr. Hintze. Mr. Mertl will answer. Hello, Mr. Hinze. Thank you for your question. As you know, we're not making any forecasts on revenue. We're making forecasts on our sales expectations. This is unchanged. We're seeing slight growth for the overall year. We're not distinguishing by quarters or six months, but this is for the entire year. Regarding your question about our BEV share, we'd always said that our product range makes possible 20%, but we never spoke about a target of 20% for this year. It is possible, though, and we consider ourselves to be right on track. After six months, we're already at 17%. And even if you're comparing to last year, we are seeing gradual growth. But as I said, there is no such thing as a target of 20%. Thank you. Next question, please. The next question is from Wilfried Eckl-Dorna, Bloomberg News. Please unmute yourself now. Good morning, everyone. I hope you can hear me well. I've got a short question only. You've mentioned that for China, Mr. Zipse, you're expecting for the third quarter, you're expecting sales to increase again or the market to recover. What makes you so positive about this? Many others are expecting the Chinese market to not recover for quite some time, and certainly not this year. So what makes you so confident? Perhaps you can tell us how the market has generally developed there and what about price competition there and whether or not you're taking measures there. Thank you. Thank you, Mr. Eckl-Dorna. I'll pass the floor to Mr. Zipse. Mr. Eckl-Dorna, good morning. I think there are three things that make us optimistic. First of all, the first-generation MINI has now been ramped up, and we've reached the low of the model changeover, and now we're on the upswing. This year, the Aceman will be coming too, so in terms of volume, MINI will play an important role because the entire product range is new. The second thing is, if we have a closer look at the figures in China, the E-share is growing. Full BEVs grew by 19%, so the range of products we have is certainly not declining, and the attractiveness of the products is still there. And then the third thing, we've also had a pretty good discipline. I mean, there's a slight decline right now. We're not going into all of the price competition, so the equilibrium of offering, cost control, and price discipline, that's working pretty well in China. Nobody is overly optimistic. That would certainly be wrong. But if you compare this to the attractiveness of the product portfolio, then we believe that together with the MINI argument, we can be a little confident. Thank you. Next question, please. Michael Rasch from Neue Zürcher Zeitung. Please unmute your microphone now. Good morning from Frankfurt. I hope you can hear me. Yes, Mr. Rasch, we can hear you. I have a question about the BEVs sales in Germany and the EU. Sales were somewhat sluggish over the past few months. Could that be a second chance for plug-in hybrids, which for some time did not enjoy a good reputation, neither in the press nor in Germany generally? But now these products have a higher range than a couple of years ago when that discussion came up. And then a question about the relationship of OEMs and suppliers. We're reading about conflicts that occur at BMW, for example, with Conti. Do you have the impression that the weakness of some suppliers also affects the quality of the product somehow? Thank you, Mr. Rasch. Mr. Zipse, good morning, Mr. Rasch. Well, I have not heard yet that PHEVs have a bad reputation, at least not the BMW PHEVs. The e5 PHEV always sells out. If we could produce more than we would, and I believe in terms of range, more than 80 kilometers, I think that makes them highly attractive, and they're really very, very popular. And this is part of our technology diversity we have. We don't really have a favorite as such. We're just following the markets, and we're following the customers. So much on the PHEVs. And with the BEVs sales, by the way, we're quite happy with those. As a result of those, the CO2 targets, well, we will stay clearly below those, so there'll be enough BEVs in order to achieve those targets. Now, the suppliers, that's an issue that does worry us. It's a mixture of, well, it's the total, it's the entirety of the industry. It's not BMW as such; we're just so greatly affected, but in total, it is certainly a financial burden to all suppliers if they are not working to full capacity. But on the other hand, it's also in-house problems that each of those suppliers may have. Well, but let's not see things too negatively yet. I think the German supply industry is able to adapt, and we should just wait and see that the necessary adaptations will now be made swiftly, and we do see light at the end of the tunnel. But of course, there is fierce competition in times of technology diversity. They have to remain competitive and face competition. Thank you. Next question, please. Max Hägler, Die Zeit. Please unmute your microphone now. Good morning. Good morning from Hamburg. Good morning, Mr. Hägler. Mr. Schöberl, what's up? Oh, you just sounded as if you'd just gotten out of bed. Well, no, that would not be admissible here in Hamburg. We're always up early. I can imagine you're probably up since five. I'm sorry. Okay, you have the floor, Mr. Hägler. Thank you. There are two points I'd like to address, and I'm sure you're concerned with those. You mentioned those in your speeches, and that's the uncertainty that we are perceiving, that I am perceiving in the market. And I'm talking about Europe and Germany and perhaps the US as far as the powertrain is concerned. Is there a backlash? Well, has the path to electrification somewhat slowed down? Do you need to take counteraction? And what does that mean for the target for 2035 in EU? 2026 announced a review. So what's your wishes? What are your intentions as far as the review result and as far as 2025 is concerned? Should we stay in that path, or should we do things differently? So that's one thing. And then what do you expect of the new commission, the European Commission in that context? Do you think the targets need to be adjusted for many months or actually for many years? The climate has been right on top of the agenda, but perhaps is there an adjustment necessary here as some of the parties are demanding? Thank you, Mr. Hägler. That's just the right question for Mr. Zipse. Mr. Hägler, good morning. Well, this uncertainty, in a way, that's a little bit homemade. If you're a full-scale supplier, you can respond to this uncertainty. And if you look at the European figures at BMW, the BEVs production and sales figures increased by 52% in Europe. The overall market, by the way, also saw two-digit growth for BMW in Europe. That's with all drive variants. I understand that there is uncertainty out there, but that is homemade because people fire expectations that simply cannot come true because all of this obviously depends on the infrastructure and on buyer behavior. We are not surprised by any of that. The figures that I've just given you prove that we are not feeling any restraint on the part of our customers in Europe. We will achieve the CO2 targets this year and next year, as I've already told you. Now, the target for 2035, well, our position is we don't think this can be achieved for various reasons. What's more important, why 2035? First of all, for every OEM, there has to be -15% in terms of CO2 emissions next year. That's 2025. Then 2030, there's an interim target of -55%. That means at least 50% of the cars in your fleet have to be fully electric. So that would be interesting to see in the next five years. We're quite confident that we can reach that target, but you need to know that there are two things that are important for this. You need a charging infrastructure in the public sphere, but also in private homes. This is progressing much more slowly, although we are making progress in Germany. And of course, the supply chains need to be able to supply the batteries. If you read the newspapers, we do read a lot of newspapers, then you will know that battery technology and supply chains, all of that is not that easy because the supply chains are global. So that will be a question. So perhaps there's a clever way of reducing CO2 that's much faster and much more efficient. And the way we are proposing is one of being open to all technologies so that all of the technologies work together in their improved form, while at the same time maintaining competitiveness of the European automobile industry. I think it's the entire package that would make a lot of sense. And of course, we continue to try and adhere to, well, we consider that overall goal to be incorrect. Thank you. Next question, please. Ilona Wissenbach from Thomson Reuters. Please unmute your microphone now. Ms. Wissenbach, we can't hear you. Ms. Wissenbach, you can now turn on your microphone. Maybe we'll continue with the next question. Next question, Nick Gibbs from Automotive News Europe. Please unmute yourself now. Hello. Thank you very much for taking my question. My question, I have two questions, but the first is about MINI imports. How is it going in your negotiation, your talks with the EU in terms of reducing the tariffs on the EV and the Aceman? Is that going to hurt your targets if it turns out you cannot get those tariffs reduced? And why did Spotlight not originally cooperate with the EU on this one? Thank you. Oliver, please. Well, we're having intensive discussions with the competent authorities. First of all, we're quite confident that the very high tariffs or the highest possible tariff of 37.5 will not actually occur. What we're also trying to achieve is we want to achieve an overall better solution. And ideally, that would mean that there will be tariff adjustments so that imports to China and the EU will both be tariffed at 15% or 10% or ideally 5% or no tariffs at all. So that would be the first element of a possible solution. And the second one, it might be worth considering for importers to define conditions for importers in such a way that they can gain access to the market under identical conditions, but that there are specific localization requirements for battery technologies so that even after 2035, we have a way going forward. I think that's a good suggestion that we would also like to share with the parties in question. Thank you. Next question, please. If you'd like to ask a question, please use the raise hand function in Zoom. If you've dialed in by telephone, press the asterisk button and nine in order to raise your hand. We currently don't have any questions. All right. Thank you. So we're going to end our Q&A early today. Thank you for participating, and I wish you a nice summer. Stay healthy and see you soon.