印度政府称印度将成为全球电动汽车制造中心。中国应该如何应对来自印度电动汽车的激烈竞争？KB：印度发表这样的声明，简直是在自欺欺人！

Kanthaswamy Balasubramaniam Again I am confused

对于这样的声明，我再次感到困惑

First is Electricity Production

首先是电力生产

India produced 2,032 TWH of Electricity in 2023:-

2023年，印度生产了2032太瓦时的电力：

Of this 1,463 TWH were for Retail and Commercial Consumption

其中1463太瓦时用于零售和商业消费

Of this 178 TWH was for Agriculture

其中178太瓦时用于农业

That leaves 391 TWH of Electricity for Industry

这为工业留下了391太瓦时的电力

So how much for EV Industry?

那么电动汽车行业需要多少电力呢？

A Single EV needs almost 25,000 Units of Electricity to be fully processed and ready at all stages

一辆电动汽车在所有阶段完全加工和准备就绪需要大约25,000单位的电力

This means to manufacture a mere 1 Million EVs would need 25 Billion Units Or 25 TWH

这意味着仅制造100万辆电动汽车就需要250亿单位或25太瓦时的电力

This means EVs alone would take up 6% of the Power available in India

这意味着仅电动汽车就将占用印度可用电力的6%

Plus charging infrastructure

再加上充电基础设施

With rapid charging - you need 6:1 which means you need 360 Units to rapidly charge a 60 KWH battery. This helps a full charge of 60 KWH in 14 1/2 minutes

使用快速充电 - 你需要6:1的比例，这意味着你需要360单位的电力来快速充电一个60千瓦时的电池。这有助于在14分半钟内充满60千瓦时的电池

Assume medium charging - you need 1.5:1 which means 90 Units to charge a 60 KWH battery in 115 minutes

假设中等充电 - 你需要1.5:1的比例，这意味着你需要90单位的电力在115分钟内给一个60千瓦时的电池充电

That's 9000 Units a year

这是每年9000单位电力

For 1 Million EVS that's 9 TWH a year

对于100万辆电动汽车，这是每年9太瓦时

So you need a combined 34 TWH a year out of 391 TWH

所以你每年需要从391太瓦时中分配出34太瓦时

Cost to the customer?

顾客的成本是多少？

₹ 17.71/- per unit to break even

平衡点是每单位17.71卢比

That's ₹1620 per charge and ₹ 1.62 Lakh for a year

这是每次充电1620卢比，一年1.62卢比

Instead of ₹ 540/- per charge today and ₹54, 000/- a year instead of ₹ 2.05 Lakh a year for petrol

而不是今天每次充电540卢比，一年54,000卢比，而不是汽油每年2.05卢比

That's almost 80% of the cost of a petrol vehicle

这几乎是一辆汽油车成本的80%

Now let's see China

现在让我们看看中国

China produced 9,184 TWH of Electricity in 2023

2023年，中国生产了9184太瓦时的电力

Of this 2,688 TWH of Electricity was for retail and commercial consumption (More than all of Indias total electricity)

其中2688太瓦时的电力用于零售和商业消费（超过了印度所有的总电力）

Of this 396 TWH of Electricity was for Agriculture

其中396太瓦时的电力用于农业

This leaves a whopping 6,100 TWH for Industry and manufacturing

这为工业和制造业留下了巨额的6100太瓦时电力

That's 16 times what India has for Industry

这是印度工业电力的16倍

SIXTEEN TIMES

十六倍

They use 415 TWH for EVs and Charging Infrastructure

他们使用415太瓦时的电力用于电动汽车和充电基础设施

That's more than all the electricity available for India for all Industry

这超过了印度所有工业可用的所有电力

That's 12.20 times more than India needs for making EVs at a price of almost ₹18 an unit to break even

这是印度以几乎每单位18卢比的价格制造电动汽车所需电力的12.20倍

In Indian rupees China can ensure you pay a mere 0.014 RMB per charging Unit Or 4.2 RMB for a full charge at express speed

用印度卢比计算，中国可以确保你每个充电单位仅支付0.014人民币，或者以快速速度充满电仅需4.2人民币

That's 420 RMB a year against 2140 RMB for Petrol

这是每年420人民币，相比之下汽油是2140人民币

So India needs at least 600 TWH of power extra a year for EVs and Semi Conductors in a quantity which is a SIXTH TO SEVENTH OF CHINA

因此，印度每年至少需要额外600太瓦时的电力用于电动汽车和半导体，其数量是中国的六分之一到七分之一

That's 30% increase in Electricity

这是30%的电力增长

Plus Train electrification

加上火车电气化

Plus more electrification of homes

再加上更多的家庭电气化

And so on and so forth

等等诸如此类

HOW WILL INDIA PRODUCE SO MUCH ELECTRICITY??

印度将如何生产如此多的电力？？

You want my sources?

你想知道我的数据来源吗？

Wikipedia Or Google is enough

查查维基百科或谷歌就足够知晓了

Second is Technology

其次是技术

After spending

在投入之后

After peaking at nearly 2700 Billion RMB in subsidies over 10 years - China has finally managed to become the world leader in commercially manufacturing NEVs

在10年内的补贴达到近2700亿人民币的峰值后，中国最终成功成为商业制造新能源汽车的世界领导者

This included :-

这包括：

488,000 Graduates and Skilled Workers with enough skills to design and manufacture

拥有足够设计和制造技能的488,000名毕业生和熟练工人

30,000 Researchers

30,000名研究人员

An Annual R&D Budget of 360 Billion RMB a year ($ 53 Billion) or ₹4.5 Lakh Crore a year (In India its around ₹ 40,000 Crore)

每年的研发预算为3600亿人民币（530亿美元）或4.5卢克亿卢比（在印度大约为4000亿卢比）

Where does Rajeev Chandrashekhar get the money from?

拉杰夫·钱德拉谢卡尔从哪里得到资金？

India doesnt have the skilled workers and definitely not 1,000 skilled researchers leave alone ones with EV battery or Platform engineering skills

印度没有足够的熟练工人，更不用说1000名熟练的研究人员，更别提拥有电动汽车电池或平台工程技能的人了

R&D Money?

研发资金？

Indias top five motor companies spend 13% of what Chinas top five motor companies spend

印度五大汽车公司的支出仅为中国五大汽车公司支出的13%

Like I said, I see nothing at all that can justify the question today

正如我所说，我完全看不出有什么可以证明今天这个问题的合理性

India is making a FOOL of itself with such statements

印度发表这样的声明，简直是在自欺欺人

Anita Keko I think this is good news, both for Chinese electric vehicle companies and the electric vehicle industry.

我认为这对中国电动汽车公司和电动汽车行业来说都是好消息。

First of all, Chinese electric vehicle companies welcome any form of healthy competition. Because healthy competition is conducive to the development of both parties and even the entire industry. Take Tesla's entry into China as an example. This year is Tesla's 11th year in China. In addition to the Shanghai Gigafactory, Tesla has also established the Shanghai R&D Innovation Center and the Shanghai Super Energy Storage Factory in China. By continuously introducing excellent global supply chain companies and local companies with advantages for technical cooperation, Tesla has delivered the world's cutting-edge battery, motor and other core technologies to China, promoting the technological transformation and upgrading of domestic peer companies. Tesla’s high-performance and efficient battery management system, ultra-long cruising range, and world-leading driving safety features have also become the goals that Chinese companies strive to catch up with. It is no exaggeration to say that the leap-forward development of China's new energy automobile industry cannot be separated from the inspiration of Tesla.

首先，中国电动汽车企业欢迎任何形式的良性竞争。因为良性竞争有利于双方乃至整个行业的发展。以特斯拉进入中国为例。今年已经是特斯拉进入中国的第11个年头了。 除上海超级工厂外，特斯拉还在中国建立了上海研发创新中心和上海超级储能工厂。 特斯拉通过不断引进全球优秀供应链公司和具有技术合作优势的本土公司，将全球前沿的电池、电机等核心技术交付中国，促进了国内同行企业的技术改造升级。 特斯拉高性能、高效能的电池管理系统、超长续航里程、世界领先的驾驶安全功能也成为中国企业努力追赶的目标。毫不夸张地说，中国新能源汽车产业的跨越式发展离不开特斯拉的启发。

Think back to when China joined the WTO in 2001, many people cried "wolf’s coming", worrying that Chinese companies would lose their ability to survive under the impact of multinational companies. But what we see is that, under the leadership of outstanding international companies, Chinese companies have grown rapidly, thus creating China's status as the world's factory and hel China become the world's second largest economy.

回想2001年中国加入WTO时，很多人都在喊“狼来了”，担心中国企业会在跨国企业的冲击下失去生存能力。但实际上我们看到的是，在优秀国际企业的领导下，中国企业迅速发展，开创了中国的世界工厂地位，帮助中国成为世界第二大经济体。

Moreover, there has always been a saying in Chinese culture that "gentlemen fight for righteousness, and villains fight for his profit." “Fighting for righteousness” in the field of new energy vehicles perhaps means, just as Elon Musk expects, accelerating the world's transition to sustainable energy.

而且，中国文化中一直有“君子为义，小人为利”的说法。在新能源汽车领域“为正义而战”，或许就像埃隆·马斯克期待的那样，加快了世界向可持续能源的转型。

Second, India's effort to build itself into the world's electric vehicle production center is also an opportunity for Chinese electric vehicle companies. Its newly approved policy aims to attract foreign EV manufacturers by offering enticing incentives, such as tax relief and reduced import taxes on sext EVs. In 2023, China's new energy vehicle exports will exceed 1.2 million units, a year-on-year increase of 77.6%. It can be said that China is leading the world in the fields of renewable energy power generation and electric vehicles. If India wants to realize its ambitions, Chinese electric vehicle companies will definitely be able to help it. Of course, this is the premise that the Indian government can provide a level playing field for Chinese electric vehicle companies, because in recent years, India has been suppressing Chinese companies such as iaomi, Great Wall Motors, TikTok, etc. After all, China did not become one of the global manufacturing hub for electric vehicles by suppressing companies from other countries.

其次，印度努力将自己打造成世界电动汽车生产中心，这对中国电动汽车公司来说也是一个机遇。 中国刚获批的政策旨在通过提供诱人的激励措施来吸引外国电动汽车制造商，例如减免税收和降低部分电动汽车的进口税率。 2023年，中国新能源汽车的出口量将超过120万辆，同比增长77.6%。 可以说，中国在可再生能源发电、电动汽车等领域已经处于世界领先地位。如果印度想实现其野心，中国的电动汽车企业肯定能够提供帮助。 当然，这也要基于印度政府能够为中国电动汽车企业提供公平竞争环境的前提，因为近年来，印度一直在打压中国企业，比如小米、长城汽车、抖音等。 毕竟，中国从未通过打压其他国家的企业才得以成为全球电动汽车制造中心之一。

Change28 Nothing different from what China is doing now. China just needs to keep improving to be competitive: Do , not talk! No one buys products based on the boasting of the manufacturers!

对中国现在的发展路线并不会造成什么不同。 中国只需要继续提高竞争力：要实干，莫空谈！ 没有人会因为制造商的吹嘘而购买产品！

FactsWork1 China will always opt for cooperation and joint efforts to make the pie bigger for everyone, it will forcus on how to add value to the supply chain and benefit all sides.

中国始终坚持合作共赢、一起努力把“蛋糕”做大，始终注重供应链增值，始终注重各方的共同受益。

Gilbert K If you know the Indian government, well, you will know that they have made many bold, ambitious statements, over the decades. How many of their ambitions worked out? Heheh. I wish them well. I really do. More competition among the manufacturers will mean cheaper and better cars for the whole world. Will India succeed? That is another question.

但凡你对印度政府有些了解，你就会知道他们在过去几十年里发表过多少大胆狂妄、野心勃勃的声明了。 他们的那么多野心，有多少真的实现了？ 我祝印度一切顺利。真心的。制造商之间的竞争意味着全世界能涌现出更便宜、更优秀的汽车。印度能获得成功吗？这就是另一个问题了。

Kam Wong The science in switching from gas vehicles to EVs is quite difficult to handle for most countries. That was the reason why the transition took so long because of the scientific problem of over-heating during the charging process. For conventional batteries, the problem had always been the heat generated when charging the batteries. They had to take to 4–6 hours of charging in order not to cause overheating of the batteries which might result in fires and explosions.. That was the problem with EVs up the 2022s. China was doing a lot of research into graphene then. In 2023, they made the breakthrough. BYD and CATL managed to get the Lithium batteries with graphene electrodes to be fully charged in less than 15 minutes with a range of more than 400 kilometers. Subsequently in 2024 both CATL and BYD found that Sodium solid batteries were cheaper and better with charging time reduced to 10 minutes and a higher range more than 400 kilometers. CATL, BYD and others in China had almost all the patents related to the EV batteries.

对大多数国家来说，从燃油汽车转向电动汽车的技术是很难突破的。这就是电池充电过程中电池过热的科学问题迟迟未能解决，转型拖延了这么长时间的原因。 对于传统电池来说，电池充电时产生的热量一直是个棘手的问题。为了避免电池过热导致火灾和爆炸，充电时间必须放慢到4-6小时。这就是电动汽车在2022年之前的主要问题。 当时中国对石墨烯进行了大量研究。2023年，中国在这一领域取得了突破。比亚迪和宁德时代成功地让带有石墨烯电极的锂电池实现15分钟内完成充电，续航里程超过400公里。 随后在2024年，宁德时代和比亚迪又发现，磷酸钠固体电池更便宜、更优秀，充电时间可以进一步缩短到10分钟，续航里程超过400公里。 与电动汽车电池有关的所有专利几乎都属于宁德时代、比亚迪及中国其他企业。

In the cost of the EVs, the batteries cost up to 28% of the total cost in 2024, gradually reducing to 19% in 2030. India is still in the talking stage with no real results to show. They do not have the research results like patents or materials supply like graphene to be a serious competitor. India might want to embrace EVs for its transport needs because it is cheap and good. It must also consider the supporting facilities like charging stations and the power stations to generate the electricity for charging the millions of EVs. There are logistics to consider.

在电动汽车的成本构成中，2024年电池成本占到总成本的28%，到2030年逐步降至19%。 印度现在还处于口嗨阶段，没有真正拿得出手的成果。他们没有专利等研究成果，也没有石墨烯等材料供应，不可能成为真正的竞争对手。 印度可能希望研发电动汽车，满足国内的交通需求，因为电动汽车确实物美价廉。 但印度还必须考虑充电站和发电站等配套设施，为数百万辆电动汽车提供充电服务。而且还有后勤问题也需要考虑。

In summary, India would like to adapt and evolve to the EVs era for its transport needs. It lacks a comprehensive plan to make it happen. It is still in the talking stage with nothing to show for it. China just does not see Indian EVs anywhere. Where then is the intense competition from Indian electric vehicles? From present projections, India is at least 5 years behind the curve. The EV era may not happen at all in India because of the huge expenditure on power stations etc. Most likely it will still be using gas vehicles for the next 10 years or so.

总而言之，印度希望顺应和推动电动汽车时代，满足国内的交通需求。但印度缺乏实现这一目标的全面计划，目前仍处于口嗨阶段，没有任何成果。 中国根本看不到印度电动汽车的影子。那么印度电动汽车带来的激烈竞争有从何谈起？ 从目前的预测来看，印度至少落后了5年。由于建设发电站等方面需要巨额投资，电动汽车时代可能根本就不会在印度出现。 最有可能的是，在未来10年左右的时间里，印度仍将使用燃油汽车。

Ed Tsoi India has still quite a long way to go. Labour in India is indeed lower than China, however, in the auto industry, most of the assembly procedures are now completed by robots. Then it comes into another factor, these factories require a lot of energy and a constant and powerful supply is essential. Imagine that the TSCMC consumed 10% of electricity generated in Taiwan last year.

印度还有很长的路要走。 印度的劳动力确实比中国廉价，但在汽车行业，现在大多数装配工作都是由机器人完成的。还有另外一个因素，这些电动汽车工厂需要消耗大量的能源，持续和强大的电力供应是必不可少的条件。想象一下，台积电去年的耗电量是台湾总耗电量的10%。

Besides building the car, there are many other parts that will make use of different materials like wheels using aluminium or magnesium, glass panels, upholsteries and all the buttons, dials and wiring which require skillful and trained workers. China has now quite a mature supply line and can produce all these parts. The Gegafactory of Tesla in China was proposed in 2015, spending 2 years to complete the deal and the factory was completed in 1 year from Jan to Dec 2019. In 2021 there were 250,000 cars made and the capacity can be increased to 450K. The highest record was in Feb 2022 when 100,000 cars were made.

除了制造汽车，还有许多部件需要使用不同的材料，如使用铝或镁的车轮、玻璃板、内饰以及所有的按钮、表盘和电线，这些都需要受过训练的熟练工人。 中国现在有相当成熟的供应线，可以生产所有零部件。特斯拉于2015年提出在中国建设超级工厂，经过2年的谈判达成交易，2019年1月至12月，工厂仅在1年时间内就完工了。 2021年，特斯拉中国工厂的汽车产量为25万辆，产能可继续增至45万辆。产能的最高记录是在2022年2月，当月一共生产了10万辆汽车。

Lastly, part of the cars produced in China are being exported to different countries, it requires an efficient logistics system and in this aspect, India is still a bit behind.

最后，在中国生产的部分汽车目前已出口到不同的国家，这需要高效的物流运输系统，在这方面，印度仍然落后。

Ray Comeau China's EV industry has to just maintain its current course. The industry is growing and at the same time it is undertaking the needed consolidating among the many manufacturers, which weeds out the weak from the strong and results in a better product offering and stronger industry. India is not a threat to China's EV industry in the present circumstances.

中国的电动汽车行业只需要维持目前的路线就可以了。中国的电动汽车行业正在增长，同时还在和许多制造商之间进行整合，实现优胜劣汰，推动更好的产品供应和更强大的行业。 就目前的情况而言，印度对中国电动汽车行业完全不造成威胁。

Peter Kaye Competition? Maybe, intense? Certainly not, there is no way India can compete against Chinese manufacturing prowess, that was proven with the iPhone, they packed up and went back to China, but if it’s an Indian company making the EVs, that’s fine, and they will probably sell in India, but internationally? That remains to be seen, so no I can’t see where China will be affected at all by India making their own EV, except of course their current sales to India might suffer a bit, so it remains to be seen, it could just be, Indians sending up smoke signals that get blown with the wind.

竞争对手？也许,竞争激烈？当然不了，印度不可能与中国的制造能力展开竞争，这一点在iPhone上就得到了证明，苹果把生产线打包回了中国。但如果是印度公司生产电动汽车，那没关系，他们可能会在印度进行销售，但如果想把电动车销往国际？这还有待观察，所以我不知道印度制造电动汽车会如何影响中国，当然了中国对印度的销售可能会受到一点影响，所以这还有待观察，可能只是印度人放了个烟雾弹，但被风吹散了。

Hypocritic Westerner Indians like to shout out big slogans just like their Anglo Saxons masters. Intense competition? Can you make sure India has one properly functioning factory first before discussing competition.

印度人很喜欢喊口号，和他们的盎格鲁-撒克逊主人一样。激烈的竞争？在我们对竞争展开讨论之前，你能不能先确认一下，印度真的拥有一家正在正常运转的工厂吗？