【红迪网】中国汽车在欧洲市场份额持续攀升，行业资深人士发出警告
Industry Veterans Sound Alarm As Chinese Vehicles Tighten Grip On Europe's Auto Market
译文简介
中国汽车在欧洲市场份额持续攀升，行业资深人士发出警告
正文翻译
正文：
A Chinese-made Haishen car, photographed in 1994 in the country's northeastern Jilin Province.（一辆国产海神牌汽车，1994年拍摄于中国东北的吉林省。）
Robots work on vehicle chassis at a factory in China’s Zhejiang Province in April 2023.（2023年4月，在中国浙江省的一家工厂内，机器人正在汽车底盘生产线上作业。）
A showroom for Chinese electric car maker Nio in central Berlin in August 2023.（2023年8月，位于柏林市中心的一家中国电动汽车制造商蔚来的展厅。）
Summary
Chinese carmakers are rapidly gaining market share in Europe with low-priced, high-quality vehicles, despite EU tariffs.
Industry experts warn the surge threatens millions of European auto jobs and could undermine the continent’s industrial self-sufficiency.
Chinese manufacturers have been building factories in Europe to bypass tariffs, with major projects in Hungary, Spain, and Serbia.
Two decades into a successful career manufacturing interiors for the world’s leading auto brands, Tomas, a former senior manager with an Italian multinational company, walked away from the car industry in the autumn of 2025.
“I think it's doomed,” the Czech man told RFE/RL, explaining the main reason he walked away from the business. “The industry is doomed.” Tomas has asked that his surname not be used in this story.
Europe’s storied car industry is under threat from a flood of high-quality Chinese vehicles with impossibly aggressive price tags -- some as low as 10,290 euros ($12,141) in specific markets -- that began arriving on the continent especially after the COVID pandemic. Experts warn the influx endangers an industry that has served as the foundation of European manufacturing for decades.
Despite tariffs introduced by Brussels in 2024 of up to 35 percent on some Chinese electric vehicles (EVs) on top of a 10 percent import duty, Chinese vehicle sales into Europe nearly doubled between 2024 and 2025, with more than half a million Chinese models sold in the first nine months of this year.
Chinese EV giant BYD reported a year-on-year sales increase of 225 percent to become the top-selling electric vehicle maker in the EU through some months of 2025 despite tariffs. Other manufacturers dodged the EU trade barriers on EVs by shipping combustion engine vehicles and hybrids not subject to the same duties.
Beijing's car industry dates back to the 1950s, but its manufacturers have long been dogged by a reputation for poor quality and clunky style, which kept their international footprint to a minimum. That all changed recently.
Before the world’s economy ground to halt in 2020 amid the coronavirus pandemic, Tomas said that technical professionals in the European car industry dismissed Chinese brands, saying, “they’re horrible, they can’t build. They’ll need 20, 30, 40 years to come to our level and we will be much further ahead by then.”
“What happened is basically in five years, they exceeded us,” he said. “Now their cars are actually amazing.”
A Perfect Storm
Chinese manufacturers have long enjoyed a cost advantage for the country’s use of cheap, mostly coal-fired energy, and a labor force with minimal bargaining power, but a recent perfect storm of factors has allowed Chinese cars to be priced far below Western competitors.
In response to the Kremlin's 2022 invasion of Ukraine, the EU banned steel imports from Russia. China, meanwhile, has massively increased its imports of high-quality metals from the country.
Additionally, China’s car industry has been able to leverage unprecedented economies of scale through the past decade.
The country’s car industry was already the world’s largest by 2009, but manufacturers were mostly focused on the country’s oversaturated domestic market. That changed as intense price wars within China pushed manufacturers to look outwards. In 2023, China overtook Japan to become the world’s largest car exporter, producing tens of millions of vehicles each year.
Then, there are alleged subsidies.
China has denied it props up automakers, but an EU investigation in 2024 found that public money was “detected across the entire supply chain,” from mines extracting raw materials to the ships hauling finished electric vehicles to Europe.
The United States imposed a 100 percent tariff on Chinese electric vehicles in 2024 after their own investigation concluded that the US auto industry was being "materially injured" by some subsidized Chinese models.
Paul Bennet, a managing partner at the UK-based automotive advisory firm Madox Square, told RFE/RL that the blitzkrieg entry of Chinese vehicles into the European market may be about more than business.
“Overall, while the economic benefits are clear, the geopolitical aspects of this strategy shouldn't be overlooked,” he said. “In my opinion, it's likely part of China's broader efforts to reshape global economic dynamics and enhance its position on the world stage.”
While some insiders say that Europe may still have opportunities to counter, time is running out. Bennet wrote in September that the future of the continent's auto industry, which employs some 13.2 million people, and supports millions more jobs in dependent businesses, now “hangs in the balance.”
Hedging Against Tariffs
Under current market rules, a Chinese vehicle produced inside the EU would not be subject to the same tariffs as those imported from outside the bloc. Chinese manufacturers are moving fast to exploit that condition.
China’s BYD is in the process of establishing a $4.6 billion factory in Hungary, and in
Barcelona, cars are already being produced by a joint venture between Spain’s Ebro-EV Motors and China’s Chery brand. There are ongoing talks for further manufacturing bases in other EU countries, including in Italy and Poland. Additionally, manufacturing sites have been established by Chinese auto brands in Serbia.
Bennet told RFE/RL that Serbia was likely chosen for a range of factors, including Belgrade's free trade agreements with Russia and the EU, and Serbia's potential future European unx membership, making the country, "an attractive long-term investment potentially offering easier access to EU markets in the future."
Many of Europe's car brands, meanwhile, are facing a shrinking consumer base for their cars in China -- once a key market -- as well as on home soil amid the surge in imported Chinese car sales in Europe.
Bennet has called for carmakers to pressure the European Commission into mandating joint ventures that are majority owned by European brands wherever Chinese companies establish a manufacturing footprint inside the EU.
Others have called for the EU and the United States to open their markets to one another, while blocking out China. Beijing and Brussels have also restarted negotiations over a minimum price floor for Chinese EVs on the European market to limit how severely local automakers can be undercut.
Industry veteran Tomas worries that if current trends continue, Europe’s wider industrial base may be in danger. He fears “much bigger consequences than we can think of now, like the loss of industrial self-sufficiency and know-how, leading to huge security risks in the future.”
The auto sector, he says, remains “the biggest industrial driver and crib for young engineers, with careers in defense, research, and development.”
Tomas says he struggles to imagine a political solution to the economic threat to Europe’s auto makers.
But, he adds, “I hope I am wrong, I really hope I am wrong.”
摘要
尽管面临欧盟关税壁垒，中国车企仍凭借质优价廉的汽车产品，在欧洲市场迅速抢占份额。
行业专家警告称，中国汽车的涌入潮或将危及欧洲数百万个汽车行业岗位，并有可能动摇欧洲大陆的工业自给自足能力。
为规避关税限制，中国车企正加快在欧洲布局建厂，在匈牙利、西班牙、塞尔维亚等国均有大型项目落地。
托马斯曾是一家意大利跨国企业的高管，此前二十年间，他一直为全球顶尖汽车品牌供应内饰产品，事业发展顺风顺水。然而在2025年秋，他却毅然离开了汽车行业。
“我觉得这个行业没救了。” 这位捷克人向自由欧洲电台（RFE/RL）坦言自己离职的核心原因，“整个汽车行业都在走向末路。” 托马斯要求报道中隐去他的姓氏。
欧洲历史悠久的汽车工业正遭遇严峻冲击 —— 大量中国产高品质汽车以极具冲击力的低价涌入市场，部分车型在特定市场的售价甚至低至10290欧元（约合12141美元）。这股浪潮在新冠疫情后尤为汹涌，专家警告，这个数十年来一直是欧洲制造业基石的产业正岌岌可危。
2024年，欧盟委员会针对部分中国电动汽车，在原本10%进口关税的基础上，额外加征最高35%的关税。即便如此，2024至2025年间，中国汽车在欧洲的销量仍近乎翻倍，仅2025年前九个月，销往欧洲的中国汽车就突破50万辆。
中国电动汽车巨头比亚迪的数据显示，尽管背负关税压力，2025年多个月份其销量同比增幅仍高达225%，登顶欧盟电动汽车销量榜首。其他中国车企则另辟蹊径，通过出口不受同类关税约束的燃油车和混合动力汽车，规避了欧盟的贸易壁垒。
中国汽车工业始于20世纪50年代，但长期以来，中国汽车品牌因质量欠佳、设计笨重的口碑而饱受诟病，国际市场份额也因此微乎其微。不过，这一局面在近期发生了翻天覆地的变化。
托马斯回忆，2020年新冠疫情导致全球经济停摆前，欧洲汽车行业的技术人员对中国品牌不屑一顾，他们直言：“这些车糟透了，根本没技术含量。他们要花二三十年甚至四十年，才能赶上我们的水平，到那时候我们早就遥遥领先了。”
“可实际情况是，短短五年时间，他们就超越了我们。” 他感慨道，“如今他们的汽车产品，确实令人惊艳。”
多重利好因素叠加
长期以来，中国车企依托国内廉价且以煤电为主的能源结构，以及议价能力薄弱的劳动力群体，坐拥成本优势。而近年来多重利好因素的叠加，更是让中国汽车得以将售价压至远低于西方竞争对手的水平。
2022年俄乌冲突爆发后，欧盟宣布禁止从俄罗斯进口钢材。与此同时，中国却大幅增加了从俄罗斯进口优质金属材料的规模。
此外，过去十年间，中国汽车产业还成功实现了前所未有的规模经济效应。
早在2009年，中国就已成为全球最大的汽车生产国，但彼时中国车企的目光主要聚焦在国内饱和的本土市场。后来，国内白热化的价格战倒逼车企将目光投向海外。2023年，中国超越日本，成为全球最大的汽车出口国，年汽车产量达数千万辆。
再者，还有备受争议的补贴问题。
中国方面否认存在扶持车企的补贴行为，但欧盟2024年的一项调查发现，从原材料开采的矿山，到将成品电动汽车运往欧洲的货运船舶，“整条供应链上都存在公共资金扶持的痕迹”。
美国在完成相关调查后得出结论：部分受补贴的中国汽车车型，正对美国汽车产业造成 “实质性损害”。于是在2024年，美国对中国电动汽车加征了100%的关税。
英国汽车咨询公司马多克斯广场的管理合伙人保罗・贝内特向RFE/RL表示，中国汽车大举进军欧洲市场，其目的或许不止于商业利益。
“总体而言，尽管经济效益显而易见，但这一战略背后的地缘政治考量不容忽视。” 他指出，“在我看来，这很可能是中国重塑全球经济格局、提升自身国际地位整体布局的一部分。”
部分业内人士认为，欧洲或许仍有机会反击，但时间已然十分紧迫。贝内特在9月撰文称，欧洲汽车产业目前雇佣着约1320万名员工，还支撑着下游产业数百万个就业岗位，而今该产业的未来 “悬而未决”。
规避关税的应对之策
根据现行市场规则，在欧盟境内生产的中国汽车，无需缴纳与从欧盟以外进口汽车同等的关税。中国车企正迅速抓住这一政策红利，加快在欧建厂步伐。
中国比亚迪公司正斥资46亿美元在匈牙利建设工厂；在西班牙巴塞罗那，西班牙埃布罗电动汽车公司与中国奇瑞汽车的合资企业，已正式投产汽车。目前，中国车企还在与意大利、波兰等其他欧盟国家洽谈，计划兴建更多生产基地。此外，中国汽车品牌也已在塞尔维亚设立了生产据点。
贝内特向RFE/RL解释，塞尔维亚之所以被选中，是多重因素共同作用的结果，包括贝尔格莱德与俄罗斯及欧盟均签订了自由贸易协定，且塞尔维亚有望未来加入欧盟。这些条件让塞尔维亚成为 “极具吸引力的长期投资目的地，未来有望为车企提供更便捷的欧盟市场准入渠道”。
与此同时，随着中国汽车大举涌入欧洲市场，许多欧洲汽车品牌不仅在本土市场受挫，在曾经的核心市场 —— 中国，其消费群体也在不断萎缩。
贝内特呼吁，车企应向欧盟委员会施压，要求强制规定：无论中国企业在欧盟哪个国家设厂，都必须成立由欧洲品牌控股的合资企业。
另有部分人士提议，欧盟与美国应相互开放市场，共同将中国汽车拒之门外。目前，中国与欧盟也已重启谈判，计划为进入欧洲市场的中国电动汽车设定最低价格门槛，以此限制中国车企对本土车企的低价冲击力度。
汽车行业资深人士托马斯忧心忡忡地表示，如果当前趋势持续下去，欧洲更广泛的工业基础或将面临危机。他担心这会引发 “远超我们当下想象的严重后果，比如工业自给能力和核心技术的丧失，进而为未来埋下巨大的安全隐患”。
他强调，汽车产业始终是 “欧洲最大的工业驱动力，也是年轻工程师的摇篮，为国防、科研与开发等领域源源不断地输送人才”。
托马斯坦言，他实在难以想象，有什么政治手段能化解欧洲汽车产业面临的这场经济威胁。
但他还是补充道：“我希望是自己杞人忧天了，真的希望是我错了。”
A Chinese-made Haishen car, photographed in 1994 in the country's northeastern Jilin Province.（一辆国产海神牌汽车，1994年拍摄于中国东北的吉林省。）
Robots work on vehicle chassis at a factory in China’s Zhejiang Province in April 2023.（2023年4月，在中国浙江省的一家工厂内，机器人正在汽车底盘生产线上作业。）
A showroom for Chinese electric car maker Nio in central Berlin in August 2023.（2023年8月，位于柏林市中心的一家中国电动汽车制造商蔚来的展厅。）
Summary
Chinese carmakers are rapidly gaining market share in Europe with low-priced, high-quality vehicles, despite EU tariffs.
Industry experts warn the surge threatens millions of European auto jobs and could undermine the continent’s industrial self-sufficiency.
Chinese manufacturers have been building factories in Europe to bypass tariffs, with major projects in Hungary, Spain, and Serbia.
Two decades into a successful career manufacturing interiors for the world’s leading auto brands, Tomas, a former senior manager with an Italian multinational company, walked away from the car industry in the autumn of 2025.
“I think it's doomed,” the Czech man told RFE/RL, explaining the main reason he walked away from the business. “The industry is doomed.” Tomas has asked that his surname not be used in this story.
Europe’s storied car industry is under threat from a flood of high-quality Chinese vehicles with impossibly aggressive price tags -- some as low as 10,290 euros ($12,141) in specific markets -- that began arriving on the continent especially after the COVID pandemic. Experts warn the influx endangers an industry that has served as the foundation of European manufacturing for decades.
Despite tariffs introduced by Brussels in 2024 of up to 35 percent on some Chinese electric vehicles (EVs) on top of a 10 percent import duty, Chinese vehicle sales into Europe nearly doubled between 2024 and 2025, with more than half a million Chinese models sold in the first nine months of this year.
Chinese EV giant BYD reported a year-on-year sales increase of 225 percent to become the top-selling electric vehicle maker in the EU through some months of 2025 despite tariffs. Other manufacturers dodged the EU trade barriers on EVs by shipping combustion engine vehicles and hybrids not subject to the same duties.
Beijing's car industry dates back to the 1950s, but its manufacturers have long been dogged by a reputation for poor quality and clunky style, which kept their international footprint to a minimum. That all changed recently.
Before the world’s economy ground to halt in 2020 amid the coronavirus pandemic, Tomas said that technical professionals in the European car industry dismissed Chinese brands, saying, “they’re horrible, they can’t build. They’ll need 20, 30, 40 years to come to our level and we will be much further ahead by then.”
“What happened is basically in five years, they exceeded us,” he said. “Now their cars are actually amazing.”
A Perfect Storm
Chinese manufacturers have long enjoyed a cost advantage for the country’s use of cheap, mostly coal-fired energy, and a labor force with minimal bargaining power, but a recent perfect storm of factors has allowed Chinese cars to be priced far below Western competitors.
In response to the Kremlin's 2022 invasion of Ukraine, the EU banned steel imports from Russia. China, meanwhile, has massively increased its imports of high-quality metals from the country.
Additionally, China’s car industry has been able to leverage unprecedented economies of scale through the past decade.
The country’s car industry was already the world’s largest by 2009, but manufacturers were mostly focused on the country’s oversaturated domestic market. That changed as intense price wars within China pushed manufacturers to look outwards. In 2023, China overtook Japan to become the world’s largest car exporter, producing tens of millions of vehicles each year.
Then, there are alleged subsidies.
China has denied it props up automakers, but an EU investigation in 2024 found that public money was “detected across the entire supply chain,” from mines extracting raw materials to the ships hauling finished electric vehicles to Europe.
The United States imposed a 100 percent tariff on Chinese electric vehicles in 2024 after their own investigation concluded that the US auto industry was being "materially injured" by some subsidized Chinese models.
Paul Bennet, a managing partner at the UK-based automotive advisory firm Madox Square, told RFE/RL that the blitzkrieg entry of Chinese vehicles into the European market may be about more than business.
“Overall, while the economic benefits are clear, the geopolitical aspects of this strategy shouldn't be overlooked,” he said. “In my opinion, it's likely part of China's broader efforts to reshape global economic dynamics and enhance its position on the world stage.”
While some insiders say that Europe may still have opportunities to counter, time is running out. Bennet wrote in September that the future of the continent's auto industry, which employs some 13.2 million people, and supports millions more jobs in dependent businesses, now “hangs in the balance.”
Hedging Against Tariffs
Under current market rules, a Chinese vehicle produced inside the EU would not be subject to the same tariffs as those imported from outside the bloc. Chinese manufacturers are moving fast to exploit that condition.
China’s BYD is in the process of establishing a $4.6 billion factory in Hungary, and in
Barcelona, cars are already being produced by a joint venture between Spain’s Ebro-EV Motors and China’s Chery brand. There are ongoing talks for further manufacturing bases in other EU countries, including in Italy and Poland. Additionally, manufacturing sites have been established by Chinese auto brands in Serbia.
Bennet told RFE/RL that Serbia was likely chosen for a range of factors, including Belgrade's free trade agreements with Russia and the EU, and Serbia's potential future European unx membership, making the country, "an attractive long-term investment potentially offering easier access to EU markets in the future."
Many of Europe's car brands, meanwhile, are facing a shrinking consumer base for their cars in China -- once a key market -- as well as on home soil amid the surge in imported Chinese car sales in Europe.
Bennet has called for carmakers to pressure the European Commission into mandating joint ventures that are majority owned by European brands wherever Chinese companies establish a manufacturing footprint inside the EU.
Others have called for the EU and the United States to open their markets to one another, while blocking out China. Beijing and Brussels have also restarted negotiations over a minimum price floor for Chinese EVs on the European market to limit how severely local automakers can be undercut.
Industry veteran Tomas worries that if current trends continue, Europe’s wider industrial base may be in danger. He fears “much bigger consequences than we can think of now, like the loss of industrial self-sufficiency and know-how, leading to huge security risks in the future.”
The auto sector, he says, remains “the biggest industrial driver and crib for young engineers, with careers in defense, research, and development.”
Tomas says he struggles to imagine a political solution to the economic threat to Europe’s auto makers.
But, he adds, “I hope I am wrong, I really hope I am wrong.”
摘要
尽管面临欧盟关税壁垒，中国车企仍凭借质优价廉的汽车产品，在欧洲市场迅速抢占份额。
行业专家警告称，中国汽车的涌入潮或将危及欧洲数百万个汽车行业岗位，并有可能动摇欧洲大陆的工业自给自足能力。
为规避关税限制，中国车企正加快在欧洲布局建厂，在匈牙利、西班牙、塞尔维亚等国均有大型项目落地。
托马斯曾是一家意大利跨国企业的高管，此前二十年间，他一直为全球顶尖汽车品牌供应内饰产品，事业发展顺风顺水。然而在2025年秋，他却毅然离开了汽车行业。
“我觉得这个行业没救了。” 这位捷克人向自由欧洲电台（RFE/RL）坦言自己离职的核心原因，“整个汽车行业都在走向末路。” 托马斯要求报道中隐去他的姓氏。
欧洲历史悠久的汽车工业正遭遇严峻冲击 —— 大量中国产高品质汽车以极具冲击力的低价涌入市场，部分车型在特定市场的售价甚至低至10290欧元（约合12141美元）。这股浪潮在新冠疫情后尤为汹涌，专家警告，这个数十年来一直是欧洲制造业基石的产业正岌岌可危。
2024年，欧盟委员会针对部分中国电动汽车，在原本10%进口关税的基础上，额外加征最高35%的关税。即便如此，2024至2025年间，中国汽车在欧洲的销量仍近乎翻倍，仅2025年前九个月，销往欧洲的中国汽车就突破50万辆。
中国电动汽车巨头比亚迪的数据显示，尽管背负关税压力，2025年多个月份其销量同比增幅仍高达225%，登顶欧盟电动汽车销量榜首。其他中国车企则另辟蹊径，通过出口不受同类关税约束的燃油车和混合动力汽车，规避了欧盟的贸易壁垒。
中国汽车工业始于20世纪50年代，但长期以来，中国汽车品牌因质量欠佳、设计笨重的口碑而饱受诟病，国际市场份额也因此微乎其微。不过，这一局面在近期发生了翻天覆地的变化。
托马斯回忆，2020年新冠疫情导致全球经济停摆前，欧洲汽车行业的技术人员对中国品牌不屑一顾，他们直言：“这些车糟透了，根本没技术含量。他们要花二三十年甚至四十年，才能赶上我们的水平，到那时候我们早就遥遥领先了。”
“可实际情况是，短短五年时间，他们就超越了我们。” 他感慨道，“如今他们的汽车产品，确实令人惊艳。”
多重利好因素叠加
长期以来，中国车企依托国内廉价且以煤电为主的能源结构，以及议价能力薄弱的劳动力群体，坐拥成本优势。而近年来多重利好因素的叠加，更是让中国汽车得以将售价压至远低于西方竞争对手的水平。
2022年俄乌冲突爆发后，欧盟宣布禁止从俄罗斯进口钢材。与此同时，中国却大幅增加了从俄罗斯进口优质金属材料的规模。
此外，过去十年间，中国汽车产业还成功实现了前所未有的规模经济效应。
早在2009年，中国就已成为全球最大的汽车生产国，但彼时中国车企的目光主要聚焦在国内饱和的本土市场。后来，国内白热化的价格战倒逼车企将目光投向海外。2023年，中国超越日本，成为全球最大的汽车出口国，年汽车产量达数千万辆。
再者，还有备受争议的补贴问题。
中国方面否认存在扶持车企的补贴行为，但欧盟2024年的一项调查发现，从原材料开采的矿山，到将成品电动汽车运往欧洲的货运船舶，“整条供应链上都存在公共资金扶持的痕迹”。
美国在完成相关调查后得出结论：部分受补贴的中国汽车车型，正对美国汽车产业造成 “实质性损害”。于是在2024年，美国对中国电动汽车加征了100%的关税。
英国汽车咨询公司马多克斯广场的管理合伙人保罗・贝内特向RFE/RL表示，中国汽车大举进军欧洲市场，其目的或许不止于商业利益。
“总体而言，尽管经济效益显而易见，但这一战略背后的地缘政治考量不容忽视。” 他指出，“在我看来，这很可能是中国重塑全球经济格局、提升自身国际地位整体布局的一部分。”
部分业内人士认为，欧洲或许仍有机会反击，但时间已然十分紧迫。贝内特在9月撰文称，欧洲汽车产业目前雇佣着约1320万名员工，还支撑着下游产业数百万个就业岗位，而今该产业的未来 “悬而未决”。
规避关税的应对之策
根据现行市场规则，在欧盟境内生产的中国汽车，无需缴纳与从欧盟以外进口汽车同等的关税。中国车企正迅速抓住这一政策红利，加快在欧建厂步伐。
中国比亚迪公司正斥资46亿美元在匈牙利建设工厂；在西班牙巴塞罗那，西班牙埃布罗电动汽车公司与中国奇瑞汽车的合资企业，已正式投产汽车。目前，中国车企还在与意大利、波兰等其他欧盟国家洽谈，计划兴建更多生产基地。此外，中国汽车品牌也已在塞尔维亚设立了生产据点。
贝内特向RFE/RL解释，塞尔维亚之所以被选中，是多重因素共同作用的结果，包括贝尔格莱德与俄罗斯及欧盟均签订了自由贸易协定，且塞尔维亚有望未来加入欧盟。这些条件让塞尔维亚成为 “极具吸引力的长期投资目的地，未来有望为车企提供更便捷的欧盟市场准入渠道”。
与此同时，随着中国汽车大举涌入欧洲市场，许多欧洲汽车品牌不仅在本土市场受挫，在曾经的核心市场 —— 中国，其消费群体也在不断萎缩。
贝内特呼吁，车企应向欧盟委员会施压，要求强制规定：无论中国企业在欧盟哪个国家设厂，都必须成立由欧洲品牌控股的合资企业。
另有部分人士提议，欧盟与美国应相互开放市场，共同将中国汽车拒之门外。目前，中国与欧盟也已重启谈判，计划为进入欧洲市场的中国电动汽车设定最低价格门槛，以此限制中国车企对本土车企的低价冲击力度。
汽车行业资深人士托马斯忧心忡忡地表示，如果当前趋势持续下去，欧洲更广泛的工业基础或将面临危机。他担心这会引发 “远超我们当下想象的严重后果，比如工业自给能力和核心技术的丧失，进而为未来埋下巨大的安全隐患”。
他强调，汽车产业始终是 “欧洲最大的工业驱动力，也是年轻工程师的摇篮，为国防、科研与开发等领域源源不断地输送人才”。
托马斯坦言，他实在难以想象，有什么政治手段能化解欧洲汽车产业面临的这场经济威胁。
但他还是补充道：“我希望是自己杞人忧天了，真的希望是我错了。”
评论翻译
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Original_HD
Making cars that were 15k and now they sell for 27k is not making it better either... New car prices are ridiculous.
当初卖1.5万的车现在卖到2.7 万，这也算不上是进步啊…… 新车的定价简直离谱。
Systral
When were they 15k :D?
它们什么时候卖过1.5万啊？
ahora-mismo
i got a fully specked fabia (dsg, premium sound, etc) for 16k€ about 7 years ago. look for the price of one. few months later i got a jeep renegade trailhawk for 30k €. the jeep is now about 50k € if you add the same packages on it. don’t tell me the inflation was that high. i still own the jeep, the funny thing is that i can sell it for half the price 7 years later.
大概七年前，我花1.6万欧元入手了一辆顶配版晶锐（带双离合变速箱、高级音响等配置）。你现在去查查同款车的价格就知道了。
没过几个月，我又花3万欧元买了一辆吉普自由侠高性能版。如今要是选装同款配置，这辆车的售价已经涨到5万欧元了。别跟我说通货膨胀能厉害到这种地步。
我现在还留着这辆吉普。有意思的是，七年过去了，这车现在转手卖掉，还能卖到当初买入价的一半。
tijlvp
I paid 15k for my mid-specced Honda Jazz 10 years ago. The current model is essentially twice the price.
十年前，我花1.5万欧元买了一辆中配版本田飞度。如今的新款车型，售价基本翻了一番。
Common-Ad6470
Pre-covid.
That changed everything and opened the flood gates for companies to chase profit above everything else.
新冠疫情之前，一切都不是这样的。
那场疫情彻底改变了所有局面，也为企业打开了“利润至上”的闸门。
Straight-Health87
Not so long ago…
就在不久前……
NewOil7911
Europe can do whatever tariffs it wants, the real problem for automobiles exporters is their loss of market share in Emerging markets to China.
And no trade war can't ever fix that
欧盟想加征多少关税都随它的便，但对于汽车出口商而言，真正的麻烦在于其在新兴市场的份额正被中国抢占。
而且，没有任何一场贸易战能解决这个问题。
Ludisaurus
Tariffs also won’t prevent Chinese companies opening production lines in Europe. Sure, at least the industrial base is preserved but not the R&D and the profits.
关税也无法阻止中国企业在欧洲开设生产线。诚然，此举至少能保住当地的工业基础，但研发核心技术与产业利润却无从留存。
uzyg
Yes, BYD are building factories in both Hungary and Turkey that will open in 2026.
没错，比亚迪正在匈牙利和土耳其两国兴建工厂，这些工厂预计将于2026年投产。
Haunting_Switch3463
Cherry is also opening has a plant in Spain. Hungary has several different battery manufacturers. I believe CATL is teaming up with Stellantis to build a plant in Spain as well.
奇瑞也正在西班牙建厂。匈牙利境内则有多家不同的电池生产企业。我还了解到，宁德时代也正与Stellantis合作，计划在西班牙共建一座工厂。
NewOil7911
I've seen an analyst report from whatever bank raising the alarm about it 2 years ago already indeed.
其实早在两年前，我就看过某家银行发布的一份分析师报告，当时就已经就此事发出了预警。
TatarAmerican
I visited Turkey recently after a long time and was shocked by the number of Chinese SUV EVs on the roads, not just the cheap models but also luxury ones.
时隔许久，我最近去了一趟土耳其，发现路上的中国品牌电动SUV多得让人吃惊 ——不仅有平价车型，连豪华款也随处可见。
duckduckdoggy
In Australia European cars lost out to Japanese cars a long time ago. Now Chinese EVs are starting to take market share from Japanese cars.
在澳大利亚，欧洲汽车早就被日系汽车赶超了。如今，中国电动汽车又开始从日系汽车手中抢占市场份额。
EnHemligKonto
Chinese seem to be obsessed with market share. Third world vehicles are sold with razor thin, or for many Chinese EV makers, negative margins. Selling into Europe and USA and to a lesser extent east Asia (sk, Japan, Taiwan, rich part of China) is the way to make money.
That being said, I’m not sure I understand the cost structure of EVs. Maybe they are more profitable than they look.
中国人似乎执着于抢占市场份额。这些面向发展中国家市场的车型利润微薄，甚至对许多中国电动汽车制造商而言，是在亏本销售。
而进军欧美市场，以及一定程度上的东亚市场（韩国、日本、中国台湾（地区）和中国的经济发达地区），才是真正的盈利之道。
话虽如此，我其实并不太理解电动汽车的成本构成。或许它们的实际盈利水平，要比表面看起来高得多。
MrBanana421
They are trying the wallmart playbook.
Try to dominate the market and once the other competitors are gone, they can raise prices.
Time will tell if they can take it long enough to finish the strategy.
他们在照搬沃尔玛的运营套路。
先设法抢占市场主导地位，等到其他竞争对手都被挤出局后，再抬高价格。
至于他们能否坚持足够长的时间来完成这一战略，还有待时间检验。
ilovethecreaking
Walmart also operates on razor thin margins. There is no golden bullet that makes you immune to competition without repercussions.
沃尔玛的运营同样遵循薄利多销的模式。世上根本不存在什么万全之策，能让你在不受任何负面影响的前提下，就具备抵御竞争的能力。
amidoes
They already have huge profit margins selling outside of China, the same fully loaded Xpeng in China with 500km range, self parking etc etc that costs 15k there, is no less than twice as expensive in Europe.
在海外市场销售时，它们本就有着极高的利润率。以小鹏汽车为例，一款续航里程500公里、配备自动泊车等诸多功能的顶配车型，在中国国内的售价仅为1.5万欧元，而在欧洲市场的定价却不低于国内价格的两倍。
asnbud01
That’s actually tariff going to the government plus some shipping costs
这其中实际上既包含了要上缴给政府的关税，也包含了一部分运费成本。
curtyshoo
Self-parking.
I'm so out of it.
自动泊车。
我真是落伍了。
evilfungi
That may be true if there is only one EV brand coming out of China, but there are around 15 major brands in China. BYD is competing with xiaomi, Xpeng, SAIC, NIO, Huawei, etc. It is unlikely for one to out-price the other and drive them out of business.
如果中国只有一个电动汽车品牌，那这种说法或许成立，但实际上中国有大约15个主流品牌。比亚迪正在与小米、小鹏、上汽、蔚来、华为等企业展开竞争。任何一家品牌都不太可能通过低价策略将对手挤出市场。
asnbud01
Walmart raised prices?
沃尔玛涨价了？
Chemical-Skill-126
Even razor thin margins make huge money if the revenues are big enough. Walmarts profit margin is 3 percent but they absolutely printed money because their revenues are massive. Biggest in the world actually.
哪怕利润率再微薄，只要营收规模足够大，照样能赚得盆满钵满。沃尔玛的利润率仅为3%，但凭借庞大的营收体量，它赚起钱来简直是日进斗金，实际上它的营收规模位居全球榜首。
funicode
There are many forms of economy of scale in it. Let's say you own a tiny factory that can produce one car per day for a nice little profit, what would happen if you add to your business a million car per year factory that makes zero profit?
That big factory makes you no money, but you are now a major business that can negotiate big loans at a lower interest rate, you've got a supply chain that can lower the input cost to your profit-making small factory, you've got the R&D and marketing that can also benefit your smaller side of business. On top of all that, you are now a politically important person who has some power of negotiation with the government.
这其中存在着多种形式的规模经济效应。假设你拥有一家小型工厂，日产一辆汽车，能赚取不错的微薄利润；但如果此时你为业务新增一座年产量百万辆、却毫无利润可言的大型工厂，情况会发生什么变化呢？
这家大型工厂本身并不会为你创造收益，但它能让你一跃成为龙头企业：你能够以更低的利率获得大额贷款；你建立了更强大的供应链，从而降低了小工厂的原材料和生产成本；你的研发和营销资源也能反哺原本盈利的小业务。除此之外，你还会摇身一变成为政界红人，手握与政府谈判的筹码。
froz3nt
Its a strategy. First obtain market share to make competition go out of business then jack up the prices
这是一种商业策略：先抢占市场份额，迫使竞争对手出局，随后再抬高价格。
barbareusz
When you're mentally still stuck in the early 2000's, but it's almost 2026...
明明都快 2026 年了，你的思想却还停留在21世纪初。
LazerBurken
The European (especially the German) automakers dropped the ball a long time ago.
Focused on cutting down on quality to increase profits while spending little to no money on innovation. Kept pushing shitty ICE vehicles with no buttons and piano black interior while tesla started taking market share with their innovative electric vehicles, and then Gyna came with great quality EVs with good specs at competitive prices and the European automakers where caught with their pants down.
Now it's catching up time, but they will never be able to compete with Gyna who has 90% of the battery market, and are the world leader in that field. Even if they start to build good EVs now they will always be reliant on Gyna.
What we need to do is to develop our own batteries with new innovative technology that will not be reliant on Gyna. I'd like to see an European effort in that field. Otherwise the European automakers, and especially Germany (automakers make up double digit GDP), will get absolutely fucked.
Likely already too late as developing new battery tech isn't done over night and Gyna will likely be the one to launch the next generation technology first.
欧洲（尤其是德国）的汽车制造商早就搞砸了。
它们一门心思靠偷工减料来提高利润，在创新上几乎分文不投。一边还在一个劲地推出那些没实体按键、内饰全是钢琴烤漆的劣质燃油车，另一边特斯拉已经凭借创新的电动汽车抢占市场份额；紧接着中国品牌又带着品质过硬、参数亮眼且价格亲民的电动汽车入局，这下欧洲车企彻底被打了个措手不及。
如今它们虽然进入了追赶模式，但永远也没法和中国企业抗衡 —— 毕竟中国占据了全球90%的电池市场份额，是该领域当之无愧的世界龙头。就算现在开始造优质电动汽车，欧洲车企也始终摆脱不了对中国的依赖。
我们现在该做的，是研发自主可控的新型创新电池技术，彻底摆脱对中国的依赖。我希望能看到欧洲在这个领域的协同发力。否则的话，欧洲的汽车制造商 —— 尤其是德国的（汽车产业贡献了德国两位数的国内生产总值）—— 迟早会彻底玩完。
但这一切或许已经为时已晚，毕竟新型电池技术的研发绝非一朝一夕之功，而下一代电池技术的首发权，大概率还是会被中国牢牢攥在手里。（译者注：该评论中有个词Gyna，无法确定意思，不过结合上下文来看应该是中国的意思，无法确定是否是歧视性用词）
CountMordrek
It’s not the first time an industry has lost its position due to enshitification, and it most certainly won’t be the last.
一个行业因逐劣化而丧失龙头地位，这并非头一遭，而且可以肯定的是，这绝不是最后一次。
Menethea
This is very reminiscent of what happened to US manufacturers in the 70s with high quality, low cost Japanese imports. Only pickups and SUVs (which don‘t need to meet passenger vehicle safety and emission standards) saved them
这一幕很容易让人联想到上世纪70年代美国制造商的遭遇 —— 彼时凭借质优价廉的进口产品，日本厂商对其形成了猛烈冲击。最终，只有皮卡和运动型多用途汽车（这类车型无需遵守乘用车的安全与排放标准）才让美国制造商得以幸免于难。
wastingvaluelesstime
We did several other things too:
titrated the import volume, letting in enough Japanese cars to teach a brutal lesson (since the lazy domestic companies would not learn on their own) but not enough to actually kill off the domestic companies
partnered japanese and local companies to accelerate learning
induced japanese and other foreign companies to set up production in the US to preserve the north american supply chain as a whole
The same playbook should be used here (in both Europe and in a few years from now, north america) - let in enough competition to teach local laggards a lesson, but not enough to kill off local industry.
我们当时还采取了其他几项措施：
控制进口数量：允许足够多的日本汽车进入市场，给懒惰的本土企业上一堂残酷的课（因为它们自己根本不会主动改进），但又不至于多到彻底摧毁本土产业；
推动日企与本土企业合作：加速技术与管理经验的转移；
引导日本及其他外国车企在美国本土设厂：以维护整个北美供应链的完整性。
如今，欧洲（以及几年后的北美）也应采用同样的策略 —— 引入足够的竞争来警醒那些落后的本土企业，但又不能放任其被彻底击垮。
Rare-Victory
The automakers know that they will newer be able to compete with China on EV cars.
WV started early with electrical car demonstrators, but Europe lost the ball due to we did not want dirty mineral industry, and due to high labor and energy cost (Due to phase out of nuclear and coal).
WV claims that costs for producing the same WV is approaching 50% in China, than that in Europe.
The raw materials are cheaper (Lithium, Rare earths, etc ). We pay more for the materials for a bolt, than what a finished bolt cost from China. (China policy is to sell cars/parts, not raw materials)
The logistics are cheaper (All the cheap manufactures of car parts are out there, it is cheaper to assemble the cars in China, than bring the parts the Europe to assemble them)
The energy is much cheaper.
The labor is much cheaper.
The R&D cost are cheaper.
The R&D cost are divided over a larger number of cars, i.e. the R&D cost pr car is lower. This means that they can afford to start risky projects where only a few pay out, but the one that does pay out big time.
The university's out there graduate more STEM than we do, and they now have the newest knowledge.
European students are not eager to study in China.
The Chinese are not so stupid as the Europeans, that they give away their knowledge for free.
The problem is the exchange rate of the Rmbi is to good for Chinese industry.
The car industry can not innovate it self out of this mess.
欧洲车企很清楚，它们在电动汽车领域永远也无法与中国抗衡。
大众很早就推出了电动汽车样车，但欧洲最终还是搞砸了 —— 究其原因，一是我们不愿发展污染严重的矿产工业，二是劳动力与能源成本居高不下（这是淘汰核电与煤电所造成的后果）。
大众称，同款车型在中国的生产成本，已降至欧洲本土生产成本的一半左右。
原材料价格更低廉（比如锂、稀土等）。我们采购一枚螺栓的原材料成本，甚至比中国产的成品螺栓售价还要高。（中国的政策导向是出口汽车及零部件，而非出售原材料）
物流成本也更低。汽车零部件的低成本生产企业均集中于此，与其把零部件运到欧洲组装，不如直接在中国完成整车装配，这样更划算。
能源价格要低廉得多。
劳动力成本要低廉得多。
研发成本同样更低。
研发成本可以分摊到产量更高的汽车上，也就是说，单车均摊的研发成本更低。这意味着中国车企有底气去启动高风险项目 —— 这类项目可能十不存一，但只要有一个项目成功，就能带来丰厚的回报。
中国的高校培养出的理工科毕业生数量远超我们，而且他们掌握着最前沿的技术知识。
欧洲学生并不热衷于去中国留学。
中国人可不像欧洲人那么糊涂，绝不会把核心技术白白拱手让人。
问题还在于，人民币的汇率政策对中国工业的发展太过有利。
单凭汽车行业自身的创新，已然无法摆脱当前的困局。
NewOil7911
Germany is paying the price for foolishly abandoning nuclear, among other things.
1 century from now, policies from Western European leaders in the early 21st century will rightly be flagged as naive and self harming.
德国正为其草率放弃核能等一系列决策付出代价。
一个世纪后，21世纪初西欧各国领导人推行的这些政策，必将被公认为是幼稚且损人害己的。
PoopSockMonster
Yes because Nuclear Energy which made 25% of the electricity Share was the glue that Held everything toghter. Not the 20+ years of no reforms.
事实的确如此，毕竟曾贡献了25%电力份额的核能，才是维系整个能源体系的关键所在。真正的症结从不是那二十多年来毫无建树的改革停滞。
International_Pen_91
Its VW
是大众汽车。
the_pianist91
WolksVagen
大众汽车
TheoreticalTorque
Your comment makes no sense. Tesla vehicles also have no buttons and have crappy plastics. Chinese cars famously have no buttons because Chinese people are obsessed with touch screens, and genuinely think piano black is luxurious.
你的这番言论完全站不住脚。特斯拉的车型同样没有实体按键，内饰用料也尽是些廉价的塑料件。中国品牌的汽车以“无实体按键”设计著称，这是因为中国人热衷于触摸屏操作，并且真心觉得钢琴烤漆内饰很显档次。
Lemonlol55
Gyna paid for this Chinese bot too lol
看来这个中国水军账号也是拿钱办事的啊，笑死。
froz3nt
Are any of the points not true?
这些观点里有哪一点不是事实吗？
Lemonlol55
They dropped the keyword Gyna more than I’ve seen my dad
他们把“Gyna”这个词挂在嘴边的频率，比我见亲爹的次数都多。（译者注：该评论中有个词Gyna，无法确定意思，不过结合上下文来看应该是中国的意思，无法确定是否是歧视性用词，该词出现在多个评论中，请自行带入）
TryingMyWiFi
One more time and you get even
再有一次，我就找你算账
geocapital
The same veterans that moved production to China?
就是那些当初把生产线转移到中国的老家伙们吗？
Talkjar
Even better, they paid hundreds of millions in fees to veteran consultants so they could tell these industry veterans to move manufacturing to China and outsource engineering to India
更离谱的是，他们斥资数亿美元聘请资深顾问，到头来这些顾问给这些行业老手们的建议，竟然是把制造业迁往中国、把工程业务外包给印度。
Raunhofer
Step 1. make a good product, step 2. price it accordingly.
China, beaten. This consulting advice is free to use.
第一步，打造优质产品；第二步，合理定价。
一招制胜中国企业。此条咨询建议，免费取用。
li_shi
Can I put a subscxtion and proprietary screw in it?
我能给它加装订阅功能和专用螺丝吗？
Wayss37
Translation: European billionaire car lobbyists are reminding politicians who sponsored them
欧洲手握巨资的汽车行业游说团体，正在提醒那些曾收受其政治献金的政客们。
grumpy_autist
The issue is - with EV you can't really pull the usual trick of raising new Euro emission standard, weed off foreign competition and then fake emission tests on your own cars.
Even if EU invents new bullshit regulations - before that happens domestic car manufacturers will be cold dead
问题的关键在于 —— 到了电动汽车时代，你再也玩不转那些惯用伎俩了：抬高欧洲新车排放标准、排挤外国竞争对手，然后在自家车型上搞排放数据造假。
就算欧盟再凭空炮制出一堆毫无意义的新规，也早已回天乏术 —— 等这些新规落地时，本土车企怕是早凉透了。
Character-Neat-5000
They should just go with a marketing campaign of "Buy our cars, not because they are good but because they are European."
EZ fix
/S
他们干脆直接搞个营销活动：“买我们的车吧，不是因为车好，而是因为它是欧洲产的。”
轻松搞定！
jaimi_wanders
Reminds me of the US auto industry freaking out in the Eighties because Japanese cars were better-made, like “Have you thought about making higher-quality vehicles with features and styles people actually want? Or are you just going to yell at them for being UNPATRIOTIC because they don’t want the Fix Or Repair Daily experience?”
这让我想起了上世纪80年代的美国汽车行业，当时日系车以过硬的品质席卷市场，把美国车企急得手足无措。“你们倒是想想办法，造些品质更优、配置和设计都贴合消费者需求的车啊？难不成只会站在那儿嚷嚷，说消费者不买你们的车就是不爱国？毕竟谁也不想天天体验‘今日修、明日修’的糟心日子吧？”
sveleo
Billionaire car lobbyists or not, we can't allow a sector that employs so many people to go out of business, regardless of reasons why.
不管背后有没有手握巨资的汽车行业游说团体在推动，我们都不能任由这个吸纳了大量就业岗位的行业就此垮掉，无论个中缘由是什么。
Perisorie
The European car manufacturers can very well be left to die if they can’t adapt to a shifting market. I have 0 interest in supporting bad cars that cost a fortune more.
如果欧洲车企无法顺应市场变局，那让它们自生自灭也未尝不可。我完全没兴趣去支持这些价高质次的车型。
Systral
It's not like the European car manufacturers aren't doing anything, the German and some french brands are actually bringing out some very decent EVs now, with scaling effects and more.optimisation processes in the supply chain, they can be competitive. It's much easier to build something completely new than to reform decades/centuries old companies from ground up.
Idk why people on this subreddit are so anti European? Europe's and your own wealth is (unfortunately) very much tied to how well these car makers will do.
这倒不是说欧洲车企完全无所作为，像德国以及部分法国品牌，如今确实推出了几款相当不错的电动汽车。凭借规模化效应，再加上供应链环节更多的优化举措，它们完全具备竞争实力。从零打造一款全新产品，远比彻底改造一家有着数十年乃至数百年历史的老牌企业要容易得多。
我实在搞不懂，这个论坛里的人怎么会这么反感欧洲车企？欧洲的繁荣（很遗憾地）与你们自身的财富息息相关——而这一切在很大程度上取决于这些车企未来的表现。
mariusherea
Sure, then go buy their expensive cars that charge you a subscxtion to activate features you already paid for when you bought the car
那你尽管去买他们那些高价车好了 —— 明明买车时已经付过钱的功能，还要再掏一笔订阅费才能激活。
Odd-Struggle-2432
Have you tried making the industry better though
不过，你们试过推动这个行业向好发展吗？
Wayss37
Yes, yes, we can. You know, like 'free market' that those capitalists keep talking about all the time?
对对对，我们当然可以。你知道的，就像那些资本家整天挂在嘴边的“自由市场”那样？
tilitatti
leads to wondering how much "free market" there is around. Chinese subsidies ev manufacturing a lot, but so does europe.
这不禁让人怀疑，现实中究竟有多少真正的“自由市场”。中国对电动车制造业提供了大量补贴，但欧洲同样如此。
sveleo
I want our governments to have the ability to punish bad management decisions of big companies without dooming them to failure. Too many people being fired from their jobs hurts everyone. Just because the management are scumbags doesn't mean the guy working the production line is at fault for the car being overpriced. I care about the guy working to send his kids to a good school, not Oliver Zipse (whos incredible idea it was to charge for heated seats).
我希望各国政府能够拥有这样的能力：既能惩处大公司管理层的错误决策，又不至于让这些公司陷入绝境、走向破产。大量人员失业会损害所有人的利益。不能因为管理层一群败类的过错，就让生产线上的工人来背锅，为汽车定价过高这种事负责。我在乎的是那些为了送孩子上好学校而辛勤打拼的普通工人，而不是奥利弗・齐普斯 —— 就是那个想出 “座椅加热功能收费” 这种高招的家伙。
popsyking
You mean the "free market" where China subsidizes its vehicles? That free market?
你说的 “自由市场”，就是那个中国为本土汽车产业提供补贴的 “自由市场”？
lospotezbrt
Maybe if they made better products for better prices they wouldn't be losing lol
Dacia went from complete laughing stock to one of the top selling car brands in Europe over 20 years because they focused on the "everyday budget" market
Meanwhile, the stigma around Chinese products being bad is all but gone thanks to a good track record over the last 20 years
Not to mention repair costs and repair exclusivity that's pushed by major brands like BMW or Audi
要是他们能造出物美价廉的产品，也就不会输得这么惨了，哈哈。
Dacia（译者注：达契亚DACIA是罗马尼亚最大的汽车制造企业，现隶属于法国雷诺集团）品牌在二十年间，从一个彻底的笑柄，摇身一变成为了欧洲最畅销的汽车品牌之一，这一切都得益于它始终深耕平价大众市场。
与此同时，过去二十年间，中国产品凭借亮眼的口碑积淀，早已彻底扭转了劣质的刻板印象。
更不用说宝马、奥迪这类大牌车企还在推行高昂的维修费用和专属维修政策了。
First-Hospital3993
How about EU automakers actually make cars that are not overpriced and friendly to repair and maintain ?
F you Eurocars, jot sorry for them. Doubt that China is better, but at least they are cheaper
欧盟的汽车制造商何不真正造一些价格合理、便于维修和保养的车呢？
去他么的欧洲车，我才不会为它们感到抱歉。虽然我不确定中国车就一定更好，但至少它们更便宜。
Imakemyownnamereddit
This is the consequences of our arrogance and greed when it came to China.
The assumption was, they would never catch up with us and never be a true rival. We didn't see them as a threat and wanted to enter their markets. Even at the cost of handing over our intellectual property.
Well thanks to EVs, the European car industry has gone from world leading to behind the times. More expensive products, that simply aren't superior to their cheaper Chinese rivals.
How many jobs will that cost Europe?
这就是我们在对华问题上因傲慢与贪婪而酿成的苦果。
我们曾妄自尊大地认为，他们永远不可能赶上我们，更不会成为我们真正的对手。我们不仅没把他们视作威胁，还一心想要打入他们的市场 —— 为此不惜拱手让出我们的知识产权。
结果呢？电动汽车的兴起，直接让欧洲汽车产业从曾经的全球领军者，沦为了如今的落后者。旗下产品价格高昂，性能却远不及那些更实惠的中国竞品。
这一切，又将让欧洲付出多少就业岗位的代价？
v3ritas1989
They are doing that for a few years now. And every time I actually look at the data I have to scratch my head. Like "BYD increases sales by 500%.. stranger danger..." and then you look up the numbers and they increased from 500 to 2500 sales, which is just around 1% of market share. Or... BYD -> Big Ship-> delivering thousands of cars" well sure... but they have not actually sold them, just delivered them to their distribution center.
这事儿他们已经干了好几年了。可每次我认真去核对那些数据，都忍不住一头雾水。比如有些报道嚷嚷着 “比亚迪销量暴涨500%…… 这外来者太危险了”，可你一查具体数字就会发现，销量不过是从500辆涨到了2500辆，这在市场份额里也就占 1% 左右。还有那种说法，“比亚迪 —— 远洋巨轮起航 —— 数千辆汽车启运”，听着确实厉害…… 但实际上这些车根本没卖出去，只是运到了他们的分销中心而已。
CreamXpert
It starts small, nobody worry. Then 10 years later it's everywhere. I see more and more BYD on the roads.
一开始只是零星几辆，没人当回事。可十年之后，满大街都是了。现在我在路上看到的比亚迪是越来越多了。
nplant
Nobody denies that, but the articles are ridiculous.
I’ve lost count of how many articles I’ve seen that suggest Tesla’s market share loss is to the Chinese, when it’s Volkswagen that has taken the lead.
It’s like they want to give BYD free advertising and are intentionally omitting positive things about western manufacturers.
没人否认这一点，但那些文章实在荒谬。
我已经数不清看过多少篇文章声称特斯拉失去的市场份额都流向了中国车企，而实际上，真正领先的却是大众。
这简直像是在给比亚迪免费打广告，还刻意对西方车企的亮眼表现避而不谈。。
Sasiches_and_mash
Well.... That is exactly the intention
嗯……这恰恰就是他们的目的。
throw-awewe-iy
Technologically they are not that far ahead as people think, but cheaper definitely and time-to-market also. Where does something being cheap(er) come from? That is the real question, and I think that you will find if you actually do some research, that a lot of our cost difference is due to bureaucracy that deals with negative externalities and the fact that the majority of the supporting industry is European - Better wages, more social support. Trying to be fair leads to bigger costs, who knew.
It is really an absolute NO brainer that we need to be buying European only. If the Chinese EVs get majority market share they will start raising prices too, don't worry. They actually have the capability to force their own companies to stop competing with eachother.
从技术层面来看，它们并没有人们想象的那么遥遥领先，但价格无疑更低，产品推向市场的周期也更短。
一件商品价格更低，原因究竟何在？这才是真正值得探讨的问题。而且我认为，只要你真的去做些调研就会发现，我们之间的成本差异，很大程度上源于处理负外部性问题的各类行政流程，以及一个事实 —— 我们绝大多数的配套产业都在欧洲境内，这意味着更高的薪资水平和更完善的社会保障体系。谁能想到，力求公平公正，反而会造成成本的上涨。
我们理应只购买欧洲制造的汽车，这实在是再显而易见不过的道理。大可不必担心，一旦中国电动汽车占据了市场的主导份额，它们同样会开始涨价。实际上，中国有能力推动本国企业停止相互之间的竞争。
boobookittyfuwk
Its interesting how everyone is soo righteous, until it their wallet is affected. If people actually cared about the things they pretend ti care about the obvious answer would be not to buy a Chinese ev.
有意思的是，每个人在自身利益没受损的时候，都表现得一副正义凛然的样子。要是人们真的在乎那些嘴上说着要在乎的事，答案其实很明显 —— 别买中国产的电动汽车。
tijlvp
It would be obvious if we could actually afford the European alternatives...
要是我们真的买得起欧洲的替代车型，答案就一目了然了……
Revivaled-Jam849
(Where does something being cheap(er) come from?)
You are absolutely right Europe has higher wages and environment standards, but China also has better integration and ridiculously cutthroat environment. If China had to pay European wages and standards, they'd still be cheaper due to more of their process being automated.
(If the Chinese EVs get majority market share they will start raising prices too, don't worry.)
Then you could buy Korean or Japanese, or hopefully have a domestic equivalent then? I never understood the threat of them raising prices when are always other options.
（商品价格更低，根源究竟何在？）
你说得完全没错，欧洲的薪资水平和环保标准确实更高，但中国在产业整合方面做得更出色，市场竞争也激烈到近乎残酷。就算中国企业被迫执行欧洲的薪资标准和环保要求，凭借更高的流程自动化率，它们的产品价格依然会更低。
（大可放心，一旦中国电动汽车占据了市场主导份额，它们同样会开始涨价。）
那到时候你大可以去买韩国车或日本车啊，或者说，希望咱们到时候能有旗鼓相当的国产品牌可选？我一直都没搞懂，这种 “它们会涨价” 的说法到底有什么好担心的，毕竟市场上从来都不缺其他选择。
UndevaPrintreBalcani
It is really an absolute NO brainer that we need to be buying European only.
Nop, that's a tax for fools.
What you're missing is that you can 100% buy EU only and said EU companies will immediately close shop & fire everyone if moving abroad results in 1 extra $. This is happening right now and has been happening for decades.
我们理应只买欧洲货，这简直是再明白不过的道理。
才不是，这纯属是智商税。
你忽略了一个关键问题：哪怕所有人都百分百只买欧洲产品，只要把厂子迁到国外能多赚一分钱，那些欧洲企业也会立刻关门大吉、裁掉所有员工。这种事如今正在发生，而且几十年来一直如此。
RabonaKings
Technologically we are not that far ahead
In EV's, China is ahead in some aspects.
People in this sub really underestimate how many people work in this sector, a level of protectionism is ABSOLUTELY needed.
从技术层面来看，我们并没有领先太多。
在电动汽车领域，中国在某些方面确实已经处于领先地位。
这个论坛里的人严重低估了该行业的从业规模，实施一定程度的贸易保护政策是绝对必要的。