一则汽车促销事件，引发今年以来汽车界最大的关注舆论。
这组“湖北史上最强购车补贴政策”中，以东风车日系、法系车的补贴最为“猛烈”。
以指导价21.19万元的东风雪铁龙C6共创版为例，政企综合补贴后仅需12.19万元，补贴金额高达9万（厂家补贴4.5万元，政府补贴4.5万元）！
这次促销着实让东风系高光了一把，就连东风汽车的股价都神奇地涨停了。
有人说，这是因为东风虽然降价大促，但政府补贴也占了相当部分，所以整体上清库存盘活资产的正向效益远大于被要死不活的销售局面拖死要强得多。这笔账是很划得来的。
但在现实生活中，如果一家商场突然亏本清仓大甩卖，很多时候大家知道意味着什么。
短期内“以价换量”的确会带来销量增长，但长期呢？
打价格战从来都是一个一刀砍向自己，一刀砍向对手的肉搏内卷，并且谁也不能躲避，就看谁的血更耐放。
而这次，日法系车如此大力度清库存，是要卷起来呢？还是要卷铺盖呢？
几个问题：为什么是湖北？为什么是合资车？对市场格局又如何影响？
一、情非得已
“此次补贴只针对湖北省内，还要上湖北的牌照才行。补贴也是限时的，仅限3月份。”
如此之大的补贴力度，对湖北的财政压力不可不大，但也反映了湖北要扭转当地汽车销量低迷的决心。
汽车是湖北省的第一大支柱产业，汽车行业GDP超过全省的1/5。湖北拥有8家整车企业和13家整车生产工厂，聚集了约1400多家零部件企业、1578家汽车产业规模相关企业，甚至武汉的经开区被称为“中国车谷”。
2021年湖北的GDP总量突破5万亿元，超过福建省，按可比价计算，GDP增长12.9%，排名大陆31个省级行政区第一。2022年湖北GDP增速7.44%，同样是国内领先水准，并且规模越发接第六名的四川省。
这背后，迅速增长的汽车工业经济体系贡献了很大的力量。
但湖北此前的汽车工业重心多在于燃油车领域，在如今新能源车加速替代的趋势下，燃油车品牌面临越来越大的竞争压力。
东风系汽车就是湖北汽车品牌中的重点代表。
因而也是此次大补贴的重点。
近几年，东风集体的汽车销量持续下滑。2022年东风集团乘用车总体销量215万辆，同比下滑4.4%。但为了扭转趋势，集团将2023年的乘用车销量目标定为263万辆，增长高达22%。
2022年上半年，东风标致的批发量2.77万辆，但银保监会显示的车辆交强险投保量仅1.09万辆。东风雪铁龙批发量2.24万辆，但实际车辆交强险投保量仅为1.5万辆。
据统计，东风标致和东风雪铁龙的一些车型，批发量甚至销量的数倍之上，经销商承受很大的库存压力。
从产品力和价格不具显著优势，以及销量本就持续下滑的背景下，还要如此大的增速，挑战压力何其艰难？
所以部分车系亏本大甩卖，其实也是情非得已。
但问题是，在燃油车普遍成为市场第二选项、存量博弈难度越来越大的背景下，湖北打出的价格战，其他省份的同行必然也要跟。
引发的价格战，就会无可避免。
比如，东风本田的云南和贵州区域，现在也宣布了本田全系车型限时直补最高6万。
不排除，东风的其他区域，以及其他品牌的车系，也会加入进来抄作业。
但概率很大。
毕竟潜在购买力就这么点，抢一份少一份。现在不跟，等将来想降价黄花菜都凉了。
事实上，今年会议明确指示，把促进大宗消费、延续汽车补贴作为重要工作方向。意味着汽车补贴，是一个允许且推介的方式。所以今年全国多个地方都推出了各种汽车品牌的销售政策，幅度几千上万不等。
同样作为汽车大省的吉林就出台了类似湖北的政策，补贴范围涵盖中国一汽旗下全部自主、合资品牌乘用车和轻型货车，单车补贴金额最高可达3.7万元。
当然，其他省可能的财政支持少有像湖北这么的财大气粗的，那么压力会传导到当地的车企，尤其是同级别价位的其他品牌。
硝烟，必然越来越浓。
而其中，最大的压力，可能是合资的燃油车。
二、合资车的溃败
东方系的此次促销中，焦点之一是合资的日系车和法系车“骨折”促销最显著。
事实上，日系车和法系车早就出现了这样的颓势。
今年1-2月，日产在中国新车销量同比减少41.4%，本田同比减少45.2%，丰田同比减少12.2%。尽管销量规模还很大，但颓势难免。
法系车更显著了，猛降9万的雪铁龙C6，近一年销量仅有2023辆，月均169辆，1月份销量甚至仅有惊人的55辆，标致2008，近一年销量仅10598辆，月均883辆。
这个规模，甚至连一个国内的二线品牌普通车型都比不起。
更大的视野看，也不止日法系车，这几年以燃油车为主的合资车，其实都出现巨大的颓势。
这几年，不少合资车品牌要么逐渐陷入巨亏经营，要么不断式微，甚至退走的也不在少数，并且情况趋势有增无减。
铃木、讴歌、大发、菲亚特、克莱斯勒、宝沃、欧宝、华晨雷诺…
据乘联会，2022年，德系、法系、韩系、美系、日系乘用车在华销量全部出现暴跌：上汽大众同比下滑14.7%；上汽通用同比下滑18.8%；东风本田同比下滑17.8%；广汽三菱同比下滑49.13%；广汽本田同比下滑6.2%；东风日产同比下滑20.9%；一汽丰田同比下滑5.6%；长安福特同比下滑17.61%；长安马自达下滑21.43%；起亚汽车同比下滑38.4%；
……
在今年1月，各系的合资车销量，继续拉胯，且跌幅均高于市场平均跌幅和国内自主品牌。
当然，国产的燃油车品牌同样也清退了不少，包括一些被爆雷的PPT车企。但总体上，合资车的退潮更加明显。
那么为什么会是这样的结局？答案或许很简单：
一方面，合资车的定位从来就高傲，价格往往比同级别配置的国产车要高至少一两个档次，甚至高档车，从来都高冷到只有少数人买得起。在二十年前，国产车没有一个能打的时候，国内的汽车市场几乎是合资车的天下，吃香喝辣，利润极为丰厚。但随着近年来追求极致性价比的国产车加速崛起，通过品质和价格优势不断收获国人的品牌认可度，同类的配置，国产车的价格往往只有合资车的2/3,甚至一半。价格高冷的合资车红利也就到头了。
另一方面，新能源车时代加速到来，国内新能源车产业集群飞速发展登顶全球N01,本土品牌和新势力迅速抢占高地，而以燃油车为主的合资车一时难以调整产品继续，被竞争下去也是必然结果。
但国产车和新能源车是合资车衰退的罪魁祸首吗？
答案恐怕是NO!
任何时候，中国的汽车市场都足够庞大，一如既往能足够支撑起很多国际大品牌，比如特斯拉。
合资车的溃败，或许更多是在于自身没有及时适应大势。
三、谁也敌不过大趋势
从这次东风汽车的大降价中，我们看到燃油车的垂死挣扎。
尽管此次的大降价，东风汽车会收获很大的订单，毕竟一辆21万的雪铁龙C6，现在才卖12万，那是真香！
但不要忘了，能够有这种级别的降价，背后只不过是有补贴在硬撑。
燃油车被新能源车取代的命运，早已被宣布。
只不过这种取代在前期显得很缓慢，大家不以为然而已。
毕竟如此庞大的燃油车工业，涉及国家、社会的方方面面，不是想结束就能结束。而且，电动车虽然常常以“革命者”的姿态出现，但它本身也还存在诸多的难题要解决，比如充电效率问题，基础设施的问题，还有汽车售价问题。
然而，随着时间的推移，这些问题正在逐步解决，基础设施特别是充电网络，以及快充技术的大范围普及，也让新能源汽车使用越来越便利，加上新能源汽车本身区别于燃油车的诸多优势，消费者的接受度已经大幅提升。
以国内为例，新能源汽车的月销量渗透率已经超过30%，每卖出10辆车，就有3辆是新能源，而这个数据，在一年之前还不足20%。
如果还有一个障碍，那可能就是价格了。
众所周知，新能源汽车和同级别的燃油车相比，售价要高出不少，为此国家真金白银地为电动车购买者补贴了十多年，今年国补取消还曾经影响过对于新能源汽车的销售预期。
但以抢市场为首要目标的新能源车，在打价格战方面，从来没怕过。
特斯拉开年就掀起降价大促销，随后不少新能源汽车，包括问界、小鹏、吉利、比亚迪，都紧跟其后，剩下的新能源车企，虽然不直接官宣降价，实际上也在变换着花样降价。
一旦价格差距消失，燃油车基本就没了最后一道防线。
特别是特斯拉投资者日上马斯克所说的造车成本还能降50%，按照这种趋势发展下去，燃油车还有什么还手之力？
汽车市场整体上看并非一个增量市场，多卖一辆电动车，就会少卖一辆燃油车，它们是此消彼长的关系。
而汽车工业最讲究的是规模效益，如果燃油车的销量下滑达到了某个临界值，那么就不再具有规模效益，甚至陷入生产一辆亏一辆的局面。
这种局面将难以逆转，甚至原本体量越大的车企，亏损的面积就越大，如同一个无底洞，再多的补贴都是打水漂。
四、何去何从
这次东风大降价事件，也引发了一个并不新鲜的话题：
燃油车将何去何从？
在我看来，燃油车的式微是必然结局，在这个大趋势面前，谁也敌不过。
它们的后路只有两条，要么降价大甩卖，然后直接关门大吉，要么壮士断腕，全面转向新能源。
每一条选择，都极其艰难。
关门大吉，清仓大甩卖，一了百了，但船大难调头的问题，从来都无比棘手。
全面转向新能源，也好理解，但钱呢？技术呢？人才呢？现在行业竞争如此激烈，怎么跟头部对手打？
可能有人会反驳，国内的燃油车特别是合资的售价，一向是远贵于国外，赚的就是国人对于洋品牌的崇拜，割的就是国人的智商税。换句话说，这些合资车其实有很大的降价空间，说他们流血，过了。
去年11月，奔驰EQE车型降价5万，高端纯电EQS降价20万，一片哗然。
这些老外品牌的利润到底有多丰厚？中国人到底人傻钱多到什么地步？
不可否认，凭借着对核心技术的掌握，合资品牌确实在中国市场躺赚多年，如果不是自主新能源品牌的崛起，不知道中国人还要供奉他们多久。从这个角度上讲，合资车降价也很合理，或者说，他们只是回归合理而已。
也有不少人因此揶揄外资品牌的傲慢、不思进取、不及时转变，但实际上，这也是对很多国产车厂的警醒。
要知道，国产车企在合资中占据一半的股份，如果这些品牌倒闭了，国产车企至少承担一半的损失，如果加上对于当地经济、社会的负面影响，损失率要远远超过一半。
自合资政策以来，谁在懒惰，谁不思进取，明眼人不都看到吗？
就拿东风汽车来说，新能源品牌你能数出几个？
哑口无言了吧，数不出来就对了，因为他真的没几个拿得出手的，估计连网约车司机熟悉得也不多。之前花了很大力气推出的新品牌岚图，对标理想ONE，销量每个月不到2000，今年1个月的销量还跌到1000以下。
所以，比燃油车何去何从更拷问灵魂的，是那些国内大车厂，该何去何从？
虽然说全面转型新能源迫在眉睫，他们也确实在做，但转型算看得过眼的国企车厂，也就广汽、长安，一汽、上汽、北汽表现都不行，相比他们常年占据燃油车销量榜，在新能源销量榜上却几乎难以见到踪影。
在竞争已经红海化的新能源，谁还会对尾大不掉的他们有信心？
五、结语
面对百年未有之大变局，面对新能源汽车取代燃油车的大趋势，是顺之还是逆之？
全在企业的一念之间。
转型对于任何一个大企业来说，都不容易，需要面对无数的艰难险阻，但即便如此，也必须转型，因为没有人能够阻挡大势。
其实，这么多年这么多的教训不止一次地警告燃油车企，不积极转型，真的只有死路一条。但敢于大刀阔斧，壮士断腕的又有几个？
如果在新能源赛道上无法突围，我们或许会看到更多的燃油车降价求生，合资车如此，本土品牌亦是如此。
只是不知道，这种大范围的燃油车降价出现后，新能源汽车又会受到什么影响？
尤其是那些喜欢满嘴跑火车，亏损遥遥领先的新势力，讲的故事是否一直会有人听下去，还真不好说。
但我想有一个群体是始终受益，那就是消费者，站在他们的角度，这场降价肉搏战，来得再猛烈一点吧。
翻译：
A car promotion incident has caused the biggest concern in the auto industry this year.
This group of “Hubei history of the strongest car subsidy policy”, to Dongfeng car Japanese, French car subsidies the most “fierce”.
Take Dongfeng Citroen C6 Co-created version with the guide price of 219,900 yuan as an example. After comprehensive subsidy from government and enterprise, it only costs 121,900 yuan, and the subsidy amount is up to 90,000 yuan (45,000 yuan from manufacturer and 45,000 yuan from government)!
This promotion really let Dongfeng series a highlight, even Dongfeng Motor’s share price has magically increased by the limit.
Some people say that this is because Dongfeng, although the price is greatly promoted, but government subsidies also accounted for a considerable part, so the overall positive benefit of clearing inventory and revitalizing assets is far better than being dragged to death by the desperate sales situation. It’s a good deal.
But in real life, if a store suddenly has a loss-making clearance sale, a lot of times people know what that means.
In the short term, price for volume does increase sales, but in the long term?
Price war has always been a knife cut to oneself, a knife cut to the opponent’s melee volume, and no one can avoid, to see whose blood is more durable.
And this time, the Japanese and French cars so much efforts to clear inventory, is to roll up? Or do you want to pack up?
A few questions: Why Hubei? Why a joint venture? How does it affect the market pattern?
The situation has to
“The subsidy is only for Hubei province, but also on the Hubei license. The subsidy is also for a limited time, only in March.”
Such a large subsidy is a big financial pressure on Hubei, but it also reflects the province’s determination to reverse the slump in local car sales.
Automobile is the first pillar industry in Hubei Province, accounting for more than one fifth of the province’s GDP. Hubei Province has 8 vehicle enterprises and 13 vehicle production plants, and has gathered about 1,400 parts enterprises and 1,578 enterprises related to the scale of the automobile industry. The economic development area of Wuhan is even called “China’s Car Valley”.
In 2021, Hubei’s GDP exceeded 5 trillion yuan, surpassing that of Fujian Province. Calculated at comparable prices, its GDP increased by 12.9%, ranking first among the 31 provincial-level administrative regions in the mainland. In 2022, Hubei’s GDP growth rate of 7.44% is also the leading level in China, and the size of the province is increasingly close to the sixth place Sichuan Province.
Behind this, the rapid growth of the automobile industry economic system contributed a great deal of power.
But Hubei’s previous automotive industry focus on the field of fuel vehicles, in the current trend of accelerated replacement of new energy vehicles, fuel vehicle brands are facing increasing competitive pressure.
Dongfeng automobile is the key representative of Hubei automobile brand.
Hence the focus of this big subsidy.
In recent years, Dongfeng collective car sales continue to decline. In 2022, Dongfeng Group sold 2.15 million passenger cars, down 4.4% year-on-year. But to reverse the trend, the group has set a sales target of 2.63 million passenger cars in 2023, up as much as 22 percent.
In the first half of 2022, the wholesale volume of Dongfeng Peugeot was 27,700 vehicles, but the China Insurance Regulatory Commission showed that the volume of compulsory vehicle traffic insurance was only 10,900 vehicles. Dongfeng Citroen wholesale volume of 22,400 vehicles, but the actual volume of vehicle traffic insurance is only 15,000 vehicles.
According to statistics, some models of Dongfeng Peugeot and Dongfeng Citroen, the wholesale volume or even several times the sales, dealers are under great inventory pressure.
From the product strength and price does not have significant advantages, as well as sales continued to decline in the background, but also such a large growth rate, how difficult the challenge pressure?
So some of the cars are selling at a loss.
But the problem is, in the context of fuel vehicles generally becoming the second option in the market, the stock game is becoming more and more difficult, Hubei’s price war, the counterparts in other provinces are bound to follow.
A price war is inevitable.
For example, Dongfeng Honda’s Yunnan and Guizhou regions have now also announced a limited direct subsidy of up to 60,000 yuan for all Honda models.
Do not rule out, Dongfeng other areas, as well as other brands of vehicles, will also join in the copying operations.
But the odds are high.
After all, there is only so much potential purchasing power. Not now, when I want to reduce the price of daylily is cold.
In fact, this year’s meeting clearly directed to promote bulk consumption, the continuation of car subsidies as important direction of work. It means car subsidies, which is a way to allow and promote. So this year, many places across the country have launched a variety of car brand sales policies, ranging from thousands of thousands of range.
Jilin, also a major auto province, has introduced a similar policy, covering all passenger cars and light trucks owned by FAW under its own and joint-venture brands, with subsidies of up to 37,000 yuan for a single vehicle.
Of course, few other provinces have as much potential financial support as Hubei, so the pressure will be passed on to local carmakers, especially other brands at the same price level.
The smoke is bound to grow thicker and thicker.
And among them, the biggest pressure, may be joint venture fuel vehicles.
The failure of the joint venture car
In the promotion of Dongfang, one of the focus is that the joint venture Japanese and French cars have the most significant “fracture” promotion.
In fact, Japanese and French cars have already appeared such a decline.
Nissan’s new car sales in China fell 41.4 per cent year-on-year in the first two months of this year, Honda’s were down 45.2 per cent and Toyota’s were down 12.2 per cent. Although the volume of sales is still large, but the decline is inevitable.
The French cars are more remarkable. Citroen C6, which dropped by 90,000, sold only 2,023 cars in the past year, with an average of 169 cars per month. In January, the sales volume was even a staggering 55 cars.
This scale, even a domestic second-line brand ordinary models can not afford.
A larger vision, not only Japanese and French cars, in recent years to fuel car based joint venture cars, in fact, have a huge decline.
In recent years, many joint venture car brands either gradually fall into a huge loss, or continue to decline, or even retreat is not a few, and the trend is increasing.
Suzuki, Acura, Daihatsu, Fiat, Chrysler, Borgward, Opel, Brilliance Renault…
According to the Chinese Passenger Association, sales of German, French, Korean, American and Japanese passenger cars in China all plummeted in 2022: SAIC Volkswagen saw a year-on-year decline of 14.7 percent; Saic-gm fell 18.8 per cent year on year; Dongfeng Honda fell 17.8 per cent year on year; Gac Mitsubishi saw a year-on-year decline of 49.13%; Guangqi Honda fell 6.2% year on year; Dongfeng Nissan fell 20.9 per cent year on year; Faw Toyota fell 5.6 per cent year on year; Changan Ford fell 17.61% year on year; Changan Mazda fell 21.43%; Kia Motors fell 38.4% year on year;
…
In January this year, the joint venture car sales of all departments, continue to pull crotches, and the decline is higher than the average market decline and domestic independent brands.
Of course, domestic fuel car brands have also been cleared out a lot, including some PPT car companies that were exploded. But overall, the ebb tide of joint venture cars is more obvious.
So why did it end this way? The answer may be simple:
On the one hand, the positioning of joint venture cars has always been arrogant, and the price is often at least one or two levels higher than that of domestic cars with the same level of configuration. Even high-end cars are always so high and cold that only a few people can afford them. Twenty years ago, when no domestic car could take a taxi, the domestic car market was almost dominated by joint venture cars. But in recent years, with the acceleration of the rise of the pursuit of the ultimate cost-effective domestic cars, through the quality and price advantages continue to gain Chinese brand recognition, similar configuration, the price of domestic cars is often only 2/3 of the joint venture car, or even half. The high price of the cold joint venture car dividend will end.
On the other hand, the era of new energy vehicles is accelerating, the rapid development of the domestic new energy vehicle industry cluster to the top of the global N01, local brands and new forces quickly seize the heights, and fuel car based joint venture car is difficult to adjust the product to continue, the competition is also the inevitable result.
But are domestic and new energy vehicles to blame for the decline of joint ventures?
The answer is probably NO!
At any given time, China’s auto market is large enough, as it always has been, to support many of the world’s biggest brands, such as Tesla.
The debacle of the joint venture car may be more due to its failure to adapt to the general trend in time.
No one can beat the general trend
From the big price reduction of Dongfeng Motor, we see the death struggle of fuel cars.
Despite the big price reduction this time, Dongfeng Motor will get a lot of orders. After all, a Citroen C6 costing 210,000 yuan only sells for 120,000 yuan now, which is really sweet!
But let’s not forget that this level of price cuts are only supported by subsidies.
The fate of fuel cars replaced by new energy vehicles has long been announced.
But this replacement in the early stage appears to be very slow, people do not think yet.
After all, such a huge fuel car industry, involving all aspects of the country, society, not want to end can end. And although electric cars often appear as revolutionaries, they still face many challenges, such as charging efficiency, infrastructure and pricing.
However, with the passage of time, these problems are being gradually solved. Infrastructure, especially charging networks, and the widespread popularity of fast charging technology also make the use of new energy vehicles more and more convenient. In addition, new energy vehicles themselves are different from fuel vehicles with many advantages, consumer acceptance has been greatly improved.
In China, for example, the monthly sales penetration rate of new-energy vehicles has exceeded 30%, and three out of every 10 vehicles sold are new-energy vehicles, compared with less than 20% a year ago.
If there is one obstacle, it may be price.
As we all know, the price of new energy vehicles is much higher than that of fuel vehicles of the same level. For this reason, the state has subsidized electric vehicle buyers with real money for more than ten years. The cancellation of the state subsidy this year has also affected the sales expectations of new energy vehicles.
But to grab the market as the primary goal of new energy vehicles, in the price war, never afraid.
Tesla launched a big price reduction promotion at the beginning of the New Year, followed by many new energy vehicles, including Ask, Xiaopeng, Geely and BYD. The remaining new energy vehicle enterprises, although not directly announced the price reduction, are actually changing the pattern of price reduction.
Once the price gap is closed, the last line of defense for gas-powered vehicles is basically gone.
In particular, Tesla investor Musk said on the day that the cost of building cars can be reduced by 50%. If this trend continues, what power does the fuel car have to fight back?
The automobile market as a whole is not an incremental market. If one more electric car is sold, one less fuel car will be sold.
And the auto industry is the most pay attention to the economy of scale, if the sales decline of fuel cars reach a certain critical value, then it will no longer have the economy of scale, or even into the production of a loss of one car situation.
This situation will be difficult to reverse, even the original size of the larger the car companies, the greater the area of losses, like a bottomless pit, no matter how much subsidies are wasted.
Where to go
This big Dongfeng price reduction event, also triggered a not new topic:
Where will fuel cars go from here?
In my opinion, the decline of fuel cars is inevitable, and no one can beat this trend.
They have only two options. They can either cut prices and shut down, or they can burn their Bridges and switch to new energy sources.
Each of these choices is extremely difficult.
Closed shop, clearance sale, that’s it, but turning a ship around is never gonna be easy.
A broad shift to new energy is understandable, but what about the money? What about technology? What about talent? Now the industry competition is so fierce, how to fight with the head rival?
Some people may refute that the domestic fuel vehicle, especially the joint venture price, has always been far more expensive than foreign countries, earning is the Chinese people’s worship of foreign brands, cutting is the Chinese people’s IQ tax. In other words, these joint venture cars actually have a lot of room to cut prices, say they bleed, too.
In November, there was an uproar when Mercedes cut the price of its EQE by 50,000 yuan and the price of its high-end pure electric EQS by 200,000 yuan.
How profitable are these foreign brands? How stupid and rich are the Chinese?
Undeniably, with the mastery of core technologies, joint venture brands have indeed made money in the Chinese market for many years. If it is not for the rise of independent new energy brands, I don’t know how long Chinese people will worship them. From this point of view, the joint venture car price is also very reasonable, or they just return to reasonable.
Many people have mocked foreign brands for being arrogant, slow to make progress and slow to change, but in fact, this is also a warning to many domestic automakers.
It should be noted that the domestic automobile enterprises occupy half of the shares in the joint venture. If these brands go bankrupt, the domestic automobile enterprises will bear at least half of the loss. If the negative impact on the local economy and society is taken into account, the loss rate will be far more than half.
Since the joint venture policy, who is lazy, who does not think ahead, does not everyone see?
Take Dongfeng Automobile as an example, how many new energy brands can you count?
Speechless, I can’t count the right, because he really has few to hand, I guess the ride-hailing drivers are not familiar with. The sales volume of the new brand Lantu, which was launched with great effort before, was less than 2,000 per month against Ideal ONE, and the sales volume fell below 1,000 in one month this year.
Therefore, more than the future of fuel cars, the soul is those big domestic car manufacturers, where to go?
Although the comprehensive transformation of new energy is imminent, they are actually doing it, but the transformation is a passable state-owned automobile manufacturers, namely Guangzhou Automobile, Changan Automobile, FAW Automobile, SAIC Automobile, Beijing Automobile performance is not good, compared with their perennial occupy fuel car sales list, in the new energy sales list is almost hard to see.
Who would have confidence in them when they are competing for new energy sources that have turned red?
Conclusion
In the face of a century of great changes, in the face of new energy vehicles to replace the general trend of fuel vehicles, is it going along or against it?
It’s all on the whim of the business.
For any large enterprise, transformation is not easy, need to face numerous difficulties and obstacles, but even so, it must be transformed, because no one can stop the trend.
In fact, so many years so many lessons more than once warned fuel vehicle enterprises, not active transformation, really only a dead end. But how many dare to make bold decisions and break one’s wrists?
If we can’t break through on the new energy track, we may see more fuel cars cut prices to survive, so is the joint venture car, so is the local brand.
Just do not know, this wide range of fuel car price appears, new energy vehicles and will be affected by what?
In particular, it is hard to say whether the stories of those who like to talk too much and lose too much money will always be listened to.
But I think there is one group that has always benefited, and that is the consumer, from their point of view, the price cut hand-to-hand, come a little more fierce.
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