In 2018, the new energy automobile market is flourishing and quietly coming to an end.
That's because of the "bulletin" from China Automobile Industry Association recently: from January to November this year, the production and sales of new energy vehicles reached 1054,000 and 103,000 respectively, both exceeding the one million mark.
At this time last year, the production and sales of new energy vehicles did not reach 800,000. Under the pressure of this year's cyclical downturn, why can new energy vehicles turn upside down? What major events happened in the new energy automobile market in 2018?
At the end of the year, China's through train reviewed the major policies and events related to the development trend of new energy vehicles in 2018. Through these drips, we may be able to clarify the development context and direction of new energy vehicles in this year.
Get rid of dependence
In February this year, the Ministry of Finance, the Ministry of Industry and Information Technology, the Ministry of Science and Technology and the Development and Reform Commission jointly issued the Circular on Adjusting and Improving the Policy of Financial Subsidies for the Promotion and Application of New Energy Vehicles. Among them, in 2018, the new energy vehicle financial subsidy was reduced by more than 30%.
In fact, the slope of new energy vehicles has been repairing since 2017. In 2017, the subsidy will be reduced by 20% on the basis of 2016. In 2018, the intensity of the subsidy will be greater and more detailed.
Subsidies for new energy vehicles will continue to decline in the coming 2019. According to the China Automobile Association, the new energy vehicle subsidy in 2019 will be reduced by at least 30% on this year's basis, and the new energy subsidy policy has entered the countdown formally.
Although subsidies have declined year after year, the production and sales of new energy vehicles have maintained a relatively high growth rate. Experts explained that although the cash subsidy has decreased, the related supporting policies have increased significantly, such as the policy of relaxation in license plate application, unlimited travel and parking fee reduction and exemption, which have stimulated the growth of new energy vehicle sales to a certain extent.
It is the general trend for subsidies to decline. It is hoped that the new energy automobile enterprises will take adequate measures to get rid of the dependence on subsidies as soon as possible. Even the new energy automobile enterprises which are in the leading position in sales for the time being can not relax their vigilance and continuously improve their technological competitiveness so as to maintain their market advantages.
Work along both lines
On April 1, the highly concerned Parallel Management Method of Average Fuel Consumption and New Energy Vehicle Integral for Passenger Vehicle Enterprises (i.e. "Double Integral" Policy) was formally implemented.
The scoring method of "double integral" is somewhat complicated, but its more purpose is to urge the automobile enterprises to reduce the fuel consumption of traditional fuel vehicles and research and development of new energy vehicles in both ways. If the car companies fail to meet the standards, they will be subject to suspension of declaration and production of high fuel consumption products.
In fact, before the "double integral" policy was put forward by the state, there were not many car companies actually participating in new energy. Data show that in 2016, less than half of the 124 companies that sell or import passenger cars in China produced new energy vehicles. Then, under the strong stimulation of the "double integral" policy, the market share of new energy vehicles began to rise gradually.
It is worth mentioning that when the new administration was initially implemented, domestic brands occupied more than 90% of the market share of new energy vehicles. Later, in order to adapt to the policy of double points, some foreign brands jointly cooperated with domestic automobile enterprises. Among them, the representative ones are the public's participation in Jianghuai, the joint venture between Zhongtai and Ford, the Great Wall and BMW, etc.
With the strong incentive of "double points" policy and the gradual relaxation of government investment control on new energy vehicles, it is foreseeable that similar joint ventures will continue to increase in the future, and some unexpected new alliances may appear in the public eye.
In April this year, the National Development and Reform Commission (NDRC) said that the automotive industry would open up its classified vehicles in a transitional period, and in 2018, the restrictions on the foreign share ratio of special purpose vehicles and new energy vehicles would be abolished. The government's investment control on new energy vehicles mentioned above is gradually relaxed, that is to say, this policy.
At that time, when the Sino-US trade frictions were on the rise, there was a view that China's announcement of open share ratio was related to the recent "trade war pressure" between China and the United States, and to some extent it was China's "concession".
But looking back on China's past automobile industry policies, we can find that these measures to expand the opening up have been independently brewed and promoted for a long time by China from its own interests. It is not only a "concession", but also a reflection of China's strengthened strength and further opening up.
The controversy over the liberalization of foreign equity ratios in the automotive industry lies not only in this, but also in the impact of the liberalization of foreign equity ratios on China's independent brands.
He Xiaopeng, chairman of Xiaopeng Automobile, said that liberalizing the share ratio restriction is expected to become a key turning point for China's automobile industry to grow stronger from a big one. It inevitably requires domestic enterprises to invest more, accelerate the pace of innovation, and ultimately benefit consumers.
The Rise of New Forces
In addition to the promulgation and implementation of policies, some enterprises are also starting to make efforts in the field of new energy vehicles.
Over the past year, Weima, Xiaopeng, Baiteng and other emerging automotive companies have released mass-produced models, opening the curtain of new and old auto-making forces joining forces. At the same time, Samsung, LG, Panasonic and other international lithium power giants have entered China again, making a comeback in hunting the Chinese battery market. Ulai and Beiqi Blue Valley have also been listed, opening a new chapter in the operation of new energy capital.
As these new forces gradually emerged, 2018 was an extremely painful year for Tesla.
Since last year, the delivery of Model 3 has become a top priority for Tesla. In 2018, Musk focused almost entirely on increasing the productivity of Model 3. In an interview at the end of the year, Musk said that the way to solve Model 3's capacity is