中國如何在電池和電動(dòng)汽車制造方面做得如此出色？
How China got too good at making batteries & EVs
譯文簡介
網(wǎng)友：作為一名世界公民，我非常喜歡這種局面，更便宜的電池意味著交通和工業(yè)的更快脫碳。風(fēng)能和太陽能的瓶頸在于它們的間歇性，電池是解決方案的重要組成部分，但它們需要便宜，而且我們需要大量的電池。
正文翻譯
中國如何在電池和電動(dòng)汽車制造方面做得如此出色？
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@martian9999
a a citizen of the world, I love this situation. Cheaper batteries = quicker decarbonization of transport and industry. The thing holding up wind and solar is their intermittancy. Batteries are a big part of the solution, but they need to be cheap, and we need them in massive amounts.
作為一名世界公民，我非常喜歡這種局面，更便宜的電池意味著交通和工業(yè)的更快脫碳。風(fēng)能和太陽能的瓶頸在于它們的間歇性，電池是解決方案的重要組成部分，但它們需要便宜，而且我們需要大量的電池。
I was recently in Addis Ababa, the capital of Ethiopia in East Africa. I saw truck-loads of small BYDs being brought in. Taxis are switching over to them and other small EVs like the Wuling. The elites are driving Chinese-made VWs (like the one shown there for leasing), and Japanese EVs as well. A guy I met is opening up a factory in a smaller Ethiopian city to produce electric tuktuks.
Ethiopia produces more electricity than it uses (having built a massive dam), due to bad power distribution infrastructure. As they improve it, reducing power outages, the ICEs will be driven out. Many poor countries struggle with trade imbalances, being forced to import so many things, and as a result they have weak currencies. Having to import fossil fuels is a big pain.
我最近在東非埃塞俄比亞的首都亞的斯亞貝巴，我看到大量小型比亞迪汽車被運(yùn)進(jìn)來。出租車正在轉(zhuǎn)向這些車以及其他小型電動(dòng)車，比如五菱。精英們開著中國制造的大眾汽車（比如視頻中展示的租賃車）以及日本電動(dòng)車。我遇到的一個(gè)家伙正在埃塞俄比亞的一個(gè)小城市開設(shè)工廠，生產(chǎn)電動(dòng)三輪車。
埃塞俄比亞的發(fā)電量超過了其使用量（因?yàn)榻艘蛔笮退畨危?，但由于電力分配基礎(chǔ)設(shè)施不佳，電力供應(yīng)不穩(wěn)定。隨著他們改善基礎(chǔ)設(shè)施，減少停電，內(nèi)燃機(jī)車將被淘汰。許多貧窮國家面臨貿(mào)易不平衡問題，被迫進(jìn)口大量商品，導(dǎo)致貨幣疲軟。進(jìn)口化石燃料是一個(gè)巨大的負(fù)擔(dān)。
That's a good observation, counter to popular beliefs, I think poorer countries will electrify first due to reliant on oil import, which is a massive risk.
這是一個(gè)很好的觀察，與普遍看法相反，我認(rèn)為貧窮國家會(huì)首先實(shí)現(xiàn)電氣化，因?yàn)樗鼈円蕾囀瓦M(jìn)口，這是一個(gè)巨大的風(fēng)險(xiǎn)。
Keep in mind that Ethiopia did a very bold move, in that it banned imports of ICE cars; it also has a very bad fuel distribution infrastructure — refueling lines can take hours — and with the ban on ICE cars no further improvement to fuel distribution is expected.
In large part the move was done to solve their issue with fuel imports (which are already a large, and until the ban growing, part of their imports).
請記住，埃塞俄比亞采取了一個(gè)非常大膽的舉措，即禁止進(jìn)口內(nèi)燃機(jī)汽車；該國的燃料分配基礎(chǔ)設(shè)施也非常糟糕——加油排隊(duì)可能需要幾個(gè)小時(shí)——而且隨著內(nèi)燃機(jī)汽車的禁令，預(yù)計(jì)燃料分配不會(huì)進(jìn)一步改善。
這一舉措在很大程度上是為了解決他們的燃料進(jìn)口問題（燃料進(jìn)口已經(jīng)是他們進(jìn)口的重要組成部分，并且在禁令之前還在增長）。
Chinese smartphone makers are the reason smartphones became affordable. I believe they'll do the same with the car market.
中國智能手機(jī)制造商是智能手機(jī)變得便宜的原因，我相信他們會(huì)在汽車市場做同樣的事情。
9:17 - this right here is something I've been saying for over a decade:
If you're going to spend public money to create a market for EVs in order to promote their development, the best way to start is not to provide "incentives" to individual consumers, but to just buy the vehicles directly, replacing every type of vehicle with an internal combustion/diesel engine that any government agency has with an electric model over time. This approach has multiple advantages over the personal market-based approach:
(1) it converts public money into public assets - things that the public owns and are used for publicly-directed purposes;
(2) it replaces things we were going to have to replace anyway, on a regular schedule;
(3) it directs R&D towards practicality and efficiency rather than the whiz-bang performance metrics that impress early-adopter techbros;
(4) it doesn't encourage the use of the private automobile as the primary mode of transportation, but rather goes the other way with electrified mass transit; and
(5) several others but I'll leave it there.
After that, consumer incentives for EVs (and disincentives against combustion engines) can work towards shifting the private consumer market, with points (3) and (4) in mind. This is why, it seems to me, there are so many really good, inexpensive (before incentives), small Chinese EVs, while the North American market is oversized, overpowered, overpriced "performance" cars and big-assed SUVs and pickup trucks.
If BYD were allowed to compete in the North American market on a free-market basis, it would hit the North American automakers harder than the Japanese automakers did in the 1970s. And just like back then, it will have been a downfall of their own making.
9:17 - 這是我十多年來一直在說的：
如果你打算用公共資金為電動(dòng)汽車創(chuàng)造一個(gè)市場以促進(jìn)其發(fā)展，最好的開始方式不是向個(gè)人消費(fèi)者提供“激勵(lì)”，而是直接購買這些車輛，逐步將政府機(jī)構(gòu)擁有的所有內(nèi)燃機(jī)/柴油發(fā)動(dòng)機(jī)車輛替換為電動(dòng)車型。這種方法比基于個(gè)人市場的方法有多個(gè)優(yōu)勢：
（1）它將公共資金轉(zhuǎn)化為公共資產(chǎn)——公眾擁有并用于公共目的的東西；
（2）它按計(jì)劃替換我們無論如何都需要替換的東西；
（3）它將研發(fā)方向引導(dǎo)到實(shí)用性和效率上，而不是那些讓早期采用者技術(shù)迷們印象深刻的炫酷性能指標(biāo)；
（4）它不鼓勵(lì)將私人汽車作為主要交通方式，而是轉(zhuǎn)向電氣化的大眾交通；
（5）還有其他一些優(yōu)勢，但我就不一一列舉了。
之后，針對電動(dòng)汽車的消費(fèi)者激勵(lì)（以及對內(nèi)燃機(jī)汽車的抑制措施）可以在考慮第（3）和第（4）點(diǎn)的情況下，推動(dòng)私人消費(fèi)市場的轉(zhuǎn)變。這就是為什么在我看來，中國有這么多真正好、便宜（在激勵(lì)之前）、小型電動(dòng)汽車，而北美市場則是超大、超強(qiáng)、超貴的“性能”汽車和大屁股SUV和皮卡。
如果比亞迪被允許在北美市場自由競爭，它將比20世紀(jì)70年代的日本汽車制造商對北美汽車制造商造成更大的沖擊。就像那時(shí)一樣，這將是他們自己造成的衰落。
比亞迪正在巴西建設(shè)一個(gè)制造工廠，那里生產(chǎn)的汽車不會(huì)面臨與從海外進(jìn)口的汽車相同的關(guān)稅，并且在滿負(fù)荷生產(chǎn)時(shí)可能會(huì)用比亞迪汽車淹沒巴西市場。關(guān)于這個(gè)新工廠的一個(gè)有趣事實(shí)是，它的工廠是從福特收購的。這家北美公司在2019年至2021年間關(guān)閉了在巴西的所有工廠。你可以清楚地看到這里的趨勢。
Reminds me of Kodak who invented the digital camera but didn't pursue it to protect its film business but then they got stomped anyway. Will happen with legacy car makers.
這讓我想起了柯達(dá)，他們發(fā)明了數(shù)碼相機(jī)，但沒有繼續(xù)發(fā)展以保護(hù)其膠片業(yè)務(wù)，最終他們還是被淘汰了。傳統(tǒng)汽車制造商也會(huì)發(fā)生同樣的事情。
原創(chuàng)翻譯：龍騰網(wǎng) http://m.top-shui.cn 轉(zhuǎn)載請注明出處
Yep! They’re aware of it though. I have worked with a couple on a consulting basis. The issue for them this time is that a lot of them didn’t realise the major threat caused by Chinese EVs before it was basically to late. Also it’s just veeeeery difficult to completely change the direction of a 100 year old company
是的！不過他們也意識到了這一點(diǎn)。我曾以咨詢的身份與其中幾家公司合作。這次的問題是許多公司在意識到中國電動(dòng)汽車帶來的重大威脅時(shí)已經(jīng)為時(shí)已晚。而且，徹底改變一家百年老公司的方向非常非常困難。
As a consumer, this is a good news. Don’t buy into doom and gloom from the incumbent capital owners.
They just don’t want competition, globalization is what they wanted and welcomed it when it benefitted them.
Don’t buy into their manipulation.
作為一名消費(fèi)者，這是個(gè)好消息。不要被現(xiàn)有資本所有者的悲觀情緒所影響。
他們只是不想要競爭，全球化是他們想要的，并且在有利于他們時(shí)歡迎它。
不要被他們的操縱所迷惑。
I moved to Europe from China in 2015. Back then, no car reviewers or mechanics recommended Chinese vehicles, and people would sometimes make fun of those who bought them. When I visited home in 2020, I started seeing some low-quality electric taxis in big cities, and many taxi drivers complained about them. When I returned to China in 2024, I was blown away by how much the electric cars had improved—not to mention that Chinese combustion engine cars, like the Tank 300, were also catching up. From my personal experience, if the EU opens its market to Chinese electric cars, European manufacturers won’t stand a chance. It’s not just about price; the quality—once the biggest competitive advantage of European cars—is now at risk as well.
我于2015年從中國搬到歐洲。那時(shí)，沒有汽車評論員或機(jī)械師推薦中國汽車，人們有時(shí)會(huì)嘲笑那些購買中國汽車的人。2020年我回國時(shí)，我開始在一些大城市看到一些低質(zhì)量的電動(dòng)出租車，許多出租車司機(jī)抱怨它們。2024年我回到中國時(shí)，我對電動(dòng)車的改進(jìn)感到震驚——更不用說中國的內(nèi)燃機(jī)汽車，比如坦克300，也在迎頭趕上。根據(jù)我的個(gè)人經(jīng)驗(yàn)，如果歐盟向中國電動(dòng)車開放市場，歐洲制造商將毫無勝算。這不僅僅是價(jià)格問題；曾經(jīng)是歐洲汽車最大競爭優(yōu)勢的質(zhì)量現(xiàn)在也面臨風(fēng)險(xiǎn)。
"We are falling a little bit behind". Nah I think we are already massively behind and have lost. Chinese EVs even in europe are cheap with the tarrifs and taxes added. Our democracies completely lack the long term vision and urgency to act displayed by China.
“我們有點(diǎn)落后了”。不，我認(rèn)為我們已經(jīng)遠(yuǎn)遠(yuǎn)落后并且輸了。即使在歐洲，中國電動(dòng)車加上關(guān)稅和稅后仍然更便宜。我們的民主國家完全缺乏中國所展示的長期愿景和行動(dòng)緊迫性。
原創(chuàng)翻譯：龍騰網(wǎng) http://m.top-shui.cn 轉(zhuǎn)載請注明出處
The "new" Brazilian tariffs are misrepresented.
Brazil has had, for decades already, pretty high tariffs on all imported cars, regardless of source or technology; the usual car import tariff right now stands at 35%. This is done so carmakers set up factories in the country in order to avoid the tariff.
What happened is that Brazil wanted to jumpstart the local EV market; no local market means no factory investment, no factory investment means no local market because imports are too expensive. Thus Brazil temporarily lowered the tariffs on EVs to 0% to create a local EV market, but with scheduled raises to the tariff until by the middle of 2026 it will be back to 35% — and it hasn't deviated from that schedule.
Incidentally, there's no country of origin discrimination in that tariff. EVs from China currently have a 18% tariff — but so have EVs from the US, Canada, Germany, France, Japan, South Korea, etc.
As for the EVs clogging the ports: that would be because BYD has more than enough cash reserves to bring in huge numbers of EVs before each tariff hike in order to enjoy more sales at the previous, lower tariff, so they are doing it.
Of note, Brazil has no homegrown car industry (the last attempt essentially died due to lack of government support), but the local branches of legacy automakers that do have factories in the country are already panicking about the Chinese cars. But, like Thailand, the government doesn't seem to care; as long as cars sold in Brazil are in the end made in Brazil, the government doesn't care if the factory making the car is owned by the USA, Germany, Japan, South Korea, or China. What's more, to sweeten the deal Chinese carmakers are talking about producing in Brazil cars to be exported to South American countries that don't have local car factories, and even talking about using Brazil's Lithium to make batteries in the country both for local use and for exporting.
巴西的“新”關(guān)稅被誤解了。
幾十年來，巴西對所有進(jìn)口汽車征收相當(dāng)高的關(guān)稅，無論來源或技術(shù)如何；目前的汽車進(jìn)口關(guān)稅為35%。這樣做是為了讓汽車制造商在該國設(shè)立工廠以避免關(guān)稅。
實(shí)際情況是巴西希望推動(dòng)本地電動(dòng)車市場的發(fā)展；沒有本地市場意味著沒有工廠投資，沒有工廠投資意味著沒有本地市場，因?yàn)檫M(jìn)口太貴。因此，巴西暫時(shí)將電動(dòng)車的關(guān)稅降至0%以創(chuàng)建一個(gè)本地電動(dòng)車市場，但計(jì)劃逐步提高關(guān)稅，到2026年中將恢復(fù)到35%——并且沒有偏離這一計(jì)劃。
順便說一下，該關(guān)稅沒有原產(chǎn)地歧視。來自中國的電動(dòng)車目前有18%的關(guān)稅——但來自美國、加拿大、德國、法國、日本、韓國等的電動(dòng)車也是如此。
至于堵塞港口的電動(dòng)車：這是因?yàn)楸葋喌嫌凶銐虻默F(xiàn)金儲備，在每次關(guān)稅上調(diào)之前進(jìn)口大量電動(dòng)車，以便在之前的較低關(guān)稅下享受更多銷售，所以他們正在這樣做。
值得注意的是巴西沒有本土汽車工業(yè)（上一次嘗試基本上因缺乏政府支持而失?。谠搰O(shè)有工廠的傳統(tǒng)汽車制造商的當(dāng)?shù)胤种C(jī)構(gòu)已經(jīng)對中國汽車感到恐慌。但像泰國一樣，政府似乎并不在意；只要在巴西銷售的汽車最終是在巴西制造的，政府并不關(guān)心制造汽車的工廠是屬于美國、德國、日本、韓國還是中國。更重要的是為了增加吸引力，中國汽車制造商正在討論在巴西生產(chǎn)汽車，出口到?jīng)]有本地汽車工廠的南美國家，甚至討論使用巴西的鋰在該國制造電池，供本地使用和出口。
I live in Vientiane, Laos, and I can say that in relative terms you will even find a higher percentage of EV's than in Bangkok. All of them Chinese of course. Almost all ride sharing is done with EV's and we have also electric tuk tuks. Electric scooters are everywhere too. You can get a decent EV now for less than 20.000 USD and they are getting cheaper. The only thing what is the issue is not yet proven reliability from most Chinese brands, plus that there are just way too many models and brands for sale now, so servicing might also be in issue in the future.
我生活在老撾萬象，可以說相對而言，這里的電動(dòng)車比例甚至比曼谷還要高。當(dāng)然，它們都是中國制造的。幾乎所有的共享出行都是用電動(dòng)車完成的，我們也有電動(dòng)三輪車。電動(dòng)滑板車也隨處可見?，F(xiàn)在你可以用不到2萬美元買到一輛不錯(cuò)的電動(dòng)車，而且它們越來越便宜。唯一的問題是大多數(shù)中國品牌的可靠性尚未得到驗(yàn)證，而且現(xiàn)在有太多型號和品牌在銷售，所以未來的維修可能也是個(gè)問題。
the US could have done the same thing, but we were too busy handy out money to GM, Ford and other dinosaur companies. We only have ourselves to blame for it.
美國本可以做同樣的事情，但我們太忙于向通用、福特和其他恐龍公司發(fā)放資金。我們只能怪自己。
原創(chuàng)翻譯：龍騰網(wǎng) http://m.top-shui.cn 轉(zhuǎn)載請注明出處
Fossil fuel companies were the biggest problem here. Ford and GM genuinely wanted to change and put a ton of money and work into it (because they have the analysts and engineers who could see this coming a mile off) but ultimately they are beholden to their stakeholders and nobody’s a bigger stakeholder in the US auto industry than dealerships and dealership owners are all uniformly super right wing and they formed a political alliance with fossil fuel groups and so here we are
化石燃料公司是這里最大的問題。福特和通用汽車真心想要改變，并投入了大量資金和精力（因?yàn)樗麄冇蟹治鰩熀凸こ處?，他們早就預(yù)見到了這一點(diǎn)），但最終他們受制于他們的利益相關(guān)者，而在美國汽車行業(yè)中，沒有比經(jīng)銷商更大的利益相關(guān)者了，而且經(jīng)銷商老板們都是極右翼，他們與化石燃料集團(tuán)形成了政治聯(lián)盟，所以我們就成了現(xiàn)在這樣。
this has to be TechAltar... because nobody is saying the usual anti-EV FUD, such as "but they have a bigger CO2 footprint than fossil cars!", or "there's not enough Lithium!", or "the grid can't charge all those cars!"
That EVs were the way of the future became apparent to me in 2008, when at a car conference in Geneva a guy explained you only need 30 square meters of solar panel space to power a car for 15k km per year. Who needs oil, then? Sadly, it seems hardly anybody in Europe was listening. Great video!
一定是TechAltar...因?yàn)闆]有人說那些常見的反電動(dòng)車謠言，比如“它們的碳足跡比化石燃料汽車更大！”或者“鋰不夠用！”或者“電網(wǎng)無法為所有這些車充電！”
電動(dòng)車是未來的方向，這一點(diǎn)在2008年對我來說變得顯而易見，當(dāng)時(shí)在日內(nèi)瓦的一個(gè)汽車會(huì)議上，有人解釋說，你只需要30平方米的太陽能電池板空間就可以為一輛車提供每年1.5萬公里的動(dòng)力。那誰還需要石油呢？遺憾的是似乎歐洲幾乎沒有人聽進(jìn)去。很棒的視頻！
The problem is that oil has a massive influence since it is around ~12% of all trade. The people who have been reliably getting their income from oil aren't going to swap it for something less certain nor would they appreciate having that disrupted.
問題是石油具有巨大的影響力，因?yàn)樗既蛸Q(mào)易的約12%。那些一直可靠地從石油中獲得收入的人不會(huì)將其換成不那么確定的東西，也不會(huì)喜歡這種收入被破壞。
"There's not enough lithium to meet the demand"
And well, now they start mass producing the sodium battery to balance out the lithium demand. It's not for EV nor the small devices, but it's for stationary energy storage solution where the cost per kwh is more important and energy density is less of an issue (sodium battery has slightly lower energy density but the cost are extremely cheaper and also as durable as lithium batteries). This is however is still in the very early stage but they promise "very massive production growth incoming in the next few years"And if this happens, this will definitely continue to drive down the overall battery price
“鋰的供應(yīng)不足以滿足需求。”
于是，他們開始大規(guī)模生產(chǎn)鈉電池以平衡鋰的需求。鈉電池不用于電動(dòng)汽車或小型設(shè)備，而是用于固定儲能解決方案，其中每千瓦時(shí)的成本更為重要，而能量密度則不那么關(guān)鍵（鈉電池的能量密度略低，但成本極其低廉，且與鋰電池一樣耐用）。然而，這仍處于非常早期的階段，但他們承諾“未來幾年將迎來非常大規(guī)模的生產(chǎn)增長”。如果這成為現(xiàn)實(shí)，這無疑將繼續(xù)推動(dòng)整體電池價(jià)格的下降。
China will be the reason why we suceed in achieving net zero.
They are sadly the only country who really understood that renewables are the future and invested in their production. And Chinese industries are the reason renewables are cost competitive without subsidies.
Batteries and Solar Panels are both mainly produced in China.
We Germans were once the world leaders in Solar Cells, but some stupid politicians decided to stop a lot subsidies without prior warning quite a few years ago.
Its sad, but it seems like investing into renewable technology production in china is much less risky than in any first world country.
中國將是我們實(shí)現(xiàn)凈零排放的原因。
遺憾的是中國是唯一真正理解可再生能源是未來并投資于其生產(chǎn)的國家，中國工業(yè)也是可再生能源在沒有補(bǔ)貼的情況下具有成本競爭力的原因。
電池和太陽能板主要在中國生產(chǎn)。
我們德國曾經(jīng)是太陽能電池的世界領(lǐng)導(dǎo)者，但一些愚蠢的政客在幾年前毫無預(yù)警地決定停止大量補(bǔ)貼。
這很可悲，但似乎在中國投資可再生能源技術(shù)生產(chǎn)比在任何第一世界國家都要風(fēng)險(xiǎn)小得多。
You're into renewables, huh? Tell us about how lithium batteries, solar panels and wind turbine blades can be recycled. Last I heard it's a ecological disaster, not to mention what happens when a single battery catches fire that can't be put out, and the emitted smoke paralyzes or kills people nearby.
你對可再生能源感興趣，是嗎？告訴我們鋰電池、太陽能板和風(fēng)力渦輪葉片如何回收。我上次聽說這是一個(gè)生態(tài)災(zāi)難，更不用說當(dāng)一塊電池著火無法撲滅時(shí)會(huì)發(fā)生什么，排放的煙霧會(huì)使附近的人癱瘓或死亡。
Shenzhen is 20 years ahead of the west in terms of electrification of transport. Here in Australia most buses are dirty diesel, where as most city buses are EVs in China. It will take another 15 years for all the diesel buses to be phased out in Australian cities unfortunately.
在交通電氣化方面，深圳領(lǐng)先西方20年。在澳大利亞，大多數(shù)公交車是骯臟的柴油車，而在中國，大多數(shù)城市公交車是電動(dòng)車。不幸的是澳大利亞城市要完全淘汰柴油公交車還需要15年時(shí)間。
原創(chuàng)翻譯：龍騰網(wǎng) http://m.top-shui.cn 轉(zhuǎn)載請注明出處
Stellantis at this point sells Leap Motor cars in their network, somehow all western-designed EV turn too expensive. I had hoped that the Citroen Ami would tell a lesson in designing chap electric cars, but here we are.
Stellantis目前在其網(wǎng)絡(luò)中銷售Leap Motor汽車，不知為何所有西方設(shè)計(jì)的電動(dòng)車都變得太貴了。我曾希望雪鐵龍Ami能在設(shè)計(jì)廉價(jià)電動(dòng)車方面給我們上一課，但現(xiàn)實(shí)卻是這樣。
Chinese car manufacturers are so well behind others in combustion engines so they bank all their R&D into EVs. the thing is they dont have big oil lobbyist holding back alternative energy innovations, so this is how it ended up now. i have no interest in EVs yet as their improvements year over year is so significant your new car might already be "obsolete" by the next model year, but when it finally matured EVs will be a no brainer compared to heavily emission regulated ICE that is becoming more complex and unreliable year by year.
中國汽車制造商在內(nèi)燃機(jī)方面遠(yuǎn)遠(yuǎn)落后于其他國家，因此他們將所有研發(fā)投入電動(dòng)車。問題是他們沒有大型石油游說團(tuán)體阻礙替代能源創(chuàng)新，所以現(xiàn)在情況就是這樣。我對電動(dòng)車還沒有興趣，因?yàn)樗鼈兠磕甑母倪M(jìn)如此顯著，你的新車可能在下一年就已經(jīng)“過時(shí)”了，但當(dāng)電動(dòng)車最終成熟時(shí)，與日益復(fù)雜和不可靠的排放嚴(yán)格限制的內(nèi)燃機(jī)相比，電動(dòng)車將是不二之選。
Just to add, while Turkey added tariffs to Chinese cars, they also remove them if certain conditions are met with domestic production. BYD for example don’t have those taxes in Turkey(but they sell with prices as if they have tarrifs lol)
補(bǔ)充一下，雖然土耳其對中國汽車加征關(guān)稅，但如果滿足某些國內(nèi)生產(chǎn)條件，他們也會(huì)取消這些關(guān)稅。例如，比亞迪在土耳其沒有這些稅（但他們銷售的價(jià)格好像有稅一樣，哈哈）。
was in chile recently, not only are chionese EVS like BYD getting popular there but even gas powered Chinese brands like chery are on the rise there. I rented a Chery while I was there, great car even got in an accident on the highway and it crumpled beautifully. That trip made me happy my country has tariffs on their vehicles cause man it would be a market shock if they suddenly appeared here.
最近在智利，不僅像比亞迪這樣的中國電動(dòng)車在那里越來越受歡迎，甚至像奇瑞這樣的中國汽油車品牌也在崛起。我在那里租了一輛奇瑞，車很棒，甚至在高速公路上出了事故，車體變形也很漂亮。那次旅行讓我很高興我的國家對他們的車輛征收關(guān)稅，因?yàn)槿绻鼈兺蝗怀霈F(xiàn)在這里，市場會(huì)震驚的。