China’s BYD Cemented Its Lead on Tesla in Five Minutes

中國比亞迪以“（閃充）五分鐘”鞏固對特斯拉的領(lǐng)先優(yōu)勢


The Chinese EV-maker shocked the world with a fast charger, while the US is still figuring out if EVs are too woke.

這家中國電動車制造商以閃電充電技術(shù)震撼全球，而美國仍在為"電動車是否過于政治正確"而爭論不休。


Sometimes a chart is just a chart. Sometimes, when you’re looking at Tesla Inc. and BYD Co. Ltd. in early 2025, it’s a striking squiggly metaphor.

圖表本無深意。但當(dāng)我們審視2025年初特斯拉與比亞迪的走勢對比時，那些蜿蜒曲線儼然成為時代隱喻。

Tesla, the biggest US electric vehicle maker, has shocked the world this year with its overt politicization and slumping sales and stock price. BYD, its great Chinese rival, just shocked the world by announcing its newest model can recharge in five minutes.

特斯拉，這家美國最大的電動車制造商，今年因政治化運(yùn)營、銷量股價(jià)雙殺震驚世界。而其強(qiáng)大的中國競爭對手比亞迪剛剛通過宣布其最新車型能實(shí)現(xiàn)五分鐘極速充電，再次改寫行業(yè)認(rèn)知。

The symbolism, capturing the lead that China has taken in EVs compared with a US still fighting with itself about the relative wokeness of EVs, could hardly be clearer.

此中深意再明顯不過：當(dāng)中國已經(jīng)在電動汽車領(lǐng)域拔得頭籌時，而美國仍在為意識形態(tài)爭論裹足不前。

BYD’s boast of adding 400 kilometers (248 miles) of range to new vehicles sporting its Super-e Platform in as little as five minutes should be treated with the same caution advisable with any auto announcement.

對比亞迪宣稱搭載其超級e平臺的新車僅需五分鐘即可補(bǔ)能400公里（248英里）的說法，我們需與其他任何汽車發(fā)布一樣保持審慎態(tài)度（譯者注：超級e平臺是比亞迪2025年3月17日發(fā)布的汽車平臺，推出了閃充電池、3萬轉(zhuǎn)電機(jī)和全新一代車規(guī)級碳化硅功率芯片，核心三電全維升級，刷新多項(xiàng)全球之最）。

Delivering peak power of 1 megawatt would be unprecedented for passenger EVs and raises questions about the longevity of the battery and the cost of building that level of charger, including associated upgrades to the grid.

實(shí)現(xiàn)1兆瓦峰值功率對乘用電動車而言前所未見，這引發(fā)對電池耐久性、充電樁建設(shè)成本及電網(wǎng)改造的多重質(zhì)疑。

On the other hand, this is no start-up scouting for funding but rather the biggest EV maker in the world, including plug-in hybrids.

但值得注意的是，此次技術(shù)宣言并非來自初創(chuàng)企業(yè)的融資噱頭，而是全球最大新能源車企（含插混車型）的鄭重承諾。

Incredibly, first deliveries of BYD’s new vehicles capable of this “flash” charging are reportedly due as soon as April, which would count as flAsh Deployment.

令人難以置信的是，據(jù)報(bào)道，比亞迪首批支持這種“閃充”技術(shù)的新車型將在4月交付，堪稱“閃電部署”。

Taken together, this would be game-changing — and not in a good way for Tesla or the rest of the US automakers.

綜合來看，這將是顛覆性的技術(shù)突破——對特斯拉及其他美國車企而言絕非佳音。
原創(chuàng)翻譯：龍騰網(wǎng) http://m.top-shui.cn 轉(zhuǎn)載請注明出處


Charging an EV in a time comparable with that of visiting a gas-station would kick away an important obstacle to drivers making the switch from internal combustion engines.

實(shí)現(xiàn)“油電同速”的充電體驗(yàn)，將徹底掃除燃油車主轉(zhuǎn)向電動車的重要障礙。

Not only does fast-charging dispense with having to think about how you will occupy yourself while the battery refills, it addresses range anxiety, too.

“閃充”不僅解決充電等待的"時間焦慮"，更直接化解"里程焦慮"。

If charging is as convenient as filling up, there’s even less reason to worry about getting stranded and, therefore, pay up for an oversized battery — which also has implications for critical minerals demand.

如果充電像加油一樣方便，就更沒有理由擔(dān)心（因電量不足）被困路上，因此也不需要為過大的電池支付額外費(fèi)用，這對關(guān)鍵礦產(chǎn)資源需求也將產(chǎn)生深遠(yuǎn)影響。

BYD says it will build 4,000 megawatt-capable chargers across China.

比亞迪還表示，未來將規(guī)劃在全國各地建設(shè)4000多座“兆瓦閃充站”。

Delivering this, and quickly, would cement China’s lead in an EV industry that had its breakout moment in the Bay Area when Tesla launched the Model S sedan a little over a decade ago.

如果能快速兌現(xiàn)承諾，中國將鞏固其在電動車領(lǐng)域的領(lǐng)導(dǎo)地位。正如十多年前特斯拉發(fā)布首款Model S轎車，曾為電動汽車行業(yè)帶來了突破時刻。

That Musk felt compelled to stage a bizarre event at the White House last week with President Donald Trump, who is no fan of EVs, apparently buying a Model S to show support says a lot about where innovation can be found these days.

馬斯克上周不得不與反對電動車的特朗普總統(tǒng)在白宮合演"支持秀"（為支持馬斯克，特朗普買了輛紅色特斯拉Model S），恰是創(chuàng)新格局變遷的最佳注腳。
原創(chuàng)翻譯：龍騰網(wǎng) http://m.top-shui.cn 轉(zhuǎn)載請注明出處


Musk’s politicking damages Tesla’s brand, but the underlying problem is its relatively old line-up of models even as competitors release new ones.

雖然馬斯克的政治作秀損害了特斯拉品牌形象，但根本癥結(jié)在于其車型矩陣?yán)匣?/b>

While Tesla abandoned plans for a cheap EV, instead launching the Cybertruck priced at six figures, BYD and its competitors churned out an array of models going for less than $30,000.

當(dāng)特斯拉放棄廉價(jià)車型計(jì)劃，轉(zhuǎn)產(chǎn)售價(jià)六位數(shù)的Cybertruck時（譯者注：Cybertruck基礎(chǔ)版美國售價(jià)約6萬美元），而比亞迪及其競爭對手則推出了多款售價(jià)不到3萬美元的車型。

As much as Tesla’s stock has fallen, it remains expensive at 84 times forward earnings, four times higher than BYD’s multiple.

盡管特斯拉股價(jià)暴跌，但其高達(dá)84倍的遠(yuǎn)期市盈率仍是比亞迪的四倍。

Tesla’s premium is now justified less by promises of growing EV sales and more by expansive, but elusive, visions of robotaxis and robots.

這種估值溢價(jià)不再源于電動車銷售增長預(yù)期，而更多寄托于自動駕駛出租車和機(jī)器人等縹緲愿景。

BYD has also clouded that by releasing an advanced driver assistance system across most of its range as standard.

另外，比亞迪通過在全系標(biāo)配高級駕駛輔助系統(tǒng)，使這一局面變得更加復(fù)雜。

Tesla’s, albeit more sophisticated technology, costs thousands of dollars extra for customers.

而特斯拉的輔助駕駛系統(tǒng)雖然技術(shù)尖端，卻需要客戶額外支付數(shù)千美元。

The challenge extends beyond Tesla, though. I wrote here that Big Auto as a whole faces a “made in China crisis,” and BYD’s announcement is a flashing warning of that.

危機(jī)不僅籠罩特斯拉。正如筆者此前所言，全球傳統(tǒng)車企都正面臨"中國制造危機(jī)"，比亞迪的此次發(fā)布可以被視為一個正在“閃爍”的警告。

Perfecting flash-charging could not only accelerate EV sales in BYD’s domestic market — where two out of every three EVs are sold already — but also provide another powerful vector for Chinese auto companies to compete in or dominate markets overseas.

閃電充電技術(shù)的不斷完善，不僅將加速中國本土市場電動化進(jìn)程（全球約三分之二的電動汽車在中國售出），更將為中國車企海外擴(kuò)張或占據(jù)主導(dǎo)地位提供新利器。

The US has its tariffs to keep Chinese technology out, of course. Yet, these leave US drivers underserved with EVs now accounting for all the growth in global auto sales, benefiting from falling battery prices and offering unquestionable advantages in efficiency and emissions.

當(dāng)然，美國雖筑起關(guān)稅壁壘阻擋中國技術(shù)，但這也使得美國駕駛者在電動汽車領(lǐng)域無法得到充分服務(wù)。由于電池價(jià)格下降以及能效和排放方面的顯著優(yōu)勢，電動汽車現(xiàn)在已經(jīng)引領(lǐng)了全球汽車銷量增長。

It is hard to see how better, more innovative EVs can be kept out forever.

很難想象美國怎么才能把更好、更具創(chuàng)新性的電動汽車永遠(yuǎn)拒之門外。

Moreover, Trump’s taste for tariffs is expansive and his threats against Canada and Mexico promise severe disruption for the likes of General Motors Co. and Ford Motor Co.

更嚴(yán)峻的是，特朗普的關(guān)稅政策范圍相當(dāng)廣泛，他對加墨征收關(guān)稅將重創(chuàng)通用、福特等車企。

Protectionism for Detroit encourages its reliance on high-priced trucks in its home market and stifles the competitive dynamic required to innovate, all while potentially ripping up its carefully constructed North American supply chain.

底特律的保護(hù)主義鼓勵了其在本土市場依賴本土高價(jià)皮卡，又抑制創(chuàng)新所需的競爭活力，同時也可能破壞其精心構(gòu)建的北美供應(yīng)鏈體系。

The US industry that defined mobility for much of the 20th century sees its chance of doing the same in the 21st slipping away — and fast.

曾定義20世紀(jì)出行方式的美國汽車業(yè)，正眼睜睜看著21世紀(jì)的領(lǐng)導(dǎo)權(quán)加速流逝——且這種流逝速度，可能比任何人預(yù)想的都要快。