In 2018, the rumor of a new energy vehicle subsidy policy retreat has long been heard. However, it has not been announced until the end of the year, making many potential buyers of cars very uproar. However, many new energy car companies have begun to correct future plans against recent news rumours. . Recently, the national new energy subsidy draft for 2018 has been circulated. Compared with the version previously circulated on the Internet, the new content subsidy threshold has been enhanced and refined. Under the circumstances that the national new energy policy is almost set in 2018, whether domestic new energy car enterprises can withstand the impact of backfilling. What kind of measures are adopted by overseas joint-venture car companies to cope with the implementation of double-integration policy?
Since October 2017, the industry began to rumors that the 2018 new energy vehicle subsidy policy will fall 20% ahead of schedule. The rumors began in November that subsidy withdrawals were as high as 40%.
According to the current version of the rumors, the subsidy for new energy vehicles will be accelerated in 2018, and the subsidy for new energy vehicles with a mileage of 150 kilometers or less will be zero. At the same time, the subsidy standard has been refined. According to the different range of electric passenger vehicle cruising range, the existing sub-subsidy will be subsidized in five sub-levels. In addition, the new policy will encourage products with long battery life and high battery energy efficiency. The subsidy for new energy vehicles from 150-200 kilometers was reduced by 44%, while new energy vehicles with cruising range greater than 300 kilometers and 400 kilometers not only failed to retreat, but increased to 45,000 and 50,000 yuan respectively.
For a time, car companies and battery companies that experienced subsidy policy adjustments in 2016 are just as frightened. How subsidies are adjusted, and companies must wait until the policy adjustment program is confirmed before they can be clearly identified.
The current signs show that although the subsidy policy adjustment program has not yet been implemented, the 2018 subsidy withdrawal policy has been firmly established. The new energy automobile policy gradually shifts from government funding support to enterprise-led market cultivation, and the survival of the fittest will intensify in the industry.
According to statistics from the China Association of Automobile Manufacturers, in November 2017, China’s new energy vehicle production and sales were 122,000 and 119,000 vehicles, respectively, an increase of 70.1% and 83% year-on-year.
From January to October this year, the production and sales of new energy vehicles were 639,000 and 609,000 respectively, an increase of 49.7% and 51.4% year-on-year, and the output and sales volume of the first 11 months of the year exceeded the annual production and sales in 2016.
Judging from the current circulation of the draft, the subsidy retreat will affect sales volume of more than 70% of the models, which has a considerable impact on the domestic new energy vehicle market.
In addition to the fall of state subsidies, the reduction or cancellation of local subsidies is even more radical. There are rumors that Beijing may be the first to withdraw from local subsidies in 2018. After the country's subsidies have been reduced, it is believed that more cities will follow suit.
As we all know, many local governments in subsidy for new energy require that subsidized automobile manufacturers must establish local companies, produce local automobiles, and purchase locally produced spare parts. The prevalence of local protection has led to unfair competition and market separatism of new energy vehicles. Excessive and excessive subsidy policies have also created many unreasonable phenomena.
Some companies are driven by profits, and fictional production and sales are fraudulently subsidizing financial subsidies. Last year, Suzhou Jimssi, Shenzhen Wuzhoulong, and Henan Shaolin Buses deceived new energy subsidies, and high profits from fraudulently subsidized car companies took risks.
However, under the circumstance that the state subsidies and local subsidies were almost definitively reduced, the China Office of the State Council issued a "Administrative Measures for the Use of Official Vehicles by the Party and Government Organs" or gave a shot to the new energy car companies.
The "Measures" stipulates that party and government organs should be equipped to use domestically-made automobiles, take the lead in using new energy vehicles, and gradually expand the proportion of new energy vehicles in accordance with regulations. If official vehicles are equipped with new energy cars, the price must not exceed 180,000 yuan. On December 5, the State Administration of Public Organisation, when deploying the “Thirteenth Five-Year Plan†central state organs to conserve energy resources, pointed out that among central government agencies equipped with newer official vehicles, the proportion of new energy vehicles should exceed 50%.
In addition, Guangzhou, Chongqing, Hunan, Shanxi, Wuhan, Hefei and other provinces and cities have issued policies to regulate and encourage official vehicles to further update and use new energy vehicles. The gap between these party and government agencies' official vehicles is nearly one million, which is almost equivalent to twice the domestic sales of new energy vehicles in 2016. This will obviously stimulate new energy car companies to launch new cars for the official car market.
On April 1, 2018, the double-credit policy will be officially implemented. In the future, the company's fuel consumption points and new energy points will be managed in parallel. Apart from the need to reduce fuel consumption to obtain positive fuel mileage, auto manufacturers must also sell enough new energy vehicles to obtain new energy points.
The average points of fuel consumption of passenger vehicle companies can be carried forward or transferred between related companies. New energy vehicles are eligible for free trading, but they cannot be carried forward. For passenger car companies that produce or import more than 50,000 vehicles, the percentage requirements for new energy vehicles from 2018 to 2020 are 8%, 10%, and 12%, respectively.
The earlier interpretation of this policy will become a very big shock to the traditional overseas car companies in the domestic automobile market, the American Automobile Policy Committee (AAPC), the European Automobile Manufacturers Association (JAMA), the Japan Automobile Manufacturers Association (JAMA) and The Korean Automobile Manufacturers Association (KAMA) collectively sent a letter to the Minister of Industry and Information Technology of China on behalf of its car companies, requesting the Chinese government to delay or relax the quota plan for electric vehicles and hybrid vehicles.
In the current reality, many overseas manufacturers, including the general public, are unable to complete quotas when the double-credit policy is implemented under current circumstances. There are countermeasures under the policy. Starting in the middle of this year, many overseas giants have established joint ventures with domestic car companies to establish new companies, and locked down the sources of points to meet the policy requirements.
Jianghuai VW, a joint venture between Volkswagen and JAC, is a joint venture between Renault-Nissan Alliance and Dongfeng Motor Group. The joint venture between the Ford Motor Company and Zhongtai Motors, followed by BMW and the Great Wall, Daimler and Beiqi.
Multinational car brands and Chinese domestic brands have announced joint venture or cooperation intentions, and the new round of automotive joint ventures are surging. They all point to new energy vehicles.
Judging from the current intentions of joint ventures and cooperation that have been publicized, unlike the previous wave of automotive joint ventures, capital, technology, brand, and management all came from foreign parties. This time the joint venture will jointly develop and build new brands together. This is also a measure taken by Chinese and foreign car companies to jointly cope with this dual-point policy. It is certain that such joint ventures will be subject to more stringent audits in the near future.
In November, the Ministry of Foreign Affairs of China announced that it plans to open trials for limited equity of new energy vehicles in the Pilot Free Trade Zone in June next year. Earlier, the Ministry of Commerce had also issued the “Guiding Catalogue for Foreign Investment Industriesâ€, which clearly opened up the restrictions on the number of foreign companies establishing joint ventures for production of pure electric vehicles in China, and the restrictions on the ratio of foreign investment shares in automobile power batteries.
Under such circumstances, overseas new energy car companies including Tesla as well as new energy car brands of some overseas giants will inevitably enter the world's largest market, and will also have the most promising market for new energy vehicles in China.
What is certain is that under current circumstances, the unbundling of foreign capital will cause a certain degree of impact on domestic automakers. To a greater extent, it will also force domestic auto makers to adjust their strategies. Market-oriented, while stimulating independent car companies to increase investment in R & D and improve technology, and consolidate the market.
On the other hand, the emergence of new energy joint venture auto makers will also allow autonomous auto makers to maintain their leading position in the domestic new energy market, and will not be immune to the unbundling of foreign capital. When foreign brands formally invade the new energy automobile market in China, the current brand new energy vehicles should be able to survive the first round of bombing.
The next step in the exciting development of domestic new energy vehicles can focus on those internet companies that do not have too many restrictions and have a lot of funds behind the scenes. These internet companies can get more survival due to the uncertainty of the current new energy policy. space.
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