奔驰和比亚迪用四年造了款车 你会买吗？(Mercedes-Benz and BYD Took 4 Years to Create the Denza EV: Would You Buy It?)

Jiemian.com, September 26, 2014

http://www.jiemian.com/article/199506.html

戴姆勒和比亚迪合作的第一款车终于推向市场，但似乎腾势对中国汽车新能源市场并没有足够的信心。

9月26日，腾势首款纯电动汽车率先在上海上市。这距离比亚迪和戴姆勒成立合资公司已经过去了四年。用四年时间来研发生产一款车在中国人眼里看来似乎太长。深圳比亚迪戴姆勒新技术有限公司COO罗格林（Arno Roehringer）告诉界面记者，如果时间允许，他希望用更长的时间来完成这个项目，因为这是一个全新的项目。

腾势的电池容量为47.5千万时，官方续航里程为300公里。为了加强电池组的安全性能，腾势的电池组外包裹着一个电池防护装置，它降低了汽车在发生碰撞时的自燃几率。比亚迪的E6电动车2012年曾在碰撞之后发生大火。

前克莱斯勒东北亚负责人、高风咨询公司董事总经理Bill Russo称，这款车更容易被一些“早期先驱者”购买。

腾势汽车在比亚迪的大本营深圳生产。双方合作中，戴姆勒提供整车制造工艺以及结构安全的品控，比亚迪负责电池、电机、电控和大规模路试。双方将其归结为“技术与品牌”的合作。

腾势为消费者最担心的充电设施做足了准备。腾势与全球电力和自动化技术企业ABB合作，为购车者提供充电解决方案。界面记者获悉，腾势内部还成立了一个专门针对恒大、万科和SOHO这类地产商的游说部门，该部门的主要职责是进行充电设备安装的合作推广。

腾势的首批经销店分别在上海、北京和深圳三个城市，分别由利星行、庞大集团和中升集团代理，他们同时也是奔驰品牌的经销商。

腾势相关负责人称，选择这些城市是因为这些城市出台了地方新能源补贴政策，也是国家节能与新能源示范推广试点城市。南京、杭州等地的经销店则计划在2015年一季度开业。

腾势两款车型售价分别为人民币36.9万和39.9万元。上海、北京和深圳的消费者在享受国家和地方新能源推广补贴后的购买起步车型的价格都不超过30万元，还能享受减免车辆购置税等优惠。

庞大集团董事长庞庆华称，“原计划在9月中旬开业的北京经销店现稍有延迟，目前接到了30多个订单。”未来腾势经销店还提供免费接送的充电服务。

双方的准备似乎非常充分，但戴姆勒对腾势未来的销量持谨慎态度。腾势汽车一份内部规划显示，今年9月产量为115辆，半年后月产量也只有213辆。而腾势工厂的规划产能是4万辆。

原计划去年11月亮相的腾势一直拖延到今年的北京车展，上市之前也没有大的品牌宣传活动，这和比亚迪汽车一贯的处事风格大相径庭。罗格林告诉界面记者，从戴姆勒的角度来讲，他们更注重产品的质量和提供的服务，对于宣传不是特别在意，所以最终按照戴方的意思执行。

Bill Russo认为，中国的电动车市场目前主要受补贴驱动。大规模的营销活动在初期并不是必须的，更重要的是让消费者接受产品本身，让政策制定者通过税收和补贴政策吸引消费者。

“相对于奔驰品牌，腾势是一个全新的品牌和产品，很多事情还在摸索中，”上海利星行腾势经销店的负责人郑雄伟称，虽然有很多热心客户询问，但后续效果如何他们也不得而知。

在中国，德系三大豪华汽车品牌选择了不同的新能源汽车发展道路，这些道路看起来都趋向于保守。稍早上市的华晨宝马之诺电动车选择了“只租不售”模式，奥迪还未在中国市场推出电动车型。今年8月份，德国总理默克尔访华期间曾为德国汽车制造商推广新能源汽车，呼吁统一中德充电标准。

“发展新能源汽车需要时间，需要建立政府部门、汽车公司和基础设施提供者合作的良性生态圈才能让消费者接受。”Bill Russo告诉界面记者，只有消费者认可了，看到这些利益机会时，汽车制造商才更有信心。

Zhongshan Broad-Ocean Motor aims for at least one acquisition in US or Europe by late 2015, exec says

Mergermarket, August 2014

Chinese motor manufacturer Zhongshan Broad-Ocean Motor (Da Yang Dian Ji) [SHE: 002249] aims to complete at least one acquisition in the US or Europe by the end of 2015, Director of Investment Zhonghua Liu said.

The CNY 10bn (USD 1.6bn) market cap company is searching for new energy vehicle drive motor makers; those with advanced technology in permanent magnet synchronous motors (PMSM) are the most ideal targets. Manufacturers of other types of new energy vehicle drive motors would also be considered.

Broad-Ocean could spend up to USD 100m on the deal. It has not hired financial advisors especially for potential buys and would welcome approaches, Liu said. China Galaxy Securities is the company’s current financial advisor with Shinewing CPA as auditor. 

Targets from Japan or other markets would also be considered, as long as the target owns the technology it needs, Liu added.

The company sees great potential in new energy vehicle business and is therefore looking to quickly boost its presence in the sector via acquisitions. If the potential target had a solid overseas customer base, it would add extra value, but this was not a must, Liu said.

A potential target could be Colorado, USA-based UQM Technologies, according to Bill Russo, founder of Shanghai-based advisory firm Synergistics. He noted that UQM has got both a commercialized PMSM solution with high-kilowatt power and high torque, as well as other systems that can serve the mid-market applications. UQM is more focused on higher payload and higher RPM speed type of applications compared to other companies such as Remy International [RMYI: US].

In order to narrow the technology gap, Chinese players need to make acquisitions; they have a market as the government is likely to build the needed infrastructure for new energy vehicles including refueling or recharging stations, Russo explained, adding that because UQM has received grants from the US government’s Department of Energy, a potential sale to a Chinese player could prove to be politically controversial.

A person familiar with UQM said if the terms and conditions were right, it could consider an outright takeover offer from companies like Broad-Ocean, adding that the company is always looking to build relationships with customers or suppliers.

Broad-Ocean’s revenue increased over 18% to CNY 3.27bn in 2013. Gross profit increased 25% to CNY 603m. The company provides a variety of motors, including those for air conditioners. Motors for air conditioning units are its current core business, accounting for over 65% of total sales.


by Wentao Wang in Sydney, Riccardo Ghia in Hong Kong and Sam Weisberg in New York

Tesla's Expansion in China Gets a Local Assist

The Wall Street Journal, July 16, 2014

Electric-Car Enthusiast Built His Own Charging Network Between Beijing and Guangzhou

Zong Yi, left, next to one of his charging stations. Xu Lei, right, donated a parking spot to place Mr. Zong's charging pillar. Photo: Phnix

SHANGHAI—Zong Yi, a Chinese businessman with asthma and worries about his country's pollution problems, happily took delivery of his new electric Tesla Model S sedan in May.

His problem: How to get it home.

Mr. Zong lives in the southern Chinese boomtown of Guangzhou, where he founded a business that makes energy-efficient equipment like water heaters for swimming pools. In April, Tesla Motors Inc. delivered its first cars to customers in China in Beijing, about 1,300 miles to the north. Tesla doesn't operate enough charging facilities between the cities to allow him to drive his car home.

Undaunted, Mr. Zong decided to build his own charging network. With the help of partners found online, he bought 20 charging pillars from Tesla for 5,000 yuan (about $800) each and put them in 16 cities along the way.

"I thought it would be cool if I could build China's first electric-car-charging road," said Mr. Zong, who completed the installations last month. A Tesla spokeswoman said the company is aware of, and approves of, Mr. Zong's ambitions.

Mr. Zong's do-it-yourself approach illustrates a major challenge faced by Tesla and other electric-car makers targeting China.

China's government wants 500,000 gasoline-electric hybrid and all-electric vehicles on its roads by next year and five million by 2020 as part of its effort to improve air quality and reduce oil dependence. But only about 17,600 such vehicles were purchased in China last year, according to the China Association of Automobile Manufacturers, including 14,604 electric vehicles. About 18 million passenger cars were sold in the country last year.

Lack of infrastructure is one major reason. China had hoped to have 400,000 charging pillars for electric vehicles in place by next year, but work is behind schedule. State Grid Corp. of China, China's largest power generator by sales, had finished completion of 400 charging stations as of the end of 2013, according to data from the company.

Cost is another issue, said Bill Russo, president of automotive consulting firm Synergistics Ltd., who says many electric cars in China are unaffordable there. In China, Tesla sells its Model S for $121,000. "People who buy Teslas are just showing off," he said.

Tesla has worked hard to keep its rollout smooth. As of Wednesday it had 72 charging stations in 17 different cities, according to spokeswoman Peggy Yang. The company is working with property developers to install chargers for residents.

Still, the lack of infrastructure has caused hitches. In April Tesla said it would delay deliveries to some customers because it worried that they didn't have access to charging stations or to technical support. The frustration led one customer to publicly smash his Tesla's windshield when it was delivered. A video of the incident circulated online.Chief Executive Elon Musk has apologized to customers and said Tesla is working to provide services in more areas.

Others are rolling out charging stations and other support facilities including BMW AG, which plans to set up 50 charging stations in Shanghai with local partners as part of a broader future rollout. Earlier this year, a joint venture between China's BYD Co. and Germany's Daimler AG that makes the Denza electric car agreed to tap Switzerland's ABB Ltd. to supply home chargers in the China market.

Mr. Zong, 44 years old, is a car aficionado who attributes his environmental consciousness partly to concern for his own health. "When I travel abroad, my asthma subsides. But when I return to China, the coughing and sneezing return," he said.

But he's also eager to build his green credentials to boost his business. "My company produces environmentally friendly products. Activities such as donating chargers will help" its image. In addition to Tesla, he also owns a Qin, a plug-in hybrid made by BYD Co.

To start his network, he posted notices on popular social-networking services seeking partners. "I hope to tell people that it might take a much shorter time to build a charging network across China as long as there are more and more participants," said Mr. Zong.

To make the charging pillars accessible to more consumers, Mr. Zong didn't choose a direct route between Beijing and Guangzhou. He stretched the journey out to nearly 5,750 kilometers, or about 3,600 miles (from Beijing to Guangzhou), and modified the charging facilities to accommodate other electric cars such as those built by BYD. His trip ran from May 28 to June 18.

The charging posts are scattered every 300 kilometers, and more than half of them are placed at or close to four-star hotels. "These hotels have spacious parking lots, sufficient electricity power and can offer 24/7 services. That's attractive to electric car drivers," said Mr. Zong. Tesla now lists some of the sites on its website.

The business is attractive to hotel operators because drivers need meals and places to rest, he said, adding a full charge for a Tesla Model S at one of the stations takes seven to eight hours.

In addition to building the charging spots, Mr. Zong also ordered another 20 Tesla Model S vehicles as an incentive for his senior management. "If I give them one million yuan, some might take the money and buy cars with great horsepower. That's not in line with the environmentally friendly image I'm building for my company," he said.

—Rose Yu and Colum Murphy

Click here to read the original article at wsj.com

NextGen Auto International Summit China Successfully Concluded Its 2013 edition

ASIA TODAY News & Events, January 9, 2014

NextGen Auto International Summit China has accomplished another successful year with the close of its 2013 edition. Held from 9 – 10 December at the Kerry Hotel in Shanghai’s Pudong district, the event brought together some of the world’s foremost experts on the auto industry, to share and acquire information on the future of the China market.

The event’s co-organisers, Messe Frankfurt (Shanghai) Co Ltd, International Cooperation Centre of National Development and Reform Commission and China National Automotive Industry International Corporation, hosted over 45 professionals representing government bodies, industry associations as well as prominent commercial enterprises. During its two-day run, a total of 378 delegates (a 5 percent increase from 2012) attended the summit, from specialties spanning across the automotive supply chain.

Mr Richard Li, General Manager of Messe Frankfurt (Shanghai) Co Ltd commented: “2012 may have been the year we launched NextGen Auto, but I believe the 2013 edition confirmed our vision for this event. With the assistance of our co-organisers, we gathered some phenomenal authority figures in the domestic and overseas auto market this year, who held discussions on topics currently most in-demand among professionals. NextGen Auto has proven itself to be an important component to Chinese auto professionals acquiring the latest industry technology, while also communicating their solution needs to the international community. I am humbled by the success of the 2013 summit, and look forward to organising another engaging edition in the future.”

Speakers and delegates alike praise the future of China’s Auto industry

The key to NextGen Auto’s significance is the event’s ability to highlight emerging technologies in automobile development, address policy initiatives from government bodies and present case studies from leading commercial firms. For the 2013 edition, both speakers and delegates were unanimous in their praise for the show in achieving all of the aforementioned goals.

The summit focused primarily on issues related to new generation vehicles, energy efficiency and e-mobility; areas that industry professionals have agreed will be the main driving forces for the future development of China’s auto industry. In addition to speakers from such reputable firms as Fiat Chrysler Group, Qualcomm Europe and Bosch Software Innovations, the summit welcomed senior leaders from China’s National Energy Bureau, Ministry of Commerce and the China Automotive Technology and Research Center.

Mr Steven Lu, CEO of Team China Racing Co Ltd, spoke at the summit about China’s first Formula-E racing vehicle and its associated technology. He shared: “The adoption of electrical vehicles has grown incredibly in the China market. Formula-E technology is very closely related to the development of automotive parts and the overall auto industry. Our goal with NextGen Auto was to help professionals better understand the technology within our vehicle, and promote the quality of “Made in China” technology. This was an exceptional event for our firm.”

Mr Bill Russo, Vice President or Corporate Development at Harman International, held a series of sessions related to technological innovation and its importance to market development. He shared: “I believe the central theme for NextGen Auto in 2013 was how technology provides a roadmap and shapes the future of the automotive industry. In addition to providing great insight from industry experts, the summit was an excellent networking opportunity for those involved in future technology development. Individuals from the supply and regulatory side, as well as both state- and privately-owned enterprises were all in attendance this year. It is amazing to see how the fair has become an important bridge in bringing together foreign technology suppliers and domestic industry players. I believe the future is certainly bright both for NextGen Auto and China’s automotive industry.”

Returning speaker, Mr Christian Heep, CEO and Head of Marketing at the German Federal Association for E-Mobility (BEM), enthused about the summit showcasing China’s ambitions in e-mobility and new energy vehicle adoption. He said: “My goal was to share my company’s point of view on e-mobility in Germany and greater Europe, so that the audience could see how to adopt the technology in China. I think there are a lot of business opportunities my firm and others from Europe can explore with the China market. The event was very well-organised, and covered a wide range of important topics. Delegates to the event were very professional and interested in the development of e-mobility and sustainability.”

Fellow speaker, Mr ChengYin Yuan, Deputy President of BJEV Research and Development Institute, Beijing Electric Vehicle Co Ltd added: “The event’s topics were very forward-thinking. For example, the sessions on the technologies of “Formula-E racing” and “Wireless charging” gave us some creative ideas and offered a different angle on their uses. NextGen Auto stands out from similar automotive forums because the topics discussed were informative not only for delegates but also fellow speakers like me. I believe China’s electric vehicle industry will experience great growth in 2014.”

For delegate Mr David Hsu, Senior Manager in Business Analysis at BMW China, NextGen provided a positive outlook on the future of China’s car industry. He commented: “It was my first time attending the summit. The topics discussed were very clear and targeted. In general, I am very optimistic about the future development of new energy vehicles. Consumers will gradually adopt the technology, but at this point I believe the acceptance of new energy vehicles is still quite conservative in China. Through the government’s support and acceptance of new energy vehicles, I believe China will quickly catch up to the same level of overseas markets.”

Mr Alexej Garcia Rodriguez, Consultant for Global Practice Group Automotive in Germany, enjoyed the 2013 summit not only for its invaluable industry insight, but for also providing direct access to prominent industry players. He shared: “I was interested in the topic on electric mobility, and I found the seminars on passenger vehicles and electric vehicles very useful. The last session which discussed the emergence of the technology in tier 3 and 4 cities in China was particularly informative. NextGen Auto was a good summit overall. The topics were well presented, and the event also offered a good networking opportunity with its associated speakers.”

With foreign vehicles and parts currently accounting for only a minor portion of China’s auto market, delegates like Mr Tony Zhou, Deputy Director of the Investment Promotion Bureau at Jiangsu Province’s Zhangjiagang Economic and Technological Development Zone, came to the 2013 summit to discover opportunities for building their domestic business with innovative overseas suppliers. Mr Zhou expressed: “Attending NextGen Auto 2013 was an exceptional experience for me. China’s auto industry is currently at the mature stage of development, and its future is looking better every day. My goal at the summit was to get in touch with overseas auto part suppliers, and introduce them to the China market. According to a speech by representatives from McKinsey, overseas car manufacturers currently hold 22 percent of market share in China, while foreign part suppliers account for 6 percent. This translates to a lot of room for growth, and my company is looking forward to taking advantage.”

NextGen Auto International Summit China 2013 was held in conjunction with Automechanika Shanghai, Asia’s largest event for auto parts, accessories, equipment and services. For more information on the fee-based conference, please e-mail nextgenauto@hongkong.messefrankfurt.com; or visit 　www.nextgenautosummit-china.com

Media contact
Rachelle Kong
Tel +852 2230 9226
Fax +852 2519 6800
rachelle.kong@hongkong.messefrankfurt.com
　www.messefrankfurt.com.hk

SOURCE Messe Frankfurt

Click here to read the original press release

In China, hybrids can't seem to sell without a lustrous nameplate

Nikkei Asian Review, December 19, 2013

A Lexus ES300h on display at a dealership in Shanghai.(Mark Andrews)

SHANGHAI -- Hybrid cars haven't been a big hit in China.
   
Shanghai rolled out 350 Buick LaCrosse Hybrids for use as taxis for the green-themed World Expo in 2010, but the cars disappeared soon after the exhibition ended.

Toyota infamously sold only one of its world-leading Prius models in China during the same year.

Sales of the utilitarian Prius have rebounded slightly but are still slow. Imported Honda gasoline-electric cars, meanwhile, have been faring worse.

Hybrids, however, are making inroads at the premium end of China's car market.

Toyota's luxury Lexus division is on track to sell close to 20,000 hybrids in China in 2013. Last year, it unloaded 16,000 of the things, leaving Prius sales way behind at 2,434.

Lexus last month pointedly unveiled the revamped CT200h model at the Guangzhou Auto Show rather than at shows going on at the same time in Tokyo and Los Angeles. Mercedes is also finding a welcome for its hybrid S-class sedans, though it isn't giving out figures.

"It is easy to sell these cars," a sales manager at a Shanghai Lexus dealership said, gesturing at the CT200h hybrid and other models. "We firstly emphasize the six-year warranty and secondly that it saves fuel."

Indeed, fuel economy has not been a strong selling point in China, where most car buyers are first-time purchasers.

Said Boni Sa, an automotive analyst at consultancy IHS Automotive: "For these first-time buyers, they have more to consider, like brand, vehicle size, features or safety. In an emerging market like China, to spend money on a better brand or larger model is much more reasonable than spending money on better fuel consumption."

Price is a key factor even for repeat buyers. In Chengdu, where the Prius is produced, businessman Jimi He recently bought his third car, a Volkswagen Tiguan crossover.

"I'd love a hybrid," He said. "It is more environment-friendly and more energy-saving. However, the price is the key issue that stops me from getting one."

The argument that buyers will recoup the higher upfront cost of a hybrid through fuel savings is not so convincing in China. To recover the 12,000 yuan ($1,976) price premium on the hybrid version of SAIC Motor's locally developed Roewe 750 sedan, for example, would require driving the car at least 100,000 kilometers.

Some automakers had campaigned for Beijing to begin subsidizing gas-electric hybrid purchases this year. They argued this could be more effective in addressing pollution concerns than the government's generous subsidies for pure electric cars and plug-in hybrids, which have not generated significant sales. Instead, China in September renewed the existing subsidies.

So the carmakers are finding other ways to close the price gap. Toyota announced at the Guangzhou show that it will localize production of batteries and hybrid motors for the Prius and Camry Hybrid. These components are now imported and slapped with high duties. As it stands, for the price of a Prius, a Chinese buyer can get a much larger family car.

This is why hybrids are attracting buyers for whom price is less of an issue.

"Some customers are buying a Lexus SUV or a Mercedes-Benz S-class rather than hybrid vehicles," Sa said. "Hybrids' inflated costs can be ignored by these customers."
   
At the premium end, hybrids can be positioned as high-tech and top-of-the-range rather than fuel-saving and environmentally friendly.
   
A new Mercedes E400 hybrid is to offer a more powerful engine with better acceleration than that of the standard model.
   
"Premium carmakers have a higher chance of success in the area of hybrid vehicles, mainly because premium autos are not purchased by price-sensitive consumers" said Bill Russo, president and chief executive of automotive consultancy Synergistics in Beijing. "It is still a small market but will grow as more automakers slowly introduce more models."
   
The long wheel-base E-class Mercedes will be the first premium hybrid to be produced in China. Infiniti is set to begin producing cars in China 2014, and Lexus is a possibility.

Click here to read the article at asia.nikkei.com

Green Car Congress: SAE New Energy Vehicle Forum: China’s focus on NEVs may have profound impact on future of transportation

Shanghai, China, November 12-13, 2013

http://www.greencarcongress.com/2013/11/201231113-saenev.html

China has a number of critical economic and environmental imperatives driving its pursuit of vehicle electrification, said the roster of plenary speakers at the SAE 2013 New Energy Vehicle Forum held in Shanghai this week. These include the increasingly problematic pollution and haze in cities; China’s projected increased reliance on imported oil; the need for rationalized multimodal transportation systems in ever more congested and space-limited cities; the growing dominance of the China auto market; and the desire to have China become the leader in the next generation of automotive technology, vehicles and mobility systems.

The shift from fossil fuels to electricity—while held in common with other countries—will be based on the “specific situation” in China, making the best use of China’s own advantages and innovations, but also with international cooperation, said Dr. Zhixin Wu, Vice President of the China Automotive Technology and Research Center (CATARC). The details of that specific situation may result in an electric vehicle parc somewhat different than in Western countries, other speakers noted, and may indeed—given the obvious scale of the China market—herald a major transformation in transportation, including the type and role of personal vehicles, others suggested.

If you look at China and you look at the development of the market here in China, it is an inevitable consequence that the largest auto market in the world is likely going to lead a revolution in automotive paradigms. The way cars are used here, the ways in which cars interact with the environment, the way in which human beings reside in urban centers in China are profoundly going to seed the development of the auto industry in every other part of the world.

With increasing pressure from air pollution, oil consumption and congestion, China is compelled to reinvent propulsion technologies. … The irony of all this is that the need for a change in the paradigm of personal transportation needs to happen here, moreso than it needs to happen anywhere else. But the ironic piece is that the [Chinese] companies that are trying to reinvent transportation have the least experience at developing the automobile. China wants to lead a revolution in transportation, not follow.

Why? Because the needs are different in China, and quite frankly, it’s an industrial development plan. If you choose a path to electrification, you want to choose a path that gives advantage to Chinese industries. If Chinese companies follow the conventional hybrid path, the diesel path, those are led by other automotive centers. New energy vehicles is a relatively blue ocean. 

—William Russo, President and CEO, Synergistics

Policy background. China’s government has been investing in alternative automotive propulsion technology for more than a decade. The first target (1999-2002) was compressed natural gas (CNG), liquid petroleum gas (LPG) and other combustion alternative fuel vehicles (CAFVs), in a program called the Clean Auto Auction.

With the 10^th 5-year Plan (“10-5”, 2002-2006), the government introduced the goal of developing and commercializing electric vehicles. The development of hybrid vehicles became a key element in China’s “863 program”—a national high-tech plan initiated in March 1986 (earlier post). The Electric Vehicle Project identified fuel-cell vehicles (FCVs), battery-electric vehicles (BEVs), and hybrid electric vehicles (HEVs) as the priorities for the development of alternative propulsion technologies. The government committed RMB800 million (then the equivalent of $97 million) from the State High Tech Development Plan.

The government increased spending in a third phase, from 2006, to RMB 1.1 billion ($138 million), and in a fourth phase, since 2009, with the range of power sources under investigation broadening to include batteries.

Under the 12^th Five Year Plan (“12-5”), covering the 2011-15 period, electric vehicles are identified as one of seven strategic emerging industries to be given special support. An alternative-energy vehicles development plan for 2011-20 provides for investment of RMB100 billion ($15 billion) in research and development. (Earlier post.)

In 2012, China’s State Council announced a target of 500,000 plug-in vehicles by 2015, jumping up to 5 million by 2020. (Earlier post.) However, by the end of 2012, only 27,800 EVs were on the road (not counting two-wheelers or e-bikes), 80% of which are buses.

Accompanying those unit targets are some specific technology and cost targets: batteries are to offer 150 Wh/kg and cost 2 RMB/Watt (US$0.33/W) by 2015, with an increase in density to 300 Wh/kg and concomitant reduction in cost to 1.5 RMB/Watt (US$0.25/Watt) by 2020.

China requires a reduction in average fuel consumption of the passenger vehicle to 6.9 l/100 km in 2015 and to 5.0 l/100 km in 2020. The average fuel consumption of the passenger vehicles made in China was 7.3 l/100 km in 2012—a clear gap compared with 2015 objective and a great challenge compared with 2020 objective.

Current status. In his overview of China’s work on New Energy Vehicles, Dr. Wu explained that with 12-5 plan, China began concentrating on an R&D framework with three powertrain verticals: fuel cell vehicles, plug-in hybrid vehicles and hybrid electric vehicles, and three component technology verticals: batteries, motor drive systems, and energy management systems.

China is also starting with electrifying what Dr. Wu called the high-end (trucks and buses) and the low-end (micro-vehicles) and then plans to come to the mid-range.

From 2008 to 2010, China began increasing pubic demonstrations to evaluate the technology; these are being expanded from 2010 to 2015. By 2020, China is targeting the mass production of EVs, as well as launching R&D for the next generation of EVs.

Demonstrations
Sector	Category	Units
Public sector	Hybrid bus	12,156
	Pure electric bus	2,526
	Hybrid passenger car	3,703
	Pure electric passenger car	6,853
	Other electric vehicles	2,194
Private sector	Pure electric passenger car	4,400

The development of EVs is very important to China: for haze, pollution and energy security. With the development of EVs, the China auto industry can transform from a big producer to the leading producer. We hope that innovation and our development capacity can be increased. We can also see that the policy incentives and support from the government are the strongest in the world. China will become the largest producer of and largest market for EVs. 

—Dr. Zhixin Wu

A perspective on the US. Dr. Huei Peng, Professor of Mechanical Engineering at the University of Michigan and the US Director of the US-China Clean Energy Research Center-Clean Vehicle Consortium, provided the predominantly Chinese audience at the SAE New Energy Vehicle Forum with a perspective on development efforts in the US. Dr. Peng was quick to note that “I do not speak for the US approach, I do not think there is a single US approach.”

Does the US government have a clear strategy? Not compared to China. However, the US DOE has high level strategic thinking, nicely captured by the quadrennial technology review.

… One characteristic of the US approach is “all of the above.” The US does not believe in home run solution—in other words, someone makes a breakthrough in batteries, and all is well and all problems are solved. More likely, I think [all of the above] is a fundamental philosophy of many people in the Department of Energy and people who do new energy vehicle development. They believe that the future belongs to the use and integration of technologies that are cost-effective and mature and gradually making progress for the future. “All of the above” is not because we can’t make a decision, “all of the above” is because we believe there are many important aspects [to the problem].

All of the above means we will continue to support alternative hydrocarbon fuels; electrification; improve energy efficiency (very important); lightweight materials (very important); motors and power electronics (very important) and perhaps fuel cells.
—Dr. Huei Peng

The differences in US and Chinese markets and R&D suggest complementary research, according to Dr. Peng. He suggested the examples listed in the table below:

Leverage Opportunities
Area	US	China
Battery research	Li-air; emphasis on modeling; degradation of LFP	Li-sulfur; emphasis on experiments; degradation of LMO batteries
Powertrain type	All electrified vehicles, including hybrid powertrain	Largely focus on pure electric
ICE research topics	Biofuels and clean combustion	APU as range extender
Power electronics and electric machines (PEEM)	Advanced design and simulation tools	Produce an efficient prototype
Thermoelectric materials	World-leading theories and models leading to new TE concepts	Excellent facilities and focus on demonstration
Funding leverage	Industrial partners	MOST (Ministry of Science and Technology) 863, 973 projects

China characteristics and the impact on NEV development. While a number of speakers referred to the special characteristics of the China market, Ken Doweskin, Director, China Research and Insight Center, Deloitte Touche Tohmatsu Ltd, and a Beijing resident, sketched out the basics.

• With an aging population of 1.35 billion people, auto density is still low, but it is growing fast.
• Soaring land and real estate prices constrain parking spaces, and drive new residential development further and further from the city center. Cities, and new residents, are becoming extremely spread out. While there is a great deal of density in the city center, the cities are becoming extremely large.
• To keep employment levels up, cities have to provide a means of mobility.
• Urban personal vehicle use will fit between high speed intercity rail and densely constructed urban light rail and subway systems, following a satellite-style urban expansion. Intercity personal vehicle use will fit with high-speed intercity and regional rail—e.g., people will drive to a rail station, take the train, and pickup some form of mobility on the destination end.
• Personal mobility options will shift from ownership to fee-based shared usage. People will buy point-to-point mobility services.
• The government will deploy considerable muscle and multiple levers in shaping mobility options. Examples are the reduction in license plate availability, restricted driving, and so on.
• The imperatives to do something about air quality are much tougher than in Europe.
• The key threat to China’s trade balance is oil and LNG imports.

China is not far away from blocking emitting vehicles in city centers. We can study whether consumers like [EVs] or not, but the reality is, we are seeing very strong movement toward restrictions of license plates and registrations that are going to evolve into very tough zero emissions requirements for inner city driving.

… China is not that much different from the US and other markets in having strong government interest [in EVs] and consumer reluctance. The reason things are fundamentally different is the leverage the government is deploying.

… In the eyes of China’s leadership, the very best outcome is that everyone buys a car and no one uses it.
—Ken Doweskin

You have to think differently about future, because the high growth economies are going to define a significant shift in where investments are made in the automotive industry and where the transportation needs are going to be quite different from what we were solving when Henry Ford and Gottlieb Daimler invented the autonomous vehicle, the automobile. That invention was for a different time. The new energy vehicles are about a future, and a world that will be quite different from the past.

—William Russo

Resources

• China’s Automotive Opportunity Leading the Transition To New Energy Vehicles
• The Circuitous Path to Electrification of China’s Automotive Industry

Listed below are links to weblogs that reference SAE New Energy Vehicle Forum: China’s focus on NEVs may have profound impact on future of transportation:

Bill Russo to Deliver Keynote Speech at 2013 SAE New Energy Vehicle Forum

Shanghai, China, November 12, 2013

Click here to view the preliminary agenda 

SAE International's New Energy Vehicle Forum in Shanghai Explains China Opportunities for EV/PHEV/HEV and Alternative Powertrain Suppliers

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Major focuses of the SAE 2013 New Energy Vehicle Forum, Nov. 12-13, in Shanghai, China, are the partnership/collaborative and financial opportunities available in China for companies with near-commercialization technologies, components and systems for electrified vehicles.

Warrendale, PA (PRWEB) August 23, 2013

Major focuses of the SAE 2013 New Energy Vehicle Forum, Nov. 12-13, in Shanghai, China, are the partnership/collaborative and financial opportunities available in China for companies with near-commercialization technologies, components and systems for electrified vehicles.

North American and European vehicle sales are projected to remain relatively stagnant - constraining commercialization opportunities for many new and potential entrants into the EV/PHEV/HEV supply chain. Chinas market, however, continues as the worlds automotive growth market. And Chinas commitment to new energy vehicles, CleanTech and CO2 reduction, along with its need to develop indigenous engineering and technology capabilities, has resulted in a new round of strengthened government incentives to support and encourage opportunities for advanced/alternative powertrain suppliers through cross-border partnerships and collaboration.

The Forum is designed in part for new entrants into the electrified vehicle supplier base as well as companies interested in finding low cost alternatives for commercializing innovative EV technologies in China. The Forums plenary session, Strategic Approaches to NEV (New Energy Vehicle) and Advanced/Alternative Powertrain Development features an in-depth discussion of Chinas Energy Saving and New Energy Vehicle Automotive Industry Plan 2012 2020 which outlines the governments incentives; the current status and needs of Chinas domestic electrified vehicle technology suppliers; and a contrasting examination of technology development and deployment in the U.S. and other regions.

A featured speaker in the plenary is Bill Russo, President and CEO, Synergistics and Senior Advisor, Booz & Company who will present The Circuitous Path to Electrification of Chinas Automotive Industry.

Following the plenary are two independent presentation tracks. The technology track, Overcoming Technical Barriers to EV Adoption addresses topics in EV/NEV Charging and Infrastructure; energy management approaches to powertrain integration; and optimal EV/NEV battery operation, control and testing. The business development track, Developing Chinas NEV Supplier Base: Cross-Border Partnership and Collaborative Opportunities addresses successful partnership and collaborative approaches for building Chinas NEV supplier base; finance/equity and investment sources and mechanisms; and services to facilitate cross-border partnerships.

In the business development track, key legal and regulatory advice will be provided by China-based law firms involved in guiding numerous public and private equity, cross-border, arrangements in China. Omario S. Kanji, Partner, Price Cao PRC Lawyers will present Risks and Rewards: Balancing Technology Transfer and Market Access and Edward Lehman of Lehman, Lee & Xu, China Lawyers will present Successful Approaches to Negotiation and Proper Handling of IP, Patents and Trade Secrets. In addition, case studies of successful public/private equity joint ventures and technical cooperation agreements will be examined. 

For additional information regarding registration for the Forum, please visit: http://www.sae.org/events/nev/.

SAE International is a global association committed to being the ultimate knowledge source for the engineering profession. By uniting over 138,000 engineers and technical experts, we drive knowledge and expertise across a broad spectrum of industries. We act on two priorities: encouraging a lifetime of learning for mobility engineering professionals and setting the standards for industry engineering. We strive for a better world through the work of our philanthropic SAE Foundation, including programs like A World in Motion® and the Collegiate Design Series. 

• http://www.sae.org -

For the original version on PRWeb visit: http://www.prweb.com/releases/2013/8/prweb11054211.htm