CATL and Didi said on Jan. 28 that they have signed a partnership to build battery swap stations for commercial fleets to recharge their electric vehicles, in a sign of China’s urgent need to set up a gold standard for EV infrastructure.

Why it matters: The news reflects how major players are rushing to build alliances and expand their presence in the hope of getting a larger say as the Chinese central government is pushing for industry-wide standards to drive EV adoption and reduce the strain on the grid. 

• Xin Guobin, a vice minister of industry and information technology, in June said Beijing will back businesses’ efforts to jointly set standards for battery specifications and swap techniques. 
• Meanwhile, the central government recently set a goal to begin operating large facilities for bi-directional charging in the next two years, which would allow EV batteries to charge during off-peak hours and return surplus energy to the grid when demand is high.

Details: CATL and Didi will set up a joint venture for a fast and large-scale roll-out of a battery-swapping network for ride-hailing services in China, according to a joint announcement, which did not reveal detailed plans for the swap network or the size and structure of the JV. 

• The two companies will also promote the adoption of EVs with swappable batteries while exploring collaboration on other areas such as storage-integrated EV charging facilities, the statement said.
• CATL expects such efforts to enhance its reputation since public infrastructure could help promote it as a purveyor of better quality and longer service life, people close to the company told Caixin.

Context: NIO is for now the dominant player in the field, operating more than 2,300 battery swap stations in China as of December. The EV maker plans to add at least 1,000 more this year and has partnered with big names including Geely, Changan, and Chery. 

• China reported a significant 81% annual increase for its battery swap infrastructure network with a total of 3,567 swap stations as of December, according to data compiled by the Electric Vehicle Charging Infrastructure Promotion Alliance (EVCIPA).

BYD and FAW Group are aiming to invest in DJI’s automotive business unit – one of the few Chinese companies capable of developing partially automated driving software – as part of the latest effort by traditional automakers to catch up with rivals such as Tesla, local media has reported. 

Why it matters: The news comes at a time when a growing number of automakers and suppliers are expanding their alliances in hopes of accelerating progress in and sharing the cost of making partially automated driving passenger cars. In China, the technology is being popularized by the likes of Tesla, Huawei, and Xpeng Motors. 

• It is also the latest example of Chinese auto majors taking steps to turn their business partnerships with tech companies into deeper capital relationships. Changan Automobile recently announced it will invest in a new venture set to absorb Huawei’s car business unit. 

Details: BYD and FAW, a manufacturing partner of Volkswagen and Toyota in China, recently conveyed their message to DJI Automotive, the car business unit of the namesake drone maker, 36Kr first reported on Wednesday (in Chinese). Citing people with knowledge of the matter, the report did not put a figure on the planned investment.

• BYD is planning to roll out partially automated driving functions for future affordable models priced at RMB 200,000 ($27,920) or below in 2025 with assistance from DJI, a person close to the company told TechNode on Thursday. 
• DJI is appealing to original equipment manufacturers (OEMs) for its low-cost advanced driver assistance system, as they have been struggling to lower costs and repeatedly cut prices of their cars, another source with direct knowledge of the matter told TechNode. 
• DJI, China’s biggest drone maker, stated that its technology suite, including an affordable computing chip from Texas Instruments (TI) with only a few cameras, could enable cars with automatic lane changing and on-ramp to off-ramp functionalities on Chinese expressways. 
• Some EV makers, including NIO and Li Auto, have developed similar functions based on Nvidia’s more expensive DRIVE Orin processors, with each offering 254 trillion operations per second (or TOPS), compared with the 32 TOPS offered by a top-end TDA4 chip from TI. 
• “While BYD is not the forerunner in autonomous driving, it has the ability to be a fast follower which will likely meet the needs for the majority of Chinese consumers,” Bernstein analysts wrote in a Jan. 22 note, citing economies of scale, which allows it to collect more data for software training from its large fleet, as one of the reasons.
• BYD and DJI did not respond to TechNode’s requests for comment. 

Context: Shenzhen-headquartered DJI separated its car business into an independent company in late 2022 and became open to external funding with a target valuation of $1.5 billion, Chinese media outlet Leiphone reported in August. 

• The drone giant has worked with SAIC-GM-Wuling (SGMW), a General Motors China joint venture, since 2019, with the first model integrated with its automated driving technology, the Baojun Kiwi EV, going on sale with a price tag of RMB 102,800 in September 2022. 
• BYD showcased a Yangwang luxury off-roader that integrates an unmanned aircraft on the car’s roof in a collaboration with DJI during a press event on Jan. 16. It also announced plans to release at least 10 new models this year featuring advanced driving technology.

READ MORE:  BYD’s Denza launches cheaper driver assistance system with Nvidia amid rising competition

Huawei and Dongfeng Motor, a Chinese manufacturing partner of Stellantis, are in an ongoing collaboration to develop smart electric vehicles, the companies have announced. This adds to a string of such deals by technology giant Huawei as it accelerates its entry into the auto market. 

The partnership could help Voyah, a subsidiary of state-owned automaker Dongfeng, increase sales and expand its presence in the red-hot EV market where a wave of consolidation and reshuffling is underway, according to David Zhang, a visiting professor at Huanghe Science and Technology University. 

Why it matters: The alliance is the latest example of Huawei’s multifold endeavor to expand into EVs. It has pushed two initiatives to enhance cooperation with carmakers in particular. 

• One is the so-called “Huawei Inside (HI)” business model, signifying that cars will feature Huawei’s full-stack technologies such as automated driving software and infotainment systems. Changan Automobile and Mercedes’ Chinese partner BAIC are among its partners. 
• The other is “Smart Selection,” in which Huawei not only provides technologies but also sales channels while gaining control over vehicle development. Aito has been the biggest success story under this approach, followed by the recent launch of Luxeed between Huawei and Chery. 

Details: According to Zhang, Huawei will adopt the HI approach with Dongfeng, mainly selling the carmaker components and software, and will probably not go into as much depth as it did with Seres. 

• This would allow Dongfeng, controlled by the State-owned Assets Supervision and Administration Commission, China’s state asset regulator, to maintain control of its premium EV brand, Zhang said. 
• As more EVs embrace cutting-edge technologies, an automated driving system powered by Huawei could be a big selling point for Voyah, elevating it above other brands. The tie-up could see the companies share development and marketing costs, Zhang added. 
• In a Monday announcement (in Chinese), Huawei and Dongfeng said they will move forward with the large-scale adoption of intelligent technologies with the joint development of new cars, without giving further details. 

Context: Huawei has been working on the spin-off of its automotive business unit for several months. The company in November announced plans to establish a joint venture with Changan, stating that other existing partners such as Seres have been invited to invest in the new entity. 

• Voyah posted significant growth in sales last year with deliveries of 50,552 vehicles, compared to less than 20,000 units sold a year earlier. The automaker in August launched a revamped version of its Free mainstream luxury crossover with a starting price of RMB 266,900 ($36,532) featuring Baidu’s automated driving assistance system.

China’s SAIC Motor Corp will spend $1.4 billion building 12 fossil liquefied natural gas (LNG)-powered ships to export cars, as Chinese electric vehicles spread overseas and the European Union tightens its climate and trading policies to reduce greenhouse gas emissions.

Why it matters: The move is the latest example of how EU regulations are pushing Chinese automakers to make changes to the way they operate, and adds to the challenges they face in expanding to overseas markets with their EVs.

Details: China’s biggest automaker said on Wednesday that the SAIC Anji Sincerity has begun its maiden trade voyage from Shanghai to Europe. The ship spans 200 meters (656 feet) in length and boasts capacity for 7,600 cars, making it the world’s largest ro-ro vehicle transport vessel partly powered by sustainable fuel. 

• The container carrier is powered by both diesel and LNG, a form of natural gas that has been cooled to a liquid for easier storage and transportation, providing as much as a 30% reduction in carbon dioxide (CO2) emissions compared to similar-sized, diesel-only vessels, according to an announcement on China’s Twitter-like platform Weibo. 
• SAIC expects to spend RMB 10 billion ($1.4 billion) on building 12 LNG carriers and lease two more for the next three years. The biggest of them will be able to carry as many as 9,000 cars, Zhao Aimin, vice president of SAIC Motor International, told financial media outlet Caixin (in Chinese). 
• Volkswagen’s Chinese manufacturing partner expects its carriers to have a total combined capacity of 1.8 million cars per year by 2026. Its wholly-owned subsidiary Anji Logistics currently operates a fleet of 31 carriers on seven routes to Europe, Southeast Asia, and Latin America, and works with automakers Dongfeng and Great Wall Motor among others. 
• Zhao also mentioned SAIC’s goal to sell 1.35 million cars overseas in 2024, which would mark a growth of more than 11% from the 1.2 million units it achieved last year. That number could be further increased to 1.5 million in 2025, with at least 14 new energy vehicles, including plug-in hybrids and all-electrics, set to go on sale globally over the next two years. 

Context: SAIC is not the only Chinese carmaker to build its own fleet and set its sights on going global. Its move takes place as China recorded exports of 5.2 million cars last year, meaning a 57.4% annual growth rate, and is set to dethrone Japan to become the world’s largest car exporter. 

• BYD’s first roll-on, roll-off, chartered vehicle carrier, named BYD Explorer No. 1, set sail towards Germany and the Netherlands from its base city of Shenzhen on Monday. Carrying more than 5,000 EVs, the vessel is reportedly managed by London-based Zodiac Maritime Ltd. and is being rented to BYD. 
• The EU began mandating shipping companies, among other businesses, to buy CO2 permits for 40% of the CO2 generated by their fleets from January, a percentage that will grow to 70% and 100% over two years from 2025, Reuters reported. 
• Meanwhile, the European Commission launched an anti-subsidy investigation of China-made EVs last October.

BYD has signed an agreement with Spain’s Grenergy to provide renewable energy power facilities using its blade-shaped batteries for a $1.4 billion energy storage operation in Chile’s Atacama Desert, which the companies claim to be the largest of its kind globally. 

Why it matters: The deal is the latest in BYD’s efforts to scale up its energy storage business and lead in areas beyond electric vehicles, venturing into the booming renewable energy sector, as global EV sales are reportedly poised for slower growth due to lower state subsidies this year. 

Details: BYD will provide Grenergy with a total of 2,136 large-scale energy storage systems powered by 1.1 gigawatt-hours (GWh) worth of its so-called blade battery, which boasts efficient space utilization and high thermal stability in a thin and lengthy form, according to a statement. 

• Grenergy will incorporate them in the first two phases of the Oasis de Atacama project in northern Chile, set for full operation within two years, and with a total capacity of 4.1 GWh and 1 gigawatt (GW) of solar installations. 
• The Spanish renewable energy group said it expects to complete construction of the largest energy storage project worldwide within three years. The project consists of five phases with a total investment of $1.4 billion.

Context: BYD had captured around 11.5% of the global energy storage system market with shipments of 14 GWh worth of batteries in 2022, industry tracker SNE Research said in an annual summary dated March 2, 2023. This places it ahead of South Korea’s LG Energy Solution and Samsung SDI, but significantly behind leader CATL, which controlled more than 40% of the market. 

• Having facilitated several solar power and battery storage facilities in the US, CATL said last March that it would supply 450 megawatt-hours (MWh) of lithium-ion batteries for a Texan storage project. A single GW is equal to 1,000 megawatts.
• Tesla is also reportedly doubling down on its energy business with the April announcement that it was setting up a new facility in Shanghai capable of annually making 10,000 large-scale, energy-storage battery systems. It deployed 6.5 GWh of energy storage in 2022.
• The US automaker estimates that to fully convert the world to sustainable energy will require a total capacity of 2,310 GWh per year of electric-chemical battery storage systems. Chinese battery maker Svolt expects that, in the best case scenario, that number could be achieved in 2030. 

Get ready for the annual insights from TechNode Content Team! The year 2023 can be considered a groundbreaking year in the field of technology. As wrapping up this year, we gathered different insights from our content team. We’ll be presenting nine Q&As, with timely updates every Wednesday and Friday in the following weeks!

Today, our Q&A comes from Jill Shem, reporter at TechNode. Jill is based in Shanghai and covers news from across China’s tech landscape while keeping a close eye on developments in the fields of electric vehicles and autonomous driving. 

1. Which company has impressed you the most in 2023?

BYD retained its top position as China’s top EV maker with sales of more than 3 million units last year. The annual growth rate was also much higher than the industry average despite the competition, and it looks like the giant maker will stay on top in the foreseeable future.

2. Which company has surprised you the most in 2023?

Huawei surprised everyone with a strong bouceback in EV sales, as the technology giant delivered more than 56,000 Aito-branded EVs with manufacturing partner Seres over the last three months of 2023. The company was amazingly adaptive that it finally “revived a dead brand,” as Huawei’s consumer business boss Richard Yu has said. 

3. Which industry professional/entrepreneur/startup founder has left the most profound impression on you in 2023?

Huawei’s Richard Yu, probably one of the best-known workaholics in the Chinese auto and tech industries. I watched him speak on at least five press conferences throughout the year and witnessed how he made the phrase “far ahead of rivals” a trending term on the Chinese internet. 

4. What is the most memorable overseas event for you in 2023?

The ongoing anti-subsidy investigation into China-made electric vehicles by the European Commission was unexpected and could have a far-reaching impact on Chinese rising carmakers. This, along with the US Inflation Reduction Act, could herald more regulations and even sanctions against Chinese electric cars and take the tensions between China and the West to a new level. 

5. If you were to recommend one significant industry trend for everyone to follow, what would it be?

It will be interesting to know what efforts will be made by global auto majors to defend their market share against Chinese competitors. Any good updates from Volkswagen regarding its partnerships with Xpeng, whether Toyota would change its mind and be more open to battery EVs, or would Tesla finally be able to roll out its full-self driving software this year? I am happy to find out. 

6. What industry buzzword have you encountered the most in 2023?

Nei Juan, a buzzword meaning involution in Chinese. Usually we just call it Juan for short and that’s what everybody says and what I’ve seen from this huge but increasingly crowded EV market. Automakers launched their tech-packed, luxury-styled new models at stunningly low prices and yet some of them still can’t capture a decent volume. China is undoubtly the most violent regional market on the planet and an industry veteran told me that if you can survive here, you will make it anywhere else in the world. 

7. Which phrase or sentence best summarizes your perspective on the field you’ve been following in 2023?

Upmarket. That’s probably one of the most significant developments when we take a look into what Chinese automakers have done in the past year. It would be hard to imagine 10 years ago that a Chinese-branded car sells good at more than RMB 300,000 (RMB 41,880), but this is happening right now and right here. How far will they go?

8. What product/company/technology/industry are you most looking forward to next year?

I very much expect the availability of automated driving functions that would allow cars to steer, brake, and navigate on Chinese complex city streets. I took several really smooth test rides offered by automakers and self-driving car companies in the past year and that was amazing. I look forward the technology being more reliable and affordable in 2024, bringing future into reality faster. 

9. Do you believe AI has the potential to threaten humanity?

I am a bit worried about the potential for humans to lose control of AI as we’ve seen the technology advanced at unprecedented rates in the past year. I am hoping for more dialogues and collaborations among nations and businesses for AI regulation and transparency.

Just as German majors once did in the gasoline-powered vehicle segment, Chinese carmakers are beginning to jointly build a reputation for luxury in the electric vehicle segment in their home country, according to Paul Gong, head of China autos research at UBS.

Why it matters: The comments point to a dramatic shake-up in the world’s biggest auto market as once-dominant foreign car brands lose ground while Chinese counterparts such as BYD and Li Auto have risen over the past year, often in step with each other. 

• Notably, Chinese status-conscious buyers are coveting local luxury-styled cars which have enjoyed a medium-to-high single-digit increase in average selling prices each year over the last decade, Gong told reporters in Shanghai on Tuesday. 

Details: China’s new cohort of EV makers have tended to sell pricier than average cars packed with high-tech features, inspiring their more established counterparts to improve their offerings and resulting in a positive net effect on all of the companies’ profiles, Gong said, pointing to “synergies” similar to those of the German majors in the fossil-fuel car era. 

• The “glass ceiling” of China-made car prices is being shattered, according to the Swiss bank, as Chinese EV models have gained popularity, especially models in the price range between RMB 200,000 and RMB 300,000 ($27,880-$41,820).
• However, it remains challenging for them to go further upscale into the super-premium segment where a car could be priced at RMB 1 million ($140,000), Gong added, citing a lack of confidence in luxury Chinese brands among older Chinese consumers.
• UBS projected that Chinese automakers will account for close to two-thirds of China’s passenger car sales in 2024, up from 56% a year ago, while absorbing 41% of the overall profit pool, compared with 17% in 2022, boosted by higher selling prices. 
• Gong envisioned China could be big enough to allow 10-12 domestic carmakers to sell significant volumes with different success stories by 2030 in the best-case scenario, rather than just three to five as some had previously expected.
• Tesla, Volkswagen, General Motors, and BMW were the only international car makers last month to record sales of more than 10,000 new energy vehicles, mainly all-electrics and plug-in hybrids, according to figures from the China Passenger Car Association on Tuesday.

Context: Having struggled to cope with the ferocious competition of repeated price cuts, Chinese car brands such as the established BYD and new entrant Xiaomi have sometimes turned to collaborations to generate buzz and support on social media. 

• BYD showcased a dozen Chinese-branded EV models, including those of rival Li Auto, in a show of solidarity at its headquarters in Shenzhen last August, TechNode reported. Meanwhile, a video clip posted by BYD has racked up nearly 24 million views on Twitter-like platform Weibo, which looked back at the developments of major domestic carmakers. 
• Xiaomi launched an advertising campaign on several digital outdoor billboards in China’s four top-tier cities to show its respect to competitors including BYD, Huawei, and Xpeng Motors, before the pre-launch event of its first EV model last month. In a post on his Weibo account, chief executive Lei Jun called his rivals “pioneers of China’s new energy vehicle industry.”

Geely on Jan. 5 launched the first battery electric sedan under its mainstream luxury marque Galaxy, which the Chinese automaker hopes will take the crown from the likes of the BYD Han to become China’s best-selling model in the mainstream sedan segment. 

“We are aiming to see the Galaxy E8 take pole position as a top-seller against the backdrop of increasing competition in the Chinese mainstream car segment,” Jerry Gan, chief executive of Geely Automobile Group, said in an interview after the launch event (our translation). The company did not provide specific sales targets, citing fluctuations in the market. 

Volvo’s parent is looking to carve out a significant piece of China’s increasingly crowded medium-to high-end car segment. Approximately 65% of the new EV models debuted at November’s Guangzhou Auto show were priced between RMB 200,000 and RMB 300,000, including the Galaxy E8, its sibling Zeekr 007, and BYD’s Sea Lion, Jefferies analysts wrote in a research note dated Nov. 28. 

BYD’s Han was 2023’s most popular electric sedan in the price segment with sales of more than 200,000 units. Geely posted sales of 83,497 vehicles under its Galaxy marque as of December, after deliveries began last June. It began deliveries of the E8 on Jan. 5 and has two other plug-in hybrid models for sale in the lineup, the L7 crossover and the L6 sedan, priced from RMB 138,700 and RMB 115,800, respectively. 

Below are five key factors that Geely hopes will carry the Galaxy E8 sedan to success:

Pricing: The Galaxy E8, a five-meter-long flagship sedan, starts at RMB 175,800 ($24,612), which is RMB 34,000 below the base price of the BYD Han EV, and RMB 6,000 lower than the smaller, hybrid Toyota Camry. Its all-wheel drive version is priced at RMB 228,800 and additionally features an 800-volt system for fast charging and acceleration from 0 to 100 km/h (62 mph) in 3.49 seconds. 

Smart cabin: Like its homegrown rivals, Geely has packed the luxury-styled but affordably priced sedan with technologies such as Qualcomm’s latest five-nanometer cockpit processor 8295, as well as a massive 45-inch wide 8K dashboard screen made by Chinese display manufacturer BOE. This makes the E8 probably the cheapest model that enables users to play hit gaming titles such as Asphalt in-car. By comparison, the 2025 Toyota Camry hybrid, which started pre-sales at RMB 181,800 in China on Jan. 1, is powered by Qualcomm’s previous 8155P processor. 

Performance: The single-motor E8 has a power output of 200 kW and is equipped with a 62-kilowatt-hour battery pack, offering a driving range of 550 kilometers (342 miles), while the entry-level BYD Han is fitted with a 60.5 kWh battery and a 150 kW motor. The top-end version of the E8 boasts 800-volt fast charging that potentially adds 180 km on a five-minute charge; for comparison, all the variants of the more premium Zeekr 007 offer an additional 610 km from a 15-minute fast charging session. 

Exterior: The capacious midsize sedan comes with a “ripples of light” design element, featuring an aesthetic front end with a 1.1 square foot illuminated graphics area comprising 158 micro-lights that can be programmed to display “over 100 different light shows,” according to Geely. It also has an aerodynamic design with frameless doors and concealed door handles, on  a 2,925-millimeter-long wheelbase, making it slightly larger than the BYD Han.

Satellite assistance: The E8 is one of the incoming models that could provide satellite call services in areas with no cellular or WiFi signal. Geely said it will launch a further 11 telecommunication satellites into low orbit in February, following the successful launch of its first nine satellites more than a year ago, geared towards offering high-precision navigation for its self-driving cars, reported Reuters.

Top Chinese automakers BYD and Geely on Monday reported record sales of electric vehicles in 2023 on the back of year-end momentum from their home turf and strong shipments to overseas markets, as China’s booming industry ramped up its push for global expansion.

Why it matters: The latest sales figures come at a time when China is set to surpass Japan to become the world’s largest car exporter, according to estimates by the China Association of Automobile Manufacturers (CAAM)  as reported by Nikkei, buoyed by a growing demand for green energy vehicles worldwide.

• Exports of new energy vehicles, mainly all-electrics and plug-in hybrids, grew 83.5% year-on-year to almost 1.1 million from January to November, while internal combustion engine vehicles remain the major export commodity, accounting for 75% of China’s total car shipments abroad, according to CAAM.

Details: BYD posted record sales at more than 3.02 million EVs in 2023, marking 62% growth from a year ago and putting the Chinese carmaker in pole position to retain its title of the biggest-selling EV brand in the country. In particular, exports surged 334% to 242,765 units compared with the previous year, with the company now having established its footprint in more than 70 countries.

• Sales of SAIC-GM-Wuling, General Motors’ minicar joint venture in China, also reached a record high of 1.4 million units, of which 211,512 were overseas exports, representing a 9% year-on-year growth. The automaker currently sells its budget models including Mini EVs in Southeast Asian countries such as Thailand, Vietnam, and Indonesia. 
• Geely said its EV sales rose 48% year-on-year and were also record-breaking last year, at 487,461 units, including 274,101 gas-powered and green energy vehicles abroad. Its premium EV brand Zeekr delivered 118,685 units over the year, up 65% year-on-year but missing its delivery goal of 140,000 units set earlier this year. 
• GAC’s EV unit Aion was also around 20,000 units short of its annual delivery target of 500,000 EVs, closely followed by Changan Automobile at more than 470,000 units. Huawei’s manufacturing partner said overseas shipments grew 35.4% to roughly 230,000 units, as construction of its overseas production base started in Thailand last month. 
• Li Auto maintained its solid momentum throughout the year as it reported deliveries of 50,353 plug-in hybrid crossovers in December, bringing the company’s total deliveries for the year to 376,030. Young EV makers such as NIO and Xpeng Motors are catching up with annual deliveries of 160,038 and 141,601, respectively. 
• SAIC-Volkswagen, the joint venture of the Wolfsburg-based automaker and China’s state-owned automaker, said it became the most visible player among its peers with sales of almost 110,000 units of its China-made ID family electric models. The German automaker in July reportedly cut the price of its ID.3 hatchback by more than 20% to RMB 125,900 ($17,500).

Context: CAAM expected car sales in China to reach the threshold of 30 million units for the first time in 2023 and that number will be further increased to 31 million in 2024, Caixin reported. NEV sales are set to total 9.4 million units in 2023, up 37% from a year earlier. The growth rate could slow to 22% in 2024, however, as the domestic EV market is maturing.

Xiaomi held its most significant media event of the year in Beijing on Thursday: the debut of its first electric car. With a size comparable to the BMW 5 Series and a shape similar to the Porsche Taycan, the four-door sedan boasts some of the Chinese car market’s highest specifications, as cut-throat competition from maturing rivals rises.

The sleek, gadget-full all-electric sedan is aiming to become a top choice for China’s increasingly tech-savvy consumers, and certainly aroused widespread curiosity judging by the more than 46 million people who logged on for the three-hour-long unveiling on the country’s Twitter-like site Weibo. Yet from journalists and insiders alike, the reaction was mixed. 

From the event, TechNode has selected some of the car’s highlights. 

Main specs

The high-performance SU7 can sprint from 0 to 100 km/h (62 mph) in 2.78 seconds, as it climbs to a top speed of 265 km/h. It is claimed to be the world’s most aerodynamic production car with a drag coefficient (Cd) of 0.195. By comparison, the Taycan Turo can hit 260 km/h and Tesla’s Model S has a Cd of 0.208. It also comes just a month after rival Huawei launched the Luxeed S7 sedan at 0.203Cd. 

Xiaomi said it uses two 9,100-ton mega casting press machines to produce the front and rear underbody pieces, giving the car a torsional stiffness of 51,000 Nm/degree, nearly twice the number of the Ford F-150 Raptor and higher than any other car on the road. The technology, first adopted by Tesla, has since been embraced by Chinese EV makers from Geely-affiliated Zeekr to Huawei-backed Aito.

Vehicle autonomy

Xiaomi’s chief executive Lei Jun presented aspects of the company’s self-driving initiative for public viewing, highlighting that the premium version of the SU7 will incorporate two Nvidia Drive Orin processing chips plus a laser sensor unit on the car’s roof to carry out certain partially autonomous driving functions. Xiaomi also showed a short video of the car drawing into a tight garage space autonomously.

The Chinese tech company has set a goal for its advanced driver assistance software to be available to drivers in 100 major Chinese cities by the end of the next year, according to Lei. Huawei and Xpeng Motors are for now the leaders of this booming market, with established carmakers from BYD to Great Wall Motor trying to catch up.

Smart cabin

The SU7 will be the latest Chinese car model powered by Qualcomm’s smart cockpit computing platform SA8295, after the Zeekr 001 FR and its sibling Jiyue 01, and its infotainment system will turn on in just 1.5 seconds. It is also integrated seamlessly into the Xiaomi ecosystem with the adoption of the company’s self-developed operating system, the HyperOS, which takes only 30 minutes or so to carry out important updates, according to the company. 

CEO Lei said the SU7 would create the same smooth experience that anybody with a Mi Phone is used to, as various apps are pushed from their phones to a 16.1-inch in-car dashboard once they sit in the car. Other devices, from tablets to home appliances, also seamlessly work with the vehicle, an integration trend led by auto and tech majors such as Huawei, Geely, and NIO.

Conclusion

Xiaomi will have to pick an appropriate price tag, given it starts with a somewhat broad, unclear positioning, said You Xi, a seasoned economic and financial writer and co-founder of Chinese online media platform Communication Planet. “It remains challenging for the company to extend its brand into EVs,” You added, citing similar offerings from multiple competitors among his reasons (our translation).

The smartphone giant plans to introduce two variants of the SU7 to “contemporary elites with taste in lifestyle and technology” in China over the next few months, said Lei. Some experts have predicted the premium version of the car, with an estimated driving range of 800 kilometers (497 miles), could cost consumers at least RMB 300,000 ($41,124).

Chinese EV maker NIO on Dec. 23 unveiled a long-wheelbase executive sedan model, the ET9,  with a price range of $112,160. The model boasts its own self-driving chip, marking the first utilization of the five nanometer process technology in China’s auto industry. 

The four-door executive flagship, equipped with proprietary technologies such as a sophisticated yet lightweight chassis system and a superfast-charging battery pack, reflects NIO’s commitment to redefining the upper premium vehicle market, William Li, the company’s founder, chairman, and chief executive, told press at the annual NIO Day event on Dec. 23. Li further referred to the target segment as ”a spiritual home base“ for international luxury carmakers (our translation). 

With a pre-sale starting price of roughly RMB 800,000 ($112,160), NIO’s answer to the Porsche Panamera could serve as a low-volume halo car and is scheduled for delivery in the first quarter of 2025. Larger rivals from BYD to Geely have also launched similarly-priced offerings, indicating their aspirations to upscale and grab a slice of the luxury market.

Here are some of the key specifications of the ET9 presented by NIO at the company’s annual gathering held in the northwestern Chinese city of Xi’an. 

Design highlights: Different from old-money cars that Western brands typically offer, the NIO ET9 features a sleek and contemporary look with high ground clearance, large 23-inch wheels, and cutting-edge gadgets such as laser sensors on the roof and sides for an all-round view of the car’s surroundings. 

• The interior boasts a modern design language. The car features an almost two-meter (six-feet) console that extends through the length of the cabin and is integrated with equipment such as a 10L fridge and folding tables, offering passengers first-class-style seats and comfort.
• The grand tourer measures 5.3 meters in length and 1.6 meters in height with a wheelbase of nearly 3.3 meters, making it longer than the Bentley Flying Spur and almost as tall as a regular off-roader. The back seats can be reclined as much as 45° and come with full-body massage programs. 

Autonomous driving: The ET9 will be powered by NIO’s first self-developed system on chip (SoC), the Shenji NX9031, for partially automated driving. NIO stated it will be the first Chinese automaker to use chips with five-nanometer process technology, providing its vehicles a computing power comparable to the combined total of that created by four industry-leading processors. 

• By comparison, NIO’s existing lineups are equipped with four Nvidia DRIVE Orin chips that handle up to 1,016 TOPS on seven nanometers. The purpose-built chip is a strategic move as it could improve processing efficiency and machine learning algorithm coupling for autonomous driving, Jefferies analysts said on Monday. 
• Li declined to provide further details about the semiconductor. Tesla has reportedly turned to Taiwan’s TSMC to produce its next-generation full self-driving (FSD) computer on 4/5 nm processes. Homegrown rivals Li Auto and Xpeng Motors are also developing their own chips for vehicle intelligence. 

Large cylindrical battery: The ET9 will incorporate NIO’s in-house developed, 46105-type cylindrical lithium-ion battery cells. This implies a size of 46 millimeters in diameter and 105 mm in length with a cylindrical shape, a technology also embraced by Tesla in the hopes of increasing ranges and lowering costs. 

• NIO asserts that its new batteries have a cell-level energy density of 292 watt-hours per kilogram (Wh/kg), and a 120 kWh pack can provide a range of 255 kilometers (159 miles) after five minutes of charging at a 5C rate, facilitated by a 900-volt electrical system. By comparison, CATL’s latest Qilin battery would allow Li Auto’s Mega van to cover 500 km on a 12-minute charge at a 5C rate. 
• NIO did not reveal many further details, except for Li’s comments to investors during a Dec. 5 earnings call stating plans to outsource battery manufacturing for reduced investment and improved margins. The EV maker is reportedly in talks with Great Wall Motor-backed Svolt to set up a joint venture for making batteries in its car manufacturing base of Anhui. 

Smart chassis: NIO also launched an intelligent chassis suspension system which the company claimed would provide a refined driving experience featuring a steer-by-wire system, rear-wheel steering, and adjustable suspension altogether for the first time in a mass-produced consumer car.

•  NIO said the so-called SkyRide Intelligent Chassis System, in combination with hydraulic components, could be raised or lowered by 50 millimeters in one second to help passengers in and out of the car. In April, BYD introduced a similar offering that could automatically adjust to different road conditions and driving styles.
• In a 50-second video clip presented by NIO on Dec. 23, an ET9 prototype offered an apparently smooth ride when driving over multiple speed bumps and showcased a four-tier tower of Champagne glasses on the front body panel which remained in place despite the road surface. The flagship sedan is also highly maneuverable with a turning radius as low as 5.45 meters, a record also achieved by Xpeng with its upcoming X9 van.

Huawei is doubling down on electric vehicles with plans to run as many as 800 showrooms in China next year dedicated to the joint car brands that it has launched with manufacturing partners, aiming to become a more visible player in the world’s biggest auto market. 

Why it matters: The new shops, expected to present a broader portfolio with larger spaces compared to Huawei’s current policy of showcasing vehicles in its regular appliance stores, will allow Huawei to display models and arrange test drives for more potential buyers. They will also be part of a branding overhaul to enhance Huawei’s brand image as a major car tech company. 

• Huawei began selling EVs powered by its technologies and manufactured by partners via its sales network for smartphones in early 2021 under its “Smart Selection” approach, in which Huawei reportedly provides sales channels and has more control over vehicle development.

Details: In what could be the tech giant’s fastest period of growth in its history, Huawei is planning to operate 800 car showrooms next year and increase that number to 1,000 in 2025, people familiar with the matter told Chinese media outlet 36Kr. 

• Those new shops will feature a new brand called the Harmony Intelligent Mobility Alliance (HIMA), a collaborative initiative for carmakers and a rebranding of Smart Selection based on Huawei’s proprietary Harmony operating system. 
• Some of the smaller locations could start from 2,500 square meters, allowing six cars to be displayed in-store while also doubling as a delivery center with another six for-sale vehicles in parking spaces outside, according to a franchise disclosure document obtained by 36Kr. 
• Huawei’s preferred flagship stores require a wider area of 8,000 square meters or more, and the company is renovating some existing retail shops to showcase the new HIMA brand with improved layouts, according to the report. 
• Some existing locations do not showcase the newly launched Luxeed S7 due to limited space, the report said. Huawei currently has three models on sale in partnership with Chongqing-based manufacturer Seres and state-owned carmaker Chery. 
• Huawei did not respond to TechNode’s request for comment. 

Context: Sources added that a retail and distribution network of 800 shops next year will be comparable to that of Huawei’s major rival Li Auto, which operates nearly 400 direct-sales stores and 320 maintenance centers as of November. 

• Huawei is quickly expanding its EV lineup in collaborations with existing partners, which also include Changan and JAC. It is set to launch the M9, a full-size sports utility vehicle, with Seres at a price range of between RMB 500,000 and RMB 600,000 ($69,972-$83,966) on Dec. 26. 
• Aito, an EV brand set up by Huawei and Seres in December 2021, delivered nearly 19,000 vehicles in November on the back of strong order volume for its redesigned M7 crossover. It operated a network of 1,000 retail locations and service centers in 230 Chinese cities as of June. 
• Meanwhile, long-time rival Xiaomi is on track to launch its first EV model, the SU7, and is reportedly preparing showrooms for car sales with the first batch of display models expected to arrive early next year.

Xiaomi said on Tuesday that it had sacked three employees for “spreading rumors” about plans for its electric vehicle business, as the company also said it was planning legal action over photos of its first car model leaked online by two media outlets. For months, multiple reports have circulated on Chinese social media featuring unauthorized confidential information about the smartphone maker’s EV business.

Why it matters: The news comes as Xiaomi, known for its low-cost pricing advantage in the smartphone market, has captured growing attention from Chinese netizens due to speculation of an imminent launch of its inaugural EV model, potentially heightening competition in the already low-margin sector. 

Details: The three employees were found by the company to have spread inaccurate information without permission during conferences hosted by brokerages and investment firms, severely misleading the markets and disrupting operations at Xiaomi’s EV division, the company said in a post on the Chinese Twitter-like platform Weibo. 

• Xiaomi is taking legal action against the trio, who have been dismissed for breaching the company’s code of conduct. 
• In addition, the smartphone maker is taking legal measures against two Chinese media outlets over allegations that their employees leaked images of its upcoming EV and violated their non-disclosure agreements with Xiaomi. 
• The Beijing-headquartered tech giant said it will continue to take action to ascertain liability for the alleged wrongdoings, including leaks and rumor-spreading. 

Context: A research note recently circulated on the Chinese internet and obtained by financial news agency Jiemian published what it said was “key information” regarding Xiaomi’s first EV, naming some of the suppliers for components such as the head-up display. 

• Xiaomi is also rumored to be set to debut the car at a press conference on Dec. 28, an influencer with the handle “Dianwankeji” wrote earlier this month on social e-commerce app Xiaohongshu. The company later said (in Chinese) that it has not decided yet on the event date.
• On Nov. 15, images of Xiaomi’s first consumer car along with key specifications were posted online for public review, as required by China’s Ministry of Industry and Information Technology, TechNode has reported. 
• More information revealed by China’s industry ministry last week showed that the premium version of the SU7 sedan will have a driving range of 800 kilometers, powered by a 101 kilowatt-hour (kWh) battery pack sourced from CATL. 

Chinese EV brand Zeekr on Thursday announced the launch of a fast-charging, affordable, lithium iron phosphate (LFP) battery capable of running 500 kilometers (310 miles) on a 10-minute charge, becoming the latest automaker to seek more self-reliance and better cost control over the critical EV component.

Claiming to be the world’s first LFP battery with an 800-volt electrical system for fast charging, the so-called Gold Brick battery features a faster recharging speed than some of the most advanced offerings from established battery suppliers such as CATL and BYD. CATL’s latest Shenxing battery adds 400 km on a 10-minute charge. 

The decision by Zeekr to make its own EV batteries is one of the clearest examples of the Geely-owned brand’s determination to have greater control over its EVs’ core technologies, Chief Executive Andy An told a press conference in the eastern city of Quzhou on Thursday. 

Here’s what Zeekr’s management said about the battery and its production plan: 

Gold Brick battery: The blade-shaped LFP battery will be first equipped for the entry-level version of the Zeekr 007, the brand’s first battery electric sedan with a pre-sale price of RMB 224,900 ($31,059), offering a driving range of 688 km on a single charge. 

• Zeekr’s new batteries have a cell-level energy density of 250 watt-hours per kilogram (Wh/kg) and reach 128 Wh/kg at a system level. The company said it can fit more battery cells into a given space, which enables more energy density and requires fewer connection components. 
• For comparison, CATL’s other most recent battery, Qilin – which is packed with more expensive nickel and cobalt-based cells – reaches 255 Wh/kg at a system level and can power an EV for 1,000 km. The next-generation Qilin will give 500 km of range after 12 minutes of charge. 
• In what An described as a “very important” strategic partnership (our translation), Zeekr continues to source batteries from CATL. The long-range 007 sedan, offering a driving range of 870 km, will be powered by CATL’s nickel-manganese-cobalt (NMC) batteries.

Quzhou production base: The Quzhou factory, which also produces NMC batteries for other Geely-owned marques such as Smart and Galaxy, will have an annual capacity of 24 gigawatt-hours (GWh) next year. This will allow the automaker to achieve an annual production run rate of 840,000 EVs. 

• An mentioned the likelihood of supplying the battery type and module assembly to other Geely-affiliated brands, especially those that share the SEA vehicle platform Zeekr builds its cars on, as well as rivals’ models. 
• The facility started operations last month after being constructed in 15 months. The company is targeting a yield rate, which measures the number of satisfactory units coming out of all produced items, of 93% in Quzhou, Vice President Xie Shibin told reporters during an interview on Thursday. 
• Zeekr’s parent company Geely, which owns the facility, has deployed a set of solar arrays on the rooftop with a long-term goal of making it a zero-carbon plant, the executives added.

Context: Geely is the latest in a range of Chinese automakers from GAC to Changan that has turned to making its own electric vehicle batteries in order to lower production costs and gain control over its supply chain. An original equipment manufacturer (OEM) could recover its investment and make a profit if it produces more than 15 GWh worth of batteries, McKinsey & Company has estimated.

• The global EV battery market is currently led by CATL, with the Chinese giant accounting for more than a third of the market from January to October, according to figures compiled by industry tracker SNE Research.
• Among automakers, BYD made an early bet on in-house battery making, launching its blade-shaped LFP batteries in 2020 and recording shipment of 87.5 GWh during the first nine months of this year.
• Zeekr has been partnering with CATL, with the latter’s Qilin battery first equipped by the Zeekr 009 luxury van and the completion of a $750 million financing round partly backed by the battery giant early this year.
• The EV brand filed for an initial public offering in New York last December in the hope of raising more than $1 billion at a valuation of more than $10 billion. It has also made a foray into the European market, currently selling EVs in the Netherlands and Sweden.

Volkswagen’s software unit Cariad and Chinese auto tech startup Horizon Robotics expect to recruit 300 employees by the end of this month for a newly established joint venture called Carizon, in an effort to meet growing local demand for advanced driving technology. 

Why it matters: The hiring spree marks the German auto major’s latest effort to develop its own in-vehicle software following an announcement last year of a $2.3 billion investment deal for a 60% stake in the JV in partnership with Horizon. 

Details: The two companies have not officially provided details of the recruitment plan, but Horizon’s co-founder and technology chief Huang Chang, leading a team of more than 100 engineers, has reportedly joined the JV. 

• Su Jing, a former head of Huawei’s autonomous driving team who has been on board at Horizon since earlier this year, will lead the development of advanced driving systems based on Horizon’s next-generation computing solution Journey 6. 
• Beijing-headquartered Carizon was officially set up on Nov. 20 with a registered capital of RMB 6.8 ($940 million), with VW and Horizon taking 60% and 40% stakes in the entity respectively, according to Chinese corporate data site Tianyancha.
• The JV will focus on rolling out automated driving technology powered by Horizon’s Journey series processors and integrated into VW’s upcoming battery EVs in China, according to an announcement dated Dec. 8. 
• VW and Horizon are on track to deliver their first collaborative development effort as early as 2025, Cariad China’s chief executive Chang Qing told Chinese reporters last month. This will allow VW vehicles to function independently on Chinese highways and certain urban streets, a feature popular with Chinese consumers.

Context: VW has made a series of moves to step up the pace of its software development for the Chinese market, including a $700 million deal for a 5% stake in Chinese EV maker Xpeng Motors unveiled in July.

• The German carmaker is also forming a JV with China’s ThunderSoft to improve its infotainment systems and car cockpits, Reuters reported in April, while partnering with smartphone maker Vivo on a similar effort.
• VW sold roughly 2.3 million cars in China for the first nine months of 2023, recording a year-on-year decline of 3%, of which roughly 117,100 units were EVs, up 3.9% from a year ago. It delivered 341,100 EVs in Europe over the same period, an increase of 60.9% from last year.
• Horizon said in April it has shipped more than 3 million computing solutions for over 120 car models from prominent Chinese automakers ranging from BYD to Geely. Self-driving startups such as Pony.ai and Qcraft are developing assisted driving technology based on its processors.
• US chip powerhouse Nvidia is also ramping up its self-driving car efforts in China with plans to expand its workforce locally after recently hiring Wu Xinzhou, a former vice president at Xpeng Motors, TechNode has reported.
• Speaking to Chinese media outlet LatePost in July, Wu said that foreign companies would need to establish research and development teams of “at least several hundred people” locally to be able to compete with Chinese carmakers and self-driving car companies (our translation).

Tesla is preparing for a major expansion of the Gigafactory Shanghai, its core electric vehicle production facility in China, in a move that looks set to enable the US automaker to bring out its long-rumored budget compact hatchback, local media has reported. 

The company is also said to be readying to supply Chinese clients with its large-scale utility batteries known as Megapacks from next year, having begun searching for a head of local sales. The availability of the Megapack in China will step up the pace of Tesla’s entry into the country’s energy storage market.

Why it matters: The news comes after Tesla CEO Elon Musk had dinner with Chinese president Xi Jinping, alongside other American company executives, on the sidelines of the Asia-Pacific Economic Cooperation Summit in San Francisco on Nov. 15. 

• In a statement published on the Chinese Twitter-like platform Weibo the next day, Tesla said it looked forward to joint developments with China in areas such as green energy vehicles, energy storage, and artificial intelligence, citing Xi’s support for Tesla’s operations in the country. 
• The moves are expected to help Tesla almost double its local production capacity and diversify its revenue sources at a time when the EV giant sees slowing sales due to growing competition from domestic players. 

Details: The so-called phase-three expansion could facilitate the production of Tesla’s upcoming car, dubbed the “Model 2” or “Model Q” with a price tag as low as RMB 150,000 ($21,800), people with knowledge of the matter told LatePost on Wednesday. 

• The expansion was put on ice early this year, according to a Jan. 12 report by Bloomberg, after apparent concerns from the Chinese government over data security issues related to Starlink, the satellite internet unit of SpaceX, Elon Musk’s rocket company. 
• Details of the plan remain unclear, but if it proceeds, Tesla is expected to be able to nearly double its manufacturing capacity in China to 2 million EVs a year. Analysts expect volume production of the lower-priced, next-gen Tesla vehicle no earlier than 2025.
• Meanwhile, Tesla in April announced plans to build a new facility in Shanghai – capable of making 10,000 large-scale, energy-storage battery systems, or 40 gigawatt-hours-worth (GWh) of the Megapack – scheduled to commence operations in the second quarter of 2024. 
• Sources told LatePost that the China-manufactured Megapack batteries will be delivered locally and overseas. 

Context: Tesla sold 771,171 China-made EVs in the first 10 months of the year, up 39% from a year ago, of which 308,816 were overseas exports, according to figures compiled by the China Passenger Car Association (CPCA). The annual growth rate saw a drop compared to 50.3% last year. 

• The US firm said in January that it deployed 6.5 GWh of energy storage in 2022, representing year-on-year growth of 64%. It estimated that the world requires a total capacity of 2,310 GWh per year of electric-chemical battery storage systems such as the Megapack in order to achieve a 100% global clean energy transition, according to estimates from the EV maker’s Master Plan 3.

Major Chinese electric vehicle makers from BYD to Xpeng Motors have collectively posted strong delivery figures in November as they attempt to hit their annual targets and as competition shows no signs of subsiding in the world’s biggest auto market. 

Why it matters: Jefferies analysts wrote in a Dec. 1 note that they estimated sales of China’s new energy vehicles (NEVs), mostly all-electrics and plug-in hybrids, to reach 1 million units in November with a solid month-on-month growth rate of 10% from a high base. 

• However, analysts warned of an intensified price war as 2023 comes to a close, as major EV brands including BYD and Li Auto have either cut prices or increased the royalties for customers since late November to boost year-end sales. 

Details: BYD on Dec. 1 revealed monthly sales figures of its premium Fangchengbao and Yangwang marques for the first time following their launches earlier this year, announcing it handed over 626 and 408 units to customers, respectively. Delivery of the RMB 1 million ($150,000) Yangwang U8 and the Bao 5, with a price range of RMB 289,800 to RMB 352,800, began in late September and November separately. Overall, the EV giant outsold its October figures by 70 units in November. 

• Geely’s NEV sales increased 4.7% month-on-month to 65,034 units last month thanks to a wide product portfolio under a multi-brand strategy. Volvo’s parent said it delivered 13,770 units under the Galaxy marque and 13,104 Zeekr-branded battery EVs, while sales of its Lynk & Co 08 extended-range hybrid EV surpassed the 10,000 mark over the month. The numbers of GAC’s Aion and Great Wall Motor rose 0.15% and 0.23% from a month previously, respectively. 
• Huawei-backed Aito posted its best-ever month by delivering 18,827 units, which is nearly 50% higher than its deliveries in October and surpassed the top end of the guidance provided by Huawei’s head of consumer business group a week ago. The number is expected to exceed 23,000 this month and to hit 30,000 in January, as the EV maker said it has secured more than 100,000 non-refundable orders for the revamped M7 crossover over the last two months or so.
• Growth momentum has been sustained for both Li Auto and Xpeng Motors which once again reported record-setting deliveries of 41,030 and 20,041 vehicles last month respectively. Li Auto’s founder Li Xiang said it is aiming for deliveries of 50,000 EVs this month, while Xpeng on Nov. 15 forecasted the fourth quarter delivery of up to 63,500 units. NIO‘s November delivery of 15,959 vehicles is basically flat from the previous month. 

Context: China’s NEV sales were partly boosted by the opening of the annual Auto Guangzhou show on Nov. 17 with dozens of debuts of all-new cars, as major players try to enhance their presence among a crowded field. 

• More than 5.9 million NEVs were sold during the first ten months of this year, representing a year-on-year growth of 34.2% and accounting for 34.1% of total car sales in China, according to figures from the China Passenger Car Association. 
• Miao Wei, former minister of Industry and Information Technology, expects the NEV penetration rate to exceed 50% of all new car sales as early as 2025. That would be 10 years ahead of Beijing’s schedule. Miao made the comment on Nov. 29 during this year’s China Automotive Industry Forum, reported media outlet The Paper.

More Chinese automakers are planning to adopt NIO’s battery swap technology as two giants join the program – Changan and Geely. NIO on Wednesday said it will partner with Geely to develop a common standard for electric vehicle battery packs and create a sprawling network of swap stations for both consumer cars and commercial fleets, just a week after Changan said it had become NIO’s first ally in a similar effort. 

The move could give a further boost to NIO’s long-term plan to split its money-losing recharging infrastructure unit into a standalone business with financing from outside investors, two people with knowledge of the matter told TechNode on Wednesday. Meanwhile, Geely and NIO will explore the possibility of establishing a shared battery swap network in overseas markets, said one of the people, without elaborating further. 

NIO and Geely declined to comment when contacted by TechNode on Thursday, referring instead to the announcement published by the two companies.

Car industry experts foresee the acceleration of the Chinese EV industry’s migration to a more unified standard for battery specifications and swap techniques originated by NIO. Still, the EV maker and its bigger allies could face a bumpy road despite their eagerness for a unified swapping standard until a number of business and technical hurdles are cleared. 

A common standard? 

It is clear that Chinese authorities are behind the move given that Changan is state-owned and given Geely’s position as the poster child for the Chinese privately-owned car industry, said Lei Xing, former chief editor at China Auto Review. Xing expects no real progress to be made within the next 12-18 months given the challenges in achieving a clear consensus for designing new batteries compatible with their recharging networks. 

A market-wide standardization may also not happen without government intervention. It’s one thing to require a certain plug type, and quite another to force standardization of batteries and chassis configuration, said Daniel J. Kollar, head of automotive and supply chain at business development consultancy Intralink Group. 

“This could have major effects on several design aspects and possibly even lead to certain limits on innovation and supplier choice,” Kollar added.

NIO may also find the need for considerable back and forth with its partners in order to get its swap technology closer to becoming the industry standard. It’s going to be NIO dictating its intellectual property to swapping partners, but Geely and Changan may want to have a say as well, said Tu T. Le, founder of business intelligence firm Sino Auto Insights. 

“There’s a lot that needs to be settled still,” Le added, citing Geely running its own swapping system as one reason. Volvo’s parent began operating its first battery swap station for commercial fleets in the southwestern municipality of Chongqing in late 2020, with plans to run 300 more by the end of this year.

A big relief?

Although it is too early to predict where NIO’s power business may end up, it is possible that a new entity jointly invested in by NIO and multiple other carmakers could be in play – something akin to what Huawei recently announced for its vehicle business unit, according to Xing. “This would ease the financial pressure on NIO and make them de facto outside investors of the startup.” 

The partnership would probably shoulder some of the investment burden for NIO with cash injections, although it may not help them sell cars, Le said. The increase in adoption of swapping will likely result in short-term improvements to their bottom line, but the big question is if it will result in more vehicle sales. 

The Shanghai-headquartered EV maker has built up a nationwide network of more than 2,100 swap stations, each reportedly costing more than RMB 3 million ($420,000) on average. That number is expected to surpass 2,300 by year-end. It delivered 126,067 vehicles for the first ten months of this year, in line with the industry’s average growth rate but lagging behind rivals such as Li Auto. 

“It’s hard to see how this is going to change NIO’s fortunes in the long run to a significant degree without added help from their new partners – either via providing a boost to their marketing reach or supporting the development of mid-market solutions,” said Kollar.

Huawei is spinning off its automotive business unit, enabling Changan Automobile and other manufacturing partners to invest, in a move aimed at turning the loss-making car division into a profitable operation amid fierce competition. 

Why it matters: The reorganization is a rare move for Huawei – a company under 100% ownership of founder Ren Zhengfei and its staff since 2003, according to its official website – as the Chinese telecommunication giant puts a date of 2025 on its target of profitability for its as-yet loss-making auto business. 

• Deemed by Citic Securities analysts as “a milestone” for the Chinese auto industry, the move is expected to help Huawei court new industry allies and gain investment to pursue intelligent vehicle technology. Established automakers such as SAIC have reportedly voiced concern about Huawei’s move into electric cars. 
• The equity structure of the new entity may be comparable to that of the United Automotive Electronic Systems, a joint venture formed by German auto supplier Bosch and several Chinese carmakers including SAIC, FAW, and Dongfeng in 1995. This would allow more automakers to benefit from collaboration, and not just Changan, analysts wrote in a Nov. 26 note. 

Details: The new joint venture will focus on areas already covered by Huawei’s Intelligent Automotive Solution (IAS) business unit, including the development of intelligent driving software, digital cockpit systems, and digital platforms, among others, according to a regulatory filing published by Shenzhen-listed Changan dated on Monday. 

• Huawei will take at least a 60% stake in the new entity but will no longer directly compete against the new company in principle. Changan and its relevant parties will acquire no more than a 40% stake in the JV. The two companies plan to discuss the details of the transaction and sign an agreement within six months, the filing said. 
• The establishment of the new entity will have no impact on the ongoing collaboration between Huawei and Chinese car manufacturer Seres, according to a Nov. 26 statement. Seres, which makes Aito-branded EVs for Huawei, added it has been asked to participate in the investment and is in discussions to jointly develop intelligent electric vehicle architecture.
• The entity will prioritize diversified ownership, said the filing. It is anticipated that various parties will engage deeply in the development of the open vehicle platform, said Richard Yu, CEO of Huawei’s consumer business group and chairman of the IAS BU, who compared the platform to “a train engine.” 

Context: Huawei, state-owned Changan and Chinese battery maker CATL announced a partnership to establish EV brand Avatr back in late 2020. The companies have sold roughly 20,000 units of the Avatr 11 battery electric crossover since delivery began last December, launching their second premium model with a starting price of RMB 300,800 ($41,240) earlier this month. 

• Huawei has also been selling EVs since mid-2021 with lesser-known Seres, formerly the Chongqing Sokon Industrial Group, followed by the launch of the first Aito-branded EV last September. Huawei said in early October that it had secured more than 50,000 non-refundable orders for the redesigned version of the M7, Aito’s second model, less than a month after its launch. That number was updated to more than 100,000 as of Monday.
• The Chinese tech giant is also partnering with domestic manufacturers Chery, BAIC, and JAC, showcasing the first model under the new Luxeed marque jointly set up with Jaguar Land Rover’s manufacturing partner Chery on Nov. 9. The Luxeed S7 sedan will be officially launched on Tuesday and the respective new models co-built with BAIC and JAC are set to hit the market in 2024. 
• Huawei reportedly invested $1 billion in its automotive business in 2021 and has since maintained its push into the Chinese intelligent EV market in an effort to diversify its revenue sources and offset the impact on its core businesses from US trade restrictions. The IAS BU recorded revenue of RMB 1 billion during the first half of this year, accounting for around 0.3% of its total revenue. 

READ MORE: Xpeng and Huawei-backed EV maker set new delivery records as demand grows for self-driving tech

A Tesla car owner who protested against the company during the Auto Shanghai show in early 2021 has been forced to apologize for damaging the US car company’s reputation by alleging that Tesla sold defective cars, Chinese media outlets reported on Wednesday. 

Why it matters: The verdict marks the latest victory for Tesla in China after it faced mounting numbers of car owner complaints over various quality issues including unintended acceleration and brake failure in the past two years. 

• Among infamous cases are the woman who climbed onto the top of one of Tesla’s electric vehicles at the Auto Shanghai show in April 2021, and an accident resulting in two deaths and three injuries in southern China last November.

Details: A local court on Nov. 9 ordered a woman surnamed Li from the northwestern city of Xi’an to apologize to Tesla and pay the company RMB 2,000 in damages in addition to bearing the cost of vehicle appraisal totaling RMB 20,000 ($2,800). The public apology should remain on social media platform Weibo for at least 15 days, the court ruled.

• The female owner alleged faulty brakes caused an incident in March 2021 when her China-made Model 3 crashed into a car coming the other way in the capital of Shaanxi province. Tesla has denied the claim. 
• Li took part in a protest at the Tesla booth during that year’s Auto Shanghai show when she wore a white T-shirt with the words “brake failure” above a Tesla logo. Another female car owner surnamed Zhang then clambered atop a Tesla to express her anger. 
• The Chinese court required a third-party appraiser to conduct systematic inspections of the vehicle after Tesla filed a lawsuit against Li for defamation. The result showed no proof that any mechanical failure had contributed to the accident. 
• A company representative confirmed the news to Caixin on Wednesday, saying the automaker was attempting to appeal for higher compensation. It is also suing Zhang for damaging its reputation without taking further steps, as she rejected a third-party investigation of her car. 

Context: Tesla in May launched a recall involving over 1.1 million EVs in China following an investigation by Chinese regulators that showed Tesla owners could hit the accelerator pedal rather than the brake by mistake when its regenerative braking system was switched on by default. Beijing said the recall was intended to reduce the chance of accidents. 

• The US carmaker shipped 771,171 vehicles from its Shanghai gigafactory during the first ten months of this year, of which 462,355 were for domestic sales, a growth of 37.9% from a year earlier, according to figures from the China Passenger Car Association. Retail sales of new energy vehicles in China, mostly battery EVs and plug-in hybrids, increased 34.2% year-on-year to more than 5.9 million units over the same period, the CPCA figures showed. 

GAC Group and Changan Automobile, two of China’s biggest automakers by sales volume, detailed their respective timelines to manufacture solid-state batteries on Nov. 17, entering a global competition to bring the potentially transformative technology to play in electric vehicles (EVs). 

The moves resonate in an industry that has long attempted to commercialize the technology, widely seen as a next-generation energy storage device because of its superior performance and safety compared with the current batch of liquid-state electrolyte lithium-ion batteries. Several international carmakers have bet on solid-state batteries, with leading promoter Toyota reportedly projecting adoption by 2027. 

The news also indicates a growing trend among automakers of developing their own batteries, parts that comprise at least 40% of overall vehicle costs, to establish a self-sufficient supply chain. “Few companies have so far profited from making new energy vehicles [mostly battery EVs and plug-in hybrid EVs in China],” said Changan president Wang Jun during a press conference, citing a goal of achieving “sustainable, high-quality development” (our translation). 

Here’s what the two automakers said on Nov. 17 during the ongoing Auto Guangzhou show in southern China’s Guangdong province.

GAC: The Guangzhou-headquartered automaker is hoping to see an EV in production with its own in-house developed solid-state batteries as early as 2026. For now, the batteries have achieved a cell-level energy density of 400 watt-hours per kilogram (Wh/kg) and have proven effective under extreme conditions, according to an announcement. By comparison, the maximum energy density of CATL’s latest Qilin battery is 255 Wh/kg (per pack level).

• The state-owned manufacturer added that it is working on several other new battery types including cobalt-free and sodium-ion packs, without revealing further details.
• Meanwhile, the Chinese partner of Toyota and Honda expects its first wholly-owned battery plant to start rolling out conventional lithium-ion batteries later this month. The RMB 10.9 billion ($1.5 billion) plant, Guangzhou’s biggest ever, will produce an annual capacity of 36 gigawatt hours (GWh) by 2025, enough for 600,000 EVs. 

Changan: China’s fifth largest automaker’s plans include commercializing its first solid-state batteries by 2027 at a cell-level energy density of up to 500 Wh/kg, while large-scale vehicle application is scheduled for 2030 with the launch of several new battery products, said president Wang.

• As part of an RMB 10 billion investment plan, the Chongqing-based manufacturer will more than double its number of research and development employees from 1,200 to 3,000 by next year. It has also set its sights on making lithium-sulfur and other new battery types next decade.
• Ford’s manufacturing partner also projected its timeline for mass-producing lithium-ion batteries, starting as soon as next year. The product features a design in which battery cells are integrated directly with the vehicle body rather than segmented into several modules. This technology has enabled CATL’s Qilin batteries to promise a driving range of over 1,000 kilometers (621 miles) on a single charge. 

Context: Established automakers worldwide have been rushing to get solid-state batteries commercially ready for their green energy cars, which is intended to give them an upper hand as they navigate increasing competition in the global EV market. 

• In addition to Toyota, Nissan plans to launch a production EV with a solid-state battery pack by 2028 and BMW by 2030. China’s SAIC said in May that it has increased its investment in local battery startup Qingtao as part of its ambitious goal to sell 100,000 EVs with solid-state batteries in 2025.
• CATL in April unveiled a so-called condensed matter battery, a semi-solid state product using a condensed electrolyte, with plans to start mass production for aviation by year-end, Reuters has reported. The battery giant controls more than a third of the global market, according to figures compiled by South Korea’s SNE Research on Nov. 7. 
• The world’s second-biggest battery maker by shipment, BYD initiated its battery efforts two decades ago and accounted for 15.8% of global EV battery sales in the first nine months of 2023. Having benefited from its vertically integrated supply chain, the EV giant recorded a net income of RMB 10.4 billion in the past quarter.
• ​​A solid-state battery uses a solid electrolyte instead of liquid electrolytes, boasting a theoretically higher thermal stability and energy density than existing offerings. However, the batteries still suffer interface instability between electrodes and solid-state electrolytes, among other design issues.

As automakers continue their struggle amid an unrelenting price war in China, both established brands and startups are showcasing their latest products at the Auto Guangzhou 2023 show in a bid to take pole position ahead of what promises to be another year of tight competition. 

Traditionally one of the country’s largest car shows, this year’s Auto Guangzhou offers a glimpse of how intense competition in China has been, and how successful it has been at flushing out weaker foreign marques as domestic rivals fall over one another in a mad rush to crack the market. 

“Joint car manufacturers are faced with unprecedented challenges against the backdrop of the current situation,” said Wen Dali, a deputy general manager of GAC-Toyota, a joint venture between the Japanese automaker and its Chinese partner (our translation). More than 20% of the JV’s new car sales over the next three years in China are set to be new energy vehicles, mostly battery-run electric vehicles (BEVs) and plug-in hybrid EVs (PHEVs), Wen added at a press event on Friday. 

Here’s a quick roundup of some of the highlights from the Guangzhou International Automobile Exhibition, which kicked off on Friday in the capital of China’s Guangdong province. 

BYD – Sea Lion 07

The BYD Ocean family of electric cars on Friday welcomed a new sibling and its latest answer to the Tesla Model Y, the Sea Lion 07, crafted by Wolfgang Josef Egger, BYD’s design chief and a former head designer at Audi Group. 

The mid-size crossover boasts distinctive design elements with its muscular fenders, bold air inlets, and clean character lines on all four corners, while the high shoulder lines and the dual, through-type waistlines give the vehicle a sporty vibe. The features are intended to make the car look unique from miles away, Fan Jihan, a deputy director of BYD said on Friday during the show.

Slightly larger than Tesla’s Model Y at 4.8 meters in length and with a 2,900-millimeter-long wheelbase, the top-end all-electric car is expected to have a driving range of more than 700 kilometers (435 miles), compared with the 688 km claimed by the long-range version of its US rival. Scheduled for official launch later this year, it will be equipped with BYD’s latest advanced driver assistance system (ADAS), according to the company.

Geely – Zeekr 007 

This year’s Auto Guangzhou saw the debut of the long-awaited Zeekr 007, the first electric sedan under the premium marque of auto major Geely. 

The latest model from Stefan Sielaff, formerly a head of design at Bentley, the 4.9-meter-long all-electric vehicle comes with 1,711 high-intensity lamp beads powered by 75 automotive chips. This enables the car’s LED headlights to display a dazzling, customized lighting sequence with animation about 90 inches wide, showcasing some of the most advanced lighting technology by a Chinese carmaker. 

Meanwhile, the Zeekr 007 features an 800-volt battery system, which offers a driving range of up to 870 km on a full charge and can travel another 610 km on 15 minutes’ extra charge. Zeeker claims it to be the quickest accelerating road car of the same class ever made, going from 0 to 100 km/h (62 mph) in 2.84 seconds, while also being one of the earliest models to use Qualcomm’s latest 5-nanometer cockpit chip 8295. 

The company aims to begin delivering the car in January at a lower-than-expected pre-sale starting price of RMB 224,900 ($31,059). 

Xpeng Motors – X9

Xpeng on Friday was on its home court when it unveiled details of its first flagship multi-purpose vehicle (MPV) the X9, which the Guangzhou-headquartered electric vehicle maker expects will stand out from existing offerings with superior comfort and top-notch performance. 

With a competitive pre-sale starting price of RMB 388,000 ($53,544), the seven-seater has a claimed interior space of 7.7 square meters, which makes it 12% bigger than the Toyota Alphard, a worldwide top-seller in the chauffeur-driven luxury people mover category, according to chief executive He Xiaopeng. 

The family van is also said to have the best third-row seats on the market that can be adjusted for recline to a desired angle of nearly 180 degrees and folded down flat to increase cargo capacity. Meanwhile, the luggage compartment offers space for seven suitcases. 

The Xpeng X9 is claimed to be the world’s first MPV equipped with rear-wheel steering as a standard configuration, which reduces the car’s turning diameter to an industry record of 10.8 meters (35.4 feet), making it easy to maneuver. 

Li Auto – Mega

Li Auto has finally made available the details of its long-anticipated MPV, the Mega, with an exterior echoing the bullet-style look of China’s high-speed trains. The seven-seater van boasts the world’s fastest charging speed among electric vehicles of all kinds, capable of traveling up to 500 km on 12 minutes of charge powered by CATL’s next-iteration Qilin batteries. 

It has a drag coefficient (Cd) of 0.215, which the company claimed is the lowest Cd rating for an MPV, while it will consume 15.9 kilowatts (kWh) of electricity for every 100 km of travel, also among the lowest in the industry. 

The company, which has delivered more than 500,000 plug-in hybrid SUVs as of September, confirmed plans to build 300 supercharging stations in China by year-end. Pre-sales of the Mega started on Friday with a price tag of around RMB 600,000 ($82,800) and delivery scheduled for February 2024.

READ MORE: Chinese carmakers showed up big time at Auto Shanghai 2023

Images of what could be Xiaomi’s first electric vehicle model have leaked online ahead of the car’s expected launch next year. The photos from the Chinese Ministry of Industry and Information Technology show a large sedan with styling similar to the Porsche Taycan, adorned with a Xiaomi logo. 

Why it matters: Automakers are required by Chinese regulators to apply for registration before officially selling vehicles in the country, and the government ministry’s post indicates that the debut of the first Xiaomi car is approaching. 

• Xiaomi has begun trial production of its first EV at its facility on the outskirts of Beijing, with the vehicle expected to hit the market as early as February, a person with knowledge of the matter told Chinese media outlet National Business Daily on Wednesday. 
• A Xiaomi representative declined to comment when contacted by TechNode on Thursday, but in late October, chief executive Lei Jun reaffirmed the company’s plan for the car to go on sale in the first half of 2024, according to an Oct. 25 post published on the Twitter-like platform Weibo. 

Details: The Xiaomi SU7 is around five meters long and spans a 3,000-millimeter-long wheelbase, making it bigger than many mid-size sedans such as Tesla’s Model 3. It has a total mass of 2,430 kg and a curb weight of 1,980 kg, based on the registration details revealed by the MIIT on Wednesday. 

• The car features a sleek, athletic low profile with Xiaomi’s logo on the front and its name on the rear hatch, similar to the Porsche Taycan, a likeness brought to light by a Chinese auto influencer. The images also show a couple of wheel options and a choice of yellow brake calipers.
• The SU7 will be able to reach a top speed of 210 kilometers per hour on a relatively affordable, iron-based lithium-ion battery from BYD. The top speed of the premium SU7 Max will be 265 km/h, with the higher-end model equipped with a more expensive, nickel and cobalt-based battery pack from CATL. 
• An electric motor will provide a power output of 275 kW and 220 kW respectively, while the top-end version will integrate laser sensor units on the roof to enable partially autonomous driving capabilities, according to images released by MIIT.
• The five-seater sedan will be manufactured at Xiaomi’s factory in the Beijing Economic and Technological Development Zone, which has an initial annual capacity of 150,000 units, although its production application was filed in the name of a subsidiary of state-owned automaker BAIC.
• This appears to confirm speculation that BAIC, a manufacturing partner of Mercedes-Benz in China, has joined hands with Xiaomi, meaning the smartphone maker is still waiting for final approval to begin manufacture from the Chinese authorities. 

Context: Xiaomi and Huawei are among the Chinese technology giants with the potential to become major players in the EV space with advanced intelligent capabilities and a broad sales network, which remain difficult for many carmakers to replicate, Morgan Stanley analyst Tim Hsiao commented on an earnings call held by Xpeng Motors on Wednesday. 

• Huawei said on Oct. 6 that it had secured over 50,000 non-refundable orders for the revamped M7 sports utility vehicle less than a month after its launch. The number was updated to more than 90,000 as of Wednesday, local media outlet IT Home reported. 
• The telecoms giant started pre-sales of the first electric sedan under the new Luxeed brand with automaker Chery on Nov. 9, followed the next day by the launch of the Avatr 12, a premium crossover co-developed with partners Changan Automobile and CATL. 

READ MORE: Five things to know about Xiaomi’s new electric car company

Huawei on Thursday revealed its first electric sedan under the new Luxeed marque in collaboration with automaker Chery, saying it will compete with Tesla and Mercedes Benz’s premium offerings at a price comparable to the cheapest models of its international rivals.

“After some deliberation, we will make all versions of the Luxeed S7 available for purchase despite making a loss,” Richard Yu, the chief executive of Huawei’s consumer business group, told the media during a press conference in Shenzhen (our translation). This will allow more customers to try Huawei’s smart vehicle technology at an affordable price, said Yu.

The aggressive pricing strategy unveiled at the Luxeed S7’s launch marks the latest push by the Chinese technology giant to crack the world’s biggest and most competitive electric vehicle market. Huawei hopes it will be a new revenue source to offset the negative impact of US restrictions on its smartphone business. 

Here’s what we know about the newly-launched Luxeed S7 sedan:

Pricing: The sedan comes at a minimum price of RMB 258,000 ($35,381), RMB 2,000 lower than Tesla’s entry-level Model 3 in China. Pre-sale started on Thursday and the official launch is scheduled for Nov. 28.

Automated driving: The Huawei-Chery electric sedan is the first model to use the tech giant’s latest proprietary Harmony operating system. Its autonomous valet parking feature enables the car to park itself in lots and then return to a designated spot using a remote-control assisted function.

The premium versions of the Luxeed S7 will include Huawei’s laser sensor units and its Advanced Driving System (ADS) that uses deep learning networks and computer vision algorithms, including one called the General Obstacle Detection network, for navigating its surroundings. 

Huawei has claimed its partially autonomous driving technology will be accessible on major city roads across China by the end of the year, potentially ahead of rivals including Xpeng Motors. 

Main specs: Yu specifically identified Tesla’s Model S as Huawei’s major competitor, claiming that Huawei and Chery’s full-size luxury sedan outperformed its rival’s in terms of range, energy efficiency, and luxury. 

The top-end Luxeed S7 will have a driving range of more than 800 kilometers (497 miles) and be capable of driving another 400 km on 15 minutes of supercharging using Huawei’s facilities. By comparison, the dual-motor Tesla Model S has a 715 km range and can add 347 km in 15 minutes. 

The car also impresses with high energy efficiency, consuming an estimated 12.4 kWh per 100 km, compared with 13.2 kWh and 17.5 kWh achieved by the rear-drive Model 3 and the dual-motor Model S respectively. “This is far ahead of our rivals,” said Yu, using a phrase that has become a Huawei-related buzzword on the Chinese internet. 

The S7 slightly beats out the Model S with a drag coefficient of 0.203. Meanwhile, it offers a 0 to 100 km/h (62mph) acceleration of 3.3 seconds, just under the 3.1 seconds reported by the Model S performance version but faster than the Porsche Taycan 4S, according to Yu. 

Interior: The sleek, aerodynamically favorable sedan boasts of a larger cabin space than its major luxury competitors with an interior length of 1,910 mm. The Mercedes E300L and the Tesla Model S measure 1,898mm and 1,816mm in interior length respectively, according to figures cited by Huawei during the press conference. 

The S7 also comes with a sporty design concept for the inside, featuring a wide dashboard, a 12.3-inch smart screen, as well as an oval-shaped steering wheel, allowing drivers to see the whole display, rather than having to view it through the steering wheel. 

In addition, it has adopted so-called zero gravity seat technology for the front passenger seat. This allows the human body to take on a neutral spinal posture, reducing the amount of stress placed on bones and joints, while the backs of the rear seats are heated, ventilated, and 27/32° adjustable.

READ MORE: Huawei-backed Aito now has 50,000 orders for its redesigned M7 model

Xpeng Motors said on Nov. 3 that it will offer some existing owners of its P5 sedan discounts on new purchases after hundreds of customers accused it of failing to deliver promised advanced driver assistance features, which were supposed to be available across the country. 

Why it matters: The complaints, which went viral on Chinese social media last week, mounted after Xpeng on Oct. 24 unveiled plans to roll out its latest advanced driver assistance system (ADAS), the XNGP, nationwide by next year. The company said it will be applicable to existing models including the G6, G9, and P7i, without mentioning the P5. 

Details: Xpeng said in a statement issued on Nov. 3 that it will offer an RMB 20,000 ($2,747) coupon for people who have subscribed to Xpilot, its previous generation driver-assist software, along with their purchases of the premium version of the P5 sedan. The benefit could be used for a new purchase of one of Xpeng’s most popular models, including the G6, G9, P7i, or its upcoming X9 van. 

• The announcement comes after more than 700 P5 owners recently published an open letter, obtained by National Business Daily, asking the company for an explanation as to why its partially autonomous feature for urban driving has remained unavailable to them in most domestic cities, despite the company’s promises.
• Xpeng further explained that the availability of its previous-generation ADAS feature “relies heavily on” high-definition maps, which has reportedly required automakers to secure approval for using mapping data in their vehicles, partly resulting in slow progress in adoption (our translation). 
• The EV startup released the so-called City Navigation Guided Pilot (NGP) function first to Xpilot users in the city of Guangzhou last September and has since expanded the adoption to five major cities including Beijing, Shanghai, and Shenzhen. 
• “We will strive for more new features and improved user experience, despite many challenges,” Xpeng said in the statement, adding that more functions will be available to P5 owners through over-the-air updates next year, including steering assist and more music streaming apps. 

Context: Xpeng began delivery of the P5 electric sedan back in October 2021, with its premium versions featuring two lidar sensors to facilitate more reliable automated driving functions at a price range of between RMB 199,900 and RMB 223,900 ($27,453-$30,749). It sold 19,618 units of the car over the last 12 months, according to figures from the auto services portal Dongchedi.

• The automaker is shifting to a more affordable approach for autonomous driving, which will reduce its reliance on technologies such as lidar and HD maps as part of a plan to roll out its XNGP system in 50 domestic cities by December. 
• The Xpilot system, formerly Xpeng’s rival to Tesla’s Autopilot system as reported by CNBC, is unavailable for driving scenarios without the support of HD maps, according to a Q&A document published by the company last November.

Chinese electric vehicle makers Xpeng Motors and Aito on Wednesday posted record-breaking figures for monthly deliveries, as the pace of adoption of self-driving technology accelerates among local customers despite slowing growth in China’s electric vehicle segment as a whole. 

Strong orders for Huawei, Xpeng, and DJI’s city NOA (Navigation on ADAS) products mark the start of the commercialization of smart driving, Jefferies analysts wrote in an Oct. 24 note. They added that Chinese automakers are becoming more willing to “test the waters” with chips by Huawei on some of their vehicles.

Why it matters: The latest figures highlight a brutal price war that has been continuing for months in the market, and the struggle automakers are facing in having to choose between lower prices or losing market share. 

• Xpeng in June unveiled the G6, its crossover answer to Tesla’s Model Y, at a price tag 20% lower than its US rival in China. Aito’s all-new M7 sports utility vehicle now costs RMB 40,000 ($5,468) less than the version launched a year ago.

Riding the self-driving boom: Xpeng Motors handed over 20,002 electric cars to customers in October, crossing the 20,000 unit milestone, nearly a threefold increase from a year ago and  31% growth from September. 

• Aito also reported a record delivery number of 12,700 units last month. The Huawei-backed brand does not report its delivery figures consistently, but its Shanghai-listed manufacturer Seres posted sales of 40,389 EVs for the first nine months of the year. 
• The two companies appear to have taken an early lead in an emerging battlefield for partially autonomous technology among consumer carmakers. More than half of the orders of Aito’s redesigned M7 SUV were placed for versions with Huawei’s Advanced Driving System, Chinese media outlet Caixin reported on Oct. 7, citing company insiders. 
• The Max versions of Xpeng’s G6 crossover, which features the company’s XNGP assisted driving technology, accounted for 70% of total orders in the first month after the launch, chief executive He Xiaopeng said in August. Both companies said their vehicles would be able to travel autonomously most of the time in dozens of major Chinese cities by the end of the year. 

EV startups: Li Auto also accomplished a delivery milestone last month, distributing 40,422 vehicles, making its year-to-date deliveries 284,647 units, the highest among the country’s nascent EV startups. The company has upped its goal to 50,000 units for the remaining two months of the year, CEO Li Xiang said on Wednesday on the Chinese Twitter-like platform Weibo.

• NIO’s October delivery of 16,074 units represented a 59.8% growth from this time last year and a slight 2.8% increase month over month. The company has delivered 126,067 vehicles as of October this year, still far from the annual goal of 245,000 units revealed by CEO William Li in March. It is now aiming for monthly delivery of more than 20,000 units in the fourth quarter of 2023. 
• Leapmotor’s delivery of 18,202 EVs last month comes after the Zhejiang-based EV maker recently announced a deal with European major Stellantis for a $1.6 billion war chest and turned its negative gross margin into a positive for the past quarter. Rival Hozon delivered 12,085 units, representing a decrease of 32.9% year-on-year and 8.5% month-on-month. 

Established majors: BYD’s growth momentum continued to some extent in October as the company saw sales surpassing 301,000 vehicles with a mild 5.2% rise from a month earlier. Analysts expect China’s biggest EV maker to achieve its annual goal of selling 3 million cars this year, as the company on Monday launched a wagon version of its popular Song SUV and readied to sell its long-anticipated Bao 5 off-roader.

• Sales for Aion declined 19.6% from a month earlier to 41,503 units, as the GAC subsidiary ramps up production of its new models, company insiders told financial media outlet CLS. Changan-affiliated Deepal delivered 15,513 vehicles in October, a 10.7% decrease from September. 
• Zeekr delivered 13,077 vehicles last month, up 29.2% from a year ago and 8.5% from September. On Aug. 11, the two-year-old premium EV brand, set up by Volvo parent Geely, cut the price of its 001 hatchback by up to RMB 37,000 to RMB 269,000 for a limited period until the end of this year. 
• Voyah saw its deliveries grow 21% on a monthly basis in October after the Dongfeng-backed EV maker launched its redesigned Free SUV in August, with the model arriving 15% cheaper than the previous version and equipped with Baidu’s advanced driver-assist system. 

Context: Retail sales of new energy passenger vehicles, including all-electrics and plug-in hybrids, are expected to reach 750,000 units in October, up 34.6% year-on-year and 0.9% month-on-month, according to estimates from the China Passenger Car Association. The past two months, known as “Golden September, Silver October,” are traditionally peak seasons for auto sales in China.

Chinese automaker Geely on Oct. 27 unveiled its biggest bet ever on intelligent vehicles with the launch of the first Jiyue-branded model, which the company says is capable of driving itself on busy urban streets in partnership with search engine Baidu. 

The automaker stated its vehicle relies heavily on a camera-based approach to capture detailed visual information and then respond appropriately, removing expensive laser sensors from its hardware suite to keep costs down. Tesla is reportedly a rare advocate for using the so-called vision-only approach, while most other brands opt for multiple sensors to mitigate safety concerns of their self-driving technologies. 

“I believe we provide users a better self-driving experience [than existing players] in most major Chinese cities,” Luo Gang, Jiyue’s chief operating officer, told reporters during an interview, adding that the Jiyue 01 outperforms Tesla’s offerings in digital services such as its AI assistant (our translation). Tesla’s full self-driving (FSD) function is currently unavailable in China. 

The Jiyue 01, a battery sports utility vehicle, comes in two versions with a price range between RMB 249,900 and RMB 339,900 ($34,148-$46,446), slightly lower than its pre-sale price and differing based on acceleration, driving range, and number of electric motors, among other specifications. Customers are also encouraged to pay RMB 19,900, a 60% cut from its sticker price, for all the premium functions of its self-driving software. 

Here are some of the news and highlights from the launch event held in Shanghai by Jiyue, formerly known as Jidu before Geely and Baidu set up a new venture in August. 

Self-driving tech: Jiyue said its advanced driver-assistance system, the Robo Drive Max, is already available to drivers in Shanghai, Hangzhou, and Shenzhen, meaning the cars can navigate complex urban streets in the three big cities with autonomous features such as overtaking, lane changing, and on-ramp/off-ramp driving. The firm is targeting nationwide availability for the software by 2024, which would mean it matched rival Xpeng. 

• Chief executive Joe Xia claimed the car could drive itself from point to point without many user interventions by using less costly high-definition maps and training multiple neural networks such as occupancy networks in big data sets, rather than relying on lidar. Rival Xpeng is also removing two radar sensors for its upcoming MPV model but retaining lidar technology for enhanced safety, TechNode has reported.
• The five-seater Jiyue 01 is equipped with 11 cameras and 17 ultrasonic sensors and radars. The company believes it is building public confidence in autonomous car safety, as Baidu has tested its autonomous car fleets without accidents for more than 70 million kilometers (43.5 million miles). Baidu has been handling various corner cases over the past decade, which greatly improves the safety of the system, said Luo. 

Smart cabin: The Jiyue 01 also boasts the most advanced voice recognition software on the market for in-car services, which can respond intelligently in milliseconds without losing its connection, as the company deploys artificial intelligence models and moves data analytics from cloud computers to the vehicle. The system is also set to evolve and become more alert to the needs of its owners, powered by Baidu’s ChatGPT-like chatbot, Ernie Bot. 

• Notably, the automaker is bringing voice activation outside the car, saying it is the world’s first model that allows autonomous valet parking via just a spoken command without the driver sitting in the car, from as far as two kilometers away, according to an announcement. A company employee demonstrated the feature with several reporters joined by TechNode in an indoor parking lot on the sidelines of the event. 
• Xia added that the vehicle’s in-car system is powered by Qualcomm’s most advanced smart cockpit computing platform, the SA8295, which provides a processing power of over 60 trillion operations per second (TOPS), compatible with that of flagship smartphones available on the market. This would allow users to play the hit racing game Asphalt with a 35.6-inch display across the dashboard, as would NIO owners do with their handsets and a smaller screen. 

READ MORE: Baidu’s EV firm Jidu aims to take on Tesla

Xpeng Motors teased how it sees the future of electric vehicles on Tuesday with the debut of its first multi-purpose vehicle model and a new timeline for the expansion of its self-driving software, as it faces an unprecedented offensive from major rivals like Huawei in a hotly competitive battleground.

Chief executive He Xiaopeng also revealed that the company has made significant progress in bringing flying cars closer to reality, while showcasing a working prototype of its humanoid robot, in a move reminiscent of Tesla’s introduction of its Optimus bot last September. 

Here are the key highlights from Xpeng’s annual 1024 Tech Day event. 

First MPV 

Navigating within a sharp and narrow turn at low speed on the stage at Tuesday’s event, Xpeng’s X9 is claimed to be the world’s first multi-purpose vehicle model equipped with rear-wheel steering as a standard configuration. This would allow the seven-seater, three-row van to handle “just like” a regular-sized sports utility vehicle, said He (our translation). 

Xpeng’s next-generation smart cabin system, the XOS, will also be available first to the owners of the X9, which is set to be formally launched at the upcoming Guangzhou Motor Show on Nov. 17. Powered by Qualcomm’s five-nanometer 8295 processor, the in-car software will offer a split screen mode, allowing drivers and passengers to run different applications simultaneously side-by-side for efficient multitasking.

Marking Xpeng’s entry into the Chinese MPV segment, the all-electric X9 will have to compete with an increasing number of similar offerings by established makers including BYD’s Denza brand, Great Wall Motor, and Dongfeng’s Voyah marque. Huawei-backed Aito and Li Auto are also set to launch their first MPVs later this year, targeting China’s growing three-generation families with larger interior car spaces.

Self-driving availability

Xpeng has also begun its switch to a more affordable hardware suite by removing some sensors from its incoming X9 model, betting more on cameras and artificial intelligence for its XNGP advanced driver assistance system, according to He. 

The Chinese automaker has updated its self-driving technology with what it described as some of the most advanced occupancy networks in the industry, comprising a deep neural network that reconstructs barriers and vehicles and predicts occupancy in a three-dimensional space for collision avoidance. 

A similar move has allowed Tesla to remove several ultrasonic sensors from its vehicles while enabling high-definition spatial positioning, longer range visibility, and the ability to differentiate between objects with its Full Self-Driving Beta software, which was announced by the US automaker last October. 

CEO He said Xpeng will deploy its XNGP system for urban traffic roads in 50 cities by December and make the functions available to drivers across China and Europe by 2024. It is competing with Huawei, which has quickly emerged as a rising player in the industry and previously announced a nationwide roll-out of similar features by year-end, while rivals BYD and Li Auto are playing catch-up.

Flying cars and robots

Experimenting with different approaches around flying cars, Xpeng also showcased two prototype aircrafts, or electric vertical takeoff and landing vehicles (eVTOLs). One of them boasts a two-in-one design that can fold up its wings and other components into the vehicle body, although He acknowledged that there are still some safety issues to be addressed. 

The 46-year-old serial entrepreneur sees greater potential for the commercial adoption of the other prototype, which is built on a modular system allowing the separation of the flight and automobile components. This model has a spacious interior with five seats while on the road and is powered by an extended-range hybrid engine, which can also recharge its aircraft component as it drives; up in the sky, the model is capable of carrying two passengers in an all-electric mode.

Xpeng further surprised the audience on Tuesday as its humanoid robotic prototype, the PX5, made its first public appearance. The company showcased the robot’s ability to navigate different terrain and pick up hand-held objects such as pens in a video. He envisions a near future where such AI machines could help look around in its factories or even mingle with customers at showrooms, hopefully by this time next year, he added.

NIO may consider bidding for two manufacturing plants in the eastern Chinese city of Hefei put up for sale by partner Anhui Jianghuai Automobile Group Co (JAC) on Oct. 20, reportedly in an effort to exercise more control over its production process.

Why it matters: Acquiring existing plants is one of the easiest ways for electric vehicle companies to obtain a production license in China, as NIO rival Li Auto did previously. The move could be a big positive for NIO in improving operational efficiency over the long term, a person with knowledge of the matter told the Chinese financial media outlet National Business Daily (NBD) on Oct. 20. 

• In 2020, Xpeng Motors, another competitor to NIO, announced that it had obtained a production license for its fully-owned factory in the southern Chinese city of Zhaoqing. This achievement followed years of collaboration with Haima Automobile, a former partner of Japan’s Mazda, to manufacture EVs, Reuters reported.

Details: State-owned JAC said on Oct. 20 that it plans to look for buyers publicly for part of its assets under its third factory and its Xinqiao plant for a combined value of approximately RMB 4.5 billion ($610 million). 

• This would represent a premium of nearly 6.8% to its book value and include some inventory, equipment, construction, and land use rights that belong to its passenger vehicle subsidiary, according to a regulatory filing (in Chinese).
• The two factories that JAC referred to were in fact the two advanced manufacturing bases established by the automaker for EV production with NIO, according to the person who spoke with NBD and noted the latter’s likely intention to reach a deal.
• A NIO spokesperson neither confirmed nor denied the news when contacted by TechNode on Monday, saying that the company will share more details on relevant matters “when the time is right” and that the decision by its partner has no impact on NIO’s production and operations.

Context: JAC, also a manufacturing partner for Volkswagen in China, completed construction of the so-called first advanced manufacturing base, or the F1 plant, with NIO in the Shushan district of Hefei in late 2017. The facility, which had an initial annual production capacity of 120,000 vehicles, was built after the two companies reached an outsourcing agreement in mid-2016. 

• New York- and Hong Kong-listed NIO and JAC began operating their second facility, or the F2 plant, in the Xinqiao Science and Technology Innovation Demonstration Zone in the city last September. 
• The annual capacity of each of the F1 and the F2 plants can be increased to 300,000 vehicles, and the agreements for manufacturing in the two plants are set to expire in May 2024 and September 2025 respectively, according to NIO’s annual report. 

READ MORE: Visiting the NIO plant in Hefei, China’s rising EV capital

China’s Changan Automobile on Tuesday signed an agreement with Thailand’s Board of Investment in Beijing to build a $241.7 million electric vehicle factory in the country’s coastal Rayong province, the latest development by Chinese automakers to expand their reach in the global car market. 

Changan’s move to Thailand: The announcement was made during the two-day Belt and Road Initiative Summit which ended Wednesday as the Chinese government celebrates the 10th anniversary of its massive global transportation and infrastructure project in an effort to consolidate relations with Asian, African, and Latin American countries.

• The deal is part of an ambitious plan by the state-owned manufacturer, also a Chinese partner of Ford, to sell 1.2 million vehicles annually in overseas markets by 2030, which would represent a fivefold increase from last year’s 250,000 units. 
• The plant will consist of approximately 600 acres of land and is located in the Eastern Economic Corridor Special Zone. It will be able to produce 100,000 units of battery EVs and plug-in hybrids annually once construction is completed next year and allow further expansion to 200,000 units to meet demand.
• The carmaker expects the 8.8 billion Thai Baht ($241.7 million) facility to become a regional production hub from which right-hand drive EVs will be shipped to nearby Southeast Asian countries, as well as Australia, New Zealand, and the UK, among others. 
• Changan in April pledged to invest a total of RMB 4 billion ($550 million) in the facility in the next few years, according to chairman Zhu Huarong, while planning its entry to Europe next year with an annual sales goal of 300,000 units in the region.

Thailand, an emerging battlefield: Thailand, a premier trade ally of China, has been promoting the adoption of green energy vehicles, currently offering each EV with a subsidy of up to 150,000 Baht along with other incentives such as import tax reductions. It is positioning itself as a regional hub for EV manufacturing and has attracted investment from some of China’s biggest automakers. 

• BYD last September revealed plans to establish a 17.9-billion-baht plant in Rayong with the country’s industrial estate developer WHA Group, which will have a maximum output of 150,000 vehicles annually and is scheduled for operation in 2024. 
• SAIC, China’s biggest automaker, in April began constructing a 500 million baht component factory in the Bay of Bangkok, having produced MG-branded cars with local conglomerate CP Groups at a factory in Chon Buri with a capacity of 100,000 units per year since 2014. 
• Chery Automobile, China’s second biggest car exporter, is readying for entry to Thailand with an electric car model in the first half of 2024, while planning to establish a facility in the country, one of its strategic markets other than Malaysia and Indonesia.
• Great Wall Motor opened a factory in the country in mid-2021, which it acquired from General Motors a year earlier, and can churn out up to 80,000 hybrid and electric cars annually. It has targeted a 50% annual growth rate to sell 18,000 cars this year in the country, Nikkei reported.
• Aion, the EV unit of state-owned automaker GAC, began exporting cars to Thailand in August, SCMP reported, after reaching a partnership with local dealership Gold Integrate in June. The company said it would set up its regional headquarters in Thailand this year and look to build a plant in the near term. 
• Hozon in March broke ground at its first overseas plant on the outskirts of Bangkok. Mass production is set to begin next January with an annual capacity of 20,000 units. Hozon’s Neta V was the country’s third best-selling EV model last month, and the startup aims to sell 10,000 units in Thailand this year. 

Chinese electric vehicle maker Leapmotor said on Monday that it swung to a positive gross margin of 1.2% in the third quarter that ended Sept. 30 on the back of strong revenue growth, with the chief executive predicting a record performance for the remainder of the year. 

Why it matters: The quarterly results come as the Zhejiang-based and Hong Kong-listed automaker has continued its solid growth momentum in the highly competitive home market and recently announced an ambitious global strategy that covers major regional markets from Europe to Asia Pacific. 

• In addition, Leapmotor has reportedly been in talks with established automakers Volkswagen and Stellantis on potential collaborations that could include an investment deal, and on Monday expressed a willingness in its earnings report to “share” its technological capabilities with partners.

Details: Leapmotor on Monday posted a positive gross margin of 1.2% in the third quarter for the first time and “ahead of schedule,” compared with the negative margin of 8.9% it posted over the same period of last year and the negative 5.2% it achieved as of June. It initially aimed to achieve a positive margin by the end of this year. 

• The company attributed the growth to the strong deliveries of its pricier C01 sedans and C11 crossovers, which have starting prices of RMB 145,800 and RMB 149,800 ($19,933 and $20,481) respectively, significantly higher than that of its earlier model the T03, which is priced from RMB 49,900.
• Quarterly deliveries for Leapmotor increased by 24.5% year-on-year to 44,325 units over the past three months, a record high for the seven-year-old startup, with those of C01 and C11 accounting for more than 80% of total deliveries. 
• Revenue grew 31.9% year-on-year to nearly RMB 5.7 billion, with loss attributable to shareholders narrowing to RMB 986 million from the RMB 1.34 billion Leapmotor posted a year ago. Its research and development expenses of RMB 474 million during the quarter were up 17.3% year-on-year. 
• “Based on the current order volume, our deliveries in the fourth quarter are expected to record a new high,” CEO Zhu Jiangming said. The company delivered 15,800 units last month, still far behind larger rivals BYD and Tesla but slightly ahead of peers including Hozon, Xpeng, and Zeekr. 

Context: Leapmotor followed the suit of BYD and Li Auto earlier than most Chinese EV startups, betting on both pure EVs and plug-in hybrid EVs (PHEVs) with the launches of the extended-range C11 and C01 earlier this year. 

• PHEVs reported an impressive growth rate of 84.5% for the first nine months of this year in China, compared with battery EVs’ 18.1%, according to figures released by the China Passenger Car Association. 
• Meanwhile, on Aug. 1 the company announced a new round of price cuts of up to RMB 20,000 across its lineups, reversing its previous decision to keep prices stable along with several other EV makers in March.
• On Sept. 4 in Munich, Germany, Leapmotor unveiled the Leap 3.0, its proprietary vehicle architecture, and the C10, a mid-size SUV and the first model built upon it. Zhu said the company plans to launch five models in two years in markets including Europe, Asia Pacific, and the Middle East.

Chinese carmaker Guangzhou Automobile Group (GAC) is strengthening its alliance with ride-hailing platform Didi, investing up to $75 million into the latter’s autonomous driving unit. The move is expected to help GAC enhance its self-driving technological capabilities and sustain its sound growth momentum in the Chinese electric vehicle segment, according to an industry veteran. 

The deal, nearly clinched over three years ago, has recently been revived by the two companies as the impact from Beijing’s extended crackdown on Didi has waned, a person with direct knowledge of the matter told TechNode on Friday. It also comes against the backdrop of Didi’s renewed efforts to solidify its position as China’s biggest ride-hailing service with new incentives, putting smaller rivals under pressure. 

Self-driving push: Autonomous driving has proven to be among the most capital-intensive startup businesses on the current tech landscape, and the extended collaboration with Didi would allow GAC to share its costs and risks of making robocars, said Liu Guanghao, partner at Shanghai-based venture capital firm Befor Capital.

• The first robotaxi jointly developed by GAC and Didi is slated to join Didi’s ride-hailing network for commercial operation in 2025, the companies said earlier this year. GAC’s EV arm, Aion, announced a partnership with Didi back in May 2021 to develop a mass-produced car with Level 4 autonomous capabilities, indicating that the car can pilot itself without a human driver most of the time.
• Didi will also jointly test and operate autonomous vehicles for ride-hailing with OnTime, a mobility platform launched by GAC with partners in 2019, as disclosed by an anonymous source. OnTime, primarily active in the southern Chinese province of Guangdong where its parent company is headquartered, has been testing AVs with Toyota-backed Pony.ai, as well as Nissan-supported WeRide.

EV sales boost: The investment would also help GAC’s core carmaking business achieve sustained growth, especially in the Chinese commercial fleet segment, where its EV brand Aion has established a significant presence over the years, according to Liu. “Carmakers need more sales in order to survive in this highly competitive market,” he said. 

• Aion ranked second in sales among all-electric vehicles for ride-hailing, with approximately 49,000 units sold from January to October 2022, which accounted for 29% of its total sales, according to figures compiled by Shanghai-based consultancy LandRoads (in Chinese). BYD was the top-selling brand in the field, with sales of 35,000 more units during the same period, although this accounted for only 14% of its total volume. 
• GAC told investors last March that shipments of its Aion EVs for ride-hailing services only accounted for 12% of its total sales. The automaker, also a manufacturing partner for Toyota and Honda in China, reported sales of nearly 360,000 Aion EVs from January to September and is hoping to achieve 500,000 units for this year, which could almost double the number it sold in 2022. 

Context: GAC Capital, a wholly-owned subsidiary of the automaker, as well as state-owned Guangzhou Development District Investment Group, will invest the same amount of up to $149 million totally in Didi’s self-driving unit. GAC is set to inject no more than $75 million in the funding round, according to a Friday announcement (in Chinese). 

• OnTime is currently pursuing a public listing on the Hong Kong stock exchange, four years after it was launched by GAC along with a group of investors including Didi and Chinese gaming giant Tencent in mid-2019. It completed roughly 60 million rides last year and has operated in 21 domestic cities in the country’s Greater Bay area as of June. 
• GAC declined to comment when contacted by TechNode on Friday. Didi did not respond to TechNode’s request for comment. 

China’s Didi has recently set new growth targets in the three years to 2025, with new incentives for drivers and riders, in its latest move to recapture lost market share in the country’s ride-hailing sector, LatePost reported Monday. 

Why it matters: The move comes after Didi received a permit in January to resume new user registration and downloads through Chinese app stores for its ride-hailing service, marking an official end to a long-running regulatory crackdown on the company. 

• The development also puts competitors such as Meituan and Alibaba’s Amap under pressure, although industry insiders warn of a bumpy road ahead for Didi in the face of softening market demand due to weakening economic conditions, according to the report. 

Details: Didi recently informed investors that it is aiming for a 45% year-on-year growth in daily orders in 2023 and expects to keep the pace between 10% and 15% over the next two years, individuals familiar with the matter told Chinese media outlet LatePost. 

• This implies that the company is expected to complete more than 29 million rides per day for the full year, rebounding from its lowest point of around 20 million last January, and increasing the number to nearly 40 million by the end of 2025. 
• The annual target for this year is achievable, according to company insiders, with Didi starting from a low base in 2022 when major Chinese cities were repeatedly placed under Covid-19 lockdowns, dealing a blow to the country’s ride-hailing sector.
• The company delivered roughly 28.2 million rides per day on average in the first quarter of 2023, representing a 42% growth from a year ago, and increased its average number of daily rides to 29.4 million in the second quarter, according to its filings. 
• However, Didi’s ambitious objectives for 2024 and 2025 may face significant hurdles amid shrinking demand. By the end of 2022, ride-hailing app users in China totaled 437 million, down around 15.5 million on the total from the year before, according to figures compiled by the China Internet Network Information Center. 
• China’s biggest ride-hailing platform has increased its efforts to subsidize drivers and riders in recent months. A source estimated that the overall amount of subsidies could reach RMB 26.6 billion ($3.6 billion) this year, which would be equivalent to 14.8% of its total revenue at home, surpassing its previous level of 14%. 
• Didi did not respond to TechNode’s request for comment.

Context: Didi has been scaling back its efforts in developing cash-bleeding, emerging new businesses, and refocusing on its core business over the last two years after the Chinese government launched a cybersecurity probe into the company in July 2021. 

• Chengxin Youxuan, Didi’s community group-buy grocery unit, reportedly shut down more than 60% of its service locations shortly after the probe began, only a year after the launch of the service. 
• The company announced the sale of its smart electric vehicle business to Xpeng Motors in August. It had previously launched an all-electric hatchback for ride-hailing with BYD in November 2020.
• Chinese authorities announced a RMB 8.02 billion fine for Didi last July, closing its 18-month crackdown on the mobility giant, which was initiated following its mega public listing in New York in June 2021. 
• Didi had previously set big targets back in 2020. Notably, it had set its sights on overall daily orders surpassing 100 million globally for the next three years, with its four-wheel businesses in China, including ride-hailing and private chauffeurs, intended to account for half of this figure.

READ MORE: Didi app ban ignites race for ride-hailing market share

Aito, a Chinese electric vehicle brand backed by Huawei, has received more than 50,000 non-refundable orders for its redesigned M7 in less than a month. The orders follow the Sept. 12 public launch of the sports utility vehicle, which features Huawei’s Harmony operating system and assisted driving technologies. 

Why it matters: The latest sales figures, as revealed by a senior executive at Huawei, show tentative signs of a bounce-back for Aito from a months-long slump and could be a boost to the confidence of Huawei’s car manufacturing partners. 

• Aito has also been buoyed by Huawei’s comeback in the smartphone market with the recent launch of its Mate 60 Pro series, following the US ban on exports of advanced semiconductor technology to the Chinese technology giant. 

Details: The revamped M7 crossover has racked up more than 50,000 pre-orders with non-refundable deposits of RMB 5,000 ($685) as of Friday, Richard Yu, the chief executive of Huawei’s consumer business group, said in a post on Chinese social media app WeChat. 

• Yu described the growth momentum of the new M7 as “a miracle,” adding that more than 10,000 customers placed their orders over the past two days. He called on sales employees to ramp up delivery to meet the growing demand (our translation). 
• Accumulative orders per store averaged more than 80 following the launch on Sept. 12, according to figures posted Saturday by Sun Shaojun, founder of consumer behavior research agency CarFans. Aito said in June it operated a network of around 1,000 retail locations and service centers in 230 Chinese cities. 
• Sun added that a surge in store traffic for Huawei’s new smartphones has boosted the sales of the Aito-branded EVs, produced by Chinese manufacturer Seres, over the recent National Day holiday season. Huawei began selling EVs with its little-known partner via its retail network in 2021.
• Roughly 40-50% of the M7’s buyers are Huawei smartphone users and were coming to the stores for the Mate 60 handsets, Jefferies analysts wrote in an Oct. 5 note, citing an executive of a Chinese auto dealership. Customers compare the six-seater with Li Auto’s L7, BYD’s Tang, and the Ford Edge, analysts said.

Context: Huawei on Sept. 12 unveiled the redesigned version of the M7 SUV, featuring Huawei’s Harmony operating system at a starting price of RMB 249,800 ($34,299), which is around RMB 70,000 lower than the initial version launched a year earlier.

• The vehicle also comes with Huawei’s latest assisted driving software, ADS 2.0, which will allow it to travel by itself on busy urban streets nationwide as early as December, making it one of the most ambitious players in the Chinese self-driving car space.
• Huawei has offered future owners of the new large-sized plug-in hybrid early access to purchase its Mate 60 smartphones. The Mate 60 Pro flagship handset reportedly incorporates a self-developed 5G processor, a breakthrough for the Chinese tech giant following US sanctions in 2019. 
• Two-year-old Aito has seen sales slump during most of 2023 amid fierce competition from more established rivals such as BYD and Tesla. Seres, which produces Aito-branded EVs, recorded sales of around 33,000 units for the first eight months of this year, representing a 15.6% decline year-on-year. 
• Meanwhile, Huawei has partnered with several other domestic automakers including Changan and BAIC. It is also on track to launch the S7 with carmaker Chery in November, the first sedan under a new marque called Zhijie in Chinese that will compete against Tesla’s Model S.

Chinese premium electric vehicle brand Denza on Tuesday revealed a cheaper version of its advanced driver assistance system (ADAS) in collaboration with US chipmaker Nvidia, as the BYD affiliate ramps up efforts to compete against leading self-driving players such as Xpeng Motors and Huawei. 

Denza is also eyeing overseas expansion, having established its presence in the China market with year-to-date deliveries of nearly 80,000 EVs as of August. The company expects overseas sales to begin as early as next year, including in Australia, Southeast Asia, the Middle East, and Europe. 

Why it matters: The companies said the launch of the affordable assisted driving technology could reduce the barrier to a transition to intelligent mobility. The system facilitates Denza’s vehicles to navigate most highways in China as well as some busy urban streets in major domestic cities. 

• BYD launched the N7 crossover under the Denza marque in July, with the top-end version powered by Nvidia’s ​​DRIVE Orin processor, which offers 254 trillion operations per second (or TOPS). Now all N7 models can be equipped with Nvidia’s DRIVE Orin chips for automated driving, according to a Wednesday statement. 

Details: The new autonomous driving system will enable on-ramp to off-ramp driving, as well as automatic lane changing on Chinese highways, for Denza’s flagship N7 SUV. It has a price tag of RMB 15,000 ($2,053) and is powered by Nvidia’s DRIVE Orin processor, which can handle up to 84 TOPS. The N7 SUVs that feature the technology will have two lidar sensors removed to reduce costs. 

• The companies say that the higher-end version, priced at RMB 23,000, will allow the vehicles to function by themselves on bustling city streets for the daily commute, using a feature named City NOA (Navigate On Autopilot). Denza’s general manager Zhao Changjiang said the company would release its Highway NOA feature to N7 owners starting in December, followed by an over-the-air update of the City NOA early next year. 
• Tong Liu, vice president and general manager of China auto business at Nvidia, said that he was “impressed” by the efforts made by BYD in developing intelligent cars over the course of their three-year collaboration, calling BYD/Denza a “strong advocate” of commercializing self-driving technology (our translation). BYD’s Dynasty and Ocean lineups are also using Nvidia’s semiconductor. 

Context: Several Chinese auto and tech companies have announced ambitious plans for the adoption of assisted driving technologies for urban driving, akin to Tesla’s full self-driving (FSD) function that has yet to be made available in the country. 

• Volkswagen-backed Xpeng Motors in June launched its City Navigation Guided Pilot feature in Beijing and is on track to expand the capability in at least 50 domestic cities by the end of this year, while Great Wall Motor has set a target of covering 100 cities by 2024.
• In the meantime, Li Auto vehicles will be able to navigate on fixed routes for daily commuters in 100 major Chinese cities by year-end, following weeks of training with its collection of datasets. Rivals Nio and Geely’s Zeekr are also planning to roll out similar features later this year. 
• Huawei is by far the most ambitious company in the field in China, with its head of consumer business Richard Yu stating on Sept. 12 that Huawei’s self-driving system would be applicable nationwide for both highway and urban driving with Aito-branded EVs by December, Caixin reported. 
• BYD has made a series of moves in recent months to enhance its research and development capacity, especially for autonomous driving, including organizational restructuring and talent hiring. More than 80% of the 30,000 fresh graduates recruited by the company this year were research personnel. 

READ MORE: Baidu and Huawei take on global giants with new in-car software offerings at Auto Shanghai 2023

Nio took a giant leap into the smartphone arena on Thursday with the much-anticipated launch of its Nio Phone, the first handset designed by a Chinese automaker. The new device is hitting the market at a price comparable to the latest flagship offerings by Apple and Huawei. 

Having developed its own phone from the ground up, the electric vehicle maker expects to create an ecosystem across vehicles, devices, and services, which will provide a seamless experience for Nio users. The handset offers the purest form of the Android experience without any pre-installed apps or banner ads, chief executive William Li said during a press event in Shanghai on Thursday.  

Some of the standout features Nio highlights are a master remote control for vehicles with options to control everything from windows to seats, as well as seamless streaming of videos, music, and meetings from smartphone to car infotainment screen. Here’s what impressed us most about Nio’s first Android phone. 

Ultra wideband technology

Nio said the phone offers remote control for in-car devices which differs from most competitors by using Ultra Wideband (UWB) technology, an emerging wireless communication protocol that enables precise, speedy, and secure location tracking.

During a hands-on session where TechNode was present, a Nio ES8 SUV “greeted” the phone by turning its lights on when a Nio employee approached and automatically unlocked shortly before he reached for the door handle without taking out his phone. The smartphone also serves as a central hub to remotely operate the car’s air conditioning among other options at the touch of a single button. 

The short-range, high-bandwidth digital radio technology allows fast data transmission with increased security compared with other wireless standards such as NFC and Bluetooth, which are often absent from existing phone models produced by domestic makers such as Huawei and Xiaomi, according to Nio staff. The first initiative of this kind was announced by Geely-backed rival Meizu a month earlier. 

Several global automakers are also investing in the technology in collaboration with Apple. The US smartphone maker has reportedly been allowing BMW’s iX owners to unlock their cars using select iPhones or wearables since 2021, although most carmakers are currently unable to leverage the technology with Apple’s devices, Nio CEO William Li previously told Chinese reporters.

In-car connectivity

TechNode reporters also played the hit racing game title Asphalt on the in-car display with a Microsoft Xbox wireless controller. It offered a smooth experience which did not freeze or crash, as it runs in the smartphone’s background enabled with 5G services and a Qualcomm semiconductor. 

Nio’s in-car experience also allows users to stream videos on Bilibili, follow turn-by-turn navigation on Amap, or transition to live meetings on Dingtalk from their phones through the car’s infotainment screen. Huawei earlier announced a similar Super Terminal feature, while Geely claimed such capabilities with the recent launch of its new Meizu flagship series and operating system, Flyeme Auto.

It is worth pointing out that the feature is different from screen mirroring, as it actually creates a “doppelganger” of the Nio Phone on the in-car dashboard so that users can use the smartphone and the in-car system simultaneously yet separately. 

With its first self-branded device, Nio is one of the few Chinese automakers capable of integrating users’ smartphones with their car’s infotainment system at the operating system level. Such integration for Aito and Geely was enabled by their respective smartphone partners Huawei and Meizu. 

Specifications and prices

The Nio Phone is powered by a Qualcomm high-end Snapdragon 8 Gen 2 processor, the same as existing flagship offerings such as Xiaomi’s Mi 13, Oppo’s Reno 11 Pro, and the Meizu 20. It also comes with a 6.81-inch 2K+E6 Samsung screen, providing a resolution of 3,200 x 1,440 pixels, a 120Hz refresh rate, and a peak brightness of 1,800nits.

The device features a triple-camera system that includes three 50MP cameras and has a large battery of 5,200mAh, supporting 50 W wireless charging and 10 W reverse charging. An entry-level version weighs 212 grams and measures 165.19 x 75.54 x 8.9mm. 

The Nio Phone’s three versions come in seven colors, and are priced between RMB 6,499 and RMB 7,499 ($890-$1,027). Shipment is scheduled for Sept. 28. For comparison, Huawei’s latest Mate 60 Pro flagship phone costs from RMB 6,499, while Apple on Sept. 15 began selling its iPhone 15 series with a starting price of RMB 5,999 in China. 

Chinese electric vehicle battery maker Gotion High-Tech announced on Sept. 16 that it has begun production at its first European plant in Gottingen, Germany, and expects to begin supplying local markets next month. The move represents a major overseas market milestone for the firm, which counts Volkswagen as its largest shareholder with a 24.77% stake.

Why it matters: The move has made Gotion the second Chinese battery supplier after CATL to set up an overseas production base in Europe, which could help strengthen the development of a local battery supply chain on the continent.

• European legislators recently passed new rules that would require businesses to label the carbon footprints of their batteries and use a minimum amount of recycled raw materials eight years after the law comes into effect, Reuters reported. 

Details: Gotion has operationalized its first production line at the Gottingen factory and received a large number of orders from local clients, with plans to begin supplying local markets in October, Peter Willemsen, chief operating officer of Gotion Global said in a statement. The Chinese enterprise took over the plant from German auto supplier Bosch in 2021. 

• Gotion will mass produce battery packs for both commercial and passenger vehicles, as well as those for energy storage in the new facility, which will have an annual capacity of 5 gigawatt hours (GWh) by mid-2024. It aims for a total capacity for batteries equivalent to 20 GWh when construction is completed, which is anticipated by 2025. 
• The Chinese battery maker also announced battery development and supply partnerships with European enterprises including German chemical giant BASF and Swiss engineering company ABB on Sept. 16. The plant will serve as a regional research and development center and a logistics hub at a projected annual output value of €2 billion once it comes into full operation. 

Context: The world’s ninth largest battery maker by shipments, Gotion is already facilitating the establishment of a battery plant scheduled for operation in 2025 with Volkswagen in Salzgitter, a city close to Wolfsburg where its major shareholder is headquartered.

• Gotion also plans to build a $6.3 billion factory in Morocco and is considering setting up a joint facility for making battery cells at an annual capacity of 40 GWh with Slovakian battery startup InoBat in the eastern European country. Construction of two US factories in Illinois and Michigan is also in the pipeline. 
• Rival CATL initiated efforts to build its first European plant in Thuringia, Germany in 2018 and kicked off production last December. Another battery giant, BYD, is mulling local production of EV batteries in Hungary, while Great Wall Motor-backed SVolt recently announced ambitious European expansion plans. 

China’s Great Wall Motor (GWM) will bring its next-generation in-car operating system to market next year, and stick to the ambitious goal of rolling out its semi-autonomous driving function nationwide by the end of 2024, according to a press event held on Tuesday. 

The company is undertaking a targeted push to create a scalable and unified software platform for future vehicle models across multiple different brands, a concept that has become mainstream in the years since Tesla entered the market. A significant increase in the number of software updates, aimed at improving the driving experience, is expected from next year, vice president Nicole Wu told TechNode at the event, held in the northern city of Baoding, where the company is headquartered. 

China’s third biggest private automaker by sales volume, GWM had a relatively early start in autonomous driving and in-car technologies. It began testing self-driving cars with the creation of a dedicated division called Haomo.ai in 2019 and became the second Chinese automaker after Xpeng Motors to build a supercomputing center, this January. Now, the company has set up a new artificial intelligence research lab to bring generative AI tools into play in future car models. 

Here are some of the highlights of TechNode’s interview with GWM executives, including vice president Nicole Wu, senior director Jiang Haipeng, director She Shidong, and Yang Jifeng, head of the AI lab. 

Major digital cockpit progress

GWM will roll out an app store and implement it across all brands, as part of its upcoming in-car operating system, Coffee OS 3.0, scheduled for release in the first half of 2024. The store will give users access to common third-party services and infotainment apps fine-tuned for car-friendly usage, as more customers expect a smartphone-like experience in the car. 

By working with smartphone makers such as Huawei and Xiaomi, the new system will allow drivers to use a handset while operating their vehicle. She Shidong added that owners will be able to play video games and watch movies in their cars by connecting gaming consoles, augmented-reality glasses or other devices, with the car dashboard using wireless or bluetooth connections.

By making constant updates of driving and infotainment features possible, the Coffee OS 3.0 is intended to take the in-car experience to a new level. Wu envisions each new GWM model getting a major software update every two to three months. Tesla and Nio released 2.8 and 1.3 software updates per month on average respectively in China during the first half of 2022, according to figures from domestic consultancy Ways. 

Ambitious self-driving goal

GWM has maintained its goal of launching Navigate on HPilot (NOH), a function similar to Tesla’s full self-driving (FSD) technology, to drivers in 100 cities around China by 2024. The software will first be available to owners of its Blue Mountain flagship SUVs in Beijing and Shanghai by next March, according to Jiang. 

This will enable vehicles to change lanes, overtake, and make turns automatically on Chinese city streets without high-precision maps. Jiang added that a set of common middleware plays an important part in creating a platform for assisted driving software that is updateable and scalable at a reasonable cost. 

Chinese auto and tech companies have been competing for a leading position in this space at a time when Tesla’s FSD function has yet to become available in the country. Xpeng’s XNGP advanced driver assistance system is set to be available in 50 major cities by the end of this year, while Li Auto’s EVs will be capable of traveling on fixed routes by themselves after training for weeks in 100 cities. 

Bring generative AI to vehicles

GWM is also looking to greatly expand its in-car system capabilities through the integration of emerging technologies such as generative AI tools. Its first aim is to use AI to anticipate user preferences and create high-quality infotainment content in some new car models in the fourth quarter of this year.

The company’s newly established AI Lab has been exploring the use of large language models in GWM vehicles. Yang expects significant improvement with the upcoming Coffee OS 3.0, especially in voice recognition and natural language understanding, expecting that the latest operating system will be able to give detailed, relevant responses to users’ queries using AI.

Rival players are all developing ChatGPT-like virtual assistants for use in future car models. Geely is scheduled to launch its RMB 128,000 ($17,600) Galaxy L6 SUV on Saturday with a proprietary AI model that can read children’s picture books. Both GWM and Geely-affiliated Ecarx earlier partnered with Baidu to develop AI assistants based on the latter’s GPT-style large language models.

Lynk & Co, a brand jointly owned by China’s Geely and Volvo Car, launched the 08, its long-anticipated plug-in hybrid crossover on Sept. 8. The automaker says the car has a starting price of RMB 208,800 ($28,815) and is powered by an in-house designed seven-nanometer (nm) chip, claimed by the company to be China’s first.

The compact sports utility vehicle is the first model under Lynk & Co which is exclusively plug-in hybrid. This marks a significant shift for Geely and Volvo as they make a determined move away from the internal combustion engine.

Having grappled with slowing growth in an increasingly competitive market, Lynk & Co expects the mid-sized 08 to be a high-volume model in the mainstream luxury SUV segment, competing against rival offerings including BYD’s Tang, Li Auto’s L7, and the Aito M5.

Why it matters: The Lynk & Co 08 is equipped with two SE1000 automotive chips, which is the first high-performance seven-nanometer semiconductor for cars designed by a Chinese company. The car can perform over 16 trillion operations per second (TOPS), Geely said in a statement. This is twice the number of Qualcomm’s Snapdragon SA8155P, the US tech giant’s flagship automotive cockpit platform. 

• It is also the first model to use Flyme Auto, an operating system jointly developed by Chinese smartphone maker Meizu and Ecarx, an auto tech startup backed by Geely’s chairman Eric Li. This offers an infotainment system that seamlessly connects users’ smartphone apps to the vehicle’s navigation screen.

Details: The Lynk & Co 08 uses a 1.5-liter four-cylinder engine along with a large 39.8-kilowatt-hour battery pack, providing a maximum driving range of 205 kilometers (127 miles) in all-electric mode and 1,400 km on a full tank plus full charge. Delivery is scheduled the begin later this month. 

• It uses little energy on short trips and ensures cost-competitive travel for daily commutes. By comparison, BYD’s Tang hybrid seven-seater and the Li Auto L7 extended-range hybrid run for up to 189 and 170 km, respectively. 
• The SUV boasts fuel consumption of 5.5 liters per 100 km, comparable to the 5.3L/100km of the BYD Tang DM-i, one of China’s best-selling hybrid models, and surpassing the Li Auto L7’s 7.6L/100 km. It can accelerate from 0 to 100 km/h (62 mph) in 4.6 seconds.
• The five-seater compact offers passengers a relatively large interior space measuring 4.8 meters in length and spanning a 2,915-millimeter-long wheelbase, close to the bigger but more expensive Nio ES6 and Li Auto L7, which are priced from RMB 338,000 and RMB 319,800, respectively.
• Priced between RMB 208,800 and RMB 288,000, the SUV is packed with advanced technology and luxurious design features, such as a 92-inch, augmented reality-based display, the largest of its kind in the industry, as well as a Harman Kardon audio system and frameless doors. 

Context: Lynk & Co reported a modest 6% year-on-year growth in sales for the first half of this year, while its peer Zeekr, a premium electric vehicle brand launched by Geely in early 2021, posted a remarkable 124% annual growth over the same period. Seven-year-old Lynk & Co, which formerly focused on China’s gas-powered vehicle segment, sold 180,127 vehicles last year, representing an 18.3% decline from a year ago.

• Ecarx announced the incorporation of the Flyme Auto into the Lynk & Co 08 SUV in March, followed by the public debut at this year’s Auto Shanghai show a month later. 
• Ecarx was founded by Geely chairman Eric Li and close associate Shen Ziyu in 2016, and set up a joint venture, SiEngine, to develop auto chips with Arm China two years later, Reuters has reported.
• Geely entered the smartphone industry with the establishment of a venture called Xingji Shidai in 2021, and renamed it Xingji Meizu after it acquired smartphone maker Meizu in mid-2022. 

BYD’s most credible competitor to the Tesla Model 3 would have a 25% cost advantage over models produced by European automakers even if it were manufactured locally in the continent, UBS said on Tuesday, taking costs resulting from protectionism into account.

Why it matters: The findings demonstrate the growing competitiveness of Chinese automakers led by BYD in making centralized, unified, and up-to-date car systems with highly integrated components and self-run supply chains, UBS analyst Paul Gong told reporters in Shanghai on Tuesday. 

• This could help Chinese brands maintain their cost competitiveness even as they transition from exporting to local production in some of the world’s most developed markets. Gong made the comment after the investment bank completed a tear-down analysis of the BYD Seal, calling it “a good balance” between technological advancement and cost optimization.  

Details: New research from UBS’s evidence lab that took apart the Seal electric car, BYD’s closest peer to the Tesla Model 3, reveals that the medium-sized sedan is 15% more cost-efficient than locally made offerings by the US automaker at its Shanghai facility. 

• This percentage would be extended to 35% when compared to Volkswagen’s similar offerings manufactured in Europe. This means it would cost BYD $10,500 less to produce each Seal in China than a Volkswagen ID.3 in Europe, UBS analysts wrote in a Sept. 1 note. 
• For Chinese-branded EVs, exporting from China to Europe is cheaper than manufacturing locally. Even so, Chinese EV makers would still maintain a 25% cost advantage over rivals if they produced in Europe, Gong added. 
• UBS attributed the gap primarily to BYD’s technological and engineering integration of vehicle components. Additionally, the investment bank noted that 75% of the auto parts, ranging from batteries to power semiconductors, were made in-house. 
• BYD could strike a balance between performance and cost by offering a relatively simple assisted driving system at a cost of less than RMB 3,000 ($411), significantly lower than the industry standard of around RMB 20,000. 
• The teardown, aimed at uncovering the secrets of BYD’s success, reinforced UBS’s confidence in the rise of Chinese EVs. The investment bank expects Chinese automakers to double their global market share to 33% by 2030 and increase their European market share to 20% from last year’s 3% over the same period. 

Context: BYD began deliveries of the Seal battery sedan, its closest competitor to Tesla’s Model 3, at a starting price of RMB 209,800 last July, followed by the launch of a cheaper version from RMB 189,800 in May.

• The Warren Buffett-backed EV major said on Monday that it has sold more than 100,000 units of the all-electric vehicle in a year. The vehicles are mainly produced in the eastern city of Changzhou. 
• On Tuesday, at this year’s IAA Mobility show in Munich, the company announced that it plans to sell the Seal to European customers at a starting price of €44,900 ($48,184) in the first half of 2024.

Chinese EV maker Zeekr made a splash on Sept. 1 when it launched its first high-performance, track-focused vehicle – one which it hopes will establish new benchmarks in the field and compete with established brands such as Porsche and Tesla.

The 001 FR, which Zeekr is calling the world’s best-performance electric vehicle, uses four silicon-carbine motors for sophisticated torque vectoring, producing a powerful 1,265 brake horsepower, compared with 887 hp of the Porsche 918 Spyder.

The high-performance brake, completely redesigned from the original 001, can, the company claims, accelerate from 0-100 km/h (0-62 mph) in 2.07 seconds, faster than the 2.1-second acceleration to 60 mph of the Tesla Model S Plaid. The new model promises to be an everyday supercar, with a rapid battery charge from 10% to 80% in 15 minutes.

The debut comes at a time when Chinese manufacturers are rushing to launch premium offerings with eye-catching performance specs in a quest to upscale and compete in the global luxury EV segment. 

Zeekr has not released pricing details for the 001 FR, but has said the car will be made available in limited supply of up to 99 units a month from October. This will bring it into competition with another high-end rival, as BYD begins deliveries of its RMB 1 million ($150,000) electric SUV later this month. 

“Global luxury brands have ruled the performance car segment throughout the era of internal combustion engines … but Chinese electric vehicles are now capable of competing head-to-head against European top-tier supercars,” Andy An, chairman of Geely Auto Group and CEO of Zeekr told reporters in an interview after the launch. 

TechNode also spoke to Chen Qi, vice president of Zeekr and a former Huawei executive, about the company’s approach to autonomous driving as it looks to expand overseas. Geely’s premium EV subsidiary is establishing its footprint in Europe as part of its goal to deliver 140,000 units this year while looking to sell shares publicly in the US. 

Below are highlights from a group interview after the launch, which have been translated, condensed, and edited for clarity:

On limited production of the 001 FR 

An: The Zeekr 001 FR comes with a comprehensive list of high-performance equipment among which are extremely rare parts mostly needed and reserved for professional race cars. 

For example, more than 70% of Brembo’s carbon-ceramic brake systems are provided to today’s top-tier race cars, with less than 20,000 units available for road cars annually. We are individually crafting the 001 FR to ensure the highest standards of quality are attained, which together with other factors restricts the sports car’s output capacity to less than 100 units a month. 

Our customers have reacted remarkably well: the first 99 units of the 001 FR were sold out in 15 seconds after reservations opened [on Sept. 1] and the number exceeded our annual production capacity 20 minutes after that. I think this is because the 001 FR represents the state of the art as a sports wagon, which could improve sales and help establish Zeekr’s image as a technology-driven company. 

On Zeekr’s self-driving roadmap 

Chen: Zeekr has pursued a dual strategy of initiating in-house development as well as outsourcing to catch up with rivals in self-driving technologies. We are pushing forward a new program to bring autonomous driving for urban scenarios with future models using Nvidia’s semiconductor chips.

Meanwhile, it requires a relatively long period of testing and validation for existing Zeekr models to navigate Chinese urban roads with Mobileye’s advanced driver-assist technology. Mobileye has been an early mover in creating its digital maps to enable self-driving cars and we will use its assisted driving systems mainly in the European market. 

Automakers are deploying assisted driving technology on a city-by-city basis because more effort is needed to enhance the neural network’s generalization ability in various practical driving scenarios. [Editor’s note: Transformer is a new deep neural network architecture first mentioned in a 2017 Google paper and later used by Tesla to convert location data gathered by cameras into three-dimensional space for motion planning and control. Many assisted driving software have since been written using the transformer algorithm.]

We are accelerating efforts to roll out driver assistance software, first applicable on major Chinese highways, and we will then let our cars navigate complex urban streets automatically. 

On Zeekr’s US listing plan  

An: Zeekr will venture into the capital markets. But it is not the top priority for our management at the moment. There is no update on Zeekr’s listing plan following approval from the Chinese regulator. We will keep an eye on investor sentiment before taking a chance to go public. 

Zeekr has set an annual delivery target of 650,000 units by 2025 as one of the top three luxury EV makers worldwide since its inception and remains confident under pressure. We’ve made significant progress in a comprehensive way, including building a substantial cost advantage over competitors other than Tesla, and will reach the goal with the launch of a new model later this year, followed by two all-new ones in 2024 and 2025. 

On global expansion 

An: Zeekr started exports to Europe with 500 Zeekr 001 cars last month and will begin vehicle delivery first in Sweden and the Netherlands as early as September and in several other European countries next year. We are also preparing to enter regional markets including Southeast Asia, the Middle East, and Latin America, but will keep our focus on Europe at the moment. 

We expect to see a significant contribution to sales from overseas markets in the future. Chinese electric vehicles are gaining momentum in the global auto industry and we will make use of this to go upscale and expand globally.

READ MORE: Experts bullish on Chinese automakers’ global push as SAIC seeks EU foothold

Tesla has released the long-anticipated, redesigned Model 3 with a sharper appearance and a range of new features in China, although at RMB 259,900 ($35,809), its starting price is higher than expected, according to a poll published on Friday on the Chinese Twitter-like social media platform Weibo.

Why it matters: The US automaker’s pricing strategy for the revamped sedan had attracted enormous attention from Chinese customers prior to its announcement, due to the car’s significant success in the electric vehicle market and Tesla’s recent policy of price cuts in the country.

• Although the launch price is not as low as some were expecting, the revamped Model 3’s arrival has still caused some rival EV makers to announce new deals for Chinese drivers. Xpeng Motors reacted immediately on Friday by offering zero-interest financing for up to 24 months or a price reduction of RMB 10,000 to buyers of its P7i. New owners of the electric sedan, priced from RMB 249,900, will be given a RMB 6,000 Dynaudio audio system for free by the end of this month. 

Details: In a poll conducted on social media site Weibo on Friday, more than 15,000 out of roughly 21,000 respondents said that they would not consider buying the newly-designed Model 3 due to “insufficient budget or an overly expensive price tag” (our translation). 

• Roughly 3,400 participants expressed their intention to purchase the new Tesla as of writing, attracted by a “competitive price or new features.” The poll was released on Friday morning by Chinese internet portal Sina, the parent company of Weibo. 
• The new Model 3 would “have no equal” if it were priced at around RMB 200,000, yet some domestic brands are more attractive at the RMB 260,000 price range, a Weibo user with the handle Kejigangzi in Chinese Pinyin commented in one highly-upvoted response. 
• In an announcement posted by Tesla on its official Weibo account, some internet users spoke critically of the car’s pricing not meeting their expectations, stating that they would be waiting for the price to go down. 
• The EV giant on Friday launched the reworked mainstream premium sedan in rear-wheel drive and all-wheel drive versions, priced from RMB 259,900 and RMB 285,900, respectively, compared with its previous base-version Model 3 at a price tag of RMB 231,900. 
• The revamp comes after Model 3’s initial launch back in 2016, and sees an improvement in driving range from 556 to 567 kilometers (352 miles) for the baseline version. The all-wheel drive version has a driving range of 680 km, reportedly powered by a new Lithium Iron Phosphate (LFP) battery sourced from CATL. 
• The all-new Model 3 gets a 15.4-inch infotainment screen, slightly larger than the 15 inch one seen in the previous version, in addition to an eight inch display for rear passengers. It also introduces new features and equipment such as ambient interior lights and ventilated seats. 
• However, the updated Model 3 removes a physical shifter, replacing it with an automatic system that may ask users to activate gear shifting on the touchscreen, a feature unfamiliar to Chinese EV owners, an analyst who asked not to be named told TechNode. 

Context: Tesla initially began selling locally-made Model 3s in China at a starting price of RMB 355,800 in late 2019. The company shipped 412,805 units of the vehicle from its Shanghai facility during 2020-2022, making it the best-selling premium electric sedan in the world’s biggest EV market, according to figures from the China Passenger Car Association. 

• Tesla sparked an EV price war in China at the beginning of 2023 when it slashed prices across its range. The carmaker announced significant price cuts for the Model 3 and Model Y lineup in China on Jan. 6, with the Model 3’s starting price dropping RMB 36,000 ($5,314) to RMB 229,900, and the Model Y dropping RMB 29,000 to start at RMB 259,900.

READ MORE:  China EV price war: Xpeng, Huawei-backed Aito join Tesla in cutting prices

Xpeng Motors chief executive He Xiaopeng said on Monday that he anticipates annual sales for an upcoming model, co-developed with Didi Chuxing under a new brand, to reach 100,000 units, in an unexpected partnership between the electric vehicle maker and the ride-hailing platform.

Why it matters: The move marks Xpeng Motors’ latest effort to expand its product lineup and extend its brand reach into the fleet market. The alliance is expected to help Xpeng significantly reduce costs and generate economies of scale in the production of highly autonomous cars, said He.

• While the deal will help Xpeng accelerate its EV manufacturing growth and facilitate the development of self-driving technologies with more driving data, it can help Didi monetize its smart auto segment and attract drivers with vehicles suitable for ride-hailing, Bernstein analysts wrote on a Monday note.
•  Nonetheless, doubts were voiced over Xpeng’s ambitious sales goal, citing limited market size and fierce competition. “BYD was the only OEM (Original Equipment Manufacturer) to deliver more than 100,000 units, and the remaining top players all have their own ride-hailing affiliates,” wrote Bernstein analysts.

Details: Speaking to Chinese reporters during a media briefing, CEO He expressed confidence in the forthcoming A-class sedan, scheduled for production next year. He believes the model will enhance Xpeng’s performance, but does not specify a timeframe for his annual sales volume goal. The company delivered 41,435 EVs for the first half of this year with six namesake-branded models on sale.

• The EV startup is currently developing the model with assistance from Didi under a project codenamed Mona. He believes that this could become “a hit product” featuring Xpeng’s self-driving technology at an expected price tag of around RMB 150,000 ($20,594). 
• The compact sedan will also be the first model under a new mainstream sub-brand, which He said will be positioned to target the Chinese consumer EV segment while also facilitating Xpeng’s expansion within the fleet market segment.
• As part of the collaboration, Xpeng will acquire Didi’s smart EV business, which comprises the design, research, and development of EVs with intelligent features. This acquisition will be accomplished through the issuance of approximately HK$5.84 billion ($744 million) worth of new shares to Didi.
• China’s biggest ride-hailing service will become a strategic investor in Xpeng with a stake of 3.25% after the deal,  helping take Xpeng’s newly branded EVs nationwide via its strong shared mobility market, according to a statement. 
• In Hong Kong, Xpeng’s shares surged 10.9% to HK$72.2 on Monday following the announcement. 

Context: The news comes a month after Guangzhou-based Xpeng announced a collaboration with Volkswagen to jointly launch two VW-branded B-class EVs in 2026. B-class vehicles are normally larger than A-class vehicles and have larger engines.

• Xpeng is not the only Chinese EV maker exploring new brand options to reach a wider customer base. Rival Nio has recently made notable progress in the development of two entry-level brands codenamed Alps and Firefly, with both scheduled for launch in 2024. 
• Didi initially had ambitious plans for its carmaking business, assembling a team of 1,700 employees dedicated to working on the project, with the aim of releasing a consumer EV in mid-2023, multiple Chinese media outlets reported. It even launched a battery-electric hatchback tailor-made for ride-hailing in collaboration with BYD in November 2020, Bloomberg reported. 
• However, the ride-hailing giant had been under an 18-month investigation for alleged national security issues which began right after its mega-public listing on the New York Stock Exchange in June 2021. Meanwhile, Chinese authorities have imposed strict regulations on the release of EV production licenses in recent years.

READ MORE: What to expect from Volkswagen and Xpeng’s new partnership

Li Auto’s chief executive Li Xiang launched a series of business startup courses on Chinese audio content platform Dedao on Monday. With this move, the entrepreneur is aiming to tap a wider customer base and showcase his firm’s thought leadership, local media reported. 

Why it matters: During a livestream, Li mentioned that the target audience for his newly-launched online product development program significantly overlaps with Li Auto’s intended user base. He expects the marketing initiative to help the automaker further expand its influence in the electric vehicle market, media outlet Jiemian reported. 

Details: The program consists of 16 audio-based online courses, each lasting approximately 12 minutes, and aims to educate the audience about the fundamentals of product management, including the methodology for designing successful products, crafting powerful pricing strategies, and increasing operational efficiency and profitability.

• The program also offers insights into what makes a startup more competitive, including tips for building a collaborative and unified team, based on Li’s extensive startup business experience of over 20 years in the Chinese tech and auto industries. As of the time of writing, more than 15,000 users have subscribed to the paid program, priced at RMB 99 ($14), according to Dedao. 
• In one of the lessons observed by TechNode, Li recalled the initial challenges Li Auto faced while positioning itself as a manufacturer of EVs for Chinese families with children and grandparents, a potentially lucrative segment that was neglected by competitors, some of whom had voiced concerns that the customer base might be too small, Li said. 
• On the online education platform, some influential users have voiced their support for Li Auto and its founder. Li Auto’s success story is “worth learning and researching” (our translation), posted a user whose account was labeled as a manager at SAIC-Volkswagen, a Chinese joint venture of the German automaker.
• Li Auto entered a segment with high growth prospects and offered products at competitive prices for families, said another Dedao user, who labeled himself as a brand manager at Great Wall Motor. Li Xiang is already an outspoken and prolific user on China’s Twitter-like microblogging platform Weibo, with 2.2 million followers.

Context: Li Auto delivered 139,117 units of plug-in hybrid crossovers in the first half of 2023, surpassing last year’s total of 133,246 units. 

• The Beijing-based EV maker expects to deliver more than 100,000 units in the third quarter and anticipates posting monthly deliveries of 40,000 units during the last three months of this year, CEO Li told investors on Aug. 8.

BYD on Wednesday officially unveiled its newest premium marque with a performance-oriented plug-in hybrid off-roader. The Chinese automaker expects the new brand to signify personality and luxury, and is betting on it to help attract more of the country’s affluent middle-class buyers. 

With the launch of the Bao 5, BYD’s reply to makers of top-tier luxury off-roaders, China’s biggest electric vehicle maker is seeking to “redefine” a market segment that has been ruled by internal combustion engine cars (our translation), Chairman Wang Chuanfu declared during a press conference at BYD’s headquarters in Shenzhen on Wednesday. 

The name of the new brand, FangChengBao, translates literally to Formula Leopard. BYD said the new lineup responds to emerging and future demands for off-road travel with an edgy design, strong performance, and sophisticated personalized features. 

The architecture: The Bao 5, the first model under BYD’s new luxury lineup, is a large sports utility vehicle based on tailor-made PHEV architecture that is expected to underpin future EV performance. 

• BYD stated that its DMO (dual-mode off-road) PHEV platform splits up the car’s torque and delivers it to the wheels in a fluid way. This could provide enhanced traction and stability when driving on uneven and slippery surfaces and make the Bao 5 one of the most maneuverable SUVs on the market, with a turning radius of 3.4 meters (11.2 feet), according to chief scientist Lian Yubo. 
• The DMO platform has an in-house developed powertrain system that uses a 1.5/2.0-liter high-performance petrol engine along with a dual-motor rear-drive unit, delivering a combined output of more than 500 kW. This allows the spacious SUV to accelerate from 0 to 100 km/h (62 mph) in just 4.8 seconds, while its DiSus adjustable suspension system provides passengers with an improved experience on sideroads. 

Other details: The seven-seater SUV has a straightforward, boxy design with a lot of hard lines and angles. The car radiates a high-definition car-width strip of light in a rectangle ahead, and boasts luxury interiors including a high-quality stereo system provided by French audio engineering brand Devialet.

• The car comes with BYD’s blade battery, leveraging the company’s latest technology to place the cells in the chassis, allowing for single trips of up to 1,200 kilometers (746 miles) on a full fuel tank and a full charge. Lian added that the lineup’s upcoming models, ranging from sportscars to full-size SUVs, could travel between 800 and 1,500 km on one charge depending on powertrain and specifications. 
• No official pricing details have yet been released, but the new lineup is expected to have a price range of between RMB 400,000 and RMB 600,000 ($54,685-$82,028). The company will debut the car publicly at the upcoming Chengdu Motor Show on Aug. 25, with plans to open more than 100 direct-sales stores under the brand in 60 or so Chinese cities by year-end. 

Context: BYD first revealed its plans to develop a premium marque that “specializes in professional and personalized identities” last November. The company already operates two luxury brands, Yangwang and Denza, with price ranges between RMB 800,000 and RMB 1.5 million, and between RMB 300,000 and RMB 500,000, respectively. 

• In January, the automaker introduced the first two Yangwang-branded models, namely the U8 off-roader and U9 sports car, and is scheduled to begin delivery of the former in September. The two all-electrics come with four electric motors, have an 800-volt battery system, and can accelerate from 0 to 100 km/h (62 mph) in two and three seconds, respectively. 
• Denza’s general manager Zhao Changjiang wrote on the social media site Weibo that it has sold more than 100,000 D9 multi-purpose vehicles 10 months after delivery began last October. BYD on July 29 began delivering the N7 crossover with a starting price of RMB 301,800, the second model since its refresh of the brand in late 2021, and launched the larger N8 SUV on Aug. 5
• BYD sold 1.25 million pure electric and plug-in hybrid vehicles in the first six months of 2023, of which around 81,000 were exported EVs, representing a year-on-year growth of 94.3%. That number beat Tesla’s 476,539 units sold over the same period in China, of which nearly 40% were for overseas exports, according to figures from the China Passenger Car Association. 

BYD said on Wednesday it has produced a total of 5 million electric vehicles, a landmark that comes almost three decades after the company was launched in 1995. Chairman Wang Chuanfu choked up at a press conference in Shenzhen, wiping away tears as he called on domestic rivals to strive for leadership in the global market. 

Why it matters: The milestone reflects the accelerated shift towards green energy vehicles in the world’s biggest auto market, where Chinese manufacturers are revving up to compete with global automakers.

• It took BYD, originally a consumer electronics battery maker, almost two decades to achieve an output of 1 million EVs in May 2021, following its acquisition of domestic automaker Qinchuan Automobile in 2003. 
• The company then reached a landmark 3 million just 18 months later and accelerated again to hit 5 million vehicles nine months after that. 

Details: During the 50-minute press conference, Wang detailed the ups and downs of China’s largest electric carmaker, including how its plug-in hybrid technology was initially met with skepticism before becoming a mainstream vehicle segment.

• Wang foresees Chinese automakers establishing “world-class, respectable” car brands as the global auto industry transforms rapidly. In a show of solidarity, BYD exhibited multiple rivals’ EVs outside the venue at its headquarters in Shenzhen, including models from Great Wall, Zeekr, and Xpeng Motors. 
• Additionally, Wang estimated that new energy vehicles, including all-electrics and plug-in hybrids, will account for 60% of new car sales in China in 2025 and that Chinese brands will take a 70% share of the country’s auto market by that time. 

Context: The combined market share of domestic automakers rose by 5.8% year-on-year to 53.2% in July in the Chinese passenger vehicle market, according to figures published by the China Passenger Car Association (CPCA) on Tuesday.

• The market shares of German and US brands slightly declined to 20.8% and 7.7% respectively, while Japanese carmakers accounted for 15.8% of the total Chinese auto market, down 5% from a year ago, the CPCA figures showed. 
• Experts have suggested global carmakers take lessons from the Chinese industry so as to stay competitive in the coming years. 
• Advisory firm AlixPartners predicts that global car sales from Chinese companies could grow in market share from 16% last year to 30% in 2030.

Xingji Meizu, a smartphone company controlled by Geely founder Eric Li, has decided to discontinue its chip development business for cost-saving reasons. The move is expected to result in layoffs of dozens of staff members, including some fresh graduates, local media outlet Meiren Auto reported on Tuesday.

Why it matters: Xingji Meizu is the latest company to abandon its pursuit of critical and emerging technologies in the Chinese auto and tech industries, reflecting the challenges of a faltering economy and intensifying competition. 

• The news comes just days after electric vehicle maker Nio delayed the development of its own batteries to ease cashflow constraints. Similarly, in May, rival phone maker Oppo announced the closure of its chip design unit Zeku after five years of operations.

Details: In a statement sent to financial media publication CLS on Tuesday, Xingji Meizu said the company is closing down its in-house chip design program in the face of global economic uncertainties, and will instead sharpen its focus on product innovation and user experience.

• Xingji added that it will offer compensation as required by law, along with internal job transfer opportunities, to ensure the rights and interests of employees, especially fresh graduates, without revealing further details. Geely did not respond to TechNode’s request for comment. 
• The company’s chipmaking institute employs approximately 200 people, and dozens of recent graduates are likely to be impacted by the layoffs, according to Meiren Auto. “[The news] came just three weeks into the job,” one of the new employees told the outlet. 
• Development has mostly stalled since the launch of the institute, according to a person with direct insight into the company’s operations. Chief executive Shen Ziyu told Chinese reporters in March that emerging technologies, including chipmaking, were at the center of Xingji’s strategic efforts, alongside smartphones and in-car systems.

Context: Geely’s other affiliates have reported progress in semiconductor technology. The most recent example is the Lynk & Co 08 SUV featuring an in-car operating system built upon a supercomputing platform provided by Ecarx, another auto tech firm founded by Shen Ziyu and Geely’s Eric Li. 

• Siengine, Ecarx’s joint venture with Arm China, was responsible for designing seven-nanometer chips intended for use in computers in partnership with leading global chipmaker TSMC, Shen told Reuters back in March 2021.
• Xingji Technology, a company established by Li, acquired nearly 80% shares in beleaguered smartphone maker Meizu last summer, which preceded the establishment of Xingji Meizu and the release of Meizu’s first high-end handset series in two years this March.
• Xingji Meizu is also leading the business development of Geely-owned Swedish automaker Polestar in the Chinese market, having set up a joint venture with the EV maker in June. 
• Geely founder Li first revealed his plans to enter the smartphone market back in 2021.

In July, more than 10 Chinese automakers reported deliveries of over 10,000 units of their electric vehicles, signaling a significant shift in China’s car market as newer entrants and previously smaller brands continue to increase their sales. Notably, Nio saw remarkable growth, nearly doubling its figures from the previous month, while Xpeng Motors surpassed the 10,000 threshold following months of lackluster performance. 

Why it matters: The latest ranking of the best-selling EV brands in China reflects the changing landscape in the world’s biggest car market. Although BYD and Tesla are still miles ahead of their competitors, local rivals are capturing market share with new product launches and aggressive price cuts as the sector’s intense battle shows no signs of abating.

Bright spot: On Tuesday, Nio announced that it had exceeded the monthly delivery threshold of 20,000 vehicles for the first time in its nine-year history. The firm’s July deliveries reached 20,462 units, nearly doubling its figures from a month earlier. 

• This achievement follows the company’s decision to implement an RMB 30,000 ($4,199) price cut across its vehicle lineups on June 12. Additionally, Nio began delivering the redesigned versions of its popular ES6 crossovers and ET5 sedans starting late May, when monthly sales hit a record low. 
• Xpeng’s July deliveries of 11,008 units also marked an important milestone, one which the EV maker attributed to a smooth production ramp-up of the G6. The mainstream sports utility vehicle recorded shipment of more than 3,900 units immediately after its launch on June 29. 
• The Guangzhou-based automaker is aiming to deliver at least 15,000 units as early as September and has recently received backing from Germany’s Volkswagen. However, its year-to-date deliveries fell 35% year-on-year to 52,443 units as of July. 

Other results: While BYD maintained its dominant position in July with a new sales record, GAC’s EV arm Aion made progress with its new premium marque, Hyper. Aion sold 45,025 units during the month, with 2,011 of them being the Hyper GT coupe, which it began selling on July 3. 

• Li Auto said it has sold more than 30,000 plug-in hybrids for two consecutive months as July deliveries grew 5% month-on-month to 34,134 units. Great Wall Motor followed closely behind with sales of 28,896 units, representing an 8% increase from the previous month. 
• Leapmotor also posted impressive growth in July sales, with a notable increase of 8% to 14,335 units compared to the previous month. Additionally, the Zhejiang-based automaker is reportedly in discussions with Volkswagen’s Jetta brand regarding the licensing of its technologies. 
• This was followed by Changan’s subsidiary Deepal and Geely’s affiliate Zeekr which delivered 13,172 and 12,039 units last month, up 64% and 14% on a sequential basis, respectively. However, Hozon’s numbers declined for the third month in a row, reaching 10,039 units. 

Context: In addition to Chinese automakers, several global auto majors also revealed some details of their July sales in China.

• Volkswagen’s joint venture with state-owned SAIC reported securing more than 10,000 pre-orders of its ID.3 after the German auto giant slashed the price of the locally-made electric hatchback by RMB 37,000 to RMB 125,900 ($17,523). 
• General Motors announced that it shipped around 10,000 EVs with its local partner SAIC last month, of which 8,692 were Buick EVs. Furthermore, SAIC-GM-Wuling, another venture between SAIC, the US automaker, and Guangxi Automobile Group, sold 35,000 units, up from 31,246 units a month ago.

China said on Monday that it will impose export controls on certain high-performance drones with both commercial and military potential applications to prevent their use by armed forces, in a setback for strong exporters such as Shenzhen-based drone maker DJI.

Why it matters: The measure is an extension of an existing export ban on unmanned aerial vehicles (UAVs) for military use imposed on drone makers by Chinese regulators since August 2015.

• It comes after Beijing faces accusations from the US that China may supply Russia with military technology for its conflict against Ukraine, Reuters has reported. 

Details: Drones with radio power exceeding the limit set for civilian products globally, will be subject to export controls from September “to protect national security and interests,” China’s Ministry of Commerce said in an announcement on Monday (our translation). 

• This will also apply to drones that are equipped with sensors such as multispectral cameras in a wide wavelength range, and those that can determine their position and navigate beyond certain distances using lasers, as well as those capable of carrying “unauthorized” payloads. 
• The two-year order requires drone exporters to apply for an export license with the submission of proof documents that show how their products will be used and who will be the end users. 
• The ministry will also impose export controls on drone components ranging from engines to radio equipment, according to another document published Monday. It has not specified when the restrictions will be lifted. 
• China is concerned that certain high-end civilian drones could be repurposed for military use, and insists that its proposed measures are not against any specific country or region, China Daily cited a ministry spokesperson as saying.  
• DJI has always opposed the use of its products for war-related purposes and will strictly adhere to the temporary export control policy to ensure full compliance, Zhang Xiaonan, a senior director at DJI, posted on the Twitter-like platform Weibo. 

Context: DJI, with the lion’s share of the global consumer drone market at over 70%, suspended sales and after-sales services in Russia and Ukraine in April 2022. Its products have, however, been available from third parties in the two countries, Chinese media outlet Caixin cited industry insiders as saying.

• Beijing on July 3 released restrictions on exports of gallium and germanium, two precious metals used in making chips and radars. Earlier this year, Japan and the Netherlands decided to limit the sale of certain types of chip making equipment to China. 

Chinese EV giant BYD is taking on a record 30,000 fresh graduates this year, with research personnel accounting for 80% of the total intake, in a move intended to shore up its research and development department, a company representative has confirmed. 

Why it matters: The hiring drive comes as BYD looks to retain its dominance in the Chinese electric vehicle market as rivals continue to offer a competitive challenge. The move contrasts sharply with general hiring trends as China faces soaring youth joblessness. 

• China’s unemployment rate for those aged 16 to 24 rose to a record 20.8% in May, according to the National Bureau of Statistics. One Peking University professor said she expected that number could rise to nearly 50%, according to a July 20 report by Reuters. 

Details: Around 31,800 fresh graduates have come on board at BYD since the start of 2023, more than 61% of whom have a master’s or doctorate degree, and over 80% of whom will work in R&D projects. State-owned newspaper People’s Daily was the first to report the story on July 29.

• The Chinese automaker has been hiring research employees in electronics and electricals, new energies, and semiconductors, to be mainly based in Shenzhen, Shanghai, and the northwestern city of Xi’an, according to a job post on its official website. 
• A BYD spokesperson confirmed the news when contacted by TechNode, without offering further details. 

Context: BYD has been expanding its R&D team for several years with the number of engineers hired by the company growing 31.5% year-on-year to around 40,400 in 2021. That number increased 72.6% year-on-year to nearly 70,000 as of last year. The company had around 570,000 employees in 2022, of which around 75% were production workers, financial media outlet Caixin reported.

• The Chinese EV giant, which had a relatively late start in the autonomous driving field, recently hired between 4,000 and 5,000 software engineers, Reuters reported on May 17, citing the company’s senior vice president Stella Li. It has also been running an intelligent driving research unit in Shanghai since last year, the Reuters article said, while reportedly restructuring its vehicle engineering institute. 
• The company is rushing to reach the top end of its full-year sales target of 3.6 million EV units, which would almost double last year’s total. It has sold nearly 1.3 million units this year, as of June. BYD spent RMB 20.2 billion ($2.83 billion) on R&D last year, up 90.3% from a year ago, and has developed key components in-house including EV batteries, electric powertrain systems, and vehicle control technologies. 

In a historic development, Volkswagen said on Wednesday it will make electric vehicles in a joint effort with Chinese EV startup Xpeng via a $700 million investment plan. The news sent Xpeng stock rocketing as much as 40% during trading on Nasdaq. 

The move is expected to create a win-win situation that will help the two automakers secure their market shares in a brutally competitive market. However, analysts expect big challenges for the partnership. 

Both Volkswagen and Xpeng are in a relatively weak market position when it comes to EVs and face sluggish sales in the world’s largest EV market. Also, cultural clashes and different mindsets could potentially lead to friction in the partnership. 

TechNode spoke to various analysts on the ground about what lies ahead. While some saw the collaboration as being beneficial to both automakers, most saw challenges in the unprecedented deal between a German auto giant and a rising Chinese EV maker. 

A happy union?

The Volkswagen-Xpeng partnership makes perfect sense as they complement each other’s strengths, according to Yale Zhang, managing director of Shanghai-based consultancy AutoForesight. “Xpeng’s vehicle platform is state-of-the-art compared with rivals, while Volkswagen definitely needs a helping hand in making intelligent EVs,” Zhang said.

Elliot Richards, a correspondent at the Fully Charged Show, believes Volkswagen knows how to build good quality affordable cars and has an advantage in terms of economy of scale, while Xpeng has top-of-the-line software stacks with a more lively, fun, and risk-taking brand image. He expects the collaboration to help both “efficiently grow together” in China by pooling their resources.

Volkswagen could accelerate the launch of new EV models with the latest tech in the Chinese market through the alliance, predicts David Zhang, a visiting professor at Huanghe Science and Technology University. Volkswagen has had a relatively late start in electrification and its ID series lacks competitiveness in China, despite a decent performance in Europe, added Zhang.

Looming challenges

Daniel J. Kollar, head of Automotive & Mobility Practice at business development consultancy Intralink Group, said the problem is that neither has been able to effectively differentiate themselves in the market, so it is unclear whether teaming up will allow them to change that. Both foreign and younger Chinese original equipment manufacturers (OEMs) are having a rough time lately, experiencing trouble with penetrating the mid-tier and entry-level markets and gaining the trust of average Chinese consumers, Kollar added.

Meanwhile, cultural fit will remain a challenge in this collaboration. Pitting a rigid process-oriented culture from Germany against a fast and furious startup culture in China, has the potential for problems, according to Lei Xing, former chief editor at China Auto Review. As Xing put it, “Is VW willing to sacrifice certain things for speed?” 

Tu T. Le, founder of business intelligence firm Sino Auto Insights, also expects culture clashes as VW’s careful checks and balances are challenged by Xpeng’s much faster pace. “Volkswagen will have to let go of its want to centrally control everything and do its best to learn from Xpeng if it truly wants success,” according to Le.

There might also be wounded pride on Volkswagen’s part, as global carmakers that used to enjoy the upper hand are now acquiring technologies from newcomers, rather than licensing to them, AutoForesight’s Zhang stated. “This could become an invisible barrier and lead to tension in day-to-day collaboration,” he added.

Reasons for skepticism

Experts have voiced concern about the sales prospects of the two automakers given a relatively late launch date of two new models.

“By virtue of the investment, VW is hopeful that its EV sales can be turned around with these two new products, but the 2026 launch dates could be too little too late,” said Le. His comments were echoed by Xing: “The tie-up does nothing to guarantee the success of VW badged EVs with Xpeng tech ‘inside.’ Also for the time being, at least until 2026, it does nothing to influence the market performance of Volkswagen and Xpeng as each controls their own destiny.” 

Meanwhile, they do not foresee the tie-up with Volkswagen as having a significant impact on Xpeng’s sales and presence in the market, although licensing its technologies is potentially a recurring revenue stream for Xpeng.

Volkswagen will likely have to shell out a huge amount of money as a transfer fee for accessing Xpeng’s technology, which has been a common practice in such collaborations, said David Zhang. “Chinese auto manufacturers used to pay tens of thousands of RMB per unit to their foreign counterparts for localizing a vehicle model that came from abroad.”

Zhang added that the collaboration with Volkswagen could be a significant endorsement of Xpeng to boost its credibility in the European market. Aware of Xpeng’s recent momentum following the launch of its G6 crossover last month, Le also believes the cooperation with VW could help it more in Europe than in China. “Xpeng is still two or three successful products away from becoming a sales leader in the Chinese market,” added Le.

“The game has changed”

Kollar sees the Volkswagen-Xpeng partnership as the latest sign that the Chinese market is now ready for consolidation, which means more young, domestic EV makers are either going to go bust or be acquired. The best way for foreign OEMs to regain their previous standing and catch up in the EV sector is to become an acquirer of some of the promising players, Kollar predicts.

The tie-up ushers in a new era where foreign legacy automakers now depend upon Chinese EV makers for their technologies and speed to market, noted Lei. In this context, Volkswagen can be seen as playing a “pioneering” role yet again, having been one of the first major foreign car brands to enter China, and has now opened the floodgates for similar deals involving other foreign legacy automakers and local firms in the future. The German giant on Wednesday also announced an extended partnership between its Audi brand and China’s SAIC.

Global brands are recognizing that Chinese EV companies have progressed to the point that foreign companies have something to learn from them, said Stephen Dyer, a co-leader for AlixPartners’s Greater China business. “We can expect to see more Chinese auto players become part of the global community of strategic collaboration going forward.”

Richards added that, “They now need their local partnerships more than ever, but the shoe is on the other foot.” 

READ MORE: Experts bullish on Chinese automakers’ global push as SAIC seeks EU foothold

Chinese EV maker Nio will roll out a single-motor version of its first mass-market Alps model, as part of a lineup scheduled for delivery in the second half of next year, Chinese media outlet 36Kr reported. 

Why it matters: The plan to produce a more affordable single-motor car marks a rare shift for Nio, which has so far insisted on a dual motor on all its offerings to date, as this is responsible for Nio’s impressive acceleration and premium performance. 

• The move is expected to help the Chinese electric vehicle maker adapt and appeal to a wider group of customers as the country’s months-long EV price war pushes down prices. 

Details: The upcoming sedan under Nio’s mass market Alps marque will come with the company’s self-developed electric powertrain featuring a next-generation induction motor, the 36Kr report said, citing people familiar with the matter. 

• The car, priced between RMB 200,000 and RMB 300,000 ($27,951-$41,927), will be built on the third generation of Nio’s NT vehicle architecture, which features an 800-volt battery system that allows much faster recharging than existing offerings, the report said. 
• The decision was, says the report, made after Nio announced an RMB 30,000 price cut across its lineup on June 12 in a move to defend market share as rivals reduce prices to boost sales. 
• Nio did not respond to TechNode’s request for comment. 

Context: Nio’s chief executive William Li on June 9 told investors that the company is on track to launch the first model under the Alps marque in the second half of 2024. 

• It is also reportedly in the development phase for another lower-end, budget sub-brand codenamed Firefly. The car has a target price range of between RMB 100,000 and RMB 200,000 ($13,985-$27,969) and is expected to first launch in Europe later next year. 
• Year-to-date deliveries of the Shanghai-based EV maker reached 54,561 units as of June, representing a year-on-year growth rate of 7.3%. It currently has eight models on sale, all equipped with dual motors. 
• China recorded sales of more than 3 million new energy passenger cars (a combined total of pure battery EVs and plug-in hybrids) over the same period, up 37.3% from a year ago, according to figures from the China Passenger Car Association. 

A Chinese joint venture between Volkswagen Group and SAIC Group will start building its own plug-in hybrid electric vehicles in a move to follow the growing adoption of PHEVs in the world’s biggest car market, Chinese media outlet Caixin has reported.

Why it matters: The move marks Volkswagen’s efforts to become more localized and step up its introduction of new electric vehicle (EV) models in China, where it is losing ground to electric rivals such as BYD and Tesla. Its premium brand Audi is also looking to develop EVs with the purchase of partner SAIC’s electric vehicle platform.

• The current offerings from global automakers’ JVs in China are not competitive on the EV and software side, resulting in continued market share loss and prices that remain under pressure amid overall lackluster demand, UBS analysts wrote in a June 16 note.

Details: According to the July 22 report by Caixin, SAIC-Volkswagen has yet to reveal detailed plans on any specifications or launch information for the new model.

• And yet, the move is expected to “unleash the power” of the joint manufacturer, and employees were fed a free meal to celebrate the decision, the report said, citing people familiar with the matter. SAIC-Volkswagen did not respond to TechNode’s request for comment.

Context: SAIC-Volkswagen currently has two PHEV models on sale, namely the popular Tiguan sports utility vehicle and the mid-sized Passat sedan, with a starting price of RMB 261,050 and RMB 233,150 ($36,268 and $32,392), respectively, according to its official website.

• Retail sales of the company declined 0.1% year-on-year to 532,509 units for the first six months of this year, while those of rivals such as BYD and Tesla grew 82.2% and 48.9% from a year earlier.
• Sales for FAW-Volkswagen, another China joint venture formed by the German automaker, were down 2.8% to 838,723 units in the same period, figures from the China Passenger Car Association (CPCA) show. VW Group delivered 321,600 battery EVs (BEVs) globally over the period, according to its filings.
• PHEVs have continued to gain momentum over the past few months in China, with year-to-date sales nearly doubling to around 995,000 units in China from a year ago, compared with a 19.8% annual growth rate of BEV sales, according to CPCA figures.
• A PHEV normally carries a smaller battery pack than BEVs with similar specifications, which could mean a lower purchase price. It also reduces owners’ concerns about their EVs running out of power by using both a battery pack and a gas-powered engine.

Nio announced on Thursday that it has updated its battery leasing program to allow drivers to replace their battery packs with a higher energy density one daily rather than after months or years, as was previously the case.

The Chinese EV maker also reaffirmed an earlier commitment to expanding its battery swapping and supercharging network, as a way to showcase what it sees as the superior experience offered to Nio owners, including easy access to recharging ports.

Why it matters: The daily package may present new challenges for Nio, given its already large and dispersed power infrastructure deployment across China. Despite this, it is expected to draw in revenue as it offers greater convenience to users and lowers the purchase prices of Nio’s EVs, senior company executives told reporters at a press briefing in Beijing. Nio has recently experienced cashflow pressure amid slowing sales.

Details: Customers who currently have a 70/75 kilowatt-hour (kWh) battery pack for their Nio EVs may now swap the battery for a so-called “long-range” one (100kWh) for an extra fee of RMB 50 ($7) per day and will be able to return it to any Nio swap station in China.

• The service option is part of Nio’s Battery-as-a-Service (BaaS) leasing program, which was launched in August 2021 and has since allowed Nio owners to upgrade their batteries for longer driving ranges with a monthly and yearly fee of RMB 880 and RMB 9,800, respectively.
• In the last two years to Thursday, Nio has provided 80,000 upgrades, according to the company’s president Qin Lihong. He added that number could surge by “several hundred thousand” over the next year, as customers take advantage of the flexibility afforded by a longer driving range at a relatively low cost.
• Still, senior vice president Shen Fei acknowledged that the move could put the company under “exponential” pressure to operate its consistently growing swapping network when it comes to the transport and allocation of battery packs across the nation (our translation).
• He cited an extreme case in which 100 kWh battery packs could be in short supply during hot weather in Beijing as owners travel to summer resorts. “I believe we’re well prepared, but we haven’t foreseen all the potential problems with this,” said Shen.
• Qin reaffirmed Nio’s efforts to double its number of swap stations to more than 2,300 by the end of the year, adding that the company has established 500 ultra-fast chargers since April, with a maximum power output of 500 kW and a maximum current of 660A.

Context: Nio owns and operates one of the largest recharging networks in China with 1,564 swap stations and 16,745 public chargers as of Thursday. It has swapped over 25 million EV battery packs, meaning a Nio car is starting up with a replenished battery pack every 1.6 seconds, said Qin.

• The automaker faced cashflow issues until recently when Abu Dhabi’s CYVN Holdings provided relief with a $1.1 billion investment. As a result it has scaled back production of its proprietary EV batteries. It cut prices of its vehicle lineups by RMB 30,000 ($4,199) on June 12, with year-to-date deliveries growing by 7.3% to 54,561 units as of June.

READ MORE: Nio bets big on battery swap stations amid growing EV price war

China’s battery giant CATL is considering a bid for exploration rights to two domestic lithium mines in the southwestern Sichuan province. The electric vehicle battery maker recently established a new mining subsidiary to comply with the bidding process, a local media outlet has reported. 

Why it matters: CATL’s interest in two new lithium mines signals its intention to further integrate upstream resources amid already-volatile battery supply chains. 

• However, CATL may find it hard to extract the abundant lithium resources in a safe and cost-efficient way due to poor geological conditions in the plateau areas, the report added, citing a Jan. 12 research note on lithium supply by Guosen Securities. 

Details: CATL set up a new mining company called Maerkang Times Mining (our translation) through a subsidiary, with a registered capital of RMB 300 million ($42 million), according to the Chinese enterprise database Tianyancha. 

• The new firm has listed its main business interests as mineral resource exploration, development of new raw materials, as well as mineral washing and processing. CATL set up the entity with the intention to bid for two local lithium mines, state-owned media outlet The Paper reported on Monday. 
• This comes just days after China’s Ministry of Natural Resources kicked off bidding for exploration rights to two lithium mines in Maerkang city and nearby Jinchuan county on June 20. The two licenses will be put up for an unreserved auction at a combined starting price of RMB 3.76 million early next month, according to government filings. 
• Industry watchers expect the two mines to hold an impressive amount of lithium, as the China Geological Survey reported “significant findings” related to mineral resources in Maerkang during 2019-2020, with an estimated lithium oxide equivalent content of over 1.8%. Jinchuan reserve is expected to hold oxide content reaching 1.3%, the report said. 
• CATL did not respond to TechNode’s request for comment. 

Context: China’s surging adoption of EVs has in turn created more business moves in the mining space. 

• CATL in January reportedly secured regulatory approval for a massive RMB 6.4 billion acquisition of Sinuowei Mining Development Co. Ltd, a bankrupt lithium mining firm that has exploration rights to a local mine with an average grade of 1.18% lithium oxide in western Sichuan. This translates into a reserve of around 24.9 million tons of lithium ore. 
• Zhite New Materials, a lithium miner formerly backed by CATL, in February won an RMB 6.1 billion bid to develop lithium reserves in China’s Xinjiang Uygur Autonomous Region, Yicai reported. However, the firm failed to complete the transaction on time and in April was barred from upcoming auctions for three years by local regulators, Caixin reported. 
• Battery-grade lithium carbonate prices reached a peak of nearly RMB 600,000 per ton late last November before sinking to around RMB 180,000 in China in April. Lithium remains a wild ride for commodity investors as prices then bounced back to around RMB 300,000 on May 18, according to figures from industry consultancy Mysteel Group. 

Audi is considering buying authorization for an electric platform directly from a Chinese electric vehicle company in order to enhance the competitiveness of its electric cars, according to a July 9 report by German media Automobilwoche.

Why it matters: The news has attracted 7.2 million views on China’s Weibo as of writing. BYD, Geely, and Xpeng Motors, with years of experience making cars on their dedicated EV architectures, are seen as among the most likely options by Chinese netizens.

Audi and Chinese electric platform: The Automobilwoche report did not specify which Chinese companies Audi was in talks with. And yet the plan has already been approved by Volkswagen Group CEO Oliver Blume and will be confirmed by Audi’s board this week, according to a Tuesday report by Automotive News Europe.

• The move is expected to accelerate the development and roll-out of Audi’s future electric models in the hope of catching up with rivals, especially in China. A company spokesperson declined to comment when reached by TechNode on Wednesday.
• ​​In September 2021, BYD launched the 3.0 version of its e-Platform, a dedicated battery vehicle architecture, which the Chinese biggest EV manufacturer said would enable a driving range of more than 1,000 kilometers (620 miles) and offer improved driving safety with its combustion-proof “blade battery.”
• Previously, Audi was said to be set to purchase BYD’s DM-i plug-in hybrid drive systems for its A4L sedans, but this was later denied by BYD’s spokesperson Li Yunfei, local media outlet Jiemian reported last November. BYD has been supplying its blade battery packs to Audi’s Chinese manufacturing partner FAW Group for its Hongqi marque since 2021.
• Geely launched its open-source, ground-up EV platform, called Sustainable Experience Architecture (SEA) in September 2020. Multiple EV models have been built upon it since then, including Zeekr’s 001 hatchback, the Smart #1 small SUV, and the Polestar 4. Volvo’s parent is now a partner of Renault in developing hybrid systems, Reuters reported.
• Xpeng Motors in April unveiled its Smart Electric Platform Architecture (SEPA) 2.0 with the debut of its G6 crossover. The platform features an 800-volt battery system, massive aluminum die casts, and assisted driving technology that currently allows vehicles to navigate by themselves on busy streets in China’s first-tier cities.

Context: Audi began selling its Q4 e-tron crossover with partner FAW with a price range between RMB 300,000 and RMB 380,000 ($41,729-$52,857) in China last May. It is built upon Volkswagen’s MEB open vehicle platform, as are Audi’s Q5 e-tron seven-seater and Volkswagen’s ID.6 SUV.

• Sales of Audi declined 15.6% in a year to 136,416 units in China during the first three months of this year, when peers BMW and Mercedes posted around 195,000 and 191,000 units, respectively.
• Volkswagen said on June 29 that a new Audi CEO will be on board from September 1, as it hopes to produce EVs only from 2026. Audi’s current lineup is not “competitive,”, especially in China, Blume told investors on June 21.
• ​​The product offerings from global carmakers are not competitive on the EV and software side, resulting in continued market share loss, while pricing remains under pressure in an environment of overall lackluster demand, UBS analysts wrote in a June 19 note.

As Chinese automakers begin to beat overseas rivals on their home turf for the first time, analysts at AlixPartners, a global consultancy, expect their international push to net them a 30% global market share by 2030.

Among the biggest Chinese car manufacturers, SAIC and BYD have announced plans to build their first regional facilities in Europe and South America for easier access to booming EV markets through local production. Chinese EVs have already made big in-roads into the reputational market for stylish designs, high-tech features, and low cost.

Established global carmakers, no matter where they are operating, can only maintain their competitive positions by learning from the Chinese industry, Stephen Dyer, a co-leader for AlixPartners’s Greater China business, told reporters on Wednesday in Shanghai. “Those that ignore this future disruptive force do so at their own peril,” he said.

The big picture

AlixPartners sees recent moves by Chinese automakers as a way to further boost sales volumes and reduce risks from volatile exchange rates and potential logistics issues in overseas operations. China overtook Japan as the world’s top vehicle exporter in the first quarter of 2023 and is extending its international presence from under-developed regions to more developed ones such as Europe.

A major threat to western original equipment manufacturers (OEMs) could emerge by 2030 in the shape of Chinese carmakers. AlixPartners expects the latter’s global car sales to grow in market share from 16% in 2022 to 30% in 2030. In Europe, market share could grow from 2% to 15% over the same period, while Latin America and Southeast Asia show even greater potential with Chinese carmakers expected to have an estimated 19% market share in each by 2030, up from just 1% last year.

Dyer said he is convinced that Chinese brands could achieve success in the highly competitive European market, by employing the same “winning formula” they have been crafting at home. “Chinese automakers will have a chance to win favor, especially from younger European buyers, with their in-car technologies,” added Dyer, speaking in Mandarin Chinese (our translation).

Lessons to be learned from China

AlixPartners suggests global automakers may need to rethink their emphasis on traditional vehicle attributes such as durability and handling, adapting fast as Chinese-style competition comes to their markets.

Chinese brands have made a mark by providing feature-rich offerings at affordable prices, responding to local consumers’ preferences for stylish design, engaging interiors, and advanced technologies while accepting “good enough” reliability and performance, said Dyer.

READ MORE: Chinese carmakers showed up big time at Auto Shanghai 2023

Nearly 60% of Chinese-brand vehicles sold in 2022 and priced between RMB 80,000 and RMB 120,000 ($11,040-$16,560) were equipped with advanced driver assistance systems, considered a standard feature on higher-end models, compared with only 15% sold by foreign brands, according to AlixPartners’ analysis.

China’s homegrown makers, especially the younger ones, take a less cautious approach to vehicle development with an aggressive appetite for risk, using digital simulations to reduce the amount of physical testing for fast development and delivery to the market. Traditional overseas carmakers normally complete two years of extreme winter and summer testing, while Chinese brands often carry these out simultaneously in different parts of the world, according to Dyer.

Automakers’ latest plans

AlixPartners estimates that Chinese brands will secure a combined 51% share of China’s auto market this year, taking gas-powered vehicles and EVs into the equation, versus 49% by their foreign counterparts. This would mark the first time that Chinese automakers would have overtaken their more established foreign rivals in the market.

Having become leading forces in the world’s biggest EV market, brands such as BYD, SAIC, and Chery are upping their efforts to expand overseas by announcing the establishment of new plants near their local customers. 

SAIC said on Tuesday that it has been searching for a site for the carmaker’s first EV manufacturing facility in Europe in a move the company said would help secure a stable business environment over the long term, Chinese media outlet Caixin reported. Volkswagen’s Chinese partner expects sales to almost double to 200,000 units this year.

On the same day, BYD unveiled its plan to establish a $620.2 million industrial complex in Brazil, which will include three plants for the production of EVs and key components and is scheduled for operation as early as mid-2024. This would be the first production hub outside Asia for the Warren Buffett-backed EV giant. BYD is also reportedly closing a deal to take over a German factory from Ford.

Another giant Chery is mulling several facilities in the UK and Southeast Asia, while GAC and Great Wall Motor have similar plans in Thailand and Vietnam, respectively.

Denza, a luxury car subsidiary of Chinese electric vehicle maker BYD, released its first SUV model N7 on Monday, priced from RMB 301,800 ($41,705). The company said it has received more than 24,000 pre-orders since its public unveiling on April 18.

The N7 is also the first model equipped with BYD’s assisted driving technology and will be capable of navigating on complex urban roads in China early next year, general manager Zhao Chaojiang said during the press conference.

Why it matters: BYD’s latest launch shows its intention to elevate the brand and secure a foothold in the premium market. The budget-friendly automaker is hoping its sub-brand Denza will become a luxury marque, and the launch of the N7 is a crucial step towards achieving this goal.

• The N7 will also be seen as a test of the company’s aspirations and its ability to beat rivals like Tesla, Huawei, and Xpeng when it comes to autonomous driving features.

Intelligent driving: The top-end version of the N7 features a hardware suite of 33 high-precision sensors, including two 8-megapixel cameras and two lidar sensors, and is powered by Nvidia’s Drive Orin processor which offers 254 trillion operations per second (or TOPS). By comparison, Xpeng’s G6 features 31 sensors and Nvidia’s dual Orin chips.

• Denza also revealed that its advanced driver assistance system (ADAS) will cost RMB 23,000. It will allow cars to change lanes, speed up, and slow down on Chinese highways when it is updated in the last three months of this year and on city streets by next March.
• By comparison, Huawei-backed Aito and Avatr last week cut the price of their similar offerings in half to RMB 18,000. Both will roll out their assisted driving tech for urban scenarios in 45 cities by year-end, according to Richard Yu, head of Huawei’s consumer business group.

Other details: The N7 has a driving range of 702 kilometers (436 miles) and can be refueled with an additional 350 km of range in 15 minutes by BYD’s proprietary dual charging technology. For comparison, Xpeng’s G6 can travel 300 km on a 10-minute charge.

• The five-seater battery electric crossover is also among several new BYD models to adopt the company’s body control suspension system DiSus for a smooth ride on bumpy roads, with Zhao on Monday claiming the function can eliminate car sickness.
• Zhao also told Chinese reporters that around a third of the N7 reservations were from existing owners of German brands such as BMW, Mercedes, and Audi. Delivery of the vehicle is scheduled to begin later this month and the company expects monthly deliveries to reach 10,000 units as early as October.

Context: BYD and partner Daimler first unveiled the Denza brand in early 2012 two years after the set-up of a joint venture to develop EVs for Chinese consumers. Denza in late 2019 began selling the X, a seven-seater SUV with a starting price of RMB 289,800, which was discontinued two years later.

• In late 2021, BYD announced plans to restructure Denza as the company reached a deal to buy an additional 40% shares of the JV from its German partner, Reuters reported. Last August, Denza launched the D9 multi-purpose vehicle, its first model after the rebranding, with a starting price of RMB 329,800, and posted deliveries of nearly 80,000 units as of writing.
• China’s biggest EV maker has been aggressively entering the high-end market with a growing portfolio of luxury brands including Denza, Yangwang, and an upcoming sub-brand called Fang Cheng Bao. The first two models under the Yangwang brand were priced from RMB 1 million; Fang Cheng Bao will specialize in professional and personalized identities, according to the company.

Chinese electric vehicle makers Nio, Xpeng Motors, and Zeekr on July 1 reported significant volume gains in June after months-long dips amid intensifying competition. Nio’s aggressive price cuts and Xpeng launching new models have spurred each to improved numbers.

Although BYD remains the dominant player in China, Aion, Li Auto, and Great Wall Motor are emerging as rivals with enhanced technologies and competitive prices, with the sector’s intense competition showing no signs of easing anytime soon.

Why it matters: Jefferies analysts forecast an 8% monthly growth in the wholesale volume of new energy vehicles to around 774,000 units in June and a 20% sequential increase in foot traffic in the industry. 

• Still, the ongoing price war could intensify across the industry during the upcoming summer slow season, as global automakers such as BMW and Mercedes widen their retail discounts and compete on price, Jefferies analysts wrote in a July 1 note.

Major improvements: Li Auto crossed another monthly delivery threshold, reporting delivery of 32,575 plug-in hybrid crossovers to customers in June, up from the 28,277 units a month earlier. The automaker’s year-to-date deliveries of 139,117 units have already surpassed its total unit sales from 2022. Chief executive Li Xiang previously stated he expects that number to get to more than 40,000 units later this year.

• Great Wall Motor also saw strong growth last month, as sales of its new energy passenger vehicles, including pure electrics and PHEVs, surged 110% year-on-year to 26,643 units following the recent launches of its new Haval-branded SUV and six-seater Blue Mountain. Jefferies analysts said sales of the Blue Mountain reached a similar level to Li Auto’s L8 in some areas last month, citing information from dealerships.
• Nio’s delivery figures bounced back to 10,707 units in June, following two consecutive months of lackluster sales of less than 7,000 units. The firm’s June figures were buoyed by its recent price cut across all lineups. 
• Zeekr reported slightly fewer deliveries of 10,620 units last month when it began shipping its third model Zeekr X, a compact crossover with a starting price of RMB 189,800 ($27,590). This figure was up 22.4% from May.
• Xpeng Motors also saw a solid recovery in June with deliveries of 8,620 units, which marked a 14.8% growth from a month earlier. That figure was still 44% lower than a year ago, however, yet the company’s newest model G6 SUV might give it a chance to get further back on track. Jefferies analysts expected the G6, with delivery scheduled for this month, to “surprise on the upside” with monthly sales likely to reach more than 10,000 units.

Other results: BYD sold 253,046 EVs in June (of which 11,058 were Denza-branded multi-purpose vehicles), a new record compared to the 240,220 it achieved in May. The company had projected monthly sales of its D9 premium vans to reach 15,000 units and is set to begin sales of its second model, the N7 crossover, on Monday.

• Aion maintained its growth momentum and delivered 45,013 vehicles last month, slightly more than the 45,003 units it reached a month earlier. The EV arm of state-owned GAC Group is also moving upscale with the launch on Monday of its Hyper GT, a coupe with a price tag of RMB 219,900.
• EV startups Leapmotor and Hozon are still catching up in the sector, with June deliveries of 13,209 and 12,132 representing a mild growth of 9.5% and a 6.9% reduction from a month earlier, respectively. They’re followed by Changan’s EV brand Deepal with deliveries of 8,041 units.
• Huawei-backed EV brand Aito continues to face growth challenges in an increasingly competitive market, reporting deliveries of 5,668 units last month. That figure brings its total delivery numbers for this year to just 27,541 units.

Context: UBS analysts expect Chinese carmakers to continue market share gains as foreign rivals see a shrinking demand for internal combustion engine vehicles. Chinese EV makers “are acting fast in terms of new model launches, with a better understanding of consumer’s needs,” wrote UBS analysts led by Paul Gong on June 19.

Chinese EV maker Xpeng on Thursday revealed the prices of its G6 sports utility vehicles at a competitive starting price of RMB 209,900 ($28,956), more than 20% cheaper than Tesla’s Model Y in China. The automaker is under growing pressure from investors to drive up sales with the new model after the months-long slump.

Why it matters: Speaking to reporters during an interview on Thursday, Xpeng’s CEO He Xiaopeng said that the G6, which has a similar size and appearance to Tesla’s Model Y, has the potential to achieve monthly deliveries of over 10,000 units.

•  He voiced confidence in a “positive” conversion ratio of its backlog reservations to orders following Thursday’s launch, adding that the company has received more than 35,000 pre-orders for the G6 as of Wednesday after reservations opened on June 9.

Details: The long-anticipated G6 five-seater is almost the same size as the Model Y. The new model measures around 4.75 meters in length, and 1.92 meters in width, and spans a 2.89-meter-long wheelbase.

• The higher-end version is powered by dual electric motors combining an output of 358 kW and maximum torque of 660 Nm, a bit higher than the respective 357 kW and 659Nm of the Model Y.
• The G6 accelerates from 0 to 100 km/h (62 mph) in 3.9 seconds, a bit slower than the Model Y’s 3.7 seconds, yet the crossover has a maximum driving range of 755 kilometers (469 miles), compared with the Model Y’s 660 km.
• Xpeng’s CEO also boasts a faster charging time for the G6, allowing additional travel of 300km on a 10-minute charge and greater powertrain efficiency than peers’ offerings, empowered by an 800-volt silicon carbide power module.
• The charging rate could be more than twice as fast as existing offerings with a 400V charging system, according to a Thursday statement from the company. Xpeng has operated more than 1,000 proprietary charging stations as of Friday and has had plans to add 500 ultra-fast charging stations this year.
• He added that Xpeng owners will be able to access the company’s automotive driver assistance system (ADAS), called the XNGP, for urban traffic roads without the utilization of high-precision maps in 50 major domestic cities during the second half of this year.
• Additionally, Xpeng will begin offering a so-called “AI Valet Driver” function to all XNGP users from the fourth quarter of 2023, allowing its vehicles to navigate on some fixed routes like an “experienced” human driver, according to the company. Rival Li Auto shared similar plans earlier this month.
• The G6 has a price range of between RMB 209,900 and RMB 276,900 ($28,956-$38,134), with the starting price being 7% lower than its previously announced tag of RMB 225,000. By comparison, the China-made Model Y currently costs from RMB 263,900 to RMB 363,900.

Context: Xpeng reported year-to-date deliveries of 32,815 vehicles as of May, a nearly 40% reduction from the same period a year earlier.

• President Brian Gu on May 24 told investors that it expected monthly deliveries to reach 15,000 units starting September when the G6 is scheduled for mass delivery.
• Xpeng’s shares rose 6.85% in Nasdaq during before-hours trading as of writing on Friday, although its shares have fallen 80% since the beginning of 2022.

Chinese automaker GAC Group on Monday showcased an electric, unmanned flying car prototype, a product it says can move both on the ground and through the air, in a futuristic plan to take its urban mobility to another dimension.

Why it matters: The debut makes GAC the latest Chinese automaker to promise riders flying taxis, a still immature technology, after the Toyota manufacturing partner began recruiting for a number of aircraft research and development engineering roles a year ago.

Details: The prototype, dubbed Gove, is being built on a modular system in which the flight and automobile components can be separated, meaning passengers could drive away the concept once it lands.

• GAC envisions a future where passengers can easily access multi-dimensional mobility services ranging from electric air taxis to ride-hailing platforms, according to Wu Jian, president of GAC Research Institute, who spoke at the company’s annual tech day event in Guangzhou.
• The automaker did not reveal many production details about the flying car, with Wu only mentioning that passengers within the Greater Bay Area where GAC is headquartered  would prefer a driving range of at least 200 kilometers (124 miles), Chinese media outlet Caixin reported.

Context: Several Chinese automakers have been working on electric vertical take-off and landing (eVTOLs) air taxis, but none have yet received approval for commercial use from local regulators.

• Aerofugia, an affiliate of Volvo’s parent Geely, said it had filed an application for operations of its prototype test aircraft with the southwestern bureau of the Civil Aviation Administration of China last year. Aerofugia’s AE200 eVTOLs have reached the airworthiness review stage, Caixin reported on April 7.
• Xpeng Aeroht, a startup backed by Chinese electric vehicle maker Xpeng Motors, said in January that it had been granted a regulator-issued certificate to pilot test its Xpeng X2 two-person flying car which has a battery life of 25 minutes. The company plans to start selling the next generation of its flying car with a price tag of around RMB 1 million ($138,596) as early as 2025.

Update: Xpeng Aeroht said on Tuesday that it would not sell its fifth-generation flying car, the Xpeng X2, which was previously referred to in this article as the Traveler X2, but has plans to sell the next generation of its aircraft as early as 2025.

China’s government on Wednesday announced a detailed plan to provide a full exemption of electric vehicles from purchase taxes in the next two years, an exemption that will be gradually rescinded from 2026. Beijing is also planning a pilot scheme to regulate passenger cars with partially and highly autonomous functions for potential large-scale operation, according to a deputy minister.

Why it matters: Industry players have responded positively to Beijing’s recent efforts to stabilize the EV market, where competition has heated up significantly in recent months.

• The extension of the EV purchase tax credit is “a big positive” from the market perspective, since automakers will be able to plan for new models and cost control going forward following Beijing’s early disclosure, BYD said on Wednesday (our translation).
• The government also underscored its strong support for EVs with swappable batteries, as battery prices will not be included in the dutiable value if a customer purchases an EV with a battery lease scheme, Nio’s chief executive William Li said on microblogging platform Weibo.

Analysts’ take: Bernstein analysts have voiced cautious optimism about the prospects for the world’s biggest EV market, as consumer confidence and credit impulses could be supportive of auto demand in the next few months after a slow recovery in car sales early this year.

• The long-term growth outlook for EVs “remains intact” as demand has shifted from government policy-led to consumer-driven, although EV sales growth is set to decelerate amid growing competition and overcapacity issues, Bernstein analysts wrote in a June 21 note.
• Jefferies analysts also hailed Beijing’s longer-than-expected tax credit as a positive sign, on Thursday forecasting China’s new energy vehicle sales, including all-electrics and plug-in hybrids, will reach 830 million units this year, up 27% from the 654 million units sold last year.

Details: EV buyers will be entitled to a 10% purchase tax exemption, or a credit of up to RMB 30,000 ($4,178) until the end of 2025. From 2026 to 2027, they will be taxed by 5% of the purchase price of their EVs, and the reduction amount will not exceed RMB 15,000 per vehicle, according to a government filing published Wednesday.

• The move is intended to maintain Beijing’s efforts to sustain the development of the EV industry and underpin China’s advantage in green car technologies, Xu Hongcai, deputy minister of finance said during a media briefing on Wednesday in Beijing.
• The Chinese authorities have put a limit on the amount of EV tax relief in an aim to ensure fair play and avoid luxury EVs, with some priced as high as RMB 1 million, taking extra resources, Xu said. He estimated total tax breaks to reach RMB 520 billion by 2027, up from RMB 200 billion as of last year.

L3 deployment: Meanwhile, the central government is planning a pilot scheme to officially lift the barriers to entry of passenger cars with semi-autonomous functions, or with the so-called Level 3 automation, said Xin Guobin, deputy minister of industry and information technology.

• Regional government authorities will also issue more permits for the commercial adoption of highly autonomous cars to operate in pilot projects, according to Xu, an endeavor that has been undertaken by a number of Chinese tech companies such as Baidu.
• Automakers are currently not allowed to market cars with L3 capabilities by Chinese regulators. In Level 3, or the partial autonomous level, the driver is required to take over the vehicle in emergencies, according to the definitions set by the Society of Automotive Engineers (SAE).

Li Auto on June 17 unveiled details of its first purely battery-powered electric vehicle with an expected price tag of over RMB 500,000 ($69,955), claiming its supercharging facilities could give up to 400 kilometers (249 miles) of charge in less than 10 minutes.

The company also announced plans to release an automated driving function that it says will allow commuting drivers to relax their grip in urban traffic later this year, aiming to attract tech-savvy Chinese customers.

Why it matters: Li Auto is catching up with rivals in deploying advanced driver assistance systems (ADAS) at a faster pace than expected, which could be a key differentiator in the driving experience for the company, according to a June 18 note written by Jefferies analysts.

• The analysts added that the price range of Li Auto’s first battery EV would be in a “sweet spot” that could ease margin pressure in the future. The Chinese carmaker for now has three extended-range electric sports utility vehicles on sale.

First BEV: Named Mega, Li Auto’s long-anticipated first all-electric is a multi-purpose vehicle with a price range of RMB 500,000 and above, vice president Liu Jie said at a corporate event on June 17.

• Capable of traveling 400 km after 9.5 minutes of fast charging, the vehicle is scheduled for release later this year.
• Liu also spoke of the company’s goal for the Mega to become the top-selling vehicle in its price segment, regardless of vehicle type.
• Li Auto has set an initial goal of delivering 5,000 Mega vans per month, Chinese media outlet Jiemian reported, citing company insiders. By comparison, Geely’s premium EV brand Zeekr in May delivered 2,106 units of its 009 MPVs, priced between RMB 499,000 and RMB 588,000.

Driver assistance software: Li Auto also revealed plans to begin internal testing of its automated driving function for complex urban scenarios, called city NOA  (standing for Navigate On Autopilot), with a cohort of selected owners in Beijing and Shanghai later this month.

• Vice president Lang Xianpeng said the company’s deep learning model would enable vehicles to perceive their surroundings and make decisions similar to human drivers, as its growing fleet of software users has effectively driven over 600 million kilometers (373 million miles) to date.
• Lang added the cars would be able to navigate on fixed routes for daily commuters in big cities with heavy traffic after the initial two to three weeks of training with its collection of datasets. The function will be rolled out to users from 100 major cities by year-end via over-the-air updates.
• Some rivals have announced respective plans to compete for users with similar offerings. Xpeng Motors’ XNGP function for urban driving is available to owners in four major cities, while Huawei aims to release its Autonomous Driving Systems to Aito owners in 45 cities this year.

Second plant: The accelerated move to BEVs also comes as Beijing-based Li Auto recently received a green light to open its second plant in the nation’s capital, according to a document (in Chinese) released by the Ministry of Industry and Information Technology on June 16.

• The company will build its all-electrics in the RMB 6 billion factory later this year, state-owned media outlet Beijing Daily reported in late 2021. Built on the base of an old plant owned by Korean automaker Hyundai, the facility will have an initial capacity of 100,000 units annually.
• Li Auto currently has one factory in operation at a monthly capacity of 30,000 units in the eastern city of Changzhou. Its year-to-date deliveries exceeded 106,542 units as of May and chief executive Li Xiang expected its monthly delivery to reach a milestone of 30,000 units in June.

US electric vehicle startup Fisker is planning to enter the Chinese market. The company has announced plans to establish its first regional delivery center in Shanghai, with deliveries scheduled to begin in early 2024, its China board member Daniel Foa told Chinese media outlet Yicai on Tuesday.

Why it matters: EV newcomer Fisker is trying to enter China at a time when some traditional global auto majors are struggling to maintain their market share in the country due to their slow transition to EVs. The move also highlights Fisker’s ambition to succeed in the world’s biggest auto market, following in the tracks of its US peer Tesla.

Details: Foa declined to comment on whether Fisker would deploy a direct sales model in China, as it has been doing in the US and Europe, or sell its vehicles through franchised dealers when interviewed by local media outlet Yicai.

• The report added that Fisker’s CEO Henrik Fisker held talks with Lingang Group during his recent visit to China earlier this month. Lingang Group is a state-owned industrial park developer that facilitated the establishment of Tesla’s Gigafactory Shanghai back in 2019 in the city’s Lingang New Area.
• Meanwhile, Fisker on June 9 revealed its plans to build a manufacturing plant in China with an annual capacity of 75,000 units as early as 2024.
• “We expect China to be an important growth market for EVs in the future and believe our vehicles will be very appealing,” said Fisker in a statement.
• China’s premium and affordable luxury segment is growing faster than general segments, Foa told investors on June 6, “This presents a vast opportunity for Fisker in China.”

Context: Fisker currently has two models on sale, the Ocean and the Pear crossovers, with starting prices of $37,499 and $29,900, respectively. It started making the Ocean sports utility vehicles with contract manufacturer Magna Steyr in Austria late last year and began delivery in Denmark in May, while rushing to hand the model over to US customers on Friday.

• Another US EV maker Lucid is also exploring a foray into China. The company hired Izzy Zhu, a former vice president at Nio and Baidu’s EV arm Jidu, to oversee its China business development. It has been recruiting for roles including supply chain and charging infrastructure management based in Shanghai since late last year.
• Chinese auto majors led by BYD are extending their lead over traditional foreign counterparts as a growing number of local customers favor EVs over gas-powered cars. Sales of FAW-Volkswagen and GAC-Toyota shrank 4.3% and 12.2% year-on-year in May, according to figures from the China Passenger Car Association.

Nio announced aggressive price cuts on Monday. The unusual decision from the premium EV maker, which has previously refused to join the ongoing China EV price war, has drawn mixed reactions from experts, with some speculating on a significant sales recovery for the electric vehicle maker while others remain concerned about worsening margin pressures.

The Chinese EV maker on Monday decided to cut prices by RMB 30,000 ($4,199) across all its vehicle lineups, reversing its previous decision to keep pricing stable as part of “the DNA” of the premium brand. For instance, the base version of Nio’s ET5 sedan, once expected to be a high-volume model, now costs RMB 298,000 ($41,630) after the price cut, and RMB 228,000 if a customer chooses the company’s battery leasing plan, with a monthly battery lease fee of RMB 980.

Nio’s share price surged 8.7% on the news on Monday. But at the same time, the company’s gross margin hit a historic low of 1.5% in the last quarter, and the price reduction could further impact this figure. The company’s changing attitude toward price cuts comes at a time when it has faced a persistent delivery decline this year.  

Whether Nio’s lower-priced ES6 and ET5 cars prove to be popular could be the key to its very survival, as pressures mount on the smaller Chinese players in an increasingly competitive EV market. Nio’s deliveries in the first quarter fell by 22.5% to 31,041 vehicles from the fourth quarter last year; it also gave a weaker outlook for the second quarter: up to 25,000 units.

“Nio is playing a double sword game, and the outcome remains unknown,” said Yale Zhang, managing director of Shanghai-based consultancy AutoForesight.

Sales and efficiency boost

Nio’s recent price cuts could drive sales, especially in lower-tier Chinese cities where battery swap facilities remain inaccessible, according to Sun Shaojun, founder of consumer behavior research agency CarFans (our translation).

Sun expects the move, coinciding with the end of free battery swaps, to help Nio control costs and improve recharging network efficiency. Nio’s public chargers often lie idle as owners use the free swap service instead, Sun told TechNode on Monday.

Lei Xing, an auto industry analyst and former chief editor at China Auto Review, saw Nio’s decision as “a long overdue change” to better adapt to the environment, and the first step in a series of potential measures to save costs and improve efficiency. Xing added that Nio should also eliminate under-performing models from its overly large lineup.

Long-term uncertainty

In a market where most major EV makers are offering big price cuts in recent months, some experts are skeptical about the sustainability of Nio’s sale-boosting move.

Nio is anxious to reverse its declining sales trend and prevent further loss of market share from competitors such as Li Auto and some bigger players, AutoForesight’s Zhang said when contacted by TechNode. The price cuts will further damage Nio’s gross margins, as well as its ability to maintain its premium brand reputation long-term, added Zhang.

Xing thinks the price cut will help Nio deliver 180,000 vehicles this year, its current best-case scenario. Even this figure will fall short of an earlier prediction by the company: double last year’s unit sales of 122,486 cars.

“We believe there is an opportunity for us to still achieve deliveries of 20,000 units per month,” Nio chief executive William Li told analysts during an earnings call on June 9. “We need to make sure we can find a better way to meet user needs and expand their demands.”

Volkswagen has made headlines in China following an incident on Monday in which a VW electric vehicle crashed into a motorway toll station and caught fire in Hangzhou, resulting in the death of four people, according to a report in financial media outlet Caixin.

Why it matters: Video clips that show firefighters working near the burning car have drawn social media attention, with comments voicing concerns about EV safety that may cast a shadow over VW vehicles sold in China.

Details: A passenger vehicle hit a barrier at a Hangzhou toll station in the eastern Chinese city early on Monday, catching fire immediately, and killing the four men in the vehicle, the city’s traffic police confirmed in a post on Chinese microblogging platform Weibo.

• The local authorities did not provide further details about the incident or specify a cause of the blast. Several video clips have gone viral on the Chinese internet showing a VW-branded battery-powered EV at the center of the fatal crash.
• SAIC-Volkswagen, a joint venture between the German automaker and SAIC Motor, is cooperating with investigations, Caixin reported, citing someone close to the company. The firm did not respond to TechNode’s request for comment.

Context: China requires EV battery systems to be designed so as not to catch fire or explode for at least 30 minutes after a crash at 50 kilometers per hour (31mph) or under, an expert from the China Automotive Engineering Research Institute Co., Ltd told Caixin.

• Sales of VW’s battery-powered EVs in China dropped 25.4% year-on-year to around 21,500 units for the first three months of this year, as the German auto major faced growing pressure from Tesla and a slew of Chinese firms led by BYD.
• VW currently sells three models under its purely electric ID. series in China, namely the ID.4 crossover, the ID.3 hatchback, and the seven-seater ID.6, covering the mainstream luxury car segment with a price range of between RMB 150,000 and RMB 350,000 ($21,045-$49106).

Chinese EV makers saw a flat month overall in May, with 0% growth in the market from April. However, some EV makers are squeezing out growth more than others. BYD, Aion, and Li Auto managed to report monthly growth of around 10% to 14%, while Nio saw delivery figures sink to its lowest level in 12 months. Xpeng Motors and Zeekr look on track for a modest recovery. 

Why it matters: Total sales in China of new energy vehicles, including all-electrics and plug-in hybrids, were relatively flat in May despite an outstanding performance by major Chinese electric vehicle makers, highlighting the growing advantage of domestic players over foreign counterparts amid rising competition.

• Automakers mostly saw a slowdown in new order intakes and foot traffic at showrooms during the second half of May due to a new surge in Covid cases, weak consumer sentiment, and the phase-out of regional subsidies by some local Chinese governments, analysts at investment bank Jefferies wrote in a note on Thursday, citing Sun Shaojun, founder of auto consumer service platform Carfans.
• Sun expects a strong recovery during June and July, as multiple domestic players begin mass delivery of new models. Sales of passenger EVs were around 483,000 units during May 1-28, up 82% thanks to a low base from a year ago due to Covid lockdowns. However, May deliveries showed no growth from the previous month, according to figures from the China Passenger Car Association.

Strong growth: BYD reported a record high in monthly vehicle sales at 240,220 units, up 108.9% from a year ago and 14.2% from April. This was buoyed by price cuts from dealerships and the launches of multiple cheaper models, including the new Han and Tang models with smaller batteries and the entry-level Seagull. Its premium brand Denza also posted impressive results of 11,005 vehicles delivered.

• GAC’s EV unit Aion and EV startup Li Auto also hit new milestones with deliveries of 45,003 and 28,277 vehicles last month, representing a monthly growth of 9.73% and 10.1%, respectively. The two companies have set goals of selling up to 600,000 and 300,000 vehicles this year, which would more than double their totals from last year.
• Hozon and Leapmotor both reported strong May sales of 13,029 and 12,058 units, respectively, after announcing “price protection” measures in March to counter a months-long price war ignited by Tesla. Historically a budget carmaker, Hozon said it delivered 1,716 Neta GT sports cars, launched last month and priced from RMB 178,800 ($25,276).

Under pressure: Nio on Thursday revealed that its monthly delivery figures have fallen for four months in a row to 6,155 units in May, as fierce competition and an aging product lineup continue to weigh on the Shanghai-based EV maker. On May 24, the company began handing over its all-new ES6 crossovers to customers and said mass delivery of its redesigned ET5 sedans would begin later this month.

• Xpeng’s May delivery was 6% higher from a month earlier, as the EV maker began delivering the P7i, a revamped version of its popular P7 sedans in March. The modest growth was due to supply chain constraints, with chief executive He Xiaopeng recently telling investors the company would “significantly” ramp up production of the key components for P7i with partners in June.
• Geely’s premium brand Zeekr posted deliveries of 8,678 units last month, a 7% increase from April. Its new compact SUV, the X, is scheduled for delivery this month. Rival Deepal began shipping the S7, its second model, on Tuesday, with monthly deliveries of Changan’s EV marque reaching 7,021 units in May, a 9.5% decline from April.
• Aito’s sales rose 22.8% month-on-month to 5,629 units in May. The Huawei-backed EV maker began selling a top-end version of its M5 plug-in hybrid crossover equipped with Huawei components and software for automated driving in April, with delivery scheduled to begin on June 18. Meanwhile, sales of Dongfeng’s EV unit Voyah fell 10.1% to 3,003 units from a month ago.

Chinese electric vehicle battery maker CALB is reportedly withdrawing job offers to fresh college graduates who signed contracts late last year to join the company full-time this summer, Caixin reported. The company attributed the move to “changing market conditions” as it attempts to address customer demand.

Why it matters: The decision by Hong Kong-listed CALB, China’s third-biggest battery maker by volume, reflects growing pressure in the world’s biggest auto market as fierce competition and concerns of a slowdown have seeped into the EV supply chain.

Details: At least five “class of 2023” graduates who signed employment contracts with CALB were told the battery maker had rescinded its offers, according to Caixin. Having signed up in October 2022, the students were due to start work in July, but have now instead received a payment of RMB 3,000 ($424) in compensation. 

• The company said the move was necessary to ensure it could adapt to new circumstances in light of “chances and challenges going forward” in the EV industry.
• All of the company’s seven manufacturing facilities in China have taken back some of their job offers to fresh graduates, according to Caixin. 
• The report did not say how many of the firm’s graduate hires were affected but that hundreds of people had started chats on messaging platform QQ to share information.
• CALB did not immediately respond to TechNode’s request for comment.

Context: CALB’s shares slipped 6.8% to HKD 17.1 on Monday following a 4.28% fall on May 26, taking its market capitalization to HKD 30.3 billion ( $3.9 billion), down more than 50% from last October, when the company went public in a HKD 10.1 billion deal in Hong Kong.

• CALB mainly focuses on the Chinese market, with overseas revenue only accounting for 1.5% of its total last year. 
• CALB generated RMB 20.4 billion in revenue in 2022, triple its revenue from the previous year. A major supplier to Chinese carmakers GAC and Xpeng Motors, CALB is the third-largest battery maker in China. 
• Manufacturers in China collectively sold the equivalent of 25.1 gigawatt hours (GWh) of batteries in April, representing a 9.5% decline month-on-month, according to figures released by China Automotive Battery Innovation Alliance (CIBIA).

Nio on Wednesday launched a new version of the ES6, the brand‘s top-selling SUV. The EV maker has priced the new vehicle from RMB 368,000 ($52,027) and said it offers a driving range of 930 kilometers (578 miles) with its new 150 kWh solid-state battery pack. 

Why it matters: First launched in 2018, the ES6 has long been Nio’s top seller and performed strongly in China’s electric SUV category. The new version of the ES6 has the potential to become a high-volume car for the luxury automaker, which has faced slow growth as more established automakers enter the EV sector.

• Nio first unveiled details of its 150 kWh battery packs in January 2021, when the company claimed the battery would use a solid electrolyte instead of the liquid electrolyte found in existing offerings, providing high energy density and improved safety.
• The EV maker initially planned to deliver its ET7 sedans with the battery pack in the fourth quarter of 2022. However, in September 2022, CEO William Li told investors during an earnings call that production would be delayed “for several months.”

Details: The new ES6 with a 75 kWh battery pack is on sale for RMB 368,000 ($52,027) and offers a 490 kilometer driving range. The 100 kWh battery pack version is priced at RMB 426,000, offering a 625 kilometer driving range. Delivery began immediately after the launch on Wednesday night.

• The price of the ES6 can be reduced to RMB 298,000 if buyers choose Nio’s “Battery-as-a-Service” program, but they will have to budget in a monthly RMB 980 battery leasing fee. 
• The company did not reveal the pricing for the 150 kWh version of the new ES6, but CEO Li promised that delivery would begin in July during an online press conference on Wednesday, without providing any further details.
• The compact SUV can accelerate from 0 to 100 km/h (62 mph) in 4.5 seconds and has a dedicated computer to control chassis components, which the company said would improve the car’s balance and control.

Context: The five-seater ES6 has been Nio’s most popular vehicle model since it was first introduced in December 2018 and was the top-selling electric SUV in 2020, according to figures from the China Passenger Car Association. Nio has delivered more than 120,000 units of the original ES6 as of writing.

• The company currently has seven models on sale and covers a price range between RMB 300,000 and RMB 650,000. Li said it had set a target to double the company’s delivery volume from the 122,486 units it achieved last year.
• However, it delivered just 31,041 vehicles for the first three months of this year amid fierce competition, a 20.5% increase from a year earlier but a 22.5% decline from the previous quarter. By comparison, peer Li Auto delivered 52,584 units over the same period.

Chinese battery maker Gotion High-Tech on Friday unveiled an “affordable,” iron-based electric vehicle battery called Astroinno, saying it offers a more than 1,000 kilometer (620 mile) range on a single charge without using expensive materials such as cobalt and nickel.  

Why it matters: The battery, which uses a manganese-based cathode, is a potential offering to a group of automakers for their mainstream models. The new battery could mean a higher energy density than conventional lithium-iron-phosphate (LFP) batteries and come at a lower cost than ones which rely mostly on nickel and cobalt.

Details: The Astroinno battery has a cell-level energy density of 240 watt-hours per kilogram (Wh/kg) and reaches 190 Wh/kg at a system level. By comparison, larger rival CATL’s latest Qilin battery reaches around 255 Wh/kg systematically, while giant maker BYD is working to increase the energy density of its blade battery to 180 Wh/kg from 150 Wh/kg before 2025.

• The new battery provides a driving range of over 1,000 km to EVs powered by a 140 kilowatt-hour (kWh) battery pack, Cheng Qian, Gotion’s executive president of the international business unit, said at a press event in the eastern city of Hefei. This points to a performance similar to that of CATL’s Qilin battery, Bloomberg has reported.
• Cheng added the batteries could be charged from a low-level to 80% in 18 minutes and maintain an 88% yield rate when the temperature drops to minus 20 degrees Celsius, which would ensure EVs maintain their ranges in cold weather. 
• The company plans to start manufacturing the battery as early as 2024, but did not reveal any client names.

Context: Gotion said on May 10 that it had signed a new contract to be Volkswagen’s primary supplier of cobalt-free, unified LFP battery cells outside China, catering to all of its EV series. It has yet to reveal how many batteries it plans to make for Volkswagen’s vehicles under the contract.

• The company signed a pilot deal a year ago to mass produce both energy-dense nickel-containing battery cells and economical LFP ones for Volkswagen in the Chinese market.
• The Chinese battery supplier told investors it will be ready to begin delivering its products to VW during the first half of 2024, which would be applicable to the vehicles built upon the Scalable Systems Platform (SSP), VW’s next-generation platform for smart electric cars.
• Volkswagen has been Gotion’s largest shareholder following a $1.2 billion investment deal announced in 2020. China’s fourth biggest battery maker, Gotion shipped 14.1 gigawatt-hours (GWh) of batteries last year, following CATL, BYD, and CALB, according to SNE Research.

Correction: an earlier version of this article included Volkswagen as a potential automaker that might use the Astroinno battery. Volkswagen has since reached out and said the current cooperation between Volkswagen and Gotion is focused only on unified cell, and no other type of battery is involved.

Two top academic leaders on Wednesday expressed their support for the ongoing shift towards electrified transportation, with one of them highlighting the importance of having a comprehensive picture of the carbon footprint when making electric vehicles.

It should be calculated how much energy has been used to assemble an electric car, including the emissions generated from the materials used by the manufacturers, Saifur Rahman, president of the Institute of Electrical and Electronics Engineers (IEEE), told the audience at the BEYOND Expo 2023 tech conference, held in Macao from May 10 – 12.

Rahman, along with Song Yonghua, president of the University of Macau, added that there is big potential in the adoption of clean energy sources such as solar and wind. 

This panel discussion took place on Wednesday at the BEYOND Expo 2023 tech conference, held at the Venetian Macao Convention and Exhibition Center. The text below has been condensed and edited for clarity.

Prof. Saifur Rahman, president of the Institute of Electrical and Electronics Engineers 

Today I would like to talk about how technology can help address climate change problems and how scientists and engineers can play a role in the global climate change debate. I come from the IEEE, a professional association made up of scientists, engineers, technologists, and physicists, and we’ve been working on clean tech solutions for climate sustainability for a long time.

For now, carbon dioxide accounts for 75% of the total greenhouse gas emissions globally, and there has been an idea called “decarbonization through electrification” to deal with the issues, which means the adoption of electric vehicles and the phase-out of gasoline cars, for example. The problem is: where is the power of making EVs coming from? If that is from coal-fired plants, then it doesn’t help. It has to come from clean sources.

When you look at the total carbon dioxide emissions globally, around one third of them come from power stations, another third from transportation, and the remaining from factories and so on. I am focusing on the transportation part and would like to share some of my points to reduce carbon emissions.

Firstly, energy efficiency, which means you use less electricity to do the same job. For example, if you raise the temperature by two degrees with an air-conditioner, you use 10% less energy. Secondly, renewables. Our goal is to replace traditional fossil fuel energy with solar, wind, and hydrogen power. China is the biggest country in the application of renewable energy in the world.

Thirdly, we can’t shut down all the coal-fired plants overnight, and therefore have to build highly efficient coal plants that install carbon capture technologies. Then, hydrogen power and storage batteries. If you have excess power at night due to low demand, you can store the extra electricity your system produced at night and use it to generate hydrogen power during the daytime.

Next, cross-border power transfer. Not every country can survive using domestic resources. The US buys energy from Canada, and China sells to Vietnam, for instance. Finally, nuclear power. Many of us are still concerned about the safety issues of nuclear power because of the Fukushima accident, and yet new technologies are emerging, such as small nuclear reactors, which are much safer and less expensive.

Those are the things I am pushing very hard. I should point out one thing: that there is no unified solution for all and therefore we need to be inclusive. Asia is very diverse. The challenge is how to make electricity widely available to poor regions such as villages. Populations from those areas use much less electricity than those in the cities, but they need to get reliable power.

Prof. Song Yonghua, rector of the University of Macau

My first key point is that we must focus on cities if we want to tackle the climate change issues. Cities are usually a major source of carbon emission. When you look around the world, 70% of the carbon emissions are generated by cities, because half of the global population live in cities and consume around 70% of the energy.

In China, due to its great success in urbanization, we see more than 65% of the population living in cities, consuming at least 75% of the energy, and generating around 85% of the country’s carbon emissions. We have to strike a balance between economic development and the effort in dealing with climate change. Also we can’t simply repeat what Western countries have done, which could incur a hard cost.

Macau is a city of tourism, exhibition, and education. There is great potential for Macau in the application of renewable energy as well as transport electrification. We have large amounts of roofs and walls that can be effective in generating electricity locally, while upgrading grid infrastructure for EVs and electrifying our ferries and boats.

There is also a lot of work we can do to improve energy efficiency with air-conditioners, which is the largest source of energy consumption in Macau, as well as other nighttime facilities. Sometimes the temperature is too cold and the lights are too bright.

Sustainability is a big topic. It goes beyond disciplines such as finance and technology, and we have to move across the barriers of those disciplines and among different ideologies. Thus, education is a key as we expect our younger generation to work together in fighting against climate change.

As the only comprehensive public university in Macau, we take a responsibility to educate young talents for the city. We have an institute for applied physics and material engineering where our research fellows are working on various energy materials, such as new photovoltaic materials for hydrogen production. We also have a program to cultivate young talents for the purpose of making smart cities.

With the support from the central government and the Macau SAR government, our university has a very beautiful campus and an advanced management structure, which have attracted top professors from around the world. Macau is part of China under the One Country, Two Systems policy and now as we have the Greater Bay Area initiative, we need to deepen our collaborations with the rest of the Greater Bay area.

The Chinese government has approved an action plan to push for the buildup of charging infrastructure across the country, a move Beijing says will step up the adoption of electric vehicles especially in the country’s vast rural regions, state broadcaster CCTV has reported.

Why it matters: The plan could pave the way for a sales boost of green energy cars in Chinese lower-tier cities and rural areas where EV penetration has so far remained low, according to Cui Dongshu, secretary general of the China Passenger Car Association (CPCA).

• China’s countryside is expected to provide a new source of growth for what is already the world’s biggest EV market, Cui wrote in a May 7 article (in Chinese). Less than 20% of new car sales were EVs in small-sized Chinese cities and towns in March, compared with 34% in first-tier cities, official figures showed.

Details: The plan will adopt a “forward-thinking and moderately progressive” (our translation) strategy to scale up the number of charging stations for EVs across the country, state broadcaster CCTV reported on May 5, citing a meeting of China’s top executive body, the State Council.

• The cabinet said it would also release measures that would facilitate businesses’ expansion of their EV sales and service networks in less developed regions, as well as boost the training of technical workers for EV maintenance from vocational schools.
• The Council said these efforts would allow it to step up its focus on removing the major bottleneck for EV popularity in rural areas. Policymakers expect a nationwide charging network to sustain at least 20 million EVs traveling on Chinese roads by 2025.

Context: China’s EV market has seen slower growth this year, after being partly disrupted by a major price war amid fierce competition and Beijing’s scrapping subsidies for EV purchases in December.

• Sales of new energy passenger vehicles, mainly all-electric cars and plug-in hybrids, increased 22.4% year-on-year to 1.3 million units during the first three months of 2023, significantly slower than the 93.4% growth last year, CPCA data shows.
• China operated an EV infrastructure network of more than 1.9 million public chargers as of March, of which nearly 60% were less powerful AC chargers with the rest being DC ones, according to figures from the Chinese Electric Vehicle Charging Infrastructure Promotion Agency.
• Multiple automakers have pledged to expand their EV charging networks. Nio and Xpeng Motors have set goals of making 2,300 swap stations and 500 fast charging stations available nationwide this year, respectively, while Li Auto opened its first batch of charging facilities last month.

Traditional Chinese automakers GAC and Geely, along with market leader BYD, have reported impressive electric vehicle delivery figures in April, taking market share away from young competitors such as Nio and Xpeng. 

Why it matters: April deliveries show the growing importance of traditional auto manufacturers in the Chinese EV market, putting additional pressure on EV upstarts, especially Nio and Xpeng.

Details: BYD has maintained its dominant position as sales nearly doubled to 210,295 vehicles in April from a year earlier. In particular, it sold 10,526 units of the Denza D9, a multi-purpose vehicle under its premium brand Denza, surpassing the threshold of 10,000 units for a second month.

• GAC’s EV unit Aion has also enjoyed strong growth momentum with sales of 41,012 units, representing a year-on-year increase of 302%. Li Auto also saw impressive growth, becoming the top-performing brand among EV startups with reported deliveries of more than 20,000 vehicles for a second consecutive month in April.
• More traditional Chinese manufacturers, namely Geely and Dongfeng, showed small but gradual rises. Geely reported deliveries of 8,101 of its Zeekr-branded vehicles, up 22% from the previous month. Dongfeng’s Voyah family cars reported 3,339 deliveries, a 10% growth from the previous month.  
• Meanwhile, deliveries of Changan’s EV arm Deepal declined by 9.5% to 7,756 units from a month ago. Yet, that number surpassed those of Nio and Xpeng for the first time following the launch of the brand by Ford’s manufacturing partner last April.
• Nio and Xpeng now face serious pressure. Xpeng saw relatively flat deliveries of 7,079 units for the month, although the automaker has managed to stall the delivery declines that began late last year, thanks to the launch of its revamped P7 sedan in late March, which began to offset the slump in sales of its G9 crossovers.
• Nio’s April deliveries plunged by 36% month-on-month to 6,685 units. Speaking on the sidelines at the Auto Shanghai show last month, president Qin Lihong said the company is in a period of model transition, clearing out most of its older models and still racing to introduce redesigned and new models.
• Seres did not reveal the numbers for its Aito brand. However, a total of 4,585 units were handed over to customers last month, according to data obtained by Chinese financial media outlet Caijing. The Huawei-backed car brand delivered 16,244 units from January to April.  
• Hozon and Leapmotor have settled into a period of steady growth, with deliveries of 11,080 and 8,726 vehicles, respectively. Both companies are increasingly focusing on higher-price segments rather than the budget offerings they are known for. Leapmotor said its pricier C series accounted for 83% of April’s sales.

Context: Established Chinese automakers commanded 67% of the country’s passenger EV market in March, a 6% increase from a year ago, according to figures published by the China Passenger Car Association. For “new forces,” which refers to younger EV startups, market share declined by 6.7% annually to 10.4%. In addition, Tesla took a 14.1% market share in China.

• The CPCA has yet to reveal detailed April figures but estimated on April 25 that passenger EV sales would decline by 8.4% month-on-month to roughly 500,000 units, as the market faced disruption from the recent price war and continued to slowly recover from the Covid-19 pandemic.

Speed is key if Continental and its auto clients are to have any hope of defending their market share in China, given the competition they face. Auto suppliers might be used to providing very specific solutions for single customers in Europe, “but in China this is not a good idea,” said Frank Petznick, Executive Vice President of the Autonomous Mobility Business Area at Continental AG.

While foreign auto executives express nervousness about the rise of their Chinese rivals, Continental’s global mobility head says he is not surprised. He says he has been “pretty aware of” of the pace of China’s progress in electric vehicle technology for a long time.

Offering products ranging from tires to dashboard displays, Continental is now growing its business in high-performance computers for automated driving, with GAC’s Hyper GT luxury coupe one of its early adopters. Speaking on April 19 on the sidelines of the Auto Shanghai show, Petznick told TechNode that companies must be lean, localized, and standardized in developing technology for the world’s biggest and most vibrant auto market.

Having lived in China for a decade before the Covid-19 outbreak, he also gave a broader perspective on the Chinese autonomous car industry and competition between global Tier-1 suppliers and local tech companies. The German auto parts giant is pushing to develop advanced electric and connected solutions not only for the China operations of multinational car majors but also for local manufacturers with global ambition.

READ MORE: Baidu and Huawei take on global giants with new in-car software offerings at Auto Shanghai 2023

Below are Petznick’s comments on the rapidly changing Chinese auto industry. The text has been condensed and edited for clarity.

China speed

The Chinese market is working completely differently from Europe, and much faster. In order to be prepared for the market, we need local companies that can put pressure on us to speed up and become more dynamic in the market. That’s why we decided to form a joint venture with Horizon Robotics two years ago. We wanted to make a Chinese joint venture that would be closer to the local market.

Global automakers underestimated China’s speed [with regard to EV transition] over the last three years, but now they are getting super nervous because they have seen what’s going on. EV companies in China have a higher demand for autonomous driving. They integrate the entire technology into their cars and can sell to local young people who just want to buy fancy cars.

A lot of the cost of ADAS [Advanced Driver Assistance System] comes from developing specific software, and what Continental can do very well is integration. We figure out what is a common part, roll out standard components in a fast and cost-competitive way, and then add specific functions to make a difference. I think this is the key [to success] in China, but many Western companies have not understood that yet.

Think local

We are working closely with our Chinese customers and developing systems in China and for China. Global automakers in China also want to use local solutions because they are afraid of being too slow and too late. The other thing is that many Chinese brands are going global very fast. It means we could also help some of our Chinese customers use a more global approach.

Every Chinese brand now has a global ambition, though new OEMs [original equipment manufacturers] are much faster at going global than traditional ones. Since the border opened [late last year], we have seen a growing number of Chinese OEMs coming to our headquarters in Frankfurt and Hanover to talk about having a global setup. In the meantime, we have the same discussions when we come here.

We have different solutions for different regions, but the software and functions are the same. We would like to help the global OEMs develop in China and help local OEMs develop in the global world. This is what we are trying to do: bridge the two.

Autonomous driving

There are some very good startup players in the US, but I believe robotaxis will become real in China before the rest of the world. There are still many difficulties in getting approval for vehicles with close to Level 3 driving capabilities. Some cities have allowed this, others have not. It’s very scattered. 

I see significantly faster development in terms of the infrastructure and the regulations needed in China. That’s why I think China could be the world’s first robotaxi-friendly country. The rest of the world could focus more on commercial trucks, which are more of a highway thing and not as complicated as robotaxis in the cities.

We are developing software basically for all levels of autonomous driving by using a lot of the expertise from our partners. The competition is very tough. You always see companies jumping forward and others catching up, but the good news is that if you can survive in this market, you can survive anywhere in the world.

Competing with tech giants

Tech companies such as Huawei and Baidu are going to be Tier-1 suppliers, while we are shifting to be more on the tech side. We need to be more agile and have a more local mindset in order to be fast enough.

We have launched a couple of products, such as a full-fledged smart camera based on processors from a Chinese partner. We are also making high-performance computers where ADAS will also be a part of it. We will be going into series production with the partners we have now. You will see these cars on the road very soon.

I don’t think we have to turn ourselves into a new Baidu. This would be going too far over to the other side. Chinese tech firms are trying to be more Tier-1 and we are trying to be more like a tech company. We are basically learning from each other. We have discussed globally that we have to become a tech player, and in the China context, we need to do that tomorrow.

BYD on Thursday reported strong revenue growth in its first quarter, with net profit up 410% from last year despite concerns about slowing demand following a Covid-hit 2022. The EV giant’s profit growth is slowing, however, and was down 43.5% from the previous quarter due to an ongoing national price war and a rush of purchases before subsidies were ended late last year. 

Why it matters: BYD’s figures reflected a broader trend of growing competition and shrinking profits for automakers in China, as car brands were hit by the phasing-out of electric vehicle subsidies and a price war started by Tesla’s price cuts. BYD continues to lead the sector however, with a 35% share of the country’s electric vehicle market. 

Details: China’s biggest electric car maker said on Thursday it made RMB 4.1 billion ($597 million) from January through March, representing an impressive surge of 410.9% year-on-year, but a 43.5% drop from the previous quarter.

• The firm’s profit margin also fell slightly from 19% in the fourth quarter of 2022 to 17.8%, as it was hurt by Beijing’s subsidies cuts and its reduced sales volume, Jefferies analysts wrote in a Friday report.
• Sales nearly doubled from a year ago to 552,100 vehicles during the period, although that number represented a decline of 19% from the previous quarter. January and February are traditionally low seasons due to the Lunar New Year holidays.
• The Chinese auto giant is significantly ramping up its spending on research and development, with R&D expenses jumping 164.2% annually to RMB 6.2 billion during the first quarter, close to rival automaker Geely’s spend of RMB 6.8 billion for the entirety of last year.
•  Analysts expected the automaker’s profitability to recover as lithium prices began falling after a strong two-year run, and its dominance in the mainstream car segment could continue on better cost control.

Context: China’s auto industry has faced downward pressure as general passenger car sales declined 4.5% from last year to 4.9 million units in the first quarter of this year. 

• Industrial profit from the automobile manufacturing sector dropped 24.2% over the same period from a year ago, according to data from the National Bureau of Statistics.
• Sales of Volksagen’s partner SAIC fell 27% annually to around 891,200 units in the first quarter. At the same time, Chinese automaker Great Wall Motor reported RMB 217 million in net loss.
• BYD is among the Chinese automakers forced to match Tesla’s repeated aggressive price cuts to maintain their sales volumes. On March 16, BYD launched a new version of its popular Han sedan priced from RMB 209,800. Previously, the cheapest version cost RMB 269,800.
• The company on Wednesday began selling the Seagull budget car with a price range of between RMB 73,800 and RMB 89,800. At the same time, BYD is also venturing into the ultra-luxurious sector, recently announcing pre-sales of the U8, an off-roader from its Yangwang brand, for a little over one million yuan. 

As China’s car industry quickly embraces new energy vehicles, the country’s tech giants and startups are competing head-on with established global auto parts manufacturers to help automakers develop unique in-car software experiences and assistant driving features.  

Tech majors like Huawei and Baidu are positioning themselves as automotive suppliers by providing comprehensive software systems along with a full range of electronic components for the smart, connected, and electric vehicles of the future. Meanwhile, global tier-1 suppliers Bosch and Continental are localizing more of their tech capabilities to adapt to the fast-changing Chinese market.

Here’s a roundup of some of the upcoming automotive tech that debuted at this year’s auto show in Shanghai.

Baidu: Seeking long-term ties with carmakers

Two years after setting up a dedicated unit to develop self-driving tech for consumer cars, Baidu made a strong commitment to automakers by declaring itself their “best partner” in smart, electric vehicles in China in a statement made on April 16 ahead of this year’s show.

Low-cost deployment is one of its major selling points. The search engine giant launched the Apollo City Driving Max on April 16, claiming it is by far its most powerful advanced driver-assistance system (ADAS). The AI giant also claims that the new system is the only pure vision-based approach for automated driving on Chinese urban roads, meaning it operates without the use of pricier lidar sensors.

Baidu also introduced its new high-definition mapping technology at a relatively lower cost than rivals, adopting a crowdsourced approach to compile map data to help EVs get around by themselves. “This is unique to Baidu,” said corporate vice president Rob Chu. The company expects such efforts to pay off in the long run, allowing it to form consistent and reliable partnerships with auto manufacturers.

Huawei: Competing against Tesla’s software offerings 

Huawei has had a bumpy ride after making a splash at Auto Shanghai 2021 with the public debut of its assisted driving technology, as two of its major manufacturing partners – BAIC’s Arcfox and lesser-known Seres – have both found themselves facing lackluster sales.

On April 16, the technology giant unveiled the second generation of its Advanced Driving System, which was designed to let vehicles navigate not only on highways but also around complex city streets like Tesla’s full self-driving beta software. Huawei’s consumer business head Richard Yu made the announcement in Shanghai, claiming that the Chinese telecom firm has surpassed Tesla in handling on- and off-ramps among other traffic scenarios, according to its testing results.

The system will be released to users in at least 45 Chinese cities by the end of this year, where high-definition mapping services are currently unavailable to them.The system was built upon multiple sensors and cameras to reduce the reliance on mapping. A high-end version of the Aito M5 electric crossover is the first model to adopt the technology, while the Avatr 11, co-developed by Huawei and its partners Changan and CATL, and the Arcfox Alpha S will also adopt the system. 

Bosch: Chinese OEMs a major growth driver

German auto supplier Bosch debuted its fourth-generation computing platform for in-car entertainment at the Shanghai auto show, highlighting the ongoing trend of cars relying on software to differentiate themselves in a crowded marketplace.

Entirely developed by its Chinese team, the information domain computer has undergone four upgrades over the past two years, facilitating automakers’ fast and customized development of in-car applications, according to Dr. Markus Heyn, chairman of Bosch’s mobility solutions business sector. This also enables vehicle owners a seamless and smart cockpit experience both in the vehicle and on the cloud.

Heyn said he was personally impressed by the wide range of new brands and electric vehicles that are on display at this year’s Auto Shanghai. “I am extremely proud that Bosch is a part of this rapidly growing and evolving industry and serves as a global partner for our customers in China,” added Heyn. Chinese original equipment manufacturers (OEM) accounted for nearly 60% of the mobility solutions business sector of the engineering group’s total sales in China last year.

Continental: Keeping up with China’s fast transition to EVs

Continental on Wednesday showcased for the first time a high-performance computer that is capable of assisted driving and body control, giving carmakers a more agile process of software development. More than 30 new vehicle models will be using Continental’s supercomputing solution by 2024, the company said, with GAC’s EV unit Aion becoming one of its early adopters.

The German auto parts maker sees standardization as a strength in keeping up with China’s fast transition towards smart EVs. The company set up a joint venture with local startup Horizon Robotics back in late 2021.

“A lot of the cost in ADAS is coming from developing specific software. We figure out what is a common part and roll out standard components in a fast and cost-competitive way, and then we add some specific functions to make a difference,” said Frank Petznick, head of the autonomous mobility business area at Continental. “I think this is the key [to success] in China and many Western companies have not understood that yet.”

Horizon Robotics: Landing BYD as a major client

This year’s Auto Shanghai also reflected the rise of domestic suppliers. Horizon Robotics is one of the Chinese suppliers helping auto companies to secure their supply chain and reduce costs. Horizon said on Tuesday that it will team up with Chinese EV leader BYD to develop software and hardware systems for automated driving to use in the latter’s cars.

Multiple BYD cars will be manufactured later this year based on Horizon’s Journey 5, which is made specifically for computing in connected and intelligent vehicles. The move marks “a significant achievement” in the two companies’ strategic collaboration since 2021, according to Dr. Yu Kai, founder and CEO of Horizon Robotics.

Backed by a list of auto majors including Volkswagen, Horizon already supplies tech to automakers including Geely and Li Auto. The company also announced a partnership with EV maker Hozon Auto on Tuesday to build assisted driving platforms set to hit the market as early as 2024.

The biennial Auto Shanghai Show is traditionally a time for global automakers to flex their muscles and woo Chinese consumers. Yet this year’s edition, China’s first major auto exposition since the country reopened after Covid, has been very much dominated by local manufacturers.

The growing presence of Chinese brands reflected the mounting pressure on traditional global carmakers and also new makers such as Tesla, a notable absence at this year’s event. The US electric car pioneer launched one of its biggest-ever price cut campaigns this January, sparking a price war in China’s competitive EV market.

Below, TechNode highlights new releases and updates from major Chinese EV makers at the Auto Shanghai Show 2023, including BYD, Geely, Nio, Xpeng, and Li Auto, which all displayed an impressive portfolio of electric vehicle models.

BYD: Song L concept, Chaser 07, and Seagull

As China’s best-selling new energy vehicle brand, BYD came to the exposition with a wide range of updates covering all major price points, from budget-friendly compact cars to luxury off-road sports vehicles, as well as everyday SUVs. 

BYD’s main brand focused on three car models. The first one is the Song L concept car, a pure electric sports SUV equipped with an electric rear spoiler and BYD’s e-platform, and DiSus electric body control technology. BYD said it will be launched within the year but did not specify the exact model that will be made available or a launch time. The Song L may be a new supplement to BYD’s best-selling Song Plus SUV.

The brand also showcased the Chaser 07, a medium-sized plug-in sedan that is a new model in the Ocean family. It will be priced at RMB 200,000 to RMB 250,000 ($31,000-$39,000) and will be launched in the third quarter of this year. It is BYD’s effort to attract young car owners with an everyday hybrid. 

At the same time, BYD also announced the start of pre-sales of its entry-level mini car Seagull, which is priced at a budget-friendly RMB 78,800 to RMB 95,800 ($12,200-$14,800), and has two driving ranges of 305 km or 405 km. The car is equipped with four safety airbags, an ESP electronic vehicle stability system, and a fast charging capability of 30kW or 40kW.

BYD’s luxury car brand Yangwang unveiled new versions of its U8 and U9 models at the auto show on Tuesday. 

The U8, a new energy off-road vehicle with 1100 horsepower and the ability to accelerate from 0 to 100 km/h in 3.6 seconds, has officially started pre-sales and comes in two versions: the luxury edition and the off-road player edition. The official pre-sale price for the luxury edition is nearly RMB 1.1 million($170,000) and the model is expected to be delivered in September. The off-road player edition will be delivered later, with no specific timeframe announced yet. This high-end off-road vehicle will use BYD’s independently developed core technologies, E4 technology and DiSus (Yunnian) intelligent hydraulic body control system.

Meanwhile, Yangwang also unveiled a new look for its luxury sports car the U9, which now features a rear wing design that was not present in the version unveiled in January this year. The delivery time and specific price of the U9 have not yet been announced.

Geely: Zeekr X, Lynk & Co 08, and overseas plans

Zeekr X, the first SUV model launched by the Geely-affiliated brand Zeekr, made its public debut during this year‘s Auto Shanghai. The vehicle is aimed at attracting the country’s growing young and affluent population with a price tag of RMB 189,800 ($27,590). This is lower than what one of the firm’s executives projected early this year, considered a reaction to a months-long price war first launched by Tesla and now engaged in by dozens of automakers.

Zeekr also announced detailed plans to expand into Europe. Regional CEO Spiros Fotinos announced on Tuesday that the company will open proprietary showrooms and begin delivering the X along with its 001 sedans in the Netherlands and Sweden later this year. The brand is expected to enter most western European countries by 2026, Fotinos added.

Geely on Tuesday also focused on the Lynk & Co 08, the first model equipped with its in-house produced in-car software co-developed with Meizu after the carmaker completed its acquisition of the Chinese smartphone maker last July. The plug-in hybrid will have a maximum driving range of 1,400 km and a power output of up to 400 kW, with vehicle delivery scheduled during the second half of this year, according to Lin Jie, a senior vice president at Geely Auto.

Volvo’s parent expects its Flyme digital cockpit system not only to offer a connected and seamless experience to users across devices with its latest crossover but also to provide additional computing power to existing vehicle models from Meizu smartphones. The mainstream luxury brand, jointly unveiled to the public by Geely and Volvo in 2016, plans to innovate its current dealership model by opening direct sales stores in major Chinese cities, Lin told the Economic Observer earlier this month.

Nio: 2023 ES6 crossover and ET7 sedan

Nio unveiled a new version of its popular ES6 sports utility vehicles, which the company boasts can hit a speed of 100 km/h (62 mph) within five seconds. The models also feature a supercomputer that can perform over 1,016 trillion operations per seconds (TOPS). Current Nio cars have a maximum driving range of 900 kilometers equipped with a 150 kilowatt-hour (kWh) battery pack. The EV maker has not yet revealed the driving range of the updated vehicles. 

The five-seat crossover has been the company’s most popular vehicle model since it was first introduced in December 2018, with total deliveries of more than 120,000 units at the time of writing. Official release dates and pricing details have yet to be announced, though the EV maker has now begun taking orders for the latest version of its ET7 sedans priced from RMB 458,000, which was first launched in January 2021.

Xpeng: G6 crossover

The G6 is Xpeng’s first offering built upon its latest SEPA vehicle architecture and is expected to be a key test of the company’s efforts to return to a leading position in the country’s crowded EV race. With an estimated price range of between RMB 200,000 and RMB 300,000, the midsize SUV is set to be a mainstream, high-volume model compared with its more premium-oriented G9 sibling.

The electric coupe SUV will be capable of traveling up to 300 kilometers (186 miles) on a 10-minute charge, empowered by an 800-volt silicon carbide power module. Meanwhile, the EV maker boasted of its assistant driving tech, claiming drivers will only need to control the car once per 1,000 kilometers in complex traffic environments with the latest version, which it will roll out later this year. 

Li Auto: details of first all-electric model

Li Auto shared further details regarding its all-electric strategy at this year’s Auto Shanghai Show, co-announcing with CATL that its upcoming battery vehicle will be the first in the market to install the latter’s next-iteration Qilin battery that could provide a 4C charge rate. Charging at a 4C rate normally means that the battery could be charged from 0 to 100% in just 15 minutes, according to Quantumscape, a Volkswagen-backed battery startup and a spinout company from Stanford University.

Set to go on sale later this year, Li Auto’s first battery EV will also be built upon an 800-volt architecture for a range of up to 400 km after 10 minutes of fast charging. Chief engineer Ma Donghui added that the company is rushing to build 300 supercharging stations on Chinese highways by year-end and expand the number to 3,000 in three years, by which time it will have a lineup of at least five battery EVs. Li Auto currently has three plug-in hybrid crossovers on sale.

Chinese automaker Geely on Wednesday launched the Zeekr X, a compact luxury SUV under the electric vehicle brand Zeekr. The model is Zeekr’s third model and highlights the brand’s ambition to compete in the luxury car segment.

Why it matters: The sales of the new model could influence Zeekr’s goal to go public in the US and establish itself in Europe.

•  The Zhejiang-based automaker will begin entering the European market with the new model and 001 hatchback sedan, Andy An, Geely’s president, and Zeekr’s chief executive told reporters during a press event on Wednesday.

Details: With a starting price of RMB 189,800 ($27,590), the Zeekr X is positioned as a compact luxury crossover touting high-performance features such as fast acceleration and flexible interior space that can offer customized configuration.

• The high-end Zeekr X features twin electric motors with a power output of up to 315 kW, allowing the vehicle to accelerate from 0 to 100 kilometers per hour (62 mph) in 3.7 seconds.
• That is quicker than German offerings such as the Audi Q4 e-tron (6.8 seconds) and BMW’s M240i (5.3 seconds) and comparable to the dual-motor version of Tesla’s Model X (3.8 seconds).
• The automaker also introduced a novel, flexible interior design, such as allowing users to change the car’s central armrest into a slideable console box, helping the driver to move across the front passenger seat to get off in tight parking spaces. 
• Users can also fold up the back seat to transform the rear seating area into a new storage space. The car offers multiple seat adjustments and other luxury amenities, including a 14.6-inch infotainment screen.
•  The exterior design of the new car is also a stand-out, using designs usually seen in concept cars, such as integrated door handles, borderless rear-view mirrors, and a hidden charging cover. 
• The Zeekr X crossover will have a driving range of up to 560 kilometers (348 miles), similar to that of the Smart #1, a small electric car jointly made by Geely and Mercedes-Benz. Delivery is scheduled to begin in June.

Context: The compact SUV could be a key test of Geely’s ambition to evolve from a budget-friendly mainstream carmaker to a global luxury EV maker.

• Geely’s internal plans call for sales of 40,000 Zeekr X SUVs this year, as part of its 140,000 annual delivery target for the premium EV brand, which was launched in early 2021. The Volvo’s parent also operates several other luxury brands such as Lotus and Polestar.
• However, Zeekr is still far from reaching its goal, delivering a total of 15,234 units during the first three months of this year, including its 001 sedans and the 009, a multi-purpose vehicle with an average selling price of RMB 527,000 amid growing pressure from rivals from Tesla to peer BYD.

On Monday, BYD unveiled DiSus (“Yunnian” in Chinese), an electric-powered body control suspension system that it claims is the first comprehensive Chinese solution for vertical vehicle dynamics. Overseas automakers have already mastered a similar technology for their internal combustion vehicles.

The Chinese electric vehicle pioneer plans to scale the technology to various models across its Dynasty and Ocean lineups, as well as premium sub-brands including Yangwang and Denza, as it expands its presence in the luxury car segment.

Why it matters: BYD Chairman Wang Chuanfu said that the company’s latest-iteration suspension system is set to “fill the gaps” China has in handling core functional capabilities such as driving dynamics and chassis control (our translation).

• The system will give the car “a very smooth ride” using intelligent algorithms to adjust to most road conditions and driving situations, Wang told reporters at BYD’s headquarters in Shenzhen.

Fully-active body control: BYD said customers could expect an upgraded experience using the new DiSus system, as it keeps the body level and cabin stable on bumpy roads.

• The top-end version of the DiSus adjustable suspension system can be raised or lowered by as much as 200 millimeters and includes a hydraulic spring assembly for each wheel in reaction to the road surface.
• Another variant uses adaptive dampers and air springs to reduce vibrations and keep the ride smooth, and the vehicle’s ride height can be adjusted by 150 mm to help passengers in and out of the car.
• The system also promises to provide high vertical dynamics capabilities, as body roll during cornering and load changes can be cut down, which the company hopes to use to gain a significant edge in the luxury Chinese consumer segment. 
• The Chinese name of the system “Yunnian” combines “Yun,” which refers to clouds, and “nian,” which refers to the highest level of carriage in ancient China, reserved only for emperors and concubines. 

AI techniques and algorithms: Having historically provided few details about autonomous driving and in-car software, BYD said the body control technology will use a sensor suite and central processor, making the car adaptable to certain automated driving applications.

• The equipped vehicle will be able to detect objects and potential road hazards at a distance of up to 150 meters, while algorithms for motion control will allow the suspension to deal with bumps before a wheel even reaches them.
• BYD will first use the technology in the upcoming U8 off-road vehicle under the Yangwang sub-brand with a price tag of more than RMB 1 million ($150,000), and the Denza N7 crossover set to go on sale later this year.
• A base version of the system will also be available to owners via over-the-air updates with their high-end versions of the Denza D9 van, the Han sedans, and the Tang crossovers. The company did not give a precise time frame for the update.

Context: Vehicle control technology of this kind is a mature feature in high-end foreign brands and has been almost completely dominated by global suppliers such as German’s Continental, analysts at Chinese brokerage Essence Securities wrote in a research note on Oct. 29 last year.

• Mercedes-Benz introduced its Magic Body Control system with a road sensing system for road surface detection to its S-Class vehicles in 2013.
• Ferrari in September 2022 launched a $400,000 crossover equipped with an exclusive, electric-powered active suspension system supplied by Canadian maker Multimatic, Reuters reported.
• Several Chinese EV makers, including Nio, Li Auto, and Geely’s premium brand Zeekr, have sourced active air suspension systems from global suppliers for luxury offerings priced between RMB 386,000 and RMB 554,000.

READ MORE: BYD’s super-luxury cars: four motors, 360° tank turns, and RMB 1 million-plus price tags

Tesla is considering a massive expansion of its global production capacity for its long-rumored entry-level compact car, with its Shanghai factory potentially being lined up to deliver 1 million units of the new model annually, Chinese media outlet 36Kr reported.

Why it matters: Unofficially dubbed the “Model 2” or “Model Q” by Tesla observers online, the new car is expected to be priced as low as RMB 150,000 ($21,800) and is aiming to take more shares of the Chinese electric vehicle market.

Details: Citing several industry insiders, 36Kr reported on Tuesday that Tesla is targeting an annual capacity of 4 million units worldwide for the new budget model, adding that the plan is still in its early stages.

• The company’s planned factory in Mexico will mainly be responsible for a yearly output of 2 million units in North America, while its assembly plants in Shanghai and Berlin will share the rest evenly.
• Mass production of the new model can’t happen until next year at the earliest, as Tesla has to ensure that the supply chain ramp-up is synced to the output expansion, the report said.
• Tesla did not respond to TechNode’s request for comment.

Context: Tesla on Wednesday revealed the latest part of its overall company plan, which included details for an unnamed compact vehicle model to come with a 53 kilowatt-hour (kWh) battery pack. The company said there would be a goal of selling 42 million units of the new model globally, without giving a timeframe.

• In September 2020, chief executive Elon Musk said the company aims to eventually make 20 million EVs per year by the end of this decade, the Wall Street Journal reported.
• Tesla shipped nearly 230,000 China-made EVs during the first three months of this year, according to figures from the China Passenger Car Association, with its Shanghai Gigafactory having the capacity of making 1.1 million EVs annually.
• The US automaker will be able to cut the cost of its next-generation vehicles by half from those of its existing offerings, chief engineer Lars Moravy told investors on March 1, Reuters reported.
• Tesla has been selling its popular Model 3 sedans at a starting price of RMB 229,900 and Model Y crossovers from RMB 261,900 in China after announcing an overnight price cut of up to 13.5% on Jan. 6.

Chinese electric vehicle makers posted a slight increase in monthly deliveries in March, boosted by industry-wide price cuts since early this year. However, the gains were minimal and uneven, bolstering the market’s view that competition will remain fierce, with dwindling margins amid weakened demand.

Why it matters: Retail sales of Chinese passenger EVs during March 1-26 rose slightly by 10% from last year and just 1% from a month earlier, according to figures from the China Passenger Car Association. Meanwhile, overall sales of Chinese passenger cars declined 1% year-on-year and 17% month-on-month. BYD and GAC’s Aion still lead in deliveries, while Li Auto continues to outperform EV startup rivals Nio and Xpeng. 

• China’s auto industry is in a period of transition. New energy vehicles are fast growing but many brands have yet to achieve profitability, while gas cars are still profitable despite declining sales, Ouyang Minggao, a member of the Chinese Academy of Sciences, said at an industry forum on April 2.

Details: BYD said on April 2 that sales almost doubled from March last year to 207,080 units, reflecting its growing dominance in the country’s EV market. Notably, the giant manufacturer saw strong gains for its premium marque Denza, sales of which increased 42% month-on-month to 10,398 units.

• GAC’s EV arm Aion reported sales of over 40,000 units last month, marking the first month in which deliveries exceeded the critical threshold. On March 7, the company began selling a more affordable version of its compact crossover Aion Y, lowering the starting price of the model by 17% to RMB 119,800 ($17,380).
• Li Auto has maintained strong growth momentum due to the popularity of its L series family sports utility vehicles, delivering 20,823 units in March. The automaker aims to deliver as many as 30,000 vehicles per month in the second quarter of the year, as delivery of its entry-level L8 and L7 crossovers begin in April, chief executive Li Xiang told investors on Feb. 27.
• Other US-listed EV makers posted a relatively weak performance. Having stuck to its pricing strategy despite demand concerns, Nio said March deliveries fell by 15% from a month earlier to just over 10,000 units. Xpeng’s March deliveries grew by 16.5% sequentially to 7,002 units, boosted by sales of a revamped version of its popular P7 sedans.
• Hozon reported flat March deliveries of 10,087 units, while rival Leapmotor said that number increased 93% to 6,172 units. Both companies are among a group of automakers that recently assured customers no price cuts were on the horizon.
• Changan’s EV marque Deepal said sales more than doubled to 8,568 vehicles last month after offering customers cash incentives of RMB 22,000 from March 10. That number of Geely’s premium EV brand Zeekr rose 22.1%, boosted by an incentive package worth RMB 80,000 launched on March 16.
• Huawei is under bigger competitive pressure, as manufacturing partner Seres reported lackluster sales of 3,679 vehicles in March. Its accumulative sales surpassed just over 11,000 units during the first quarter of this year. The Chinese tech giant on March 31 reassured carmakers once again by saying it would not manufacture cars on its own.

Context: Ouyang from the Chinese Academy of Sciences suggested Chinese carmakers develop both all-electrics and plug-in hybrid EVs in the next ten years, as the latter is normally equipped with smaller battery packs and therefore less affected by the volatility of raw material prices.

• Speaking at this year’s China EV 100 forum in Beijing, he estimated that plug-in hybrids could take nearly half of the Chinese EV market in 10 years from last year’s 22%.

Nio announced on Tuesday that it has begun deploying its latest generation battery swap facilities as part of an aggressive expansion plan to double its recharging network to more than 2,300 swap stations and 24,000 chargers across China this year.

The electric vehicle maker expects its expensive bet on power infrastructure to put it ahead of competitors amid a fierce price war, as most owners are turning to battery swapping as the main solution to refuel their EVs, senior Nio executives told TechNode.

“Many users can never have home chargers in China so they choose our vehicles for the battery swap technology,” senior vice president Shen Fei said on March 23 in Shanghai. “Rather than lowering vehicle prices, we prefer offering users an excellent recharging service and driving experience.”

Grappling with flat sales amid growing pressure from larger rivals, Nio is hoping the battery swapping stations can help achieve its annual delivery goal with greater service capacity. The move could also pave the way for the release of its mainstream sub-brand scheduled for 2024, according to executives.

Third generation swap station

Unlike many of its rivals, Nio has long preferred swapping over charging. Swapping stations give drivers a fully-charged battery pack in a few minutes compared to varying charging wait times, which can range anywhere from 30 minutes to several hours. But the former tends to come with a higher price tag to the provider, given the more complex infrastructure and equipment. 

On Tuesday, Nio announced that its third generation power swap station could offer up to 408 swaps per day, an increase of 30% compared with the previous generation. Each swap takes less than five minutes, meaning 20% less time spent for users.

Shen said that 90% of the 1,000 swap stations in the pipeline this year would comprise the latest version, creating the possibility of serving different brands – both those under the Nio umbrella, including the forthcoming Alps sub-brand, and those of other carmakers if compatible. The latest swap facility features the potential to accommodate more vehicle models with wheelbases between 2.8 meters and 3.3 meters, an increase from the upper limit of 3.1 meters of the previous generation.

Meanwhile, Nio is pushing for more hybrid locations that will include a swap facility and a number of charging piles. Such an approach could almost double the service capacity of existing charging stations offered by competitors with a field of the same size and for the same grid capacity, allowing the station to offer both swapping and charging during peak hours and charge batteries for future swaps during off-peak hours, Shen added.

The company did not reveal how much it would cost to manufacture and operate the latest version of its swap station. “The value is more important than its cost,” said Shen.

‘Power swap district’

For some Nio buyers, battery swapping (although a capital-intensive approach) is the reason they choose Nio over other EV brands since many have difficulties installing private chargers.

A Shanghai owner surnamed Dai picked Nio’s ET5 over Xpeng’s G9 late last year after finding he couldn’t set up a home charger in his residential area due to load safety considerations. Citing other reasons, such as vehicle design and customer service, Dai told TechNode he was also impressed by the fact that there are at least two Nio swap stations near his office.

Dai is among the Nio owners living in a so-called “power swap district,” a term coined by the company to describe areas where drivers have a swap facility within three kilometers of their residential or office buildings.

The EV maker said that at least 68% of Nio owners live in a “power swap district,” and the final goal is to push the proportion to 90% across the country. “Some of our users still have places 10 kilometers (6.2 miles) away from a swap station, and I believe we owe them one,” said Shen.

Nine-year-old Nio expects battery swaps to create a model for its luxury car business and underpin its goal of delivering 250,000 vehicles this year. One of the key focuses in 2023 for Nio will be the expansion of its infrastructure to Chinese lower-tier cities, as long as each city has a base of around 100-200 users, according to Shen.

READ MORE: Nio ramps up charging and battery swap network as execs remain bullish on 2023 growth

CATL has signed an agreement with HGP Storage that will see the Chinese battery manufacturer supply the Dallas-based entity with around 450 megawatt-hours of lithium-ion batteries for a Texan energy storage operation, the company said on Monday.

Why it matters: The collaboration highlights CATL’s exploration of new avenues of growth in the energy storage sector. It is also the latest landmark for the Chinese electric vehicle battery giant as it expands overseas.

Details: Powered by CATL’s containerized liquid-cooling battery system, the facility will be able store up to 450 MWh of electricity in a single cycle and will begin operation in 2024.

• For comparison, UK clean energy developer Harmony Energy said it began running Europe’s largest battery energy storage system with an energy capacity of 196 MWh in Yorkshire, UK, last November.
• CATL and HGP Storage are forging a long-term partnership with plans to push for the deployment of another five gigawatt hours (GWh) of energy storage systems for public utilities.

Context: Energy storage is the second biggest revenue source for CATL, accounting for about 14% of its total revenue in 2022. The sector sustained strong growth momentum for CATL in 2022 as the company’s revenue from energy storage more than tripled to RMB 45 billion ($6.5 billion) from a year earlier.

• The world’s biggest battery maker, CATL had a 39% share of the global EV battery market in 2022 and accounted for more than 40% of the power battery usage segment, according to figures compiled by industry tracker SNE Research.
• The company has facilitated multiple grid-scale battery storage projects worldwide, including a 1.4 GWh solar power and battery storage facility near Las Vegas. It has also partnered with Ford to build a $3.5 billion battery plant in Michigan, scheduled to begin operations in 2026.
• In a policy proposal sent to Beijing earlier this year, CATL chairperson Zeng Yuqun called for more efforts to accelerate the adoption of lithium-ion batteries for energy storage. Zeng was a delegate of the Chinese People’s Political Consultative Conference, the country’s top political advisory body.

Geely’s high-end car brand Lynk & Co will be the first sub-brand from Geely to incorporate an in-car operating system called Flyme Auto in its upcoming sports utility vehicle called the 08, the brands announced on March 24. Flyme is developed by Xingji Meizu, a company established by Geely’s founder after Geely acquired smartphone brand Meizu last July. 

Why it matters: Lynk’s use of the Meizu operating system is the result of Geely’s long-term effort to develop more car technology in-house. The collaboration will be a test for both brands — Geely and Meizu — with the former focusing on building its software self-sufficiency and the latter looking to revive its diminishing smartphone business by testing its system on its new owner. 

Details: The operating system, Flyme Auto, is built jointly by Meizu and Ecarx (an auto tech startup backed by Geely). It is an all-new digital cockpit and infotainment system based on the electronic architecture of Meizu.

• The news was made public by Ecarx’s chief executive Shen Ziyu who made the announcement at a corporate event on Friday in the central city of Wuhan. He also added that Lynk & Co’s 08 crossovers would be the first model to use Flyme and Ecarx’s Antora 1000 Pro supercomputer platform.
• Shen said he expected the Lynk & Co 08 crossover, scheduled for release Thursday, to be a flagship example to automakers of how Ecarx could empower the development of in-car technology ranging from autonomous driving to video streaming.

Context: Geely made its first foray into the Chinese smartphone market in late 2021, hiring talent from domestic electronics companies such as ZTE and Xiaomi, and setting up a venture called Xingji Shidai in which chairman Li holds a 55% share. Xingji Shidai acquired the majority stake in Chinese phone maker Meizu last July, TechCrunch reported.

• Many Chinese automakers have been using high-performance chips from US chip giants Nvidia and Qualcomm for their automated driving systems and car dashboards. Some models of Geely’s Lynk have also used Qualcomm. These supply routes are now threatened by US restrictions on chip exports to China. EV upstarts Nio, Xpeng Motors, and Li Auto are also developing chips in-house to ensure their supply of the key components.

BYD is setting up separate divisions with corresponding executive appointments and dedicated operation teams for each brand under its diverse portfolio in a move to improve efficiency and boost internal competition, local media outlet 36Kr reported.

Why it matters: The move comes as BYD pursues a wider customer base, especially in the luxury car segment, rolling out several new brands and offerings. The firm is also seeking to maintain its leadership of the Chinese electric vehicle space amid rising competition.

• The automaker originally set an ambitious sales target of 4 million units this year, which will more than double 2022’s number, financial media outlet Caixin quoted chairman Wang Chuanfu as saying. The company later declined to provide a guide figure for 2023, citing multiple challenges.

Details: Early this year, BYD carried out a reorganization under which its Dynasty, Ocean, and Denza series would be run as separate units in terms of vehicle development and project management, 36Kr reported on Friday, citing people familiar with the matter.

• The Chinese manufacturer has named executives, mostly existing automotive program directors or heads of the respective businesses, to lead each unit, calling them “brand research and development institutes” (our translation).
• Each team should be able to better allocate resources with its own leadership structures and profit-and-loss statements while maintaining access to company-wide vehicle technologies, the report said, adding that the new structure has also been adopted by rival carmakers such as Geely.
• BYD has implemented various measures to streamline operations and boost internal competition since last year, such as revamping its evaluation scheme for employee performance and letting go of those with the lowest grades, according to the report.
• BYD did not respond to TechNode’s request for comment.

Context: China’s top EV maker by sales volume has been quickly expanding its product offerings to a broader range of vehicle types than the affordable, down-to-earth offerings it has traditionally marketed.

• BYD debuted the first two models under its high-end Yangwang brand at the beginning of 2023 and is on track to set up another premium, more personalized brand (codenamed F) later this year. Both new brands will have showrooms independent of BYD’s existing sales networks.
• The company also operates Denza, a mainstream luxury brand initially co-developed by the Chinese carmaker and Daimler in 2010 and which posted sales of 9,803 D9 multi-purpose vehicles as of December, five months after its launch. Denza is expected to introduce two new electric crossovers this year.

Nio and Li Auto this week reaffirmed plans to stick to their pricing strategy, bucking an industry-wide trend of significant price cuts in China initiated by Tesla and followed by dozens of auto majors from Toyota to Volkswagen. The young electric vehicle makers are looking to protect their superior brand images and achieve profitable growth despite concerns of a slowdown in sales in the short run, according to industry observers.

Why it matters: The ongoing price war in the Chinese auto market has created an unhealthy situation, as it might cause a growing number of consumers to wait on the sidelines in anticipation of further price reductions, UBS analysts told investors in a Wednesday note.

• Sales in provinces with local subsidies such as Hubei could see a temporary boost, wrote analysts led by Paul Gong. However, they also cautioned that for many companies, their brand premiums could be negatively affected, making it more difficult to sell their cars at normal prices in the future.
• China’s passenger EV sales increased 9% year-on-year to around 131,000 units during March 1-12, while total retail sales of passenger cars declined 17% against the same period last year to around 414,000 units, according to figures published Wednesday by the China Passenger Car Association.

No price cuts planned: Nio has no plans to cut prices for, or release affordable versions of, its flagship models to counter recent price cuts by competitors, Pu Yang, assistant vice president of sales operations, told Chinese reporters on Tuesday. A Nio spokesperson confirmed the report.

• In-store visits to Nio showrooms over the past weekend rose to a new three-month high, according to Pu, who added that some potential customers are holding off on purchases and waiting for prices to stabilize, which has affected order intake.
• Nio will compete for a larger market share by offering competitive prices in the premium car segment and shoring up services with the expansion of its battery swap facilities, Pu said, citing the strength of its products and brands.
• Nio’s domestic sales declined to 2,170 units during the week of March 6-12 from 3,345 units a week earlier, according to figures compiled by Chinese auto trade media outlet EV Observer. In comparison, Li Auto’s sales grew by 32% to 4,243 units during the same week.

Protection against price cuts: Li Auto also made a related move on March 11 by offering a price guarantee on its EVs until the end of the month to reassure customers that no price cuts are on the horizon. CEO Li Xiang said on March 2 that the company would stand by its pricing strategy.

• Four car brands are following suit. On Monday, Denza, BYD’s premium EV brand, announced an upfront price protection program through which it will give customers a rebate if there is a price reduction for its D9 multi-purpose vehicles within 90 days of purchase. This comes soon after the company slightly raised the price of its electric minivan to RMB 395,800 ($57,302) on March 1.
• Lynk & Co, owned by China’s Geely Auto Group, as well as younger makers Hozon and Leapmotor, had made similar moves as of Thursday. However, on Feb. 27, Lynk & Co began selling a cheaper version of its 01 models, which will be available until the end of April at a price of RMB 159,900, an 11% reduction compared to the 2023 version of the hybrid crossover.

An all-out price war: China’s car price war was in full swing last week when state-owned manufacturer Dongfeng Motor slashed the prices of some models, such as the Citroen C6, by up to RMB 90,000, with the help of incentives from the government of the central Hubei province.

• At least 30 domestic and international carmakers have joined the fight, Bloomberg reported. SAIC-Volkswagen on Monday announced a massive cut of up to 20%, or RMB 40,000, for EVs under the German automaker’s ID family, SCMP reported. Meanwhile, some local BMW dealers reportedly offered a discount of as much as RMB 100,000 on its i3 sedans.
• Experts cited excess inventory of gas-powered vehicles, waning competitiveness of joint brands by Chinese makers and their overseas partners, and Beijing’s full implementation of new emission rules this July as reasons for the price reductions. Analysts from China’s Huatai Securities expected most price campaigns to last until the end of March.
• Multiple EV makers have been tempted to follow Tesla’s lead and reduce the prices of their vehicles since late last year when the US carmaker launched price promotions to boost sales. This was followed by a reduction of up to RMB 48,000 on select models early this year, forcing rivals from BYD to Xpeng Motors to lower their prices to stay competitive.

READ MORE: Chinese EV makers rush to offer big incentives as sales slide

Hozon, a Chinese electric vehicle maker backed by CATL, broke ground at its first overseas car plant in Thailand on Friday, as the company eyes growing demand for green vehicles in Southeast Asia.

Why it matters: The move is the latest example of Chinese automakers looking to crack global markets and find new revenue sources while dealing with increased competition and weakening demand at home.

Details: Hozon announced on Friday that construction of the company’s first overseas factory, located on the northeast side of Bangkok and due to have an annual capacity of 20,000 vehicles, has started, with mass production set to begin in January 2024.

• The Thailand plant will be built with local partner Bangchan General Assembly Co., Ltd. and become a major base to produce and export right-hand-drive EVs to ASEAN countries, according to chief executive Zhang Yong.
• Also known as Neta Auto in China, Hozon aims to sell 10,000 vehicles in Thailand as part of its goal of selling 300,000 vehicles this year. The company also has plans to enter the Middle East and Europe, though it has not revealed further details.

Context: Hozon began selling its third production model, the Neta V, in Thailand last August, marking its entry into the country’s growing EV market.

• Sales of the entry-level crossover reached 1,809 units in Thailand in the first two months of this year, making it the second best-selling EV model in the country following BYD’s Atto 3, according to figures compiled by Autolifethailand.
• Thailand reported total sales of 8,515 EVs over the same period, of which 3,108 were BYD compact sports utility vehicles. Fitch said it expected EVs to account for 4% of the country’s total car sales in 2023, and in the medium term, the Thai government is aiming for 30% of all new cars made in the country to be EVs by 2030.
• Multiple Chinese carmakers have been piling into the regional Southeast Asian market. BYD began establishing a $491-million Thai car plant, with a proposed maximum output of 150,000 vehicles, last year. The plant is scheduled to start operating in 2024.
• Great Wall Motor opened a factory in the country in mid-2021, which it acquired from General Motors a year earlier, and can churn out up to 80,000 hybrid and electric cars annually. SAIC has been manufacturing MG-branded cars with local conglomerate CP Groups since 2014.

READ MORE: Meet the Chinese carmakers racing to get a larger share of the global market

Two of Xpeng Motors’ vice presidents are stepping down after more than five years in their respective roles as the EV maker carries out a wider leadership restructuring, according to two people familiar with the matter.

Why it matters: The departures are Xpeng’s latest leadership reshuffle after it appointed Wang Fengying, a former executive at Great Wall Motor, as the company president on Jan. 30. Xpeng is undertaking a drastic reorganization in the hopes of turning its prospects around as falling sales add to its stresses in an increasingly competitive EV market. 

• The reshuffle is also meant to help chief executive He Xiaopeng reinforce his control over the company and give more weight to Wang, the sources said. Industry observers expect Wang to guide Xpeng through these difficult times.

Details: Liu Minghui, a long-standing vice president of powertrain engineering at Xpeng, stepped down last month after more than five years in the role and was replaced by Gu Jie, who recently joined the company from US auto supplier Delphi.

• Gu will report directly to CEO He Xiaopeng. Xpeng is looking to improve its development and manufacturing competitiveness, especially regarding electric powertrain and battery-related technologies, one of the sources told TechNode.
• As part of the overhaul, Liao Qinghong, a vice president of sales and chief of talent at Xpeng, handed over some of his responsibilities to Yi Han, a former executive at Geely, in preparation for leaving the company.
• Before joining Xpeng earlier this year, Yi led marketing efforts and brand execution for Volvo, Lynk & Co, and Smart within the Geely Group for more than a decade, public records show.
• The ongoing reorganization will dilute the authority of some founding members, a potential hindrance to the company’s refocus on efficiency and profitability, according to one of the sources and a third person with knowledge of the situation.
• This significant change follows the late January appointment of president Wang to a role that includes responsibility for major operations from vehicle planning to sales management, roles that used to be overseen by co-founder Henry Xia and Liao, respectively.
• An Xpeng spokesperson declined to comment when contacted by TechNode on Thursday. Chinese tech media 36Kr first reported the news.

Context: Xpeng has made a series of moves over the past months as it hopes to drive sales back up amid growing competition from larger players. Soaring battery material prices have also weighed on the company’s profitability in the past year.

• The Guangzhou-based automaker set up multiple cross-functional teams to encourage collaboration and boost efficiency last October, followed by new measures aimed at lowering costs and streamlining the company’s workflow weeks later.
• The company is rushing to launch two all-new vehicles and three redesigned models in the hope of reaching a modest delivery target of around 200,000 vehicles this year. P7i, a revamped version of the company’s best-selling model P7, launched sales on Friday with a starting price of RMB 249,900 ($35,904).
• Meanwhile, sales of the G9 crossover, initially supposed to be a flagship, high-volume model, flagged to 2,249 units in January from 4,020 units a month earlier, following heated criticism of pricing and specs from customers when it was launched in September. The company delivered a total of 6,010 vehicles last month without specifying the breakdown of models.
• Xpeng’s total deliveries were 11,228 units during the first two months of this year, falling further behind rivals Li Auto and Nio, who delivered 31,761 and 20,663 vehicles respectively. Li Auto reported a gross margin of 20.2% as of the fourth quarter of 2022, while Nio’s margin plunged to 3.9%. Xpeng generated a 13.5% gross margin as of the third quarter of last year.

READ MORE: Despite recovery in February, Chinese EV makers still face challenges as costs and competition increase

TechNode Chinese reporter Zheng Huimin contributed to the reporting of this story.

Meituan will stop operating its own ride-hailing fleet and shift towards aggregated rideshare services in a strategy update that will cut costs and, it hopes, develop other growth avenues, local publication LatePost reported on Monday.

Why it matters: The decision marks a significant retreat for the Chinese food delivery titan, which has been competing against dominant ride-hailing company Didi for more than six years and could be a turning point for transport in the country’s evolving services sector.

Details: According to an internal letter obtained by LatePost on Monday, Meituan has decided to cull its proprietary ride-hailing operations in several major cities and will look to expand its aggregated services with third-party providers nationwide.

• The life services platform said in the letter that it would scale back efforts in ride-hailing, with some employees to be consolidated into other business lines.
• The remaining ride-hailing team will be combined into a larger unit, with team lead Rocky Zhang to report to Li Shubin, head of Meituan’s platform operations.
• The backdrop of Meituan’s cost-cutting move is slowing revenue growth due to the macro economic environment, the report said, citing a person close to the company.
• A Meituan spokesperson declined to comment when contacted by TechNode on Tuesday.

Context: Meituan announced its entry into the Chinese ride-hailing market back in early 2017 and operates a proprietary fleet of around 120,000 drivers in cities including Shanghai, Nanjing, and Chengdu as of last December.

• The company has also been offering aggregated rideshare services that connect its users with other service providers since mid-2019 and prioritized the business in a stand-alone unit two years later, when unit leader Zhang began reporting directly to chief executive Wang Xing.
• The tech giant briefly ramped up efforts to subsidize users and drivers in exchange for market share in mid-2021. This came immediately after long-time rival Didi was banned from signing up new users by regulators in connection with its US public listing.
• The platform has a daily order volume of around 1 million rides, of which 40% are fulfilled by Meituan’s own fleet, said the report. Didi remained the dominant ride-hailing player with a market share of more than 60%, providing nearly 17 million rides per day as of February. In comparison, Alibaba’s mobility platform Amap provided 8 million rides.

As China and its economy regain momentum after three years of strict Covid control policies, the country’s top lawmakers and political leaders are meeting in Beijing this week to discuss the country’s governance, economy, budget, and various key issues. The meeting is part of a week-long annual gathering known as the “two sessions,” or lianghui.

Increasing domestic demand is a top priority for the government in 2023. In 2022, China failed to reach the 5.5% GDP growth rate target it set last year (China grew 3% instead). For 2023, China has set an annual GDP growth target of 5% and hopes that its people will spend more to support the country’s economy. 

Much of this year’s growth plan is centered around stimulating consumer spending. Particularly in areas related to technology, the country is relying on people to make more big-ticket purchases like cars, and spend more on various shopping platforms, while building more network infrastructure this year. These include continuing to increase the steady growth of new energy vehicles and charging stations, supporting newer models of e-commerce, building 5G network infrastructure in smaller cities, and constructing national data centers in planned regions. 

Buy more EVs

China will continue to push the adoption of electric vehicles as part of its stimulus package to boost consumption and to “enhance its leadership position” in the new energy vehicle industry, policymakers said in this year’s annual government work report. It will also promote the wider use of battery swap technology and continue to support the battery industry.

The two sessions is also an opportunity for enterprise leaders (both private and state-owned) to present policy recommendations to the country’s top political and advisory bodies. 

Most proposals from leaders of domestic auto companies have echoed the government line. Feng Xingya, general manager of GAC, a manufacturing partner of Toyota and Honda in China, urged the government to roll out supportive policies to reduce the construction cost of battery swap facilities and push for a standard battery design among different manufacturers. CATL chairman Zeng Yuqun called for the establishment of a quality assessment framework to pave the way for the spread of lithium-ion batteries for grid energy storage.

Lei Jun, CEO of Xiaomi and also a delegate to China’s top legislative body the National People’s Congress (NPC), suggested that China issue data security standards for automobiles and promote data sharing among companies for intelligent connected vehicles. In addition, He Xiaopeng, CEO of Xpeng Motors, called for new legislation to clarify liability in traffic accidents involving autonomous driving cars. 

Shop more online 

Expanding consumption is key to China’s 5% economic growth this year, as the country tries to recover after stringent Covid-19 controls slowed economic growth. The country’s economic planner sees huge potential for e-commerce platforms as drivers of growth.

Strong export growth in the first half of 2022 has boosted China this year, with the country’s total trade of goods reaching a record high of RMB 42.07 trillion ($6 trillion). In particular, cross-border e-commerce exports grew by 11.7%, reaching RMB 1.55 trillion in 2022, reflecting the rise of overseas retail as a major component of China’s export trade. This year, the government pledged more support for cross-border e-commerce and overseas warehouse development in the annual report. 

For the domestic market, Chinese authorities vowed to guide the development of new models such as live commerce and on-demand retail, and lead the sector towards high-quality growth.

Wang Yinxiang, an NPC deligate from Cao county, a garment and coffin manufacturing hub in eastern Shandong province, found in her search that e-commerce in her rural county has helped increase the average lifespan of people in the region. The county is known for being a Taobao village (where at least 50 households own shops on Alibaba’s e-commerce platform Taobao).

Build more 5G, data centers, and other infrastructure 

This year, China will continue to upgrade to modern infrastructure systems such as 5G, data centers, and the Internet of Things. Specifically, China will focus on expanding internet networks in small- and medium-sized cities. The government aims to accelerate the development of 5G and broadband networks, and achieve greater integration of cloud networks. In addition, the country will continue the expansion of data centers and data hubs planned under the national data center project the “East-to-West Computing Capacity Diversion Project,” aiming to move more data processing from the country’s prosperous but land-scarce eastern regions to the country’s less-developed but sparse western regions.

In addition to networking and data infrastructure projects, the country also said in its work report that it plans to support the construction of smart highways, civilian space infrastructure, and a commercial space launch center on the southern island of Hainan. 

Voice recognition company iFlytek CEO Liu Qingfeng proposed that China should accelerate the construction of artificial intelligence models to enjoy the AI boom. Liu pointed out that while Chinese institutions and enterprises have published a series of large-scale models, the intelligence level of the large-scale models is still significantly lower than OpenAI’s ChatGPT. He asked China to accelerate the development of AI.

Chinese automakers mostly saw a return to their growth trajectory in electric vehicle sales in February after taking measures to ride out a seasonal lull worsened by Beijing’s phase-out of EV purchase subsidies. 

BYD, GAC’s Aion, and Nio saw strong recoveries, while Xpeng and Huawei-backed Aito continue to fall behind in the competition. However, sales are still down from the historic highs of the past year, and a tougher competitive environment could create more headwinds in the near term, according to executives.

Why it matters: The figures come as many automakers have said they face increasing pressure from competitors just as operation costs mount. 

• Li Auto chief executive Li Xiang told Chinese reporters on Thursday that the lingering impact of the end of EV subsidies and recent price cuts by bigger rivals will continue to weigh on sales in the first quarter.
• Nio also anticipates more pressure on its margins as the company currently undergoes “a transitional period,” CEO William Li told investors on Wednesday, adding that it was clearing out inventory of its older vehicles in preparation for the release of new models in the second quarter.

Strong recovery: BYD has continued its growth momentum in customer demand despite a slowdown in the overall Chinese EV market, reporting delivery of 193,655 vehicles in February, a jump of 119.4% from a year earlier and an increase of 28% from the previous month.

• BYD has retained its dominant position, especially in the price segment of RMB 100,000 to RMB 250,000 ($14,478 to $36,196), according to Sun Shaojun, founder of auto consumer service platform Che Fans.
• GAC’s EV unit Aion also saw a big revival, with sales almost tripling to 30,086 units from a month ago. Sun said Aion was among the few rivals to BYD that “can catch up a little bit in certain regions and car segments.” (our translation)

Back to normalcy: Li Auto’s February sales grew 97.5% year-on-year to 16,620 units, representing a mild increase of 9.8% from a month earlier. Nio and Hozon posted double-digit growth from a month ago with 12,157 and 10,073 vehicle deliveries, respectively.

• Hozon  began offering a de-facto price cut on Feb. 3, as customers who placed an order for its Nezha S electric sedan with a deposit of RMB 5,000 by the end of the month could secure a rebate of RMB 20,000.
• Li Auto and Nio are expected to deliver around 23,200 and 12,300 vehicles respectively in their best-case scenarios for March, as delivery guidance for the first quarter reached 55,000 and 33,000 units.

Lackluster sales: Xpeng Motors is still struggling to get back on track after facing poor sales and criticism over its pricing strategy in 2022. Its vehicle deliveries totaled 6,010 in February, despite a recent price reduction. This is just 15.2% higher than January’s sales and 3.5% lower than a year ago.

• Huawei-backed EV maker Seres also saw little improvement following major promotions on their Aito-branded EVs, as February deliveries fell 21.7% to 3,505 units on a sequential basis.
• Sales of Changan’s EV marque Deepal declined 33.1% sequentially to 4,103 units. On Monday, the automaker kicked off a spat with rival Geely about the design of the latter’s newest EV.
• Geely’s premium brand Zeekr posted deliveries of 5,455 vehicles last month, and sales at Hong Kong-listed Leapmotor were up 180.8% from a 12-month low to 3,198 units.

Context: Sales of new energy passenger vehicles, which include all-electrics and plug-in hybrids, rose 9% year-on-year to around 546,000 units from Jan. 1 to Feb. 19, according to figures published by the China Passenger Car Association (CPCA) on Wednesday.

• Gas-powered cars were worse off, as sales slumped more than 30% annually over the same period. The CPCA has estimated 31% annual growth for passenger EV sales to 8.5 million units this year.

Chinese automaker Changan has issued a formal complaint against Geely for allegedly copying its latest EV car design, sending the Hangzhou-based car company a cease-and-desist letter which surfaced online on Monday, amid fierce competition in the country’s dense electric vehicle market.

Why it matters: The dispute highlights an intensification of the battle for market share among automakers in China, where the country’s EV growth momentum has slowed amid post-Covid zero economic swings.

• The move could have a negative impact on the image of Geely’s new Galaxy lineup, which Volvo’s parent company has positioned as a high-volume brand for the mainstream to premium segment.

Details: In a letter issued on Feb. 27 by Baijus Law Firm, Changan accuses Geely of taking multiple design features from its vehicles for the latter’s prototype Galaxy Light EV.

• Changan requested that its competitor stop violating its intellectual property rights and said it would consider legal options. On Wednesday, a company representative confirmed to TechNode that it had sent the letter.
• The legal effort prompted an angry response from Geely. In a statement published Tuesday on Chinese Twitter-like microblogging site Weibo, the company said it would fight “misleading” information and pursue legal action against “false” accusations.
• “Geely Auto Group takes intellectual property rights seriously and adheres to all relevant laws and regulations. We are confident that […] our team has not infringed on the intellectual property rights of any other company,” the automaker said in the statement.

Context: The legal spat came shortly after Geely unveiled the Galaxy Light sedan, a futuristic car with traditional Chinese aesthetic elements inspired by Hangzhou’s scenic West Lake area.

• The Zhejiang-based automaker also showcased the L7, a plug-in hybrid crossover and the first production car in the Galaxy family, while announcing plans to expand its product portfolio to seven models in the next two years.
• A manufacturing partner to Ford, Chongqing-headquartered Changan sold 271,240 electric cars under its stand-alone brands last year, marking a 150% growth from a year previously. To compare, sales of Geely’s electrified vehicles tripled to 328,727 units in 2022.

READ MORE: Local Chinese authorities unveil stimulus measures to spur EV sales

Li Auto aims to double its China market share in high-end sports utility vehicles to 20% in 2023, encouraged by buoyant demand from the country’s emerging middle class, chief executive Li Xiang said on Monday.

The electric vehicle maker also reported a solid rise in fourth quarter revenue and an upbeat outlook for the current quarter. Despite intensifying competition and slowing demand in China’s EV market, Li Auto is on track to launch its first all-electric model later this year.

Why it matters: Li Auto has set an annual sales goal higher than analysts had anticipated and much more positive than those from the likes of Nio and Xpeng Motors. If achieved, it would make Li Auto the first Chinese automaker to capture a significant share of the country’s premium car segment, according to Sun Shaojun, founder of auto consumer service platform Che Fans.

Rosy 2023 outlook: If met, the market share goal would more than double last year’s share of 9.5% and equates to an annual sales volume of around  300,000 vehicles in the Chinese premium SUV segment, Li said during an earnings call. This is higher than the 270,000 units forecasted by Bernstein analysts.

• The key to success on this front is a strong product portfolio that covers a broader customer base, according to Li. The carmaker estimates sales in the segment of between 1.4 million and 1.5 million units this year, including gas-powered and electrified crossovers, with a price range of RMB 300,000 to RMB 500,000 ($43,205 to $72,009).
• Li said that vehicle delivery would likely reach 30,000 units per month during the second quarter as shipments of the newly-launched L7 begin in April. Li sees little chance of cannibalization between the five-seat L7 and its larger sibling, the L8. The former is intended to attract small nuclear families comprising two or three members, while the latter targets two-children or three-generation households.

All-electric lineup: Li Auto is on track to launch its first pure electric vehicle model, which will be equipped with Qualcomm’s latest five-nanometer cockpit chip 8295, Li told investors. He added that the company’s battery EV series will cost between RMB 200,000 and RMB 500,000.

• The company sees high battery costs and inconvenient charging as some of the biggest issues for EV penetration and aims to promise future buyers the ability to add 400 kilometers (249 miles)-worth of charge in 10 minutes. Rival Xpeng pledged a similar experience with its premium SUV G9 late last year.
• Meanwhile, Li Auto acknowledged that it has been negotiating new price terms with suppliers, responding to an analyst question about reports that CATL has been offering big discounts on EV batteries, but declined to provide further details. President Ma Donghui said the company would commit to a multi-supplier strategy to ensure stable supply.

Solid Q4 results: Li Auto’s revenue increased 66.2% year-on-year to more than RMB 17.7 billion in the fourth quarter of 2022, compared with estimates of RMB 17.6 billion, according to Bloomberg. Net income declined 10.5% annually to RMB 265 million but improved from a net loss of RMB 1.65 billion in the previous quarter.

• The Beijing-based automaker’s gross margin came out as 20.2% in the quarter, from 12.7% in the third quarter and fairly close to Tesla’s 25.6% over the same period. Peers Nio and Xpeng posted gross margins of 13.3% and 13.5% in the third quarter of 2022, respectively.
• Li Auto expects to deliver up to 55,000 vehicles in the first quarter of this year, which would represent an increase of 73.4% from a year ago. Overall sales of passenger electric cars declined 6.3% year-on-year in January, according to figures from the China Passenger Car Association.

Context: Nio and Xpeng have both set a delivery target of around 200,000 vehicles this year as China’s EV market shifts into a lower gear, partly due to the phasing-out of EV purchase subsidies by the central government last December.

• Nio CEO William Li has said he expects deliveries this year to surpass the nearly 190,000 units Lexus sold in China last year. Xpeng is aiming for accumulated overall sales of 450,000 EVs this year, of which around 250,000 were delivered as of last year, according to an internal letter obtained by local media outlets.
• Li Auto’s first plug-in hybrid vehicle, the Li One, ranked fifth in terms of sales in the Chinese premium SUV segment with the shipment of 78,791 units last year, the CPCA figures showed. Tesla’s Model Y topped the chart with deliveries of 315,314 units, while Mercedes-Benz’s GLC, Audi’s Q5, and BMW’s X3 each booked sales of more than 140,000 units.

Geely on Thursday revealed the L7, its first model in the new Galaxy electric vehicle lineup. The compact SUV enters the market as a direct competitor to BYD’s popular Song Plus model, with a similar size, driving range, and price tag.

Delivery of the L7 is scheduled to begin in the second quarter. Geely will release anywhere from one to seven models of the electrified, software-defined Galaxy lineup by 2025, targeting medium- to high-end buyers with a range including four plug-in hybrid electric vehicles (PHEVs) and three all-electrics, Gan Jiayue, chief executive of Geely Automobile Group, said during a press event.

Why it matters: Geely aims to make the long-anticipated Galaxy L7 a high-volume, landmark model and wants to become China’s next answer to BYD and Tesla in the country’s crowded electric vehicle race.

Details: The L7 is a similar size to BYD’s Song Plus SUV, at 4.7 meters in length with a 2,785-millimeter-long wheelbase. The plug-in hybrid will have a driving range of about 1,370 kilometers (851 miles) on a full tank of fuel and a full charge, compared with BYD Song Plus’ 1,200 km range.

• The vehicle will be equipped with an operating system designed by Ecarx, an auto chip software firm backed by Geely founder Li Shufu, and uses Qualcomm’s 7nm cockpit chip 8155. The setup allows passengers to play high-demand triple-A games while the car is in motion. 
• Pre-bookings for the SUV are now open, for a deposit of RMB 599. The car is estimated to fall in the price range of RMB 150,000 to RMB 300,000 ($21,647 to $43,294). By comparison, BYD’s Song Plus DM-I is priced in the range of RMB 154,800 to RMB 218,800. 
• Geometry, another of Geely’s affordable premium EV brands, is to pivot to the budget segment of the market with a price range of under RMB 150,000. Vice president Lin Jie told Chinese reporters he expects the two lineups to strengthen the company’s presence in segments that could account for more than 65% of the future new energy vehicle market (including EVs and PHEVs).

Context: Geely expects more than a third of its car sales to be either all-electric or hybrid vehicles this year, vowing to sell at least 600,000 electrified cars as part of a 1.65 million volume goal in 2023. The Zhejiang-based automaker posted total sales of roughly 1.4 million units last year, of which around 328,700 were electrified.

• Geely operates several EV brands, including Lotus, Polestar, and Zeekr, while Geometry contributed nearly half the company’s 2022 NEV sales. Zeekr has announced a goal to double sales of its premium EVs with an average price above RMB 330,00 to 140,000 units this year.
• BYD’s Song model was China’s most popular SUV of any kind last year, recording sales of 478,811 units with an annual growth rate of 137.4%, according to figures compiled by the China Passenger Car Association. Tesla followed with delivery of 315,314 Model Y vehicles, while Great Wall Motor booked sales of 250,120 units of the Haval H6.

CATL is in talks with a number of Chinese automakers to offer big discounts on batteries using materials sourced from its proprietary mines. In return, the electric vehicle battery giant is requesting its clients place around 80% of their future orders with it in the next three years, several Chinese media outlets reported.

Why it matters: The move could intensify already fierce competition in the upstream value chain of the electric car industry and force smaller battery makers to follow suit in what could become a price war, experts said.

• Even without this program, preferential pricing will come to major battery companies in one way or another this year and beyond, as industry oversupply kicks in from the second half of 2023, Jefferies analysts wrote in a Monday report.
• The price war could pressure the margins of second-tier battery makers with smaller scale economies and lower supply chain competitiveness, they added. The ongoing EV pricing battle spurred by Tesla could result in further price cuts from Chinese carmakers, “leading them to ask battery companies for price cuts,” Jefferies analysts added.

Details: CATL is in negotiation with several strategic clients, including Nio and Li Auto, to sign three-year contracts that would guarantee them a certain amount of EV batteries priced at RMB 200,000 per ton ($29,152) of lithium carbonate, the compound from which lithium is extracted. Chinese media outlet 36Kr was the first to report on the talks.

• These lithium-ion batteries will be made from ingredients sourced from several domestic and overseas mines in which CATL has an ownership stake, Caixin reported on Monday, citing a person familiar with the matter. Sources said the offer is expected to run from the third quarter of 2023.
• The move could significantly reduce purchase costs for the automakers, including Huawei-backed Seres and Geely’s premium EV brand Zeekr. In return, the EV makers will be required to commit 80% of their battery purchases to CATL in the next three years.
• Some EV makers have expressed willingness to accept the deal, while others are uncertain about price movements of battery-grade lithium carbonate. CATL also asked buyers to pay a certain amount up front as a deposit, which could therefore increase the EV makers’ expenditure, the Caixin report said.
• Tesla and Xpeng Motors, two of CATL’s biggest clients, are reportedly not among this chosen group. 
• A person with knowledge of the matter confirmed the existence of the deal when contacted by TechNode on Monday, while CATL did not respond to TechNode’s request for comment.

Context: Smaller Chinese battery makers have been feeling the strain in recent months, with CALB, a major supplier to state-owned automaker GAC, and Volkswagen-backed Gotion High-Tech being asked by clients to reduce prices by 10-15% for this year, TechNode has learned.

• Lithium carbonate prices showed a downward trend at the beginning of 2023, which experts described as a ripple effect from China’s slowing sales of electric cars. The price closed at RMB 435,000 on Monday, down 26% from its historic high of nearly RMB 600,000 in mid-November, according to industry consultancy Mysteel Group.
• Multiple Chinese EV makers have been looking to diversify their supply chains for EV batteries to ensure the supply of the critical components at a favorable price. Xpeng Motors has been sourcing batteries from Sunwoda since late 2022, in addition to CATL, while Li Auto is a major client of CATL and Svolt, an EV battery maker backed by Great Wall Motor.
• The world’s biggest EV battery maker is also getting into the mining business. CATL last April bought lithium claims on 6.44 square kilometers (1,591 acres) in Yichun, a city in the central province of Jiangxi, and gained control of a Sichuan-based mining company in January, Caixin Global has reported. It also won a bid in Bolivia to develop the South American country’s lithium resources, Reuters reported.

Baidu will launch its first electric vehicle model using its new conversational artificial intelligence (AI) technology, with the intention of providing a ChatGPT-like experience that enables natural conversation between owners and their vehicles, an executive from the company said on Tuesday.

Why it matters: This is the latest move by the Chinese technology giant to improve its core search engine business and drive widespread adoption of AI for a range of uses.

Details: Jidu Auto, the electric vehicle arm of Baidu, will be the first company to adopt AI technology at this level of sophistication for smart EVs, chief executive Xia Yiping told reporters at a corporate event in Beijing on Tuesday.

• Xia reaffirmed the company’s plan to deliver its first production model, the Robo-01 sports utility vehicle (SUV), in the third quarter of 2023 with a “very competitive” price tag (our translation).
• Launched in October, the crossover can travel around 600 kilometers (373 miles) on a single charge, as TechNode previously reported. Pricing details have so far only been revealed for a special edition version of the vehicle, which will start from RMB 399,800 ($55,245).
• Xia said he was optimistic about the company’s sales growth in light of Tesla’s significant price cuts, adding that the sudden move reflected the US automaker’s waning competitiveness in the Chinese market.

READ MORE: Baidu’s EV firm Jidu aims to take on Tesla

Context: Baidu said on Feb. 7 that it has been pushing internal testing of its ChatGPT-like chatbot tool called ERNIE Bot, or Wenxin Yiyan, and intends for it to make a public debut next month.

• OpenAI’s ChatGPT bot has sparked a craze in the Chinese internet space, prompting dozens of Chinese tech companies, including Alibaba, NetEase, and JD.com, to announce their own AI chatbots over the past month.
• Media outlets and traditional businesses are also lining up to incorporate the latest AI technology into their services. Trip.com Group, China’s biggest travel services provider, announced today it is among the first batch of partners listed to integrate Baidu’s chatbot technology into its service platform.

READ MORE: Alibaba, Baidu, NetEase, iFlytek…Chinese companies rushing to prove they have tech similar to ChatGPT

Chinese electric vehicle maker Li Auto released its cheapest ever car on Wednesday, a five-passenger compact sports utility vehicle that the company says has been developed to appeal to women and small families, and that it hopes will take on bigger rivals from BMW to Mercedes-Benz.

The company also launched a new, RMB 20,000 ($2,948)-cheaper version of the L8, its six-seater crossover, offering customers a de facto price cut in response to increased competition from carmakers such as Tesla.

Why it matters: Some industry observers have voiced bullish views on Li Auto as the company keeps expanding its portfolio with new vehicles aimed at meeting the needs of growing Chinese middle-class families.

• Li Auto and Nio should still be able to grow their sales because of their brand new products despite forecasts of a challenging 2023, said Tu T. Le, managing director of Sino Auto Insights.
• “The market has become so competitive that we will likely see many EV makers do whatever they can to protect any share they have been able to carve out in the market,” Le added.

Details: Li Auto on Thursday introduced the L7 extended-range SUV, the company’s first five-seater explicitly designed for Chinese nuclear families. It measures around 5 meters in length and spans a 3,005-millimeter-long wheelbase, bigger than many similar mid-size models.

• For comparison, the BMW X3, Audi Q5L, and Mercedes-Benz GLC crossovers are all less than 4.8 meters in length and have a maximum wheelbase of 2,973 mm. The L7 is also more spacious than its rivals the BYD Tang, Xpeng Motor G9, and Huawei-backed Aito M7.
• The car boasts a luxurious interior and roomy passenger space, with a so-called “Queen’s seat” mode in the back providing leg room of almost 1.2 meters and well-bolstered seatbacks.
• The EV maker is targeting women in China who are increasingly picking the family car. Speaking at a conference on Wednesday, Han Ling, a product manager of Li Auto, specifically used female terms of address a dozen times during a 10-minute speech, according to a TechNode calculation.
• The L7 SUV will be equipped with a supercomputing platform – powered by two of Nvidia’s Orin X chips or by a Horizon Robotics Journey 5 processor depending on the model, and will use cameras and lidar sensors for driver assistance on Chinese highways.
• The Meituan-backed carmaker plans to send selected customers a beta version software update for assisted driving technology on busy urban streets in the fourth quarter of 2023. Rival Xpeng Motors has been implementing a similar update since September.
• The L7 crossover will have a driving range of 210 kilometers (130 miles) on a single charge and can drive for about 1,315 kilometers with a full fuel tank and a full charge, the same as its larger sibling, the L8. The company said its starting price will be RMB 319,800 and delivery is set to begin on Mar. 1. 
• Meanwhile, chief executive Li Xiang on Wednesday revealed a so-called “Air” version of its L8 crossover with a starting price of RMB 339,800, down RMB 20,000 from the Pro model which used to be the lowest-priced option offered by the automaker.

Context: Beijing-headquartered Li Auto currently has three models of different sizes on sale, namely the full-size crossover L9, L8, and the L7, with a price range of around RMB 300,000 to RMB 400,000, in a segment traditionally dominated by global carmakers such as BMW and Mercedes-Benz.

• The L9 was China’s top-selling large-size electric SUV in December with 10,582 units shifted, four months after delivery began in August, while 10,189 units of the L8 crossover were sold in the month, according to figures compiled by the China Passenger Car Association. Both were lower than the 29,387 units of Tesla’s Model Y, but higher than the roughly 4,000 units Nio delivered of its ES7 and Xpeng delivered of its G9.

Nio will expand its charging network by building at least 400 battery swap stations across China this year, alleviating a major concern among potential buyers that cars have insufficient driving range to travel between charging points, its president said on Monday.

Riding the wave of China’s speedy EV adoption, the electric vehicle maker also launched a special service campaign for owners during this year’s Lunar New Year holiday season, including unlimited free battery swapping and personalized customer service.

Why it matters: Nio’s recent moves to shore up its charging network and customer service capability are expected to further enhance its place in the Chinese luxury car segment, according to president Qin Lihong, who spoke to reporters in Beijing on Monday.

Charging infrastructure: In what Qin described as “a stress test” to check how Nio could “provide users with seamless services that were beyond their expectations” (our translation), Nio swapped nearly 1.25 million EV battery packs between Jan. 13 and Feb. 5 in China. For comparison, the company completed just over 800,000 swaps with a chain of 143 service stations between May 2018, when its first swap facility began operations, and mid-August 2020.

• Nio ran a network of 1,305 battery swap stations around China for a user base of nearly 290,000 drivers as of last year and will build more swap facilities than its previous estimate of 400 this year, Qin said, without giving a new number. The EV maker initially planned to expand its charging network to 1,700 swap stations in 2023, chief executive William Li said on Dec. 24 at Nio’s annual press conference.
• The eight-year-old company also claimed to be carmakers’ biggest EV-charging provider, with a network of 13,629 charging piles in China as of December. During the Lunar New Year holiday season, 76% of the charging sessions using Nio’s charging piles came from non-Nio cars, of which 17.6% were from BYD, 15.8% from Tesla, and 4.1% from Xpeng models. Official figures showed that China had nearly 1.8 million public charging piles as of December.
• Senior vice president Shen Fei said that Nio would scale up its charging operations at a pace that is in line with the increase in its sales volume. This not only refers to the build-up of swap stations but also applies to hybrid locations that include swap facilities and charging piles, which the company believes will better serve clients at peak times.
• Qin added that the seasonal campaign will not significantly impact Nio’s financial results but rather enhance its reputation for premium service and experience, as the company reduced advertising spend accordingly to keep its gross margin flat. Nio began offering owners six free swaps a month in late 2020, but maintains its policy of unlimited free battery swaps for an undisclosed number of early owners.

Unexpected services: In addition to existing, regular on-call valet charging and parking services it offers to car owners whose vehicles are running out of power, Nio provided a wide range of personalized, value-added services during the recent Lunar New Year holiday season.

• This ranged from family photoshoots at the company’s clubhouse-style flagship stores to the feeding of pets at the homes of Nio owners who were traveling, which a Shanghai-based Nio owner surnamed Dai described as “trivial but touching” when contacted by TechNode on Monday.
• Shen clarified by saying that these service options did not put pressure on its business, as most of them were provided unofficially by frontline employees who were simply working hard to fulfill customers’ needs.

Industry outlook: Nio remains optimistic that this year’s sale figures will exceed the roughly 184,000 units Lexus sold in 2022 in China. The auto upstart expects solid growth momentum for the country’s EV market despite a recent slump as China dropped its COVID-19 prevention measures.

• Qin added that intelligent, electrified, and high-end vehicles will continue to gain traction in the world’s biggest auto market, citing the average sale price of passenger vehicles in China, which is RMB 30,000 ($4,422) more in 2022 than in 2019.
• Industry observers expect rising competition and waning profits for Chinese automakers this year amid Beijing’s phase-out of EV purchase subsidies and a slow post-pandemic recovery. The China Passenger Car Association estimated passenger EV sales will reach 8.5 million units in 2023, representing an increase of around 50% from a year ago.

READ MORE: China’s EV battle 2022: why BYD is leaving Tesla and Xpeng in the dust

Major Chinese electric vehicle makers, from Aion to Nio, are joining the likes of Xpeng Motors in an industry-wide price war ignited by Tesla, offering generous sales incentives to boost demand after posting dismal delivery results for January.

Why it matters: Sales growth for new energy vehicles (NEVs) at the start of 2023 has reached a bottleneck after the central government fully scrapped subsidies for purchasing them at the end of December, the China Passenger Car Association (CPCA) wrote in a post on Wednesday, quoting January sales figures. NEVs is a catchall phrase used in China that includes all-electric cars, plug-in hybrids, and hydrogen fuel-cell vehicles.

• A price war kicked off by Tesla has left many consumers on the fence about buying an EV in the immediate future, as some automakers followed suit with price cuts while others raised prices to help offset rising costs, the industry group added.

READ MORE: Local Chinese authorities unveil stimulus measures to spur EV sales

Flagging January sales: Retail sales of Chinese passenger electric vehicles fell by 1% year-on-year and 43% month-on-month to around 304,000 units from Jan. 1 to Jan. 27, according to figures published by the CPCA on Wednesday. The industry group has yet to publish figures for the full month, but reports by many Chinese EV makers are out, and they show a definite sales slump.

• GAC’s Aion on Wednesday reported a 66% month-on-month drop in vehicle deliveries to 10,206 units in January, during which time the company raised its car prices by between RMB 3,000 and RMB 8,000 to make up for rising costs.
• Figures from Xpeng Motors and Huawei-backed EV brand Aito more than halved sequentially to 5,218 and 4,475 units respectively. Both companies followed Tesla’s move with significant price cuts across their vehicle lineups early last month.
• Nio delivered 8,506 vehicles in January, marking a 46.2% decrease from a month earlier, while Li Auto reported a relatively solid performance with deliveries falling 28.7% sequentially to 15,141 vehicles. CATL-backed Hozon sold 6,016 EVs, down 22.8% from a month ago.
• Zeekr’s January sales of 3,116 vehicles were less than a third of the number delivered in December, which the company attributed to a 22-day production suspension for an upgrade at its Ningbo facility. Hong Kong-listed Leapmotor only delivered 1,139 vehicles, an 86.6% drop from a month ago, but didn’t provide any further details.
• BYD handed over 151,341 EVs, including around 10,400 units overseas, which was 35% lower than December’s sales but 62.4% higher than in the same month last year, according to a Wednesday statement.
• Other than diminishing subsidies, most companies blamed the slide on the seven-day public holiday during the Lunar New Year, as well as the spike in coronavirus infections that swept China after the country’s zero-Covid policy ended in early December, among other reasons.

Nio’s big promotion: Nio on Wednesday began offering customers a package of discounts and special offers for its first-generation electric sports utility vehicles, including a more than RMB 10,000 ($1,483) allowance to cover the cost increase caused by the phasing-out of Beijing’s subsidy.

• The EV maker also unexpectedly discounted inventory of the older version of its ES8 and ES6 crossovers by at least RMB 18,000 and offered existing car owners an additional exchange discount of RMB 15,000, local media outlet Powerhouse reported on Thursday, citing two Nio salespeople.
• The company also offered buyers free access to its advanced driver assistance software Nio Pilot which has a sticker price of RMB 39,000, among other promotions. If all these offers are combined, one can purchase a performance version of the 2022 ES6 SUV for RMB 313,700, more than RMB 100,000 cheaper than last month.
• Nio on Thursday responded by saying the company is about to launch its redesigned ES8, ES6, and EC6 models and is therefore offering discounts on the small amount of inventory and showroom cars of the old models it has left.
• Sales of Nio’s ET7, ES7, and ET5 cars, built upon the company’s second-generation technology platform, accounted for 85.6% of its monthly delivery in January, according to a Wednesday statement.

More price campaigns: State-owned automakers SAIC and GAC also announced they would slash prices on their vehicles this week in the hope of grabbing a share of sales during a traditionally slow season.

• Rising Auto, an EV brand launched by Volkswagen’s manufacturing partner SAIC in mid-2020, on Thursday cut the starting price of its base R7 crossover by 7.5% to RMB 279,900. The model is also available at a big discount of RMB 10,000 and can be purchased for RMB 195,900 if customers subscribe to its battery-swap program.
• On Wednesday, GAC’s EV unit Aion also began offering a limited discount of RMB 5,000 on its Aion Y SUVs and Aion S Plus sedans, priced from RMB 137,600 and RMB 149,800 respectively, before the end of this month. 
• A day earlier, Geely’s luxury EV brand Zeekr said that customers who place their orders before the end of March would be able to get certain discounts on car insurance and optional parts.

Multiple regional authorities in China are issuing stimulus measures in a bid to shore up demand for electric vehicles, ranging from cash subsidies to free parking lots, as China’s central government ends its massive decade-long EV support campaign.

Why it matters: The government measures come as sales in the world’s biggest EV market start to show signs of slowing down. The local subsidies underscore China’s continued support of green energy transport, despite the central authorities phasing out EV purchase subsidies altogether a month ago after more than a decade. In September, Beijing extended its 5% purchase tax exemption for EVs to the end of 2023.

• On Jan. 18, Tian Yulong, a spokesperson for the Ministry of Industry and Information Technology, said China would continue to create a supportive and healthy regulatory environment for EVs by ensuring the stable supply of core components and funding the build-up of charging infrastructure. This will include laying down stricter rules for EV production licenses and completing the regulatory framework for battery recycling.

READ MORE: Chinese EV makers rush to boost year-end sales as subsidies expire

Details: The Shanghai municipal government on Sunday announced the extension of its EV subsidy program launched last May in the wake of a months-long city-wide lockdown. Consumers will continue to receive rebates of RMB 10,000 ($1,482) per car for any trade-in of internal combustion vehicles for EVs until June. 30, as part of a stimulus package aimed at propping up the local economy, details of which were released on the government’s official website.

• On the same day, the provincial government of Zhejiang called on municipalities to hand out cash incentives to current gas-fueled car owners who plan to shift to EVs. The eastern Chinese province will permit EVs to park for free at public facilities for the first hour, as it aims for 60% of cars it produces to be EVs by 2025, according to an action plan published by the regional government.
• On Jan. 28, the northern province of Shanxi also rolled out a package of 14 measures to stimulate car demand, including incentives for public EV bus operators, tax breaks for personal EV purchases, and parking discounts. This followed similar initiatives released last month by the provincial governments of Heilongjiang, Henan, and Yunnan to fund EV adoption.

Context: Beijing began granting subsidies to EV buyers across China in 2010, deliberately trimming the purchase incentives starting in 2015 when it found that EVs with a range of over 400 kilometers (249 miles) were qualifying for subsidies of as much as RMB 54,000 per unit. The generous subsidies were cut by more than half to RMB 25,000 in March 2019, leaving China’s sales of new energy vehicles (NEVs), mainly all-electrics and plug-in hybrids, down 4% annually to 1.2 million that year.

• Beijing later introduced a gradual scheme which cut the subsidies by 10%, 20%, and 30% from 2020 to 2022 in the hope of stabilizing the market. EVs with a driving range of over 400 km enjoyed a subsidy of RMB 12,600 in 2022 before subsidies were fully scrapped in December. There were more than 13.1 million NEVs on the road as of 2022, according to figures from the ministry of public security.
• China’s NEV sales nearly doubled to 6.8 million units in 2022, according to figures from the China Association of Automobile Manufacturers (CAAM). Despite this, the market shifted into a lower gear in the second half of last year, as restrictions on free movement related to the Covid-19 pandemic hit consumer demand and disrupted the supply chain.
• Sales of passenger NEVs increased 35% year-on-year to around 640,000 units in December, and the number is expected to rise by just 1.8% year-on-year to 360,000 units in January, according to estimates by the China Passenger Car Association.

Tesla’s margins slid despite selling a record 405,000 electric vehicles in its fourth quarter, as rising battery costs and an ongoing price reduction campaign continue to pressure the US automaker. And yet, chief executive Elon Musk remains bullish on the company’s prospects and is predicting more than 50% full-year growth for 2023.

Why it matters: The results come as Tesla faces major challenges in China from local car manufacturers, and growth in the world’s biggest EV market shows signs of a downward trend amid economic headwinds.

READ MORE: China EV price war: Xpeng, Huawei-backed Aito join Tesla in cutting prices

Details: Tesla posted record fiscal fourth-quarter revenue of $24.3 billion, up 37% over a year ago and beating Wall Street’s forecasts of nearly $24.2 billion. Earnings per share also increased sequentially to $1.19 from $1.05 in the third quarter and beat analysts’ average estimate of $1.13.

• However, Tesla’s automotive margin dropped to 25.9% from 30.6% a year earlier and 27.9% in the previous quarter despite a 16% decline in operating expenses. The company cited price reductions and Covid restrictions in China among the factors resulting in the quarterly decline in margin.
• Musk added the company had seen strong demand recovery in 2023 due to significant price reductions over the past few months, as order volumes increased to the highest level in its history in January. The automaker expects to deliver 2 million EVs this year, a 53% year-on-year growth in a best-case scenario.
• For the calendar year of 2022, Tesla reported $81.5 billion in revenue on delivery of 1.31 million vehicles, marking a year-on-year increase of 51% and 40% respectively. The company fell short of meeting its 2022 delivery target of more than 1.4 million vehicles by around 90,000 units.

Context: On Jan. 6, Tesla launched one of its biggest ever price cut campaigns in China, with some of its Model Y and Model 3 vehicles seeing overnight price cuts of up to RMB 48,000 and RMB 36,000 ($7,088 and $5,316), respectively.

• The big promotion reportedly drove an increase of 300,000 placements in order volume in just three days. The automaker had previously offered various discounts across its vehicle lineups, such as an RMB 4,000 rebate and reduced prices by RMB 20,000 during the last few months of 2022.
• The automaker has scaled back a plan to nearly double the annual capacity of its Shanghai facility to 2 million EVs, due to softening demand and failure to secure approval from the Chinese government, according to a Jan. 13 report by the South China Morning Post.

Skirmishes have surrounded China’s speedy uptake of electric vehicles in the past year, with industry giant BYD reigning supreme but an increasingly large crowd of challengers looking to muscle in on the action. Once-promising startup Xpeng Motors and major automaker Great Wall Motor have been among those to falter in 2022 – and the war is far from over.

Industry observers link BYD’s success to China’s national shift towards electric vehicles, the company’s highly-integrated supply chain across key components, and a rising consumer preference for high-quality, cost-competitive automobiles as recession looms. 

Xpeng’s recent setbacks, however, reflect structural weaknesses at the company, including limited competitiveness and low operational efficiency in a crowded marketplace. Now, the risk of falling behind the competition has become real for the Guangzhou-based company.

Even Tesla faces an eroding market share in a highly competitive field, thanks to an onslaught of new models from various domestic rivals. Meanwhile, foreign auto giants from Volkswagen to Ford have long lagged behind Chinese counterparts in transitioning to green energy.

Here, we look at the annual results of China’s EV leaders and attempt to explain the dynamics behind some of the biggest winners and losers of the past year.

Winners and losers 

Despite being a bright spot in a slowing auto market, China’s two-year run of huge growth in the EV sector hit unexpectedly fierce competition as it shifted into a lower gear in the second half of 2022.

BYD was the biggest winner of the year, with annual sales of 1.86 million electric cars. The company’s output was more than triple 2021’s figure of around 600,000 units, comfortably exceeding its goal of 1.5 million units.

Tesla was left a distant second. The company’s sales started to slow last year as concern grew about an underlying mismatch between supply and demand. In 2022, the US automaker delivered 439,770 China-made vehicles to local customers, a 37% increase from a year ago and significantly lower than its 50% growth target for overall sales volume.

Besides BYD and Tesla, multiple Chinese EV makers including Nio and Xpeng embarked on 2022 with optimism and ambitious sales targets. However, only a handful managed to hit their goals. Aion (the EV arm of state-owned automaker GAC) and Hozon kept their word by selling around 271,000 and 152,000 EVs respectively last year. Geely’s premium EV brand Zeekr also achieved its goal by delivering just over 71,000 vehicles.

China’s US-listed EV makers mostly underperformed. Nio played tough to secure around 80% of its 150,000-vehicle delivery goal, while Xpeng delivered just over 120,000 units of its 250,000 unit target.

Why BYD dominated the market

In December, when most automakers struggled to protect their market shares by offering generous discounts as the Chinese government phased out EV subsidies, BYD went the opposite way by announcing a price rise of up to RMB 6,000 ($870) across its lineup. The move proved BYD’s role as “price maker” in the mass market, analysts at Jefferies wrote in a Dec. 1 report.

Analysts attributed BYD’s dominance partly to its success in ramping up manufacturing capacity and building a secure, integrated supply chain from batteries to chips. In 2022, when the company tripled its annual car capacity to around 3 million units at its eight manufacturing locations, according to public information gathered by investors, it also more than doubled its battery capacity to 285 gigawatt-hours (GWh), according to estimates by Founder Securities. A company spokesperson declined to comment on the capacity figures.

Also, the automaker has adopted a dual strategy of betting on both all-electrics and plug-in hybrid EVs (PHEVs) as range anxiety continues to be a top concern among local buyers. BYD offers nearly 70  models in major configurations and price categories. This helps the company stand out in a crowded market where many competitors pick a type and limit buyers’ options.

Why Xpeng and Great Wall Motor are losing ground

As China’s EV sales reported nearly 100% annual growth in 2022, Xpeng Motors and Great Wall Motor are among the most surprising names for whom sales growth dipped well below the industry average. The two companies sold 120,757 and 131,834 EV units last year, posting a flat increase of 23% and a 4% decline from a year earlier, respectively.

Multiple factors have put pressure on the two companies, including weaker consumer sentiment and interest rate hikes. 

The sales slump at Great Wall Motor indicates a major setback in the company’s slow shift to EVs. In 2022, monthly sales of the company’s Haval H6, once China’s top-selling gas-powered crossover, fell 75% to around 20,000 units from historic highs, as it appeared to be outpaced by popular EV models produced by Tesla (Model Y) and BYD (Song Plus). 

Ora, the company’s dedicated EV sub-brand, saw sales decline by 23% year-on-year to 103,996 units. Nevertheless, Great Wall Motor’s management has big plans for 2023 — promising to launch more than 10 EV models, including five new PHEVs under the Haval brand and two new models under the Ora marque.

Xpeng is facing a more complicated external environment, as well as the threat of increased pressure from rivals, said David Zhang, a school dean at Jiangxi New Energy Technology Institute. Not only are sales of big name rivals such as BYD and GAC’s Aion gaining momentum, but younger makers such as Hozon and Leapmotor are increasingly catching up. That’s the broader context behind Xpeng currently restructuring its business, according to Zhang.

Meanwhile, Xpeng is exposed to a potential demand mismatch risk in the short-term, as consumer confidence in vehicle intelligence technologies lags behind ambitious plans to bring self-driving cars to the market, analysts from Zheshang Securities told local media outlet Jiemian.

The Alibaba-backed EV maker has pledged to put more effort into overall car-making after reporting three consecutive months of dropping sales as of October and losses of RMB 6.78 billion ($1 million) for the first three quarters of 2022. It is also dealing with an aging product portfolio and implementing cost control measures to boost efficiency and drive sales, with chief executive He Xiaopeng promising to refocus on the core company after spending some time and energy on emerging businesses such as flying cars.

“We have high expectations for 2023. It’s a game of both competence and persistence. We have winning cards to play the game, and the evolution is making good progress,” a company spokeswoman said when contacted by TechNode.

Trend 1: Bring everything in-house

In-house manufacturing of key components has become one of the biggest trends in China’s EV industry over the past year, as many automakers look for ways to reduce supply chain vulnerability amid persistent chip shortages and the surging cost of battery materials. Among them, BYD is widely seen as a role model for this vertical integration strategy: the automaker builds its own supply chain and performs most of the activities required to bring its vehicles to market.

Already the world’s second-biggest battery maker and a major domestic supplier of power semiconductors for automobiles, BYD is now looking to expand production capacity significantly and accelerate the development of new products. Founder Securities expects BYD’s capacity to increase to 445 GWh-worth of batteries to close the gap with dominant player CATL by the end of 2023. In November, the company abandoned an initial public offering plan for its semiconductor unit as it decided to focus instead on expanding the capacity of a local plant by 80% to reach 360,000 wafers in 2023.

Other major industry players, from state-owned GAC to US-listed Nio, have also been racing to develop battery and semiconductor technologies in-house to ensure a secure supply of the key components. Here are some recent moves and potential developments for the companies heading into 2023:

• On Nov. 18, Svolt, an EV battery startup backed by Chinese automaker Great Wall Motor, filed initial paperwork for a public share sale on Shanghai’s Nasdaq-style Star market. The company is looking to raise RMB 15 billion to build three manufacturing plants with a combined annual capacity of around 106 GWh.
• On Dec. 29, GAC began building an RMB 2.2 billion drivetrain plant in Panyu, a city in the southern province of Guangdong, with mass production to kick off at the beginning of 2024. Initial capacity will enable it to assemble drivetrain systems for 400,000 battery EVs and 100,000 plug-in hybrid vehicles annually by 2025.
• On Dec. 21, Xpeng confirmed that it has set up an RMB 5 billion subsidiary to produce battery packs on its own but will still source battery cells from partners. On Oct. 25, peer Nio made a similar move by forming an RMB 2 billion subsidiary for battery manufacturing, in addition to a $32.8-million research facility for battery development.
• On Oct. 10, Chinese media outlet LatePost reported that both Nio and Xpeng had formed hundred-strong teams to work on chips for autonomous driving, while Li Auto had been hiring chip designers for more fundamental semiconductor components.

Trend 2: Short-term bumps

Analysts have warned about the prospects of a bumpier year for EV makers in 2023, and sure enough, the industry is already seeing some sharp movements. On Jan. 6, Tesla made a big splash by cutting the prices of its China-made vehicles by between 6% and 13.5%, a move that Sun Shaojun, a popular Chinese car blogger, described as kicking off an industry-wide battle for survival in the year ahead.

Sun added that many rivals would probably have to follow suit in the face of such a big promotion by an industry leader. Meanwhile, analysts at Bernstein expect competition to heat up with as many as 126 new battery EV models and 55 new plug-in hybrid models coming to market in 2023, a 40-50% increase on last year.

In anticipation of a post-Covid recession and in light of EV subsidies being scrapped, sales are expected to slow this year. Credit Suisse’s sales forecast of 9.4 million EV sales in China is one of the more bullish on Wall Street, while Bernstein more cautiously holds that 8 million units will be sold in the country this year.

An ongoing growth story 

And yet, long-term growth prospects remain buoyant, as demand shifts from policy-led to consumer-driven, Bernstein analysts wrote in a Jan. 5 report. UBS shared the sentiment, expecting the new energy vehicle (NEV) penetration rate, mainly for all-electrics and PHEVs, to grow by 10% this year to reach 37% of all new car sales.

2022 proved to be a big year for Chinese EVs. The central government achieved its goal of EV adoption approaching 25% of total car sales three years ahead of schedule, as industry sales nearly doubled to 6.8 million units. Still, pressure on margins is likely to persist in the near term for smaller companies, which have already been exposed to high battery material costs.

Looking ahead, China has cemented its growth momentum in the global EV race, but industry players should expect short-term sacrifices to hit their profits as they glimpse a bigger and brighter future.

Xpeng Motors is aiming for profitability on an operating level by 2025, according to an internal speech from chief executive He Xiaopeng to employees. The electric vehicle maker will also focus on redeveloping business strategies, dealing with corporate restructuring issues, and bolstering corporate value in 2023. 

Why it matters: He’s comments come on the heels of a turbulent year for Xpeng during which the company faced major setbacks, including a 23% sales drop in the second half of 2022 and an 80% plunge in market capitalization from a year ago.

Details: Xpeng expects to break even in 2025 with its earnings margin before interest, taxes, depreciation, and amortization reaching 17%, according to a report from 36Kr that cites comments made by He at an internal meeting on Wednesday.

• The management is more optimistic than some analysts’ predictions. Bernstein estimates that Xpeng will turn its adjusted operating margin from -5.1% in 2024 to 0.3% in 2025. That number was estimated to be -33.1% last year, according to Bernstein.
• He also pointed out that employee morale at the electric car company is low due to falling sales and share prices and that Xpeng’s productivity as a company is not where it should be, vowing greater restructuring efforts to simplify operations this year.
• Meanwhile, He highlighted the company’s push to forge ahead with vehicle development from the perspective of customers, adding that all future Xpeng vehicles will be equipped with safety-based driver assistance technologies.
• Xpeng will also accelerate its overseas expansion in the next few years, with plans to launch two new vehicle models for the global market in 2023, followed by a third in 2024, according to He.

Context: Xpeng reported an annual growth rate of 23% in vehicle sales in 2022, significantly lower than the industry average of around 90% and falling behind US-listed peers Li Auto and Nio, who posted year-on-year growth of 47% and 34%, respectively.

• The Alibaba-backed EV maker has been undergoing a major restructuring since late last year with the establishment of several committees and financial teams to enhance efficiency and control costs. It also announced price cuts of up to 15% for its vehicle lineups earlier this week amid rising competition with Tesla.
• Xpeng is not the only Chinese EV maker taking steps to streamline operations. On Jan. 1, Nio chief executive William Li told employees that low-productivity teams and insignificant projects would be “streamlined and optimized” this year in light of a slight increase in budget, according to an email seen by 36Kr.

China’s electric vehicle price war has edged up a notch, with Xpeng Motors and Huawei-backed Aito now following Tesla in slashing prices on their lineups, responding to intensifying competition as Tesla’s China-made vehicles gain market share.

Why it matters: These latest price cuts could force more EV makers to follow suit, hitting profit margins that have already been squeezed by the recent sharp rise of battery raw material costs.

• The next two months may see more price drop campaigns thanks to new product offerings and a decline in lithium carbonate prices, said Cui Dongshu, secretary general of the China Passenger Car Association (CPCA), on Jan. 10.

Details: According to a “new pricing scheme for the Chinese New Year” released by Xpeng on Tuesday, the starting price of its P7 sedan dropped RMB 30,000 or around 15% to RMB 209,900 from RMB 239,900 ($30,942 to $35,365). Xpeng’s newly-launched G9 crossovers were excluded from the cuts.

• The EV maker also cut the price of the top-spec long-range model of its G3i crossover by RMB 25,000 to RMB 176,900, while the starting price of its mainstream P5 sedan dropped by 12.8% to RMB 156,900.
• The actual transaction prices of the G3i and P5 remain largely unchanged as the respective cuts on the sticker prices are in line with an RMB 20,000 discount that the company offered from October to December, Morgan Stanley told investors in a report.
• However, the price reduction for the P7 comes as sales costs increase by between RMB 10,000 and RMB 16,000. Xpeng’s gross margin in the current quarter will “likely hit a trough” due to the price adjustments, wrote the analysts.
• On Jan. 13, Aito, a Chinese EV brand backed by technology giant Huawei, also cut prices for its M7 and M5 sports utility vehicles by nearly 10%, bringing the two vehicles’ prices to RMB 289,800 and RMB 259,800.
• The price cuts will likely squeeze vehicle margins per unit. Still, selling at volume may help Aito increase gross margins and grow its business, according to an investor relations representative at Seres, which makes Aito-branded vehicles with Huawei.

Context: Despite a backlash from many existing car owners, Tesla has achieved instant results on sales and regained growth momentum after it drastically cut prices on its China-made vehicles earlier this month.

• Order volumes at some of Tesla’s showrooms in lower-tier Chinese cities have surged by as much as 500% from a month earlier, according to a Monday report by Chinese media outlet Yicai. The Beijing News also reported that the company saw an increase of 300,000 new orders in three days following the cuts.
• Some competitors have so far refused to join the fray. On Monday, an executive at Zeekr said that Geely’s premium EV brand would stick to its current price for its 001 crossovers. Meanwhile, BYD and GAC’s EV unit Aion raised prices across their vehicle lineups at the beginning of this year, citing Beijing’s phasing out of EV incentives among other reasons.
• Tesla handed over nearly 440,000 China-made vehicles to local customers in 2022, representing a below average increase of 37% from a year ago. The company’s share in the Chinese EV market fell by 8.3% year-on-year to 6.6% in December, according to figures from the CPCA.

READ MORE: Chinese EV makers rush to boost year-end sales as subsidies expire

The latest member of BYD’s Ocean family of EVs has been inadvertently revealed in China by the country’s Ministry of Industry and Information Technology (MIIT), as the electric vehicle maker looks to extend its leadership in a competitive entry-level market segment.

Why it matters: The compact EV, called Seagull, will likely be the cheapest model in BYD’s lineup, and the Warren Buffett-backed automaker will face stiff competition in a segment dominated by standouts such as Wuling’s popular and inexpensive Hongguang Mini EV.

Details: The Seagull compact SUV will measure around 3.8 meters in length with a wheelbase of 2.5 meters, according to information released by MIIT on Jan. 11. This is shorter than the length of 4.1 meters and the wheelbase of 2.7 meters of BYD’s Dolphin hatchback, both under the company’s ocean-themed EV family.

• Outed in several images from MIIT, the Seagull’s rounded silhouette and sharp shoulder line follow the same sporty design language as the rest of the automaker’s Ocean models, which cater to a younger consumer segment compared with its Dynasty Series.
• Industry observers estimated the Seagull would be priced below RMB 100,000 ($14,916), compared with the Dolphin, which is priced between RMB 116,800 and RMB 136,800. The Seagull will be powered by an electric motor with an output of 55 kW, also lower than the 70 kW delivered to the Dolphin.
• The Chinese government requires automakers to submit documents regarding new product information before launch to gain approval for models sold in the country. A BYD spokesperson declined to comment on launch details when contacted by TechNode on Monday.

Context: Budget-friendly, entry-level micro-EVs accounted for around one-third of passenger electric vehicle sales in China last year, according to figures from the China Passenger Car Association (CPCA). Competition in the sector has been heating up in recent years, and buyers are more price-conscious than those of luxury cars.

• Wuling’s Mini EV maintained its title as China’s best-selling EV model in 2022 with sales of 404,823 units, representing a slight 2.4% increase from a year earlier. Other popular micro-EVs include Chery’s QQ Ice Cream and Changan’s Benben, with deliveries of each exceeding 90,000 units last year. Meanwhile, Hong Kong-listed Leapmotor also sold 61,919 T03 compact hatchbacks, CPCA figures showed.
• Earlier this month, BYD said it had delivered more than 230,000 Dolphin vehicles since the launch of the first model under the Ocean Series in August 2021. The company also sold more than 50,000 Seal crossovers last year after delivery began in August. The Seal, the second member of the Ocean marque, is a direct rival to Tesla’s Model 3 with a starting price of RMB 212,800.

WM Motor, a Chinese electric vehicle maker backed by search engine giant Baidu, is set to be acquired by Apollo Future Mobility, a Hong Kong-listed firm backed by Hong Kong tycoon Li Ka-shing, for about $2 billion. The acquisition means the EV maker will go public in Hong Kong via a backdoor listing. 

Why it matters: The $2 billion takeover is seen as a survival move for the Chinese EV maker, once a rival of Nio, Xpeng, and Li Auto but now desperate for cash. The company has experienced significant setbacks, including sluggish sales, massive recalls, and lawsuits with Geely in the past few years.

Details: Apollo Future Mobility Group’s subsidiary Castle Riches Investments Limited will spend around $2 billion to buy 100% of WM Motor Global Investment Limited’s shares, according to a security filing (in Chinese) made on Thursday.

• Apollo also said it would sell more than HK$ 3.5 billion ($450 million) of its shares, with 20% of the proceeds to be used to repay interim financing to WM Motor and 70% to be used to fund its further development.
• WM Motor became a major shareholder in Apollo in late 2021 and held a stake of nearly 23.7% before the share sale. WM Motor founder and chief executive Freeman Shen is a non-executive director at Apollo.
• The two companies are set to complete the deal within the next three months, which could allow WM Motor to be listed on the Hong Kong Stock Exchange in the second quarter, local media outlet CLS reported.
• WM Motor Global Investment Limited owns more than 80% of the shares in WM Smart Mobility Technology (Shanghai) Co., Ltd., a major business entity of the namesake EV maker in China, the filing said.

Context: Positioning itself as a luxury EV maker with plans to launch its first model in 2024, Apollo has been chaired by Ho King-fung, previously a JP Morgan analyst and a nephew of former Macau chief executive Edmund Ho Hau-wah, since 2016.

• The company is heavily backed by political and business elites in Hong Kong and Macau, with Ho’s family holding an 11.35% stake as of March 2022, according to a Thursday report by Chinese media outlet Yicai. Hong Kong tycoon Li Ka-shing and Solina Chau Hoi Shuen, a businesswoman and close friend of Li, also own a combined 9.9% stake in the company, the report said.
• In October 2021, WM Motor said it would raise $500 million in two financing rounds, including a $300 million Series D1 led by PCCW, a telecommunication firm headed by Li’s younger son Richard. The Shanghai-based EV maker has also secured support from investors, including the city’s government funds, state-owned automaker SAIC, and Baidu.
• In June, WM Motor filed paperwork for an initial public offering in Hong Kong and was rumored to be looking to raise as much as $1 billion, according to a Bloomberg report. The company did not proceed with the initial share sale, however. The firm also had plans to list on the mainland’s Nasdaq-style Star Market back in late 2020, the South China Morning Post reported.
• Once hailed as one of the “Fab Four” in China’s EV market by Deutsche Bank analysts, WM Motor has underperformed in the past two years, reporting sales of 44,152 units in 2021, less than half those of peers Nio, Xpeng Motors, and Li Auto. That number further declined to 29,358 units from January to November 2022, according to figures from the China Passenger Car Association (CPCA).

READ MORE: Struggling EV maker WM Motor reportedly seeks back-door listing

Nio Capital plans to incubate a separate brand called Zhixing (our translation) that focuses on making luxury off-road EVs and could launch its first model at a price of around RMB 1 million ($150,000) in 2025, local media outlet LatePost reported.

Why it matters: The move could help Nio to enter a more expensive segment and extend its market reach by managing a growing portfolio of targeted brands. The Chinese electric vehicle maker already has a strong reputation among China’s upper middle class. 

Details: Zhixing, an EV startup formed in early 2022, will raise a seed round of “dozens of millions of dollars” from Nio Capital, a venture capital firm founded by William Li, chief executive of the namesake automaker, LatePost reported on Monday citing unnamed sources.

• Zhixing will target affluent, adventurous Chinese customers with luxury off-road electric vehicles, planning to launch its first model at home and internationally in 2025. The sports utility vehicle will be priced at around RMB 1 million and built on the third generation of Nio’s NT platform, the report said.
• Zhixing will also collaborate with Nio for supply chain and charging infrastructure. The partnership could help the firm save a significant amount on development costs. 
• The vehicles will feature an 800-volt battery system for ultra-fast charging and a swappable battery pack to access Nio’s recharging network.
• Founded by Zhao Lei, a former senior director of user experience operation at Li Auto, Zhixing is establishing teams across China, Europe, and America. It has hired Roger Malkusson, a former vice president of vehicle engineering at Nio, as head of Europe.
• On Sept. 27, Zhao officially set up Zhixing (Beijing) Information Technology Co., Ltd. with registered capital of RMB 100 million, according to the Chinese corporate information platform Tianyancha.
• Representatives of Nio and Nio Capital declined to comment when contacted by TechNode on Tuesday. Malkusson did not respond to TechNode’s request for comment.

Context: Experts say that there remains strong demand from wealthy individuals for luxury EVs in the coming years despite broader economic challenges, with several Chinese automakers venturing into the booming segment. Luxury cars priced above $80,000 will expand at a compound annual growth rate of 8% to 14% through 2031, while the markets for cars priced below $80,000 could remain relatively flat from a global standpoint, McKinsey & Company said in a report on July 8.

• BYD has made a similar move by showcasing its first two luxury car models under its new Yangwang brand on Jan. 5 and will open separate showrooms for the brand in several Chinese cities in the first quarter. GAC also said its first sports car under the Hyper marque will have a starting price of RMB 1.29 million.
• Geely completed its majority acquisition of the British sports car brand Lotus in 2017. Last October, the carmaker launched its first electric SUV, the Eletre, with a starting price of RMB 828,000. Nio Capital also has a minority stake in Lotus.
• Nio is also entering the affordable EV segment with plans to launch two sub-brands to target more price-sensitive buyers with a budget under RMB 300,000, while Nio’s namesake brand sits in the middle with a price category between RMB 300,000 and RMB 500,000.

BYD showed off its first two luxury car models under its new Yangwang brand on Thursday. The U8, an off-roader, and the U9, a sports car, will each be priced at more than RMB 1 million ($150,000) and equipped with four electric motors that boast top-of-the-range performance in extreme conditions.

Why it matters: In the company’s latest move to enhance its leadership position as China’s top-selling EV maker, BYD has become one of the few domestic automakers to enter the uncharted waters of the super-luxury car segment where German auto majors have traditionally had a strong grip.

Details: The full-size U8 off-roader and the high-performance U9 sports car will come with an innovative electric drive system using four separate motors, one controlling each wheel, that allows the vehicles to do a tank turn – a 360-degree spin on its own axis.

• This technology could “totally outperform” the way internal combustion engines work in terms of vehicle control and provide “utmost safety” for passengers, BYD’s chairman Wang Chuanfu said on Thursday during a press conference in Shenzhen (our translation).
• Vice president Yang Dongsheng added that the company’s quad-motor EV drivetrain, along with a new torque control system, could apply torque to wheels with millisecond precision and mean better control over the vehicles than slow-responding gas engines.
• The U9 and U8 are built on an 800-volt integrated architecture, with four electric motors offering a combined output of more than 1,100 horsepower and a rotation speed of 20,500 revolutions per minute. The two models can accelerate from 0 to 100 km/h (62 mph) within two and three seconds, respectively.
• BYD has not revealed the pricing details or launch dates for the two vehicles but will open showrooms in top-tier Chinese cities Beijing, Shanghai, Shenzhen, and Guangzhou from the first quarter of this year. Yangwang will be operated with retail locations independent of BYD’s existing sales networks.

Context: BYD revealed the name of its new luxury EV brand, Yangwang in Chinese pinyin, in November, saying the marque would feature the company’s most advanced technology and come with a target price range of between RMB 800,000 and RMB 1.5 million ($116,707 to $218,825).

• Chairman Wang also confirmed the company’s plans to launch another new sub-brand that “specializes in professional and personalized identities” without giving further details.
• BYD has previously faced setbacks in trying to expand its market reach into the high-end segment. It currently operates a premium sub-brand called Denza in partnership with Daimler. However, the brand, with a target price range of between RMB 300,000 and RMB 500,000, sold just 9,803 units last year.
• Several carmakers have been working to build new high-end auto brands for China. In September, Toyota’s partner GAC showcased its first supercar under the Hyper marque with a starting price of RMB 1.29 million. The company debuted the second Hyper branded car on Dec. 30 during the 2022 Guangzhou Auto Show.
• In November, BeyonCa, an EV startup launched by Soh Weiming, a former executive vice president of Volkswagen China, introduced its first production car. The new model is priced from RMB 898,000 and is set to hit the market by March, Bloomberg reported.
• Human Horizon, another Chinese EV maker, is among the few automakers already active in the super-luxury car segment. It began delivering its first model, the Hiphi X, in May 2021 and reported sales of 2,584 units during the first half of 2022.
• Mercedes, Porsche, and BMW are among the most prominent players in the Chinese high-end auto segment. Porsche sales increased 8% year-on-year to 95,671 vehicles in China in 2021, an all-time high for Volkswagen’s sports car manufacturer. That number dropped 16% in the first half of last year amid Covid-related restrictions.

BYD became the world’s best-selling electric vehicle brand in 2022, managing to sell a record 1.8 million units, more than triple its numbers from a year earlier. Other major automakers also reported improvement in December, according to the latest sales figures. 

Why it matters: The figures show that BYD has had an iron grip on the market in the last year while smaller EV makers faced ups and downs. China’s EV sales in 2022 are set to finish lower than expected as the industry enters a slower period after authorities phased out EV purchase subsidies at the end of 2022.

• China’s wholesale sales of electric passenger vehicles in December will increase by 17% from a month earlier to around 700,000 units, according to estimates by the China Passenger Car Association (CPCA).
• This means China’s new energy vehicle sales for last year could be below the previous estimate of 6.5 million units by CPCA. Passenger EV sales from January to November grew 100% year-on-year to 5.7 million units.

Details: BYD said on Monday that it delivered around 235,200 vehicles in December, an increase of 150.5% from the same period a year earlier. That figure also brings BYD’s total sales for 2022 to more than 1.86 million units, up 208.6% compared to 2021 figures.

• Aion, the electric vehicle unit of Chinese automaker GAC, maintained strong growth momentum with sales of 30,007 units last month. Overall sales surged 126% year-on-year to around 271,000 units in 2022. The company has set a target of selling 600,000 EVs in 2023, according to general manager Gu Huinan.  
• Hozon, a budget carmaker backed by CATL, was another bright spot with deliveries of 152,073 vehicles, an 118% jump compared with 2021. The company exported a significant number of 3,456 EVs and is looking to accelerate overseas expansion in regions such as Southeast Asia and the Middle East in 2023.
• Li Auto also ended the year with a record delivery count, handing over 21,333 crossovers to customers in December and becoming the first Chinese EV startup to reach the 20,000-unit milestone in monthly delivery. The total delivery count in 2022 for the brand was 133,246 vehicles, up 47.2% from a year ago.
• After a difficult third quarter, Xpeng Motors’ deliveries bounced back in December to a normalized level but still fell short of its US-listed peers Nio and Li Auto. The company delivered 11,292 units last month, including 4,020 units of the G9, its first premium crossover, which it launched in September. The final tally was 120,757 EVs, a mild 23% annual increase.
• Huawei-backed EV maker Aito also reported strong deliveries of 10,143 units in December, with total 2022 deliveries topping 75,000 units. 
• Monthly deliveries of Geely-backed EV brand Zeekr also surged 199% year-on-year to 11,337 units, bringing the maker’s total delivery count to 71,941 units.
• Nio delivered 15,815 cars last month, a monthly record high following November’s 14,178 units. Annual deliveries totaled 122,486 vehicles, representing a 34% growth from the previous year.
• Tesla’s deliveries increased 40% to 1.3 million EVs in 2022 from the prior year. The CPCA, which has tracked monthly sales for the company’s China operations since 2020, has not revealed its December sales figure for the Chinese market.

Context: Analysts expect industry sales to hit a plateau in 2023 after several years of strong growth as the Chinese government scraps subsidies for EV purchases.

• Citic Securities forecast sales of new energy vehicles, which mainly include battery-powered EVs and plug-in petrol-electric hybrids, to rise by 31% annually to 9 million units in China in 2023.

Xpeng Motors has intensified its restructuring efforts by setting up a new financial platform to control costs and streamline the company’s workflow, according to an internal memo obtained by Chinese media Dianchang (Powerhouse).

Why it matters: The cross-functional financial platform is the latest in a series of restructuring actions undertaken by Xpeng to get its business back on track, after it faced declining sales and slimming margins in recent months due to rising costs and competition.

Details: Xpeng has set up a number of financial units under the new scheme, including two teams to implement specific cost-saving measures with its sales and marketing operations and research and development units, according to the report.

• The new teams will allow chief executive He Xiaopeng to take back control of the company’s finances that he previously handed to management executives, such as budget planning for supply chain and technology development.
• The EV maker has also established several teams dedicated to asset management, tax administration, and business analysis to enhance its expense control, make more accurate cost estimates, and improve compliance practices.

Context: Xpeng has unveiled organizational changes that include setting up a number of committees for corporate strategy, product planning, and technology road mapping in the past few months, following criticism about the pricing and specs of its new premium crossover G9.

• With around RMB 40 billion ($5.74 billion) in cash on Xpeng’s balance sheet, CEO He told investors on Nov. 30 that the company still has enough capital to support its business growth for the coming years.
• The EV maker has recorded losses of nearly RMB 6.8 billion for the first three quarters of 2022, while annual revenue growth has slowed from 152.6% to 19.3% during the same period.

Nio said on Dec. 25 that it expects a continued slowdown in Chinese electric vehicle sales during the first half of 2023 as demand weakens after Beijing’s phasing out of EV purchase incentives and amid a post-pandemic downturn.

Why it matters: Nio is the latest automaker to share a grim view of the world’s biggest EV market, which has seen exponential growth in the past two years despite Covid-19 headwinds, rising battery prices, and chip shortages.

• Nio chief executive William Li said at a press event that EV makers could face intense pressure in the coming months and not manage to recover sales until at least next May.
• China’s phase-out of EV purchase subsidies has driven many consumers to place their orders before the end of the year, while it will take time for the supply chain to get back up to speed after the pandemic, Li said.

Details: Li added Nio could face near-term pressure on sales, but that there is certainty about the long-term sales potential for the company’s new car models as it will enter a production ramp-up phase in the first half of 2023.

• New energy vehicles have taken a 30% share of new car sales in China, several years earlier than many expected, Li said. He also applauded rival BYD for selling as well as it has done. 
• Despite sounding bearish in the short term, Li said that Nio is confident its sales could surpass those of traditional gas car makers like Lexus next year, though he cautioned that Nio will still be far away from giants like BMW, Mercedez, or Audi. Year-to-date sales of Lexus, Toyota’s luxury arm, fell 16.5% year-on-year to around 168,600 vehicles as of November, according to figures from the China Passenger Car Association.
• Nio also revealed two new models at the event. In May, the EV maker will start delivering its new electric crossover coupe, the EC7, with a starting price of RMB 488,000 ($69,978). Delivery of its all-new ES8 sports utility vehicles, priced from RMB 528,000, will begin in June.
• Meanwhile, the company introduced its third-generation battery swap station, capable of carrying 21 battery packs and providing up to 408 battery swaps per day, which is about a 30% increase from previous levels.
• Mass deployment is scheduled for March, a move president Qin Lihong described as aiming to meet peak demand from a growing number of Nio owners in the next stage of the company’s development.  

Context: Nio reported deliveries of 106,671 vehicles, with four SUVs and two sedans on sale from January to November, up 31.8% from a year ago but falling short of its annual target of 150,000 vehicles. It plans to further expand its product family by launching three new models next year.

• The Chinese EV maker was forced to idle production for a few days at its facility in the eastern city of Hefei in April, due to a three-month lockdown to curb Covid cases in Shanghai.

Although billions of dollars have been spent on pursuing breakthroughs in electric vehicle batteries, global automakers General Motors, Hyundai, and Honda believe there is still a long way to go to bring next-generation battery technologies to the market.

Speaking on Dec. 14 during an online conference held by SES, a New York-listed battery maker, executives from the world’s major automakers said they are still looking for a pathway to scaling lithium-metal batteries, which could offer higher energy density at a lower weight than existing batteries.

Backed by a list of big auto names that includes GM, Hyundai, and Honda, SES now expects its lithium-metal batteries to be mass-adopted first in drones for freight delivery services over the next three years, according to chief executive Hu Qichao. He added that the company would not introduce EV batteries until after 2025.

Lithium-metal batteries have pure metal lithium in the anode and come without the carbon materials that existing lithium-ion batteries use. Their adoption could allow automakers to develop EVs with a longer driving range and more cabin space.

Industry players are also racing to develop solid-state batteries with a lithium-metal anode, which has a solid electrolyte to enable charging and discharging and is viewed as being safer than those currently in use. SES’s products use liquid materials like today’s lithium-ion batteries and therefore have been considered “a bridge” between existing offerings and solid-state ones.

Other than the challenges in commercializing the newest battery technologies, representatives from the three automakers, SES, Canadian mining group Ivanhoe Mines, and Chinese lithium producer Tianqi Lithium talked about the ongoing US push for supply-chain decoupling from China at the Dec. 14 event.

The text below has been condensed and edited for clarity.

Timothy Grewe, director of electrification strategy, General Motors

We’re very excited about the lithium-metal battery and accelerating it into the marketplace. General Motors has a dedicated EV architecture that we call Ultium, and we specifically designed it to accept this new technology with minimum disruption in the manufacturing process. 

We’re aggressively pursuing this technology and trying to accelerate it as fast as possible. We think we’ve proven the durability of SES’s battery samples with 150,000 miles demonstrated in the lab. The next step is: “How do we get it into people’s hands?”

As we expand into this light-duty, high-volume application, there’s going to be a natural localization. That’s true for anything that we do in a high-volume automotive business. And now we have some of these accelerants, such as the Inflation Reduction Act or some of the other moves by the miners to make the supply chain more local where people use products and we can develop the whole ecosystem.

One of the most important things in high-volume manufacturing is always securing a stable supply. That’s always high value to us and fundamental in our business model. How do we make sure we never get a production interruption? We have numerous processes and contracts to make sure that happens.

Yongjun Jang, global R&D master, Hyundai

To make a battery with higher energy density, lithium metal could be the next-generation material for the anode, and there are two different pathways within it: the liquid approach and the solid-state approach.

Lithium-metal batteries use high-concentrated liquid electrolytes, so it is necessary to induce stable redox reactions to prevent excessive depletion of the liquid electrolyte and the lithium-metal anode at the interface. On the other hand, all-solid-state batteries use solid electrolytes, and it is necessary for solid electrolytes to maintain continuous close contact with lithium metal and prevent short circuits of the battery.

For these reasons, both electrolytes are important factors in determining the long-term durability of higher energy density batteries. It becomes even more sensitive and important in large-format batteries than in smaller ones. We should solve these issues before the commercialization of these new batteries.

SES is developing lithium-metal battery technology rapidly with the manufacturing completeness of large-format, 50Ah high energy density battery cells. If the long-term stability of the battery is secured by applying artificial intelligence technology, it will greatly help automotive companies.

Yoshiya Joshua Fujiwara, expert engineer, Honda

Honda focuses on safe, reliable, and low-cost technology, such as all-solid-state battery technology with lithium-metal anode. We think that’s the holy grail of low-cost battery technology due to its high energy density. We hope to realize commercialization within this decade, before 2030.

The approach SES is making is a more hybrid-based, lithium-ion-like manufacturing process. Honda is working on both technologies simultaneously. We don’t know which one is a cheaper way at the moment, but all-solid-state technology is new compared with what SES is utilizing.

Localization is one of our principles. We have been operating facilities and building supply chains locally in the US since the beginning of the last century. Honda will do the same for electric vehicles, and we are focusing on the US and China, the two major markets where we need to establish our supply chain individually. In particular, it is urgent for us to establish a supply chain in North America due to the Inflation Reduction Act. We believe it is important for us to control and integrate our supply chain locally.

Alice Lei, senior analyst, Tianqi Lithium

As an upstream player in the battery supply chain, Tianqi focuses a lot on lithium-related material innovations, such as lithium sulfur and lithium metal. That’s why we invested in SES, as we are trying to work with downstream battery cell makers to ensure we know what kind of lithium materials they want. We are quite excited about introducing new battery technologies to the market, but it will take a lot of courage and time to commercialize a disruptive technology like full solid-state battery.

We believe that the globalized battery supply chain that has been built in the past decade will probably be changed to be more localized in the next few decades. The Inflation Reduction Act has clarified that most of the critical minerals and materials could be produced in the US and we think it’s a trend that Europe will probably have its own battery act in the future. Therefore, it is important to choose our next location of expansion to comply with the trend and deal with geopolitical tensions.

Hu Qichao, founder and CEO, SES

Regarding ramping up the supply chain for new technology, our lithium-metal battery shares a lot of the supply chain with the current lithium-ion batteries, such as the cathode and manufacturing process. However, there are different parts and the current supply chain for lithium anodes is very fragmented and insufficient.

So we are working with partners to make the process, from mining to the final anode, as simple, streamlined, optimized, and with as few players involved as possible. I think that could be a really key factor to ramp up the supply chain for lithium-metal batteries. 

On geopolitical issues, we do recognize this manufacturing renaissance in North America where there is a lot of potential for battery manufacturing: abundant raw materials, fairly low-cost electricity, and access to well-trained labor and high technology. So we are preparing to build this entire supply chain in North America, for example, electrolyte, anode, and battery cell. This trend offers a lot of opportunities.

Robert Friedland, founder and executive co-chairman, Ivanhoe Mines

Every action begets an equal and opposite counterreaction. When you Balkanize the world economy, you stress the integrated world economy on the supply side. That means the critical raw materials we need to enable this energy revolution become even more important and that’s why we call this the revenge of the miners.

We’ve identified very important lithium resources in the US that can produce lithium metal quickly and efficiently. We’ve been looking at new ways to make lithium metal foil and the types of deposits that will enable us to actually do that. All of these instruments will be part of the orchestra that’s required for the US to have its own secure domestic supply chain for new battery technologies.

Lithium metal has the highest energy density on the anode side of the battery. So we will be a very low-cost lithium-metal producer and solve part of that problem. For the copper, nickel, and cobalt, that’s what we’ve been doing for the past decades. We intend to ensure that the entire supply chain can be audited, carefully studied, and done in a better and more responsible way.

Chery, a Chinese automaker and a manufacturing partner of Jaguar’s Land Rover, will launch a new electric vehicle brand in March in the hope of getting a slice of the country’s growing premium EV segment, local media reported.

Why it matters: State-owned Chery is the latest automaker to partner with Huawei for an electric car manufacturing project, following similar moves by BAIC, Changan, and GAC. The new brand could give it the potential to challenge market leaders and help Huawei expand its in-car reach.

Details: The EV-only brand will target high-end car segments and will have a similar relationship to parent Chery as Zeekr has to Geely, sources told Chinese trade media Yiche on Monday.

• Chery plans to build the first two models, including a sports sedan and a large-size crossover, based on its new EV platform E0X and use Huawei’s in-car software and Qualcomm’s 8295 processor, the report said.
• Scheduled to debut in March and for delivery by the end of 2023, the new models will have a driving range of at least 700 kilometers (435 miles) on a single charge and be powered by CATL’s latest “Qilin” battery pack, financial media outlet Caixin reported, citing people familiar with the matter.
• The vehicles will also utilize artificial intelligence chips from Horizon Robotics, which allow users to access advanced driver assistance capabilities such as automatic lane switching on Chinese highways. Chery is an investor in Horizon, alongside Volkswagen and its partner SAIC.

Context: In September, Chery announced plans to make EVs in collaboration with Huawei under the latter’s Zhixuan (“smart choice”) model, by which the smartphone giant not only supplies key components but also allows partners to sell EVs through its retail sales channels. The companies said that one of the first two models would be priced above RMB 300,000 ($42,944).

• Last week, Huawei and Chery also revealed respective partnerships with battery giant CATL, making this a three-way partnership, similar to that between Huawei, CATL, and Changan for the launch of premium EV brand Avatr last November.
• Huawei and Seres, a smaller manufacturing partner, have made impressive sales gains with deliveries of more than 66,000 Aito-branded EVs in the nine months that ended in November. The two companies plan to launch their third production model late next year, Chinese media LatePost reported Tuesday.
• Known as a brand of budget cars, Chery reported sales of more than 221,000 new energy vehicles, mainly all-electrics and plug-in hybrids, for the first 11 months of this year. This represented a 148% year-on-year increase and accounted for around 20% of its total sales.

Chinese EV makers Nio, Xpeng Motors, Zeekr, and Aito, as well as Tesla’s operation in China, are racing to get the last slice of the sales pie before the end of 2022, offering special promotions with the country scheduled to phase out subsidies for electric vehicles beginning next year.

Why it matters: Analysts have projected slower EV sales in the coming months after the phase-out but remain positive on the overall growth of the EV sector in China in 2023.  

The end of subsidies: The Chinese government currently grants a small number of subsidies to EV buyers, with all-electrics and plug-in hybrids eligible for subsidies of RMB 12,600 ($1,836) and RMB 4,800 ($689) per unit, respectively. Beijing reduced the incentives gradually by 10%, 20%, and 30% from 2020 to 2022. 

• Multiple Chinese automakers, including Nio, Xpeng Motors, Volkswagen’s Chinese partner SAIC, Geely’s premium EV unit Zeekr, and Huawei-backed EV brand Aito, have recently promised to cover the price increase if customers place their order before the end of 2022 when those subsidies expire and EV prices rise accordingly. 

Tesla’s multiple discounts: Tesla China has offered various discounts on its vehicle lineups amid investors’ fears of a looming slowdown in demand, including an additional discount of RMB 6,000 and a rebate of RMB 4,000 on customers’ end-of-the-year orders.

• The US automaker kicked off the price war on Sept. 16 by offering customers an insurance incentive of RMB 8,000 and then slightly lowered the amount to RMB 7,000 for orders made from October to December.
• This was followed in October by a round of price cuts of its base Model 3 sedans and Model Y sports utility vehicles by at least RMB 14,000 and RMB 20,000, respectively.

Outlook for 2023: Some other automakers have announced the upcoming car price rises in advance, pushing customers to place their orders by the end of the year. 

• BYD said on Nov. 23 that the price of most of its EV models would be up by up to RMB 6,000 starting next year to offset the increase in vehicle costs from expiring government subsidies and rising battery prices.
• GAC’s EV unit Aion and Ford’s manufacturing partner Dongfeng followed suit by previewing a price increase for the next year of up to RMB 8,000 and RMB 9,000, respectively.
• The phase-out will also increase profit pressure for EV makers, who have already been hampered by the rising cost of battery raw materials and other supply chain issues over the past year. Carmakers are facing challenges to increase market share while maintaining their margin guidance, UBS analyst Paul Gong told Chinese media outlet Caixin in a Tuesday report.
• Gong remains positive on the market’s growth prospects for 2023 and forecasts that the penetration rate of new energy vehicles (NEV), mainly all-electrics and plug-in hybrids, will rise to 37% of all new car sales next year from the current level of 27%. China’s state council in 2020 set a goal of NEVs to account for 20% of new car sales by 2025, which was completed well ahead of time.
• Cui Dongshu, secretary general of the China Passenger Car Association (CPCA), expressed a similarly positive sentiment during an online conference on Thursday, saying he expected China’s NEV sales to more than double annually to 6.5 million units this year. The CPCA estimates the number will reach 8.5 million units in 2023, representing a 31% growth year-on-year.

Context: Beijing’s various policy measures and a vast selection of offerings by automakers have allowed the Chinese EV industry to thrive even amid increased competition. EV buyers will still be exempt from a 5% purchase tax next year, the central government said in August.

• In November, retail sales of passenger NEVs increased 58.2% from last year and 7.8% from the previous month to around 598,000 units. BYD and Tesla are the two most prominent players, recording sales of 229,942 and 100,291 units respectively, according to CPCA figures (in Chinese) published Thursday.

Volkswagen faces a growing public backlash in China over malfunctioning software in its electric vehicle ID Series — including sudden black screens and frequent internet disconnection — after a group of Chinese drivers penned an open letter to complain. The German automaker responded to Chinese media outlet Jiemian, saying that it is investigating the cause of these issues and apologizing for the inconvenience. 

Why it matters: The complaints lay bare the challenges established carmakers face in trying to transition to EV making and in particular in incorporating ever more complex driver assistance systems and other digital technology into their vehicles. 

Details: Dozens of disgruntled car owners recently published an open letter demanding SAIC-Volkswagen stop selling its China-made ID Series EVs and issue a complete repair plan to eliminate safety risks in their vehicles, Jiemian reported on Dec. 4.

• The varied software issues reported by these owners include sudden blank screens on the dashboard and central control displays, frequent disconnection from the internet, and cases where the in-car navigation system does not work.
• Three ID Series vehicles are reportedly affected: Volkswagen’s ID.4 sports utility vehicles, seven-seater ID.6 crossovers, and ID.3 family hatchbacks.
• In the letter, the drivers argue that a malfunctioning in-car system poses serious safety hazards. Some drivers said they experienced all of the vehicle’s information disappearing from their in-car display screens, including driving speed and battery status.
• In a statement sent to Jiemian, Volkswagen apologized for the inconvenience and added that it has developed corresponding solutions which will be implemented soon.
• There were at least 30 submissions this year related to malfunctioning in-car software systems in Volkswagen EVs on 12365auto.com, a Chinese online complaint platform, according to a calculation by TechNode.
• SAIC-Volkswagen is a joint venture between the German automaker and Chinese manufacturer SAIC, which began local production of the ID.4, the first ID. family member launched in China, in October 2020.

Context: Volkswagen reported sales of around 112,700 electric vehicles in China for the first nine months of 2022, representing an increase of 139% from a year earlier. The German carmaker expects to sell 3.3 million cars in China this year, a 14% cut from its previous target, Bloomberg reported on Nov. 22.

• In October, Volkswagen’s software unit Cariad invested 2.4 billion euros ($2.3 billion) in China’s Horizon Robotics to strengthen its software offering.
• Domestic automakers are riding the wave of China’s green energy transition, accounting for nearly half of the market share in the passenger EV segment as of September, according to figures from China Passenger Car Association. China recorded sales of around 4.5 million new energy vehicles, mostly all-electrics and plug-in hybrids, from January to September.

Chinese electric vehicle makers reported slower growth in deliveries in November and some even saw decreases as the market continues to be hit by a macroeconomic downturn. Nio and Li Auto posted record deliveries, but Xpeng continued its delivery slump. For other automakers, Aion, Hozon, and Huawei-backed Aito reported a monthly decline in vehicle deliveries in the month while Zeekr and Leapmotor started to show signs of slowing growth.  

Why it matters: The latest figures reflect a slowdown of China’s electric vehicle market as consumer confidence is hit by fears of a potential recession while an ongoing rebound of Covid cases in the country impacts vehicle production.

Sales recovery: 

• Li Auto and Nio saw significant sales recovery in November following a slump linked to growing competition and supply chain disruptions. The pair reported new record deliveries of 15,034 and 14,178 units, an increase of 50% and 41% from a month earlier, respectively.
• Nio expanded its product portfolio from three to six models on sale this year. It began deliveries of its first sedan model, ET7, in March, followed by the medium-size ES7 crossover in August and the long-awaited ET5 sedan a month later.
• Li Auto adopted a similar strategy, as delivery of its second large-size crossover the L9 started on Aug. 30 and that of the L8, a smaller version of the L9, came in October.

Xpeng’s slump:

• Xpeng Motors has continued to report lackluster sales, saying November deliveries totaled 5,811 vehicles, a 14% increase from a month earlier but still far from the historic high of 15,414 units in March.  
• The Alibaba-backed EV maker, once touted as a “Tesla killer” in China, is facing a number of challenges amid economic headwinds and fierce competition. Speaking to analysts on Thursday, chief executive He Xiaopeng said he expected its second crossover the G9 to drive deliveries back up to the threshold of 10,000 units in December.

Monthly declines: 

• Aion on Thursday reported (in Chinese) sales of 28,765 units in November, 4% lower than last month, though it still represented a 91% growth from the same period last year. Vehicle deliveries totaled 241,149 units from January to November for the EV unit of state-owned automaker GAC, which represents a near doubling of last year’s total of 123,660 units.
• Hozon, backed by Chinese battery giant CATL, followed a similar trajectory as deliveries increased 51% year-on-year but fell 16% from October to 15,072 vehicles last month. Year-to-date deliveries reached 144,278 units, with three entry-level crossovers and one mainstream sedan on sale from the brand.
• Aito’s sales in November represented the firm’s first monthly decline since delivery began in March, down 31.3% month-on-month to 8,260 vehicles. The Huawei-backed EV brand provides two plug-in hybrid crossovers, the M7 and M5, which compete against Li Auto’s L9, a successor model based on the latter’s popular Li One SUV.

Slowing growth: 

• Geely’s premium EV brand Zeekr said it delivered 11,011 vehicles in November, a nearly 9% month-on-month rise, compared with a 22.3% increase a month earlier. And yet year-to-date deliveries reached 66,611 units as of last month, inching closer to its annual goal of 70,000 vehicles.
• Meanwhile, Hong Kong-listed Leapmotor reported a 14.4% month-on-month sales rally of 8,047 vehicles. However, vehicle delivery fell for a third straight month as of October after the Zhejiang-based automaker sold a milestone 12,525 cars in August.
• Nevertheless, Zeekr and Leapmotor have emerged as strong competitors in the Chinese EV market. 

Chinese EV upstart Nio will continue its investment in battery and chips research and development and keep expanding into overseas markets, according to an internal speech (in Chinese) from the company’s chief executive William Li in which he also reaffirmed a goal to break even in 2024 despite challenging economic conditions. 

Why it matters: Li’s comments come at a time when China’s electric vehicle sales start to slow amid potential recession worries, growing competition, and supply chain disruptions due to frequent Covid comebacks. As a result, EV startups like Nio are facing pressure from the market as their sales slow and costs rise.

• Sales of passenger new energy vehicles, mainly all-electrics and plug-in hybrids, declined 9% in October from a month earlier to around 556,000 units, despite a 75.2% year-on-year increase, according to figures published by the China Passenger Car Association (CPCA).

In-house batteries and chips: Speaking to employees in Shanghai on Friday, Li highlighted the company’s strategy to enhance research and development across its batteries and semiconductor units. The chief executive said in-house battery and chip capability will be essential in lowering production costs and increasing vehicle margins.

• Li said the company would “have no chance at all” of turning a profit in 2024, or of with hitting a 20% gross margin for its entry-level EVs, if it cannot be more self-sufficient in battery and chip making (our translation).
• Making batteries and chips in-house could improve Nio’s vehicle margin by at least 10%, according to Li, who added that the automaker plans to maintain external collaboration with a long-term outlook of securing 30% of required batteries from suppliers.

Global push: Li also said that the company’s next-generation vehicles would be introduced to American customers, without providing a specific timeline, while a team of more than 700 employees in Europe is upping efforts to offer more test drives on the continent.

Cost control: The chief executive asked Nio’s nearly 30,000 employees to be more effective and control spending. The company nearly doubled its employees a year ago and now takes a more restrained approach in hiring.

• He urged the workforce to streamline business operations in a systematic way, such as using more efficient planning for building battery swap stations based on user data. 
• He also promised the company would be deliberate with layoffs and shut-downs.

Context: Nio booked a record loss of RMB 4.1 billion ($577.9 million) in the third quarter of 2022, a significant increase of 392.1% from a year ago, while the firm’s vehicle profit margin fell from 18.1% to 16.4% over three consecutive quarters this year.

• The automaker is also making a foray into the competitive smartphone market with plans to launch its first phone model within the next 12 months, a defensive move against smartphone makers such as Huawei and Xiaomi making EVs.

With ongoing advancements in technologies such as artificial intelligence and communication networks, new infrastructure has become a hot topic globally, especially across less-developed regions. Eager to modernize their societies and weather difficulties such as the ongoing global pandemic, governments from developing countries are pushing for investment in infrastructure technology and digital transformation of their labor-intensive industries.

Sir Danny Alexander, vice president of the Asian Infrastructure Investment Bank (AIIB), and Leslie Maasdorp, vice president and chief financial officer of the New Development Bank (NDB), discussed the vital role of technology investment in economic development at the BEYOND Expo 2022 tech conference, held online in the BEYOND Metaverse. 

The discussion also echoed this year’s UN climate summit where developed nations agreed to help provide funds to poor countries in compensation for loss and damage by climate change. The speakers also shed light on some of the challenges bankers face when bridging the technology gap. 

The text below has been condensed and edited for clarity.

Sir Danny Alexander, vice president of the Asian Infrastructure Investment Bank (AIIB)

Technology has changed infrastructure investment in many different ways, and the application of technology to traditional infrastructure is critical to how we affect social and economic transformations. To start with, technology creates demand for new types of infrastructure, like data centers, 5G networks, telecommunications grids, and so forth. Then, these new infrastructures also help to upgrade existing infrastructure. For example, turning a grid into a smart grid, turning a city into a smart city, and so on.

Thinking through those infrastructure needs is a critical issue. In Asia, we’ve seen huge digital divides, such as cities and countries with highly developed digital infrastructure and vice versa, causing economic changes and accentuating differences. So, part of our strategy has to be how we can help those on the wrong side of digital divides with investments to help them improve or, in many cases, leapfrog directly to the most modern technology. That means you have to focus on the end users and the outcomes.

This also creates opportunities for better efficiency and greater transparency to enable infrastructure projects to work more effectively and manage better for maintenance costs. Roads and bridges are always needed unless we take them to the air sometimes, but technology changes those roads and bridges. It changes the way that you operate, construct and maintain them. It changes the types of vehicles you can use on them, the roads with sensors built to monitor the traffic, and the electric charger built to enable new energy vehicles.

So technology actually affects every aspect of infrastructure development. That’s what’s referred to when we talk about infrastructure tech, which is really at the center of the political agenda, given all the challenges we’re facing today, such as the need for governments to bridge infrastructure financing gaps with less spending. Infra tech actually offers a supply-side solution. It helps us to manage the maintenance costs much more effectively and get much greater spin-off benefits for other aspects of society.

Enabling new technologies to be transferred, adopted, and localized quickly is a critical part of ensuring that developing countries have the opportunities to develop at the pace they need. There are still huge issues of basic access to power and affordability in these countries. We should operate in a way that it shouldn’t be a choice between do you develop your economy or do you transition your energy system, but find a way for the two to go forward together and, ideally, to reinforce each other.

Leslie Maasdorp, vice president and chief financial officer of the New Development Bank (NDB)

Multilateral banks have a unique, critical role to play in the transition to net zero carbon emissions and draw on the best of what new technologies offer to reboot infrastructure throughout emerging markets.

Every sector, whether it be energy, transport, or logistics, is undergoing significant changes in respective business models. What we are trying to do is to be a catalyst for the changes that require significant investments. For example, I come from South Africa, where the energy grid is more than 88% based on coal-fired power stations. We have to build new energy infrastructure but at the same time have a more appropriate mix in terms of renewable energy sources, whether it be wind, solar, and so on.

Technology is probably the most exciting element of an infrastructure investment today because we are moving away from business-as-usual models. And yet, the demand for new sustainable infrastructure in emerging markets is distinctly different from that of developed countries to a degree. Many developing countries have a historical disadvantage. Let’s take Africa, for example. Large parts of Africa do not have access to electricity, and only around 35% of the continent has access to sustainable energy resources. Carbon emissions are not at the front and center of consciousness.

Therefore, asking a country that is poorly endowed with solar investment resources or wind power not to use the coal that they have, we have to put appropriate incentives in place to ensure that we enable these countries to move on to this higher technological and more sustainable development model. It is important that we ensure sort of an equitable transition and recognize that different countries come with different historical endowments.

The energy sector is an area with significant scope for us to mobilize large volumes of private-sector capital. Over the last few years, we have no longer been focusing on financing projects and growing our balance sheets but using our funding in a catalytic way to bring more capital from the private sector into renewable energy industries. Most of the investments in new energy are not done by state enterprises or governments but are indeed done by the private sector.

NDB has a couple of offshore wind projects in China’s eastern Fujian province and hydro and solar projects in many of our member countries. We are now focusing on increasing the size and scope of our private sector operations and working much more closely with the private sector regarding these kinds of new energy infrastructures.

Chinese battery makers Svolt, Sunwoda, and Ganfeng are rushing to raise funds as prices for key raw material lithium more than double in a year. The country’s regulators are also rolling out a set of new measures in the electric vehicle battery market, including a crackdown on illegal hoarding, as high lithium prices have threatened the profit margins of automakers and could further slow EV adoption in the country.

Why it matters: The spot price of battery-grade lithium carbonate was up 201% in a year, rising RMB 200,000 per ton to RMB 590,000, according to Nov. 11 figures from the metal research institute Shanghai Metals Market. 

• Analysts said supply and demand have been imbalanced thanks to booming EV sales since 2021. Meanwhile, an output cut of lithium salts due to weather issues in China’s northwestern Qinghai province, as well as advanced orders for next year from battery and material producers, are among the short-term reasons for the skyrocketing lithium prices.
• An enormous increase in lithium prices over the past few months could also create long-term structural problems such as industrial overcapacity, as companies from battery makers to lithium producers rush to raise cash for manufacturing capacity expansion.

Funding rush: Svolt, Sunwoda, and Ganfeng are among the Chinese battery makers and material suppliers rushing to raise cash as wider EV adoptions open a window of opportunity to sell bonds and shares.

• Svolt, a battery maker backed by BMW’s manufacturing partner Great Wall Motor, filed for an initial public offering on Nov. 18 in the mainland market to fund the construction of three plants with a combined annual capacity of 106.65 gigawatt-hours (GWh) of batteries.
• On Nov. 14, Shenzhen-listed Sunwoda completed a share sale in Switzerland, raising $450 million, months after Volkswagen-backed Gotion raised $685 million on the Swiss exchange. A supplier to Xpeng Motors, Sunwoda is building two facilities with a capacity of 80 GWh of batteries annually, an investment of RMB 33.3 billion (nearly $4.7 billion).
• Ganfeng Lithium plans to spin off its mining subsidiary, Ganfeng LiEnergy, for a possible listing on the Shenzhen stock exchange, according to a security filing published on Wednesday. In August, China’s biggest lithium compounds producer announced a partnership with state-owned automaker GAC for raw material supply and joint development in battery technologies.

New rules: In a document released publicly on Nov. 18, two Chinese government agencies — the Ministry of Industry and Information Technology and the State Administration for Market Regulation — asked local regulators to do more in their crackdown on illegal acts such as hoarding and price-gouging of battery raw materials.

• The two agencies also jointly urged regional authorities to break down local protectionism, build an open, fair, unified national lithium-ion battery market, and help businesses to address supply chain problems.
• The central government also voiced concern about “blind development” in battery manufacturing, calling on battery makers and material producers to expand their production capacity “in a scientific and orderly manner” under the supervision of local governments (our translation).

Slimming margins: Rising costs for battery raw materials have hurt the profitability of Chinese EV makers. Nio’s vehicle profit margin declined from 18.1% to 16.4% over three consecutive quarters this year. Meanwhile, the number for Xpeng Motors fell from 12.2% to 9.1% in the first half of 2022.

• Speaking to analysts during an earnings call on Nov. 10, Nio’s chief executive William Li expected the company’s vehicle margin to remain relatively stable in the current quarter, adding that an increase of RMB 100,000 in lithium carbonate would cut its car margin by 2%.

Bosch said on Monday it is co-developing a new generation of its advanced driver assistance system (ADAS) with Chinese self-driving car company WeRide, aiming for delivery in late 2023. The system has also secured the first pilot customer, which the German auto parts maker has yet to disclose. 

Why it matters: This is the latest example of German auto firms strengthening their in-car software offerings in the face of competition from Tesla and local peers like Huawei. 

Partnership with WeRide: Delivery of Bosch’s advanced driving technology is scheduled for late 2023 to an undisclosed Chinese car manufacturer. The tech will be similar to Tesla’s Autopilot system and enable cars to operate on both Chinese motorways and busy urban streets.

• The two companies hope to secure two to three new clients by that time. Engineers are currently training and fine-tuning the automated driving algorithms running on production cars, Zheng Xinfen, a senior vice president of Bosch China, told reporters during a media event on Monday.
• Bosch revealed its investment into WeRide in May when Tony Han, chief executive of the autonomous vehicle unicorn, told Chinese media that the collaboration would be the largest of its kind in terms of order volume in China.

An indispensable market: China has been leading the world in electric vehicle adoption and in-car technology development, said Xu Daquan, executive vice president of Bosch China, citing examples such as strong demand from local customers for automated driving software.

• Xu noted that the auto parts maker has been facing urgent requests from local clients to deliver products as quickly as six months as a result of the rising consumer preference. “Accordingly, it makes sense for us to localize research and development with partners to meet the trend.”
• Xu added that German Chancellor Olaf Scholz’s recent trip to Beijing reflected the stance of German industries on business relations with China. “China is such a big market, and it’s vibrant. In that sense decoupling from China should not be a pursuit of German businesses.”

Cash-burning competition: Looking to generate revenue from intelligent and connected car services, industry players have placed their cash on future areas such as autonomous driving and digitalization.

• In April, Volkswagen opened a China subsidiary of its standalone software unit, Cariad, as the German automaker looks to develop products tailored for local customers. This was followed by a $2.3 billion investment to set up a joint venture with Chinese auto tech unicorn Horizon Robotics a few months later. Cariad recorded 978 million euros (roughly $1 billion) in losses for the first half of 2022.
• US-listed Chinese EV trio Nio, Xpeng Motors, and Li Auto favor an in-house strategy. On Friday, Nio’s CEO William Li told analysts that he expected the company’s research and development expenses to remain steady at around RMB 3 billion ($430 million) each quarter, with no significant contribution from automated driving software to its gross margin.
• Huawei has partnered with state-owned automakers BAIC and Changan in automotive software, in addition to selling EVs with automaker Seres. Meanwhile, big automakers SAIC and General Motors have turned to Chinese startup Momenta for partial automation technology.
• Volkswagen in January announced a partnership with Bosch to develop automated driving software and use them on its vehicles since 2023, Reuters reported. Speaking to analysts during an earnings call on Oct. 28, Volkswagen’s CEO Oliver Blume said the partnership with Bosch will be “more for the Western world.”

Global automakers have brought strong electric vehicle offerings to China’s annual import fair, the 2022 China International Import Expo (CIIE). They include Volkswagen, BMW, Toyota, Honda, Ford, Hyundai, and GM. 

These traditional automakers are accelerating new EV rollouts in China as they find themselves in danger of being left behind by Tesla and much younger local rivals amid the country’s surging adoption of intelligent and connected EVs.

Though the expo showcases companies in various industries, from consumer goods to medical devices to smart manufacturing suppliers, CIIE has become a major auto show. Automakers came to the expo with vehicle debuts, futuristic concepts, and cutting-edge car tech. Here’s a look at some of the key auto launches at this year’s CIIE, which ended Thursday.

Volkswagen: ID. Aero

Volkswagen brought its latest electric sedan concept, the ID. Aero (part of VW’s purely electric ID. lineup) to the 2022 CIIE. Built on a dedicated EV architecture known as MEB, the car has a driving range of 620 kilometers (385 miles), a battery pack of 77 kilowatt-hours (kWh), and is scheduled for delivery in China in the second half of 2023.

The low-slung car will also be equipped with an in-car connectivity system, which for the first time since the German auto giant’s entry into China in 1984 has been developed by Volkswagen’s local team. Volkswagen plans to expand its Chinese software team by 50% to 1,200 engineers by the end of next year, Chinese media outlet Jiemian reported, citing Sun Wei, the chief technology officer of Cariad China, the manufacturer’s software subsidiary.

BMW: i4 and i7

BMW brought only electrified vehicles to this year’s expo, including the i4, the brand’s first all-electric sedan model that went on sale in China in February with a price range of RMB 449,900 – RMB 539,900 ($62,036 – $74,446). The carmaker also showcased the i7, the first-ever all-electric of the seven-series, the brand’s most luxurious and advanced product lineup.

The success of these luxury models is vital: China sales of the German car giant declined 11.5% year-on-year to 592,873 vehicles for the first nine months of this year, while that of its “born electric” i-series bucked the trend with an annual increase of 65%. Chief executive Oliver Zipse on Nov. 4 reaffirmed commitment to its China growth plans, aiming for more than 25% of its car sales to be all-electrics in the country by 2025.

GM: Cadillac Celestiq and electric Hummer

This year, General Motors’s Durant Guild, the company’s new direct sales business, made its first global appearance to the public during the expo and introduced the Cadillac Celestiq, an ultra-luxury flagship electric sedan.

The low-volume electric fastback is priced at around $300,000 in its home market and will be available to well-heeled Chinese consumers via a direct sales and import vehicle platform. Production will begin in GM’s global technical center in Michigan next December.

Also making its local debut is the GMC Hummer sports utility vehicle, GM’s first all-electric Hummer. The US automaker expects such “halo cars” to create significant buzz around its Cadillac and lower-end Chevy brands and enhance its image as an innovative automaker, Julian Blissett, the head of GM in China, told Reuters in September.

Ford: F-150 Lightning

CIIE 2022 also saw the local debut of the long-awaited Ford F-150 Lightning, an all-electric version of America’s best-selling pickup truck over the past four decades. The Detroit auto giant touted the full-size pickup truck as being able to accelerate from 0 to 96 km/h (60 mph) in under four seconds and power a home for up to three days of regular usage during a blackout.

Ford has ramped up its EV business in China following the establishment in September of Ford Electric Mach Technologies, a subsidiary dedicated exclusively to the research, development, and operation of intelligent battery-powered cars. Early in the month, the manufacturer slashed the prices of its Mach-E electric crossover lineups by nearly 10%, as it rushed to keep up with the rising competition.

Toyota: bZ3

Having continued to focus on the current generation of gasoline-electric hybrids, Japanese automakers are beginning to turn their attention to fully electrified cars.

Toyota showcased the bZ3, the second model under its new “Beyond Zero” (bZ) all-electric series, as well as the first result of its collaboration with its EV partner BYD, more than three years after the two companies forged an alliance for EV making. Scheduled for sale by year-end, the China-model bZ3 is equipped with BYD’s “blade batteries,” which the manufacturer boasts have made new achievements in both safety and power, and assembled at a joint plant operated by partner FAW Group in Tianjin. Pricing details remain unknown.

Honda: e:N2 concept

Honda showed its e:N2 concept EV for the first time at this year’s CIIE. It is the second model under Honda’s Chinese-market e:N lineup. The company began selling its first “e:N series” model, the e:NS1 SUV, at a starting price of RMB 175,000 ($24,609) in April and plans to expand the portfolio with the introduction of 10 new EV models over the next five years.

The Japanese carmaker has experienced a downward trend in China, with sales of passenger cars from its joint venture with partner GAC Group declining 28.3% year-on-year to around 56,000 units, according to figures published by the China Passenger Car Association on Wednesday.

Hyundai: NEXO and Ioniq 6

Hyundai brought something new to Shanghai this time, and it wasn’t only about electric cars. The South Korean maker said it plans to introduce its NEXO hydrogen-powered SUV to the Chinese market later this year, adding that its first purpose-built fuel cell EV has now been certified for sale by regulators. The NEXO crossover is the top-selling FCEV with a global market share of nearly 60% and recorded sales of 8,449 units globally for the first nine months of this year, according to figures compiled by industry tracker SNE Research.  

The automaker also showcased its first all-electric sedan, the Ioniq 6, for the first time in China, a vehicle it hopes will make an impact in a market segment dominated mainly by Tesla’s Model 3. The vehicle has a claimed driving range of 610 km (379 miles) and can charge from 10% to 80% in as little as 18 minutes with an 800-volt electrical system.

Despite increasing calls in Europe for an economic decoupling from China amid rising geopolitical conflict, Volkswagen and BMW have committed to long-term development in China and will continue to invest in the world’s biggest car market, according to senior executives from the German automakers.

Why it matters: The remarks come as German Chancellor Olaf Scholz visited China on Nov. 4 with a group of top business leaders, including Volkswagen’s chief executive officer Oliver Blume.

• BMW’s CEO Oliver Zipse was also among the group of business executives who joined Scholz’s inaugural trip to China, noting in a statement that the visit sent “a strong signal towards reinforcing economic cooperation between China and Germany.”

Details: “China has established one of the world’s most comprehensive industrial bases and supply chains… and will remain one of our most strategically important markets,” Zipse said, adding that the German carmaker will stay “unwaveringly committed” to the Chinese market.

• BMW has also been lobbying the US government to ease up its climate legislation, including a rule that would exclude a $7,500 consumer tax credit to EVs using battery materials sourced from China, Bloomberg reported on Oct. 19.
• Volkswagen’s China chief Ralf Brandstaetter also publicly voiced support for Berlin reinforcing business ties with Beijing. “I think it’s very important that we stay in touch at all levels. This is especially true in politically and economically challenging times like these,” he wrote on LinkedIn.
• Volkswagen’s Blume had described the visit as an important chance to “build our own perspective in this discussion with the Chinese government” during an earnings call on Oct. 28. The auto giant recently announced a $2.4 billion investment plan to form a software venture with a Chinese partner.

Context: China has been Germany’s biggest trading partner over the past six years, with bilateral trade reaching a combined 245 billion euros ($242 billion) in 2021, according to official statistics. China accounted for more than a third of Volkswagen and BMW’s annual sales last year.

• Scholz became the first G7 national leader to visit China in the past three years and has faced intensified criticism over German industries’ over-dependence on China.
• Other German business leaders joining the official delegation included the CEOs of chemicals giant Basf, technology company Siemens, and Deutsche Bank.

Jidu Auto, the electric vehicle arm of Chinese search engine giant Baidu, is joining a long list of Chinese companies to take on Tesla by positioning the brand in the premium segment and highlighting its strength in autonomous driving tech.

In recent media appearances, Xia Yiping, chief executive of Jidu, stated that the new automaker can compete with Tesla by leveraging the data and algorithm prowess from its parent company.

A former tech lead of in-car connectivity at Fiat Chrysler, Xia noted that he believes the race among automakers to build intelligent vehicles has only just begun in China.

On Oct. 27, Jidu showcased a special version of its first consumer car Robo-01 that it made in partnership with Chinese automaker Geely. The company plans to launch the standard version next April, which Xia told TechNode could be “very competitive” on price (our translation). He also noted a short-term target of selling at least 10,000 vehicles monthly.

Below is the highlights from a group interview at the car launch event, which have been translated, condensed, and edited for clarity:

Is it too late for Jidu to enter the Chinese EV game as a new competitor?

The EV offerings from our competitors are far less diversified, especially regarding the intelligent and connected capabilities they can offer. The competition has just begun, which I believe will be more about the deployment of semiconductors, algorithms, and computing power rather than vehicle manufacturing, as time goes on, and that’s where our capabilities lie.

We are looking to be a serious player in the medium-to-high-end EV segment, especially in the price range of RMB 250,000 ($34,370) and above, and where in-car intelligent technology has been a major selling point. Our core users are young, educated, tech-savvy, and upper-middle class, and in that sense, there is a big competitive overlap between Jidu and Tesla.

If you compare Jidu’s Robo-01 with Tesla’s Model Y, I would say our vehicle provides a roomier and more luxurious interior, as well as a longer driving range. 

Several competitors have already begun releasing advanced driver assistance systems (ADAS) for city environments. What is your advantage and how do you ensure the reliability of vehicle software?

(Note: Rival Xpeng Motors on Sept. 19 released its so-called City Navigation Guided Pilot, a feature similar to Tesla’s Full Self-Driving that allows vehicles to navigate on both highways and city streets. Huawei’s partner Arcfox closely followed with the release of its Navigation Cruise Assist (NCA) software a week later.)

Jidu’s advanced driver assistance capabilities, including those for highways and urban streets, will be fully ready once we begin vehicle delivery to customers later next year. All the variants of Robo-01 will be equipped with lidar sensors and applicable to all Jidu’s intelligent functionality.

We are developing the most advanced electrical and electronic architecture, where we must ensure the complexity of future vehicle systems and fulfill the higher demand for network bandwidth and functional safety. We run algorithms on Baidu’s supercomputers, and I think that’s one of our advantages.

Auto intelligence is not just about software engineering. You need to fully understand when it comes to where the semiconductor industry is headed and how sensors can better enable autonomous driving, among other fields. Not everyone can do that, but that’s in our DNA.

Jidu will begin delivery of Robo-01 later next year. Can you share insights on production plans, retail networks, and charging infrastructure?

Robo-01 is built based on Geely’s SEA (Sustainable Experience Architecture) platform. In early October, we aligned the production plan of Robo-01 for next year with our manufacturing partner and made reservations for many key components ahead of time.

(Note: In September 2020, Geely launched a modular, open-source vehicle platform for EVs called the Sustainable Experience Architecture (SEA), which has been used to build its own EV sub-brands like Lynk & Co, Zeekr, and Polestar.)

We plan to sell our cars via a direct sales model in the early stages so that we can maintain control over our brand image. Jidu’s first flagship store is about to open in Shanghai and we plan to enter 46 domestic cities by 2023.

When it comes to charging networks, we are building a number of charging points along with our showrooms and service centers, but we will also collaborate with public EV charge point providers to expand our footprint.

Aion and Zeekr, the electric vehicle subsidiaries of Chinese automakers GAC and Geely respectively, each broke their monthly records for vehicle deliveries in October, while US-listed EV trio Nio, Li Auto, and Xpeng Motors lagged behind their peers.

Why it matters: Although Tesla and BYD have long been the undisputed leaders in the Chinese EV market, GAC and Geely are among the traditional automakers leading the chase. The October delivery results also reflect the strong momentum of Huawei-backed EV maker Seres and the mounting troubles faced by Xpeng.

GAC: The state-owned automaker said on Tuesday that it delivered 30,063 Aion-branded vehicles in October, an increase of 149% from the same month last year. That number brings Aion’s total delivery numbers this year to 212,384 vehicles.

• Toyota’s Chinese manufacturing partner is ramping up efforts to meet an annual delivery target of 250,000 Aion-branded EVs this year, with its second auto manufacturing plant for Aion beginning operations in Guangzhou in early October.

Geely: Zeekr made deliveries of 10,119 EVs in October, a record high for Geely’s premium EV brand. Year-to-date sales totaled almost 50,000 as of last month, with the brand close to reaching its goal of delivering 70,000 cars this year.

• Geely is looking to spin off Zeekr for an initial public offering, through which Volvo’s parent company expects to fund its plans to introduce six Zeekr-branded models within five years.

Seres: Huawei‘s manufacturing partner delivered 12,018 Aito-branded EVs last month, a 461% jump from a year earlier. October was also the third straight month that it has delivered over 10,000 units in a single month since the delivery of its first production car began in March.

Xpeng: Deliveries of the eight-year-old EV maker more than halved year-on-year to just 5,101 vehicles last month. Vehicle deliveries totaled 103,654 units from January to October, far from the company’s unofficial 2022 guidance of 250,000 vehicles set early this year.

• A total of 623 G9 crossovers were handed over to consumers last month after delivery began on Oct. 27. The company expects monthly deliveries of its second sports utility vehicle to surpass the threshold of 10,000 units next year after production ramp-up.
• The company’s second sedan model, the P5, which the company expected to be a hit in the mainstream segment with a starting price of RMB 157,900 ($21,707), has underperformed with deliveries of around 33,700 units as of October this year.

Nio and Li Auto: The two other EV upstarts each reported October deliveries of more than 10,000 units, slightly lower than the previous month. Yet both have enjoyed a solid performance despite ongoing supply chain issues amid the post-pandemic rebound.

• Nio’s premium sedan ET7 is the company’s most in-demand model on sale, recording deliveries of 3,050 units. At the same time, the company only handed over 1,030 units of the ET5, its second sedan model, as production is still ramping up.
• The automaker was also forced to cut production at its facilities in the eastern city of Hefei in mid-October due to Covid restrictions, Chinese media outlet 36Kr reported Tuesday, citing people familiar with the matter.

Hozon and Leapmotor: With three entry-level cars on sale, Zhejiang-based Hozon managed to exceed deliveries of 18,016 units in October, representing a 122% year-on-year rise, while Leapmotor deliveries dropped by more than a third to 7,026 units.

BYD and Chinese state-owned carmaker GAC reported strong growth in revenue and profits in the third quarter, further expanding their lead among Chinese peers. Other Chinese automakers — state-owned SAIC, and Huawei partners Seres and Changan — have reported mixed results with slowing growth or stagnated earnings. Rising material costs and intense competition are among the factors contributing to the companies’ woes.

Why it matters: BYD reported significantly stronger profitability than its peers with a gross margin of 22.75% in the third quarter, followed by Changan’s 17.4%, SAIC’s 9.6%, and GAC’s 4.6%, while Huawei-backed Seres is still losing money.

• BYD and GAC are showing their advantages as their EV models consistently top sales chart. Other automakers’ disappointing third-quarter results came against the backdrop of soaring lithium prices, an ongoing price war between major automakers, and the looming phase-out of EV purchase subsidies by the government by year-end. Experts anticipate that many automakers will reduce prices in exchange for market share, which could further impact their profitability in the short term.
• The spot prices of lithium carbonate in China exceeded the RMB 500,000 ($68,776) threshold on Sept. 13, a nearly 80% increase from the beginning of this year, according to figures from the metal research institute Shanghai Metals Market.

BYD: The Shenzhen-based manufacturer reached an average of around RMB 10,000 profit per unit sold from July to September, a significant increase from RMB 6,400 in the previous quarter, according to estimates from Jefferies Financial Group. Net profits reached RMB 5.7 billion, a gain of 350% from the same quarter in 2021.

• Analysts listed both an increase in average selling price and better economy of scale as contributing factors. Yet, BYD’s profitability is still much weaker than rival Tesla’s, which made $3.3 billion in net income in the same quarter.
• Shares of BYD jumped 6% in Hong Kong on Monday after the EV giant on Friday posted sales of RMB 117 billion ($16.1 billion) for the third quarter, up 116% from the same period in the previous year. 

GAC: State-owned GAC also reported strong third-quarter results, with revenue up 51.6% year-on-year to RMB 31.5 billion and profit growth of 144%. Toyota’s Chinese partner is aiming for a delivery target of 250,000 Aion-branded EVs this year and has sold around 182,000 units as of September.  

SAIC: On the opposite end of the spectrum was SAIC, which has seen its stock price fall 30% since 2022. Sales from China’s biggest automaker grew 12.9% year-on-year to RMB 205.2 billion in the third quarter, but profit fell 18.4% annually to RMB 5.74 billion.

• The results also revealed that SAIC’s manufacturing partner Volkswagen is under big pressure as it struggles to catch up with pure-player EV makers. The German automaker saw the overall market share of its venture SAIC-VW slide to 5.8% from 8.2% two years ago.

Huawei partners: Results from Huawei’s EV partners were also less impressive. Seres saw losses widen 57.3% from a year earlier in the third quarter to RMB 947 million, partly due to rising costs of raw materials, having recorded a sharp growth in sales of its Aito-branded EVs.

• Changan’s revenue rose 28.4% but profits fell 17.5% in the quarter. Avatr, the automaker’s EV subsidiary, will begin selling vehicles via Huawei’s retail stores as early as December, China Securities Journal reported Friday, citing a company spokesperson.

Context: Early this year, more than a dozen Chinese automakers raised EV prices to offset the rising cost of electronic components and battery materials used in vehicles. However, Tesla went the other way by slashing as much as 9% of its car prices last week, with Huawei-backed Seres quickly following suit. Analysts from China Merchants Bank International expected general car sales to slow into 2023 in China, while EV makers are also facing growing competition given a challenging macro environment, according to an Oct. 24 report by Reuters.

Aito, an electric vehicle brand backed by Huawei, has quietly cut the prices of its electric crossovers by RMB 8,000 (around $1,100), in what appears to be an immediate reaction by a Chinese firm to Tesla’s major price cuts aimed at boosting demand.

Why it matters: The move is the latest sign that a new price war has broken out in the world’s biggest auto market. Tesla on Monday offered a significant price reduction on its popular EVs, which analysts predict could force other automakers to follow suit.

• There could be further headwinds coming for young Chinese EV makers, including Nio, Xpeng Motors, and Li Auto, which have already faced slowing growth amid rising competition, Chinese media outlet Caixin reported on Monday, citing analysts.
• Sales of high-end models from BYD and traditional auto majors are also likely to be impacted. This would further erode profit margins for cash-burning carmakers, which have been struggling with the soaring cost of critical components, among other supply chain issues.

Details: The price cut, which Aito has not officially announced, affects its two all-electric sports utility vehicles, the M7 and the M5, Chinese media outlet The Paper reported on Tuesday. Customers who have already paid a pre-order deposit have been told to pay the remainder of the requested sum with a reduction of RMB 8,000, the report said.

• Aito currently has two models on sale: the M7 and M5 plug-in hybrid, with starting prices of RMB 319,800 and 259,800 respectively, as well as the all-electric version of the M5, priced from RMB 288,600. These amounts put them in the same price range as the Tesla Model 3 and Model Y in China.
• A spokesperson from Huawei did not respond when asked for comment by TechNode on Wednesday.

Context: Last December, Richard Yu, chief executive of Huawei’s consumer business group, announced the launch of the M5, Aito’s first car model equipped with Huawei’s HarmonyOS operating system and manufactured by Chinese automaker Seres.

• Since mid-2021, the Chinese telecommunications giant has been selling vehicles via its nationwide retail network for its partner, which reported monthly deliveries of more than 10,000 Aito-branded vehicles for the first time in August, just five months after delivery began in March.
• Nio, Xpeng, and Li Auto have reported slowing sales growth from July to September amid continuous supply chain turmoil while facing increased competition from bigger rivals, including Tesla and BYD.
• Xpeng’s market capitalization has tumbled more than 80% to $6.84 billion, while that of Nio had dropped below $18 billion as of Tuesday, compared with a historic high of more than $56 billion in November 2020.
• China’s sales of new energy vehicles, including all-electrics and plug-in hybrids, more than doubled annually to nearly 4.6 million units for the first nine months of this year. And yet, industry experts project sales to slow into 2023 when the competition will be more intense as Beijing phases out subsidies for EV purchases entirely.

READ MORE: Chinese EV makers may face a price war in 2022: UBS

Aion, the electric vehicle unit of Chinese automaker GAC, said on Thursday that it has raised RMB 18.3 billion ($2.53 billion) in Series A from a group of strategic investors, the latest boost to the company’s ongoing transition into an electric automotive powerhouse.

Why it matters: The funding round gives the Guangzhou-based upstart a whopping valuation of RMB 103.3 billion, making it China’s biggest private, venture capital-backed EV maker. Aion also expects to gain more advantages in the EV supply chain with new backers ranging from battery resources to chip manufacturing firms.

Details: Among a group of 53 strategic investors in the latest financing round were Ganfeng Lithium, China’s biggest lithium compounds producer, and China Fortune-Tech Capital, an investment arm of top Chinese chipmaker SMIC, Aion said in a statement (in Chinese).

• Other prominent investors include a national fund for structural adjustment of state-owned enterprises, as well as Guangzhou Industrial Investment and Capital Operation Holding Group.
• As Toyota’s and Honda’s manufacturing partner in China, GAC is still the biggest shareholder of Aion with a 76.9% stake, while the new investors from Series A jointly acquired a 17.7% stake in the EV maker.
• Aion said it would use the proceeds to fund the in-house development of new models, batteries, and other key components, adding that the investment would also help provide a stable supply of raw materials and car chips.
• The company will kick off its Series B fundraising process by year-end and look to sell shares publicly as early as 2023, Chinese financial media outlet Caixin reported on Sept. 6, citing company executives.

Context: Aion is China’s fifth biggest EV maker, with sales more than doubling annually to 182,321 cars in the first nine months of this year, which gave it a 4.8% market share, according to data from the China Passenger Car Association.

• The GAC subsidiary said on Oct. 12 that its second auto manufacturing plant in Guangzhou had started operation, boosting its car production capacity in the country to more than 400,000 units annually.
• Feng Xingya, GAC’s general manager, confirmed the company’s goal of delivering 300,000 Aion-branded vehicles this year, citing delivery times of around two months to customers, Caixin reported on Friday.
• Chinese auto majors, including Dongfeng, Changan, and Geely, have all sought external investors’ support and accelerated their listing plans for their cash-bleeding EV projects in the face of recent economic challenges.
• BYD is the dominant leader in the Chinese EV market, holding 29.7%. The firm is followed by SAIC-GM-Wuling, Tesla, and Geely, with shares of 8.4%, 8.2%, and 5.3%, respectively, CPCA figures show.

BYD, China’s biggest producer of electric vehicles and the world’s third biggest batteries supplier, is making a series of aggressive moves to carve out a slice of the global auto market led by European and American giants.

BYD is systematically entering the passenger EV markets of Southeast Asia and Western Europe, facing stiff competition from well-established local majors as well as younger rivals such as Tesla and Nio.

Experts say that Chinese carmakers have an edge due to their head start in EV technology and have enjoyed the advantage of a fully developed EV supply chain from battery cells to control units. Thus, the ongoing global shortage of critical components allows them to ensure relatively stable production and hand over vehicles to customers more quickly than many of their global competitors.

The Shenzhen-based firm is undoubtedly the poster child for China’s shift towards EVs. In April, it became the world’s first automaker to end the production of gasoline-powered cars. The Warren Buffett-backed company sold nearly 201,300 EVs in September, of which 7,736 passenger cars were exported. Consultant LMC Automotive estimates BYD’s annual sales could reach 1.9 million units in 2022, including 18,000 units from overseas operations. McKinsey & Co expects at least one Chinese carmaker to reach annual sales of up to 5 million vehicles by 2030, with more than a third of that figure coming from overseas markets.

Here are some notable moves made by the automaker as it expands overseas.

Europe

BYD announced big plans for the European region in September, with an initial goal of cracking the passenger EV market of nine European countries by the end of the year. Besides forging alliances with established car retailers, the automaker will supply an additional group of 100,000 EVs to German-based car rental giant SIXT over the next six years as it expands its presence into all major markets on the continent.

Norway

BYD made its first major attempt as a passenger carmaker in Europe back in July 2020 by showcasing several of its Tang electric sports utility vehicles with dealership partner RSA at an event in Oslo.

However, it was not until last August that the Chinese automaker officially started its expansion into the region by delivering the first batch to Norwegian customers, quickly followed by the celebration of handing over its 1,000th vehicle in December.

With a starting price of 599,900 Norwegian kroner ($56,670) and a maximum driving range of 528 kilometers (328 miles), the seven-seater luxury SUV is by far the top-selling vehicle model by Chinese carmakers in Norway. A total of 2,526 Tang SUVs have been registered in the country as of Oct. 19, compared with 1,251 SAIC MG Marvel Rs, 980 Nio ES8s, and 812 Xpeng Motor G3s, according to data provider Elbilstatistikk.no.

Rest of Western Europe

BYD began its push into the European passenger car market in September, announcing plans that its three popular EV models – Tang, Han, and the Atto 3 – will be available in eight other European countries in addition to Norway, by year-end. Those countries are Sweden, Denmark, the Netherlands, Belgium, Luxembourg, Germany, France, and the UK. The introduction of its Seal sedan and Dolphin hatchback is also reportedly in the pipeline.

BYD’s Tang crossover and its premium Han sedan will cost 72,000 euros ($69,740), while the Atto 3, a compact five-seater SUV, will target a more mainstream segment with a pre-sale price of 38,000 euros. Delivery of the first batch was celebrated during this year’s Paris Motor Show, and the company has partnered with three European car retailers to expand in the region, the Automotive News reported on Oct.17. 

Asia-Pacific

BYD’s EV strategy for Asia is very different from its strategy for Europe. In the latter, it tried to pursue luxury status among relatively affluent buyers by launching top-end models. However, in the Asia region, the Chinese EV maker is offering more affordable options in a crowded market dominated by Japanese and Korean rivals. As a result, competition could get even more intense as BYD pursues this market.

Australia and New Zealand

Despite having sold its E6 electric taxis for at least two years in Australia, BYD made a big step into the country’s market with the launch of its Atto 3 in February and quickly expanded its reach to New Zealand five months later. The car has been selling in 12 showrooms across seven states in Australia in a partnership with EVDirect, a regional distributor for BYD.

Japan

Aware that Japan is moving slowly amid the global transition towards EVs, BYD is forging into the prominent market with a group of hit products, including its sports sedan Seal, hatchback Dolphin, and the Atto 3.

BYD Japan executive officer Atsuki Tofukuji said that all three models are priced between 3 million yen and 6 million yen ($20,028 – $40,058). The first deliveries of the Atto 3 are scheduled for early next year, and the company is targeting no earlier than the middle of 2023 for the other two models.

The Chinese carmaker has no near-term plan to start a manufacturing plant in the country but aims to set up 100 showrooms with partners in the next three years. Its electric buses have entered into service in several Japanese cities including Tokyo and Kyoto over the past few years and the company hopes its accumulative sales will surpass 4,000 units around 2028.

Thailand

Thailand is a strategically important market for BYD, where the Chinese automaker will establish its first fully-owned factory for passenger cars outside of China, hoping to not only meet local demand but also satisfy the needs of Southeast Asia in general.

The $491 million facility is scheduled to become operational in Rayong, Thailand, in 2024, with a production capacity of 150,000 vehicles annually. The automaker announced earlier this month that it would bring its Atto 3 to Thailand with local retailer RÊVER, which will build more than 30 dealership stores by year-end for its Chinese partner and more than triple that number next year. Vehicle launch happened on Oct. 10, and the company has not revealed expected time of delivery.

India

Positioned to surpass Japan as the world’s third-biggest economy in 2025, India holds great potential for BYD’s cars. Earlier this month, the company announced a goal of selling at least 15,000 Atto 3 SUVs in the country next year and taking around a 40% market share by 2030.

Since it started making buses with a local partner in 2013, the Chinese automaker has invested over $200 million in the world’s fourth-biggest car market, running a manufacturing plant with a partner with an annual production capacity of 15,000 vehicles. However, no investment plan has been set in the near term amid increased scrutiny by Indian regulators toward Chinese investments.

Correction: An earlier version of this article incorrectly cited BYD’s dealership numbers in Australia and Thailand. The story was updated on Oct. 21 to include BYD’s comments on the launch of its Atto 3 in Thailand.

On Oct. 16, top leaders of the Chinese Communist Party gathered in Beijing to meet for the 20th Party Congress. The week-long meeting, held every five years, attracts 2,340 delegates from the party to discuss high-level changes and topics, including the nation’s tech developments and strategy.

Chinese President Xi Jinping’s two-hour-long report formed the most significant part of the meeting. He reminded delegates that the next five years will be crucial for China to make breakthroughs in “high-quality economic development, achieve greater self-reliance and strength in science and technology, and make major progress in creating a new pattern of development.” 

China has set out a long-term development goal of realizing socialist modernization before 2035. To get there, the party believes that the country needs to develop its tech sector further and bring tech innovation into traditional sectors. 

In his speech, Xi said China needs to build a modernized industrial system that serves the “real” economy, set up a national strategy that helps drive innovation, and ensure new developments are eco-friendly and sustainable. 

Build a modern industrial system

Xi emphasized that a modernized industrial system would be key for the country to achieve “high-quality development” and increasing domestic demands.  

He stated that China needs to advance new industrialization and become stronger in manufacturing, aerospace, transportation, cyberspace, and digital development. His speech also emphasized that China should develop integrated clusters of new growth tech areas, such as next-generation information technology, artificial intelligence, biotech, new energy, new materials, high-end equipment, and green industry. The country also needs to improve its ability to secure the supply of strategic resources, Xi said.

China needs to find ways to make such developments serve the real economy, like integrating modern services with advanced manufacturing and modern agriculture and integrating the digital economy with the real economy, according to Xi. “We must continue to focus on economic development of the real economy when pursuing economic growth and promoting a new type of industrialization,” he said. 

Push an innovation-driven development strategy

Xi acknowledged that China has recorded major achievements in several core tech sectors and growth in cutting-edge areas such as human spaceflight, supercomputers, deep sea exploration, satellite navigation, quantum information, nuclear power technology, large aircraft manufacturing, and biomedicine. Yet China’s tech industry still lacks technological innovation, he said.

He emphasized that China needs to improve its technology innovation system, creating an open innovation system with global competitiveness. He also declared the establishment of a new innovation-driven development strategy, including conducting original, industry-leading scientific research and making China an attractive country for technological innovation as well as a talent center.

The country plans to implement a number of national major scientific and technological projects to enhance the capacity for independent innovation, with hopes of becoming a global innovation leader by 2035. It will also create a “positive environment” conducive to the growth of tech-based small and medium-sized enterprises, Xi said.

According to Xi, innovation is at the “core” of China’s modernization.

Transition to green and low-carbon development

Xi said the country needs to find a development model that also protects the environment, pursuing economic growth while cutting carbon emissions, reducing pollution, expanding green development, protecting ecology, and conserving resources. 

Other major efforts under Beijing’s climate initiative include carefully promoting hydropower facilities given their large environmental impact, actively developing nuclear power safely and orderly, improving the official CO2 emissions calculation tool, and establishing a national carbon trading scheme. In addition, China continues to head toward carbon neutrality by shifting toward green energy vehicles. Xi vowed to promote a low-carbon lifestyle and step up the green revolution in the transportation sector.

In 2021, China’s ambition to become a leader in global climate actions faced major setbacks as operations of heavy industries such as steelmaking experienced a widespread power crunch. At this year’s congress, the central government addressed concerns around economic stability and strength, with Xi saying that China will steadily reach peak carbon and carbon neutrality, implementing control measures “in a planned and step-by-step manner.”

Xi said that the country would continue to speed up the establishment of a clean energy revolution while enhancing the “clean and efficient use of coal,” given its natural resource restraints. The strategy is meant to see a gradual reduction of total emissions as well as carbon intensity, which refers to the amount of energy consumed per unit of economic growth.

The commitment comes months after the central authorities in February extended the deadline for domestic steelmakers to reach peak carbon emissions by five years to 2030 and pledged to correct any “campaign-style” carbon reduction moves by local governments in August. Only a third of China’s provinces and municipalities met their carbon reduction goals during the first half of 2021, leaving as many as 18 regional governments enforcing power rationing and idling operations of energy-consuming industries later in the year.  

China’s electric vehicle market continued to trend upwards in September, with year-to-date sales already surpassing last year’s total of 3 million, according to the latest figures compiled by the China Passenger Car Association (CPCA). However, the growth rate of overall car sales in China hit its lowest point in the last two decades owing to an economic slowdown, the industry group said.

Why it matters: The industry-wide sales figures released Tuesday further indicate a broader recognition among Chinese consumers of locally-made EVs, as well as a rising trend of Chinese automakers growing their international business.

• Retail sales of new energy passenger vehicles, mostly all-electrics and plug-in hybrids, soared by 82.9% in a year to around 611,000 units in September, bringing the total sales number for this year to nearly 3.9 million units as of last month, according to CPCA.
• Meanwhile, the overall industry reported a monthly growth of only 2.8% in new passenger car sales in September, reaching its lowest level since 2002, as the pandemic hit some of the most populous provinces, such as Sichuan, weakening demand.

Details: Last month, domestic auto majors, such as BYD and Geely, enjoyed a 67% share collectively in the passenger car market, up 9.2% from a year earlier, while those numbers for both younger EV startups and Tesla declined to 14.6% and 12.7%, respectively. The share of the market for traditional overseas carmakers further narrowed by 3.3% from a year ago to only 5.7%, CPCA figures showed.

• BYD ranked top with an annual growth of 144.3% to reach more than 191,000 EVs last month, taking nearly 10% of China’s auto market. It was followed by FAW-Volkswagen and SAIC-Volkswagen (two joint ventures of the German carmaker) at 165,000 and 122,000 automobiles, respectively.
• Geely reported its September retail sales of passenger cars increased by 24.4%  from last year to around 109,000 units, followed by Changan at roughly 107,000 units. Zeekr, a premium EV unit of Volvo’s parent company, delivered 8,276 vehicles last month, up from 7,166 units a month earlier. Changan is set to begin delivery of its first car model under the Avatr marque with partner Huawei in December.
• Meanwhile, Tesla China achieved a new record by selling 83,135 vehicles, of which 5,522 were overseas exports, bringing the year-to-date number to 483,074. The US automaker has an annual capacity of over 750,000 vehicles at its Shanghai facility, according to its second-quarter financial report.
• Chinese EV startup Li Auto delivered 11,531 plug-in hybrid crossovers last month as production of its second model, the L9, began to ramp up. Nio recorded a monthly delivery of 10,878 vehicles, with its new crossover ES7 making it to customers since late August.
• However, the numbers for Xpeng Motors declined 18.7% year-on-year and 11.6% month-on-month to 8,468 units, as the EV maker faces stiff competition from bigger names such as BYD in the mainstream EV segment. The company also reduced the prices of its first premium crossover, the G9, just two days after launch.

Context: The CPCA has maintained its sales projection of 6.5 million new energy vehicles (NEV) this year, with EVs expected to make up 28% of the country’s new car sales. The central government previously set a sales target of 25% of all new car sales to be NEVs by 2025.

• Nearly 14.9 million passenger cars, including internal combustion engine vehicles and EVs, were handed over to customers from January to September, a bit higher than the 14.5 million units during the same period of last year.
• Speaking to reporters on Tuesday, Cui Dongshu, secretary general of the CPCA, said he expected China’s general car market to recover with “explosive growth” over the last two months of this year, buoyed by easing Covid restrictions and tax breaks for vehicle purchases.

The Covid-19 pandemic has not only changed the ways people live but also accelerated the development of metaverse technologies such as virtual reality (VR) and augmented reality (AR) over the past few years. This unleashes the opportunity for internet users to explore a connected, three-dimensional online world through avatars and other ways.

Representatives from consumer electronics firm HTC and Nio-backed Chinese AR glass maker Nreal talked about the ongoing migration from the mobile internet space to a virtual-physical blended metaverse at the BEYOND Expo 2022 tech conference, held online at BEYOND Metaverse. They also discussed the potential of the metaverse and the challenges in scaling the technology.

The text below has been condensed and edited for clarity.

Xu Chi, founder and CEO of Nreal

It has been quite challenging for us during Covid because we have a relatively small team but operate in multiple countries. Especially during the early days of the pandemic, it was hard for us to go to local stores, gather customer feedback, and assemble offline campaigns to attract customers.

However, it’s also an opportunity for us because people can’t go out too often, and they would love to browse online to find some cool gadgets. I think VR/AR definitely got some boosts out of that, and many companies are taking this opportunity. Instantly, you have a chance to lower the cost for customers to try something new. There has been a boost for VR/AR in general over the last couple of years, and I do think that trend will continue even after the Covid period.

We are building a computing platform that is getting ready to host more and more 3D content and can attract people coming from the mobile internet to the spatial internet or metaverse. We must display true 3D content with VR/AR devices, and there must be a more complicated, brand-new optical display that is driving the entire thing, compared with the traditional 2D display technology we’ve been using for cellphones and televisions.

Internally, we call the metaverse the spatial internet, and it’s kind of like the next internet. We also think that’s like five to 10 years ahead of us, and we need to find out what are the best use cases that people would be interested in dedicating their time to them. How we can actually evolve from today into the future means a lot of new questions and opportunities as well.

Alvin Wang Graylin, president of HTC China

It’s clear that over the last couple of years, the Covid situation has actually created an acceleration for the adoption of and interest in [VR/AR], while there is growing heat and hype around this metaverse concept. These trends are creating a new inflection point, both in terms of customer interest to adopt as well as investor interest to put more money into this space, with entrepreneurs and content creators both wanting to get into the space.

Overall, I think we’re quite happy with where things are headed, and we recently released completely new generations of our products. Now, these devices are getting to a point where they’re much more accessible and comfortable and attract customers that used not to be open to using these devices. That’s going to help gain a new customer base and expand the overall market.

There’s a lot of misunderstanding of what the metaverse is. I think it’s important to kind of set the stage and say: Hey, the metaverse is something that is coming. It’s going to take five to 10 years to realize in terms of having a fully interoperable, open-world concept where people can get into it with any device, whether an AR device or a VR device and be able to go into any of these 3D virtual worlds with a common ID. That’s what the metaverse promises.

Metaverse is kind of the 3D version of the internet that we’ve been building over the last 30 years. In the near future, most people will probably consume it on their PCs or their tablets, because those are the devices that are out there in the world. But as time goes on, we’ll see more people migrate to a more immersive experience with an XR [Extended Reality] device.

Major Chinese EV makers – Nio, Xpeng, and Li Auto – are all making moves in producing their own chips for vehicles, as the former two focus on AI chips for autonomous driving and the latter works on more basic semiconductor components, according to Chinese media outlet LatePost.

Why it matters: The move reflects a growing trend among Chinese EV automakers to bring some chip production in-house, as an ongoing global semiconductor shortage continues to hinder vehicle production.

• Globally, automakers have been forced to cut more than 3.4 million vehicles from their production schedules so far this year, according to the latest estimate by AutoForecast Solutions.

Nio looks to autonomous driving and lidar chips: 

• LatePost reported that Nio has formed a team of 300 people to work on chips. The team focuses on developing chips for autonomous driving and lidar. The direct leader of the team joined from Huawei’s chip arm Hisilicon last year.
• Nio first formed a chip unit in the second half of 2020, attached to the autonomous driving arm of the company led by Bai Jian, vice president of the firm’s hardware department. Bai was previously head of chip development at major Chinese phone vendors Xiaomi and Oppo.
• However, Nio has yet to reveal when the chips will reach the mass production phase or be used in their vehicles.

Xpeng develops NPUs for autonomous driving chips: 

• Having formed a chip unit of fewer than 200 employees, Xpeng is developing autonomous chips as alternatives to Tesla FSD chips with a computing capacity of over 100 trillion operations per second (TOPS), people related to the firm told LatePost.
• For comparison, the computing capacity of the Tesla chip Xpeng currently adopts in their vehicles has 144 TOPS and Nvidia’s newly released Thor hits 2,000 TOPS.
• However, according to the LatePost report, Xpeng is focused more on network processing units (NPUs), which can be used to accelerate AI and machine learning.
• For other modules like GPU and CPU on car processors, the firm plans to buy well-designed IP from partners such as Arm. The final design and composition work has been handed to US firm Marvell.
• A source related to Xpeng told LatePost that chip development has been slow due to Marvell’s relative lack of experience.

Li Auto focuses on power semiconductor devices: 

• Li Auto is less aggressive on the chip-making front. The company is still in the early stages of the process, researching markets with a unit of a few dozen employees. 
• The firm has opened some positions for AI and system-on-chip (SoC) architect engineers and AI/NPU sub-system designers with yearly salaries ranging from RMB 3 million to RMB 5 million ($420,000 – $700,000). The firm has yet to amass a large team, with its chip unit currently having about 10 people
• Li Auto has been working on more fundamental semiconductor components that power EVs and launched a product line for power semiconductor devices in March this year. Collaborating with domestic partner Sanan Semiconductor, the product line is under development and is due to be put into production in 2024.

Context: Multiple Chinese automakers have been looking to move into chip manufacturing, having been hit by the ongoing chip shortage amid growing uncertainty caused by multiple supply challenges, including the US chip export ban to China.

• BYD is by far the country’s biggest maker of automotive microcontroller chips and has recently begun trial operations at a new chip plant in the central Chinese city of Changsha, in addition to operating two existing facilities in the eastern cities of Jinan and Ningbo.
• Geely-backed Ecarx Holdings last May showcased its in-house developed seven-nanometer processors with plans to begin shipment as early as next year with partner Arm China. Potential clients include Lotus, Lynk & Co, and Volvo, all owned or associated with Geely, Reuters reported.
• EV startup Leapmotor in August began delivering its first electric crossover the C11, equipped with two proprietary AI chips dubbed “Lingxin 01,” with each delivering 4.2 TOPS at about four watts of power consumption.

Gotion High-Tech, a Chinese electric vehicle battery supplier for Volkswagen and other big auto names, will build its first major American factory in Michigan as the company gears up to meet growing demand in the US.

Why it matters: The investment is a big boost for Michigan, a state heavily focused on the automotive industry,  and an encouraging signal following US president Biden’s executive order to pass the Inflation Reduction Act into law, which could make China-made EVs and components ineligible for federal tax credits.

• On Aug. 16, US president Joe Biden signed a $430 billion climate and energy bill, or the Inflation Reduction Act, into law which offers buyers up to $7,500 in tax credit for EVs with critical battery materials produced in the US.

Details: Gotion will build a $2.4 billion facility in Big Rapids, Northern Michigan, to produce up to 150,000 tons of lithium-ion battery cathode material and 50,000 tons of anode material annually, according to a Wednesday briefing from the governor’s office.

• Gotion will be deemed eligible for $175 million in financial incentives due to its creation of 2,350 jobs, along with a designated tax-free property for 30 years, estimated to be worth $540 million.
• Investments like these are “game changers” as Michigan looks to maintain global leadership in vehicle manufacturing, Governor Gretchen Whitmer told the Associated Press.
• The facility will “possibly have enough capacity to sell these two critical components to other North America based battery manufacturers,” Bloomberg reported, citing Chuck Thelen, vice president of Gotion Global.

Context: Meanwhile, Michigan is also offering $236 million in economic incentives as Our Next Energy, a US EV battery startup backed by BMW, is set to invest $1.6 billion and create 2,100 jobs at a planned battery facility near Detroit.

• Backed by Volkswagen (the biggest shareholder with a 24.77% stake), Gotion announced plans late last year to provide a public-listed US automaker with 200 gigawatt-hours (GWh) of lithium-iron-phosphate batteries from 2023 to 2028. Gotion did not give the name or other information on the automaker.
• Gotion’s rival and top Chinese EV battery maker CATL is also in final discussions to build its first US battery facility, probably in South Carolina and is aiming for operations beginning in 2026, according to a May 6 report by Reuters.  
• The Fujian-based company reportedly delayed the announcement of the plan after US House Speaker Nancy Pelosi visited Taiwan in early August. Ford and BMW are among the expected clients.

The world is facing various challenges, among which one of the most urgent is the sustainable development of food production and environmental protection. As food demand continues to rise amid a growing population and global climate change, calls for advanced technologies and innovations to minimize agriculture’s environmental footprint and ensure a safe and abundant food supply are more important than ever.

Representatives from Swedish vegan milk producer Oatly and XAG, a Chinese agricultural drone developer, talked about how plant-based foods and drones could help improve biodiversity and, more broadly, how businesses leverage technology to address sustainability challenges at the BEYOND Expo 2022 tech conference, held online at BEYOND Metaverse.

The text below has been condensed and edited for clarity.

Michelle Yu, associate director of sustainability at Oatly

Oatly is the first oat drink company globally, and we focus on people and the planet, which is how our company was initiated. Sustainability is one of our core values, and it’s very well incorporated into the straight decision-making process in the company. Our vision is to be a company that leads a global plant-based movement to reduce cow milk products by half. We also aim to produce sustainable oat-based products, maximize nutritional value and minimize environmental impact.

We have developed four ambitions in our sustainability plan. The first one: We want to give back to nature and communities where we source by improving biodiversity and boosting farmers’ income. The second ambition is to reduce our climate footprint caused by Oatly’s production by 70 % in a decade.

The third one is that we are producing in facilities that we wish to meet our future factory criteria, which include being safe and inclusive in the working environment. We also source 100% renewable energy in our operation, from a supply chain that uses 100% sustainable transportation. The last but not the least ambition is about leading a shift from dairy to a plant-based diet.

When we compare oat milk with cow milk in the same volume, Oatly uses 90% less water in the life cycle of producing oat milk and, generally, there is 70% less greenhouse gas emission from oat milk. This shows how different food options can have different environmental impacts.

Oatly is growing very fast in China, which draws attention to our climate and environmental footprints. Because global transportation creates a lot of gas emissions, we’ve already started our in-house production in Asia, with one factory in Singapore and the other in Ma’anshan, China. The local-for-local strategy not only contributes to reducing greenhouse gas emissions but also makes us closer to our consumers so that we can provide fresh, localized products with nutrition.

Dr. Tong Wei, head of branding and global affairs at XAG

As an agri-tech company, XAG has been in 50 countries and regions, especially in Southeast Asia and Latin America. In the agricultural space, we face a common challenge: an aging society and labor shortages. Agriculture is an ancient industry. With the development of technology, fewer and fewer people would like to get involved in the industry. Talented teenagers and young people would like to stay in the city because of urbanization. They can enjoy a very nice and fancy lifestyle, rather than living in the countryside.

Here’s an example of how we guarantee efficiency and help farmers grow enough food to feed the world: Traditionally, you have to spray pesticides and raise crops hydroponically, which means you push all the liquid into the soil. Now we can purely use the chemicals and save 90% of the water needed using a highly precise method of spraying. This benefits hundreds and millions of people around the world.

Drones can not only spray liquids but also spread granular fertilizer and seeds, so the drone’s function is expanded for environmental protection. Let me give you an impressive example: There was a bush fire in the state of Victoria in Australia before the Covid-19 pandemic in 2019, in which around 90% of the forest was burned and destroyed in the natural disaster.

The state government found it difficult to make a recovery and do anything for reforestation after the fire because it was hard for human beings, or any other vehicles, to get into the core areas of the forest. Our local partners provided a comprehensive solution, including using drones to seed from the air, and several weeks after seeding, the trees grew up fast in that area. We got a thank you letter from Victoria state.

Chinese electric vehicle maker Nio will invest 12 million Australian dollars ($7.8 million) to buy a 12% stake in Australian miner Greenwing Resources, the latest investment in overseas battery mineral resources by Chinese companies hoping to secure a reliable supply of materials.

Why it matters: The move also reflects growing concerns among Chinese automakers, who are moving upstream in the supply chain to secure critical battery materials amid rising supply constraints.

Details: The investment will give Blue Northstar, Nio’s wholly-owned subsidiary, a 12.2% stake in Greenwing Resources. More than 80% of the proceeds will be used to step up the mining firm’s efforts on its San Jorge Lithium Project in Catamarca province, Argentina, according to a Monday filing.

• The filing also said Nio would nominate a director to sit on Greenwing’s board. Nio also holds an offtake right, which means the company can purchase a certain share of the company’s lithium, without providing further details.
• The San Jorge Lithium Project is still at an early stage of exploration and drilling is scheduled to start later this year. Greenwing said in the filing that it will release a detailed reserve report by the end of 2023.

Context: The deal comes at a time when surging lithium prices have hit automakers hard as they struggle to secure the supply of the key EV battery component. Battery makers and material suppliers have also negotiated prices with automakers to pass the costs on to the latter, cutting vehicle margins.

• Lithium carbonate prices reached a new high of RMB 500,500 ($71,315) per ton on Sept. 16 in China, Bloomberg reported, citing figures from Asian Metal Inc, and analysts expected prices to maintain at this level at least until the end of 2022.
• Nio has been looking to bring battery development and production in-house, with plans to set up a $32.8 million research facility near its Shanghai headquarters.
• The eight-year-old EV maker reported a vehicle margin of 16.7% from April to June, down from 18.1% during the first quarter of this year and 20.3% a year earlier.
• That number for Nio’s peer Xpeng Motors declined to 10.9% from 12.2% in the previous quarter and was 1% below last year’s figure for the same period. Both companies blamed the drops mainly on rising battery costs.
• State-owned GAC Motor is another automaker connecting with mining companies to ensure a stable supply of EV batteries; in August, announcing a strategic partnership with Ganfeng Lithium, Chinese media reported. According to the plan, China’s biggest lithium compounds producer will invest in GAC’s premium EV subsidiary Aion. GAC, a state-owned carmaker and partner of Toyota and Honda, plans to begin making batteries by itself after 2025.
• Chinese EV giant BYD remains the world’s third biggest EV battery supplier as of July, following Chinese rival CATL and South Korea’s LG Energy, according to SNE Research. 

Although the Covid-19 pandemic, ongoing US-China trade tensions, and an imminent global recession are already hitting technology firms in both China and the US, some investors see new opportunities emerging for today’s technology and startup markets. 

More realistic views of the opportunities and challenges could fuel innovation and there can be beneficiaries in uncertain times. TechNode talked to venture capital firms Andreessen Horowitz and Gobi Partners about how private investors adapt to new changes at the BEYOND Expo 2022 tech conference, held online at BEYOND Metaverse. They also discussed how current economic downturns and geopolitical tensions are affecting their investment strategies and the markets they are active in.

The text below has been condensed and edited for clarity.

Connie Chan, general partner at Andreessen Horowitz

In the last several months, you see many companies across almost every industry have had to take a real look at their priorities and investments. Many teams, not just small startups, but large companies, are evaluating their runways and trying to figure out how they can make the capital, the cash they have in the bank last longer. Thus, they have more time to reach their milestones, so that they can fundraise in a more favorable environment down the line.

In terms of what large tech companies are doing, if you see what they’ve announced over the last couple of months, you’ve seen large consumer companies kind of pull back from a lot of the experimental things they are doing. So Instagram announced that they’re going to de-prioritize commerce as an example. Or Snap de-prioritized several things, including their accelerator, games, and original content effort during their layoff.

Our deal flow on the consumer side is a little slower than last year, but overall, we’re still making a lot of investment. I’m always excited about companies that are using video first or artificial intelligence first as a way of rethinking how to solve a problem.

I’m also very excited about cross-border trends that already had a mainstream adoption in China, figuring out how we can import that over to the US. In the US, for example, we’re still in the earliest days of live shopping. Video shopping is still yet to be a very big mainstream trend, but to me, it’s inevitable. That kind of thing will happen and be a big trend next year.

The US-China tensions are not looking like they’re on a great trajectory. The most obvious near-term impacts are supply chain issues for companies with physical merchandise across borders. However, I think one of the silver linings is that talent is still talent, and there are still great founders everywhere. Many of them, rather than building just for their respective countries, they are building with a global mind. If you’re a founder in China, you can dominate China, but you can also grow and expand outside of that region. That’s really a great silver lining.

Thomas Tsao, co-Founder of Gobi Partners

I know it’s bad out there. The sentiment is not good. However, over time I think the venture capital industry has always come out and demonstrated its resilience from previous downturns. We are seeing a perfect storm of really big trends all coming together, and it’s going to be painful for everybody in the short term. Still, in the long term, I think it will also power through because of the entrepreneurs, what they bring to the table, and the problem-solving they continue to demonstrate. That’s what’s going to get us all through.

From a macro standpoint, what’s been going on is really allowing the entire venture capital mindset to shift and distribute to other parts of the world. VC and this tremendous innovation culture have largely been kind of concentrated in China and the US. The two countries have taken up so much of the spotlight. I think what’s been going on is that it’s allowed some of that spotlight to shift to other regions and bring in more entrepreneurs into this global ecosystem.

There is also a growing realization after the Covid outbreak among venture capitalists and entrepreneurs to solve ESG [environmental, social, and corporate governance] problems because the world is increasingly interconnected. We don’t live in little pockets of prosperity. When one part of the world suffers, we all suffer. Covid knows no borders. There are also no borders for climate change. I know parts of the world want to go back to more nationalistic tendencies or go back to silos, but pollution and healthcare are cross-border problems. It’s going to take a new mindset.

One of the beneficiaries or silver linings [of the US-China tension] is that Southeast Asia is getting a lot of attention because it is a very culturally diverse region with connections to China, India, and the US. Southeast Asia can draw upon so many of these influences, and it’s still relatively open. Also, the governments may not directly bridge, but people still want what’s convenient. So we’re seeing many interesting solutions coming out and that’s going to create opportunities for entrepreneurs.

Arcfox, an electric vehicle brand launched by Chinese automaker BAIC, said it had started providing car users with its long-awaited Navigation Cruise Assist (NCA) software, a semi-autonomous driving feature developed on Friday by Huawei.

Why it matters: The introduction of Huawei’s automated driving capabilities comes nearly a year later than expected. It will test whether the Chinese telecommunications giant can provide a competitive edge for partnered EV makers.

Details: Starting Sept. 23, the NCA assistant driving feature has been available to owners of the “HI (Huawei Inside)” version of the Arcfox-branded Alpha S sports utility vehicles in Shenzhen. It will later be expanded to Beijing and Shanghai, a company spokesperson told Chinese financial media outlet Caixin, without giving a timeframe.

• The feature allows Arcfox’s cars to change lanes and speed up or slow down on highways and city streets. It also controls acceleration and braking to maintain the desired distance between the SUV and the vehicle ahead, said an official statement.
• Like other similar offerings from rivals such as Nio and Xpeng, the NCA uses a system of 34 sensors and cameras, along with high-definition maps, to realize virtually automated driving on Chinese urban streets.
• As with its competitors, the system is qualified as an advanced driver assistance technology, meaning a driver is still required to take full responsibility for driving tasks and monitor the environment at all times.

Context: Chinese automakers have slowly increased the availability and capabilities of their intelligent driving systems, which are mostly built upon a high-definition map and subject to government approvals for using geographic data, Reuters reported.

• Alibaba-backed Xpeng Motors, on Sept. 19, began testing City Navigation Guided Pilot software with selected drivers in its headquarters city of Guangzhou and is currently waiting for regulators to greenlight a wider release to other cities.
• Arcfox’s driving software was initially set to be available to car owners on major provincial highways and China’s four top-tier cities – Beijing, Shanghai, Guangzhou, and Shenzhen – by the end of 2021 and then to users from at least 20 major cities.
• In April 2021, Chinese automaker BAIC showcased the Alpha S, a premium electric sedan under the Arcfox marque equipped with Huawei’s HI system. Vehicle deliveries began in July, after more than eight months of delay.
• State-owned BAIC sold 6,723 Arcfox-branded vehicles in the first half of this year, falling far behind rivals. 
• Shenzhen-based Huawei also collaborates with automakers Changan and Seres to enter the booming EV market.

As developers struggle to overcome a long list of challenges after years of research and with billions in cash burned, the autonomous vehicle sector is entering a new adjustment phase.

While some investors are rethinking their initial optimism for the autonomous vehicle sector, industry players argue that the technology is finally closing in on some kind of mass adoption. Qcraft and Cowarobot, two Chinese self-driving car companies, talked to TechNode about the challenges and bottlenecks for vehicle autonomy at the BEYOND Expo 2022 tech conference, held online at BEYOND Metaverse. 

The text below has been condensed and edited for clarity.

Yu Qian, co-founder and CEO of Qcraft

I think the biggest issue affecting the large-scale adoption of self-driving cars is the difficulty in handling various unexpected and possibly dangerous situations – we call them corner cases. Once you operate self-driving cars in a broadly defined ODD, the number of corner cases will grow, which could be significantly complex to address.

(Note: Tech companies and car manufacturers typically define an Operational Design Domain (ODD) to indicate where their self-driving car systems can operate safely. Common ODD factors include but are not limited to the time of day, weather, and road features, according to definitions set by the Society of Automotive Engineers.)

2025 could be a very crucial year for the global self-driving space, as we’ve seen some top players quickly expand their robotaxi projects in the US. I expect a fully driverless ride-hailing service will be launched in San Francisco by 2025 or 2026, when the operator will be allowed to charge fares for rides on a large scale, and its revenue could go up relatively quickly. That could be an important milestone for the entire industry and boost the adoption of AVs here in China.

Looking ahead, I also expect more measures and support from the Chinese regulators that will help remove barriers to the deployment of robocars, such as the formal legalization of AVs on public roads and the publication of a government catalog specifically for AVs. Currently, the license plates for AV testing in China are only temporary, meaning full registration is unattainable for highly autonomous cars.

(Note: China’s Ministry of Industry and Information Technology has developed a catalog of electric vehicles. The EVs listed are allowed to go on sale and are deemed eligible for subsidies. The Chinese authorities have not issued legislation that officially authorizes self-driving cars on the country’s roads.)

He Tao, founder and CEO of Cowarobot

If you operate AVs on a very limited ODD, current algorithms in artificial intelligence can deal with traffic situations at the human performance level. And yet, you have to avoid many unexpected corner cases as well as those that are predictable but can’t be resolved at the moment, which means self-driving cars will be limited to fixed routes or a restricted area, and where the weather is stable.

In other words, Level 4 autonomy is now achievable when it comes to specialized uses such as shuttle buses, intra-city delivery, and public sanitation services. In such cases, massive data sets are essential for artificial intelligence innovations. The key question is: how to acquire a large enough amount of data over a long period, and at what cost? 

(Note: Level 4 refers to a fully autonomous system where vehicles travel from point A to point B without requiring human intervention, according to the Society of Automotive Engineers.)

Autonomous driving has been a famously capital-intensive startup business at a time when many players were used to raising outside funds to train their AV systems on huge data sets while being unable to make profits in the near term. The industry, however, is facing investor slowdown, especially in the post-pandemic era this year, as venture capitalists are seeking out those who could provide real business value with the technology.

The trend is that fundraising will be a lot more challenging for highly autonomous driving companies, or more specifically robotaxi projects, as many investors are no longer patient and will look for something more certain with a greater focus on profitability and cash flow. 

Having said that, I believe self-driving car operations for commercial use could help to improve investors’ confidence and extend their patience for the entire industry.

READ MORE: Drive I/O | Meet the Chinese self-driving car startup with Google roots

China is still lagging behind competitors in building up cutting-edge research capacity in higher education institutions, according to Shi Yigong, a renowned scientist and the president of a private Chinese university often dubbed “the Caltech of China.”. More effort is needed to turn the country’s college education system into a truly global hub of leading talent, Shi added as part of a speech at the BEYOND Expo 2022. 

On Wednesday, the BEYOND Expo 2022 opened online at BEYOND Metaverse. The tech event will have more than 40 talks and panel discussions where leaders and experts across sectors dive deep into the topics of consumer tech, health tech, global investments, sustainability, and Web3.

Please find below the transcript of the opening day speech from Shi Yigong, president of Westlake University and academician of the Chinese Academy of Sciences. The following transcript has been edited for clarity:

Hello, everyone. I’m Shi Yigong. It’s such a pleasure for me to have the opportunity to share my views on the future development of China’s technology at the International Technology Innovation Expo.

Today, I’d like to share my views on the theme of “Exploring China’s Future Innovation-driven Development Model.” Since we are talking about technology innovation it’s related to our education, technology, and talent. These three elements – technology, education, and talent – ultimately constitute the main axis of innovation-driven development.

First of all, let’s talk about education, especially higher education. It’s safe to say that China is the world’s leading country in terms of scale and is on its way to becoming a world power in higher education. By the end of 2020, China had more than 40 million students enrolled in all 2,000 institutions of higher learning.

The quantity is surely the largest in the world, and the quality is also steadily improving. For example, by 2021, both in the Times Higher Education World University Rankings and the QS World University Rankings, Chinese universities had been advancing up the list in the world, with six to seven Chinese universities making the top 100.

But there are some problems with higher education in our country. We have a high educational attainment rate, but we lack cutting-edge researchers. We generally pursue a general and comprehensive education but have no significant advantages or distinctive features. We emphasize knowledge and practicality, but there’s still a gap between us and other countries regarding innovation. We’ve developed far more general talents than the most outstanding and innovative ones. There have been numerous academic achievements but relatively few breakthroughs.

Second, let’s briefly talk about the current situation of China’s technology. Over the past 20 years, thanks to the long-term steady investment in technology, China is now among the top three countries in the world regarding technology indicators. Whether it’s the number of articles, times cited, or the number of patents applied for, approved, granted, etc., all our technology indicators have steadily entered the top three in the world.

Third, let’s briefly talk about China’s talent. In 1978, the 3rd Plenary Session of the 11th Central Committee of the CPC ushered in the Reform and Opening-up era of China and opened the door for Chinese students to study abroad. On December 26 of the same year, 52 scholars from mainland China departed for the United States. It was the first group of students to study abroad after the reform and opening-up started, with an average age of over 42.

By the end of 2019, more than 6 million Chinese students had traveled abroad to study in other countries in the world, and more than 4 million of them had returned home after their studies, bringing great impact and changes to all aspects of Chinese society. It’s safe to say that China has the largest talent team in the world. Of course, although we have a wealth of talent, when it comes to being No. 1 in the world, there’s still a problem with our talent team. That is, the cream of the crop; the top talent is relatively scarce.

To sum up, in terms of higher education, technology, and technological talent, China is one of the top countries in the world and is on its way to becoming a world power. However, there’s an innovation index that reflects the innovation ability of a country, and so far, China is still ranked outside the top 10 in the global technology innovation index.

In other words, although China has become a big power in technology, higher education, and talent cultivation, and is on the way to becoming a world power, we haven’t become a big power or a world power worthy of the name in terms of innovation ability. We still have a long way to go.

Therefore, judging from such an analysis, China’s future development can only rely on high-end leadership and innovation-driven development strategy. And the core of this strategy is the top talent. The top talent we’re talking about isn’t only the core talent in basic research, applied research, core technology, and cutting-edge research, but also the top talent in all fields, in all aspects, from the law, to finance, to social governance, to national management. I think the top talent will be the most crucial factor in a country’s high-end leadership and innovation-driven development strategy.

I’d like to give you an example, which is Westlake University. The founding of Westlake University was designed with the high-end leadership and innovation-driven development strategy as the premise and goal. As early as 11 years ago, a group of returned scholars in the Western Returned Scholars Association were discussing the future of technology and education in China.

They reached a consensus to establish a new type of university which would be small but exquisite and research-oriented, gathering first-class teachers, creating a first-class curriculum, educating first-class talent, and producing first-class results. They would adopt a new model to create a new type of world-class university. Such a university has been successfully established in Hangzhou, and is called Westlake University. It was officially approved by the Ministry of Education in February 2018 and was officially established in Hangzhou in October of the same year.

Westlake University is a new type of university. What’s new about it is that it received great support from the country and was established by social forces. Westlake University was founded to help technology grow, implement innovation-driven development, develop talent, and make some exploratory reforms in science education. Such a positioning of the university was strongly supported by the country in all aspects, as well as by all walks of life, including individuals, enterprises, and local governments.

After four years of hard work, Westlake University now has 201 PhD supervisors. Most of them are world-leading scientists in their respective fields of research. The purpose of having a top-notch faculty is to develop top-notch students. With the active support of the Ministry of Education, Westlake University has been actively reforming and innovating in all aspects of admissions and ability training.

After years of hard work, there are now more than 1,200 PhD students at Westlake University.

With the support of their PhD supervisors, these students are conducting innovative scientific research on major research topics and core technologies, striving for breakthroughs.

Today, as a brand-new concept, the new research university has been gradually incorporated into the top-level design of the country and is increasingly accepted and recognized by the whole of society. In the future, there’s no doubt that Westlake University will become a first-class university that reflects Chinese wisdom and is held in high esteem worldwide.

This university will have the most outstanding scientists in the world, be able to develop the best young talent to undertake the most advanced basic and applied research, explore the mechanism and system of scientific research and education that fits China’s national conditions, and provide a model that can be used for the sustainable development of high tech in China, and make a contribution to the human civilization that makes the Chinese nation proud.

I think maybe 10 to 15 years later, Westlake University will fully represent the wisdom and competence of Chinese people and rank among the best universities in the world.

Thank you.

CATL founder and chairman Zeng Yuqun detailed on Wednesday how his electric vehicle battery powerhouse could help reduce greenhouse gas emissions for Macau and potentially revolutionize many sectors, from public transportation to urban electricity, in the special Chinese administrative region.

On Wednesday, the BEYOND Expo 2022 opens online at a 3D metaverse space. As Asia’s largest and most influential tech event, the Expo will have more than 40 talks and panel discussions where leaders and experts across sectors dive deep into the topics of consumer tech, health tech, global investments, sustainability, and Web3.

Please find below the transcript of the opening day speech from Zeng Yuqun, founder chairman of CATL. The following transcript has been edited for clarity:

It is my great honor to participate in the opening ceremony of the BEYOND EXPO 2022 and share my thoughts on the future with you.

CATL is a new energy innovative technologies company. We are committed to taking electrochemical energy storage as well as renewable energy power generation as the core to replace stationary fossil energy, thus reducing dependence on thermal power generation in energy production; taking EV batteries as the core to replace mobile fossil energy such as petroleum; taking electrification and intellectualization as the core to promote the integrated innovation of market applications, providing sustainable, affordable and reliable new energy solutions for all walks of life.

The three topics of this year’s BEYOND: healthcare, sustainability, and consumer tech, are actually closely related to CATL and the new energy industry we are engaged in.

Life sciences are the eternal theme of human beings. Environmental degradation is putting unprecedented pressure on all human beings and our earth. Disasters caused by global warming have threatened the survival and health of human beings. Therefore, it is the responsibility of every citizen of the earth to spare no effort to reduce carbon emissions.

Last year, we supplied 40% of the world’s energy storage batteries, helping to greatly improve renewable energy consumption efficiency. In the first half of this year, our EV batteries accounted for 34.8% of the global market, providing electrification solutions for 57 countries and regions worldwide. Behind this data is a huge amount of carbon emissions reduction.

On average, the entire life cycle of a pure electric vehicle contributes about 14.1 tons of carbon emissions reduction. I believe that our batteries can facilitate the electrification of more sectors and make a greater contribution to global carbon neutrality.

High quality is the key to sustainable development. The new energy industry must work hard in two directions. One is that the products must be perfect so consumers can use them confidently; the other is that the batteries must be low carbon for consumers to protect the environment.

CATL has been making efforts in these two directions for a long time. Our extreme manufacturing has improved the defect rate of battery products from PPM to PPB level, reducing it from one in a million to one in a billion. Our Ningde production base has also become the only lighthouse factory in the battery industry recognized by the World Economic Forum. Our Yibin production base achieved carbon neutrality in 2021, becoming the world’s first zero-carbon battery factory.

We are also committed to sharing our high-quality, sustainable development experience with upstream and downstream partners to help reduce carbon emissions in the entire industry chain.

The third topic is consumer tech. As electric cars continue to penetrate the market, batteries as the core power source are becoming a typical consumer technology. Over the years, CATL has been committed to leveraging innovative technologies to solve consumers’ pain points regarding range, safety, low-temperature performance, and charging speed. With the continuous improvement of battery performance, more and more consumers have joined new trends championed by battery technologies.

For example, supported by our pioneering CTP (cell to pack) technology, Qilin battery has achieved the highest integration level globally, offering 1,000 km (621 miles) range and 4C fast charging. Many OEMs received inquiries from consumers about purchasing Qilin-powered models right after our Qilin battery was launched. The first model powered by Qilin batteries will be launched in the first quarter of next year. Friends in Macao are welcome to stay tuned.

Macao is a beautiful and vibrant city. What’s next? I think in the near future, Macao can take the lead in becoming a zero-carbon city, a global model of comprehensive electrification and carbon neutrality.

In the process of “electrifying” Macao, CATL intends to facilitate Macao in three aspects. The first is the electrification of transportation. In recent years, the Macao SAR government has actively responded to the country’s call to achieve the goal of peaking carbon emissions and achieving carbon neutrality, advocated green transportation, plus a strong awareness of environmental protection among Macao residents, all of which have provided favorable conditions for Macao’s electrification.

As an experienced player in this field, CATL has the world’s leading solutions for the electrification of various transportation facilities. For the urban characteristics of Macao, CATL’s EVOGO modular battery swapping solution has outstanding advantages. The battery can be adapted to different brands and models. It only takes one minute to swap a battery block.

Our battery swap station solution highlights high compatibility, need-based battery rental, and complementarity with charging services. There are up to 48 batteries in one station, which can fully meet the high-frequency demand for a battery swap. Not only that, our battery swap station can also become the city’s UPS, ensuring the uninterrupted supply of electricity in a certain region.

Secondly, Macao boasts a well-developed water transportation network, and the development of electric ships is at the right time. CATL is the first EV battery company that has passed the approval and inspection of the latest testing guideline of the China Classification Society “Inspection Guidelines for Battery Electric Ships.” Our batteries have been widely used in electric passenger vessels, sightseeing ships, governmental maritime vessels, scientific research ships, yachts, etc., and have accumulated many solutions. Once Macao realizes the electrification of water transportation, it will be able to bid farewell to diesel smell and noise.

Also, we are poised to support energy conservation and carbon emissions reduction in Macao’s electricity consumption. Macao’s commercial electricity accounts for about 80%, and most of the electricity is not supplied locally. Therefore, improving the efficiency of urban energy utilization is an inevitable requirement for carbon emissions reduction, and energy storage can play a huge role in power transmission and distribution, as well as power consumption.

Featuring long service life, a high level of integration, and substantial safety, our energy storage system EnerOne can achieve a service life of 10,000 cycles and is compatible with converters ranging from 600V to 1500V. It covers an area of only 1.69 square meters, which is especially suitable for the application of industrial and commercial energy storage. The energy storage system can facilitate frequency regulation and a peak load of the power grid while enabling large commercial facilities to reduce electricity costs effectively.

At present, there are more than 5 million new energy vehicles in the world equipped with CATL batteries. We will innovate to develop the aftermarket, have established the world’s largest after-sales service network, and have a large number of after-sales product solutions.

Dear leaders and friends, technology creates a better life, and electrification helps achieve energy freedom. I believe that electrifying Macao will help Macao become a zero-carbon garden that shines in the world. CATL will go all out to increase investment in innovation and use the most advanced new energy solutions with the lowest carbon emissions consumption to contribute to the high-quality and sustainable development of Macao and the world.

Thank you!

BYD has begun building a new portion of an electric vehicle manufacturing facility to build car components in Shenzhen, as China’s top-selling electric vehicle maker gears up to meet growing demand.

Why it matters: This is the latest example of BYD aggressively expanding key components on the supply chain, such as batteries and chips, at a time when many of its rivals are struggling with industry-wide shortages.

Details: BYD said that construction of the RMB 20 billion ($2.87 billion) industrial park has started at the Shen-Shan Special Cooperation Zone on the city’s east side after receiving official approval, according to a report by the regional broadcaster Shenzhen Satellite TV on Wednesday.

• The facility will produce “critical components” for 600,000 electric cars per year on an area of 3.79 million square meters (40.8 million square feet), the report said. Mass production is scheduled to kick off in July 2023, and the firm expects to achieve an annual production value of more than RMB 100 billion.
• This is the Phase 2 portion of BYD’s manufacturing facility. Construction of Phase 1 in the industrial park has continued rapidly, with the main buildings now almost complete, suggesting that part of the facility will soon be operational, according to a July 29 report by the Shenzhen Economic Daily (in Chinese).
• In August 2021, the carmaker revealed plans to spend RMB 5 billion to build a 1.71 million square meter industrial facility producing car parts, such as clutches and wire harnesses, and later showed interest in more space. Additional investments were announced in January.

Context: BYD has been working with local Chinese governments to establish multiple new manufacturing facilities to ensure the in-house supply of crucial parts, including batteries and chips for its EVs, as part of the major player’s plan to more than double its sales this year.

• On Sept. 10, the company announced that it had begun constructing a 15 gigawatt-hours (GWh) battery pack factory in the southern city of Nanning, Nanning Evening News reported (in Chinese). Another chip plant will begin production next month in the central city of Changsha.
• The Warren Buffett-backed EV giant currently has a total production capacity of between 1.5 and 2 million vehicles annually, according to estimates by Bloomberg Intelligence analysts. It currently runs or is establishing nine vehicle production sites in major Chinese cities, including Shenzhen, Changsha, and Xi’an, in the northwestern Shaanxi province.

Huawei on Tuesday revealed its first all-electric sports utility vehicle, the Aito M5, in collaboration with Chinese automaker Seres. The new model will compete with Tesla’s Model Y and others in the world’s biggest electric vehicle market.

Why it matters: Huawei, along with Seres, has quickly expanded its vehicle offering with two plug-in hybrid crossovers and a full-electric version, just six months after delivering the first Aito-branded vehicle in March. The telecom giant’s moves in the space could pose a serious threat to major EV makers.

Details: The Aito M5 all-electric will have an estimated driving range of 620 kilometers (385 miles), surpassing its rivals. For example, Tesla’s Model Y has a 545km driving range, EVs from German automakers BMW and Audi offer around 550km between charges.

• Richard Yu, chief executive of Huawei’s consumer business group, said that the Aito M5 performs “far better” than Tesla’s Model Y and offers a more luxurious in-car experience. Yu claimed the M5 is easier to control on rough roads and has a quieter cabin.
• Huawei said it received more than 30,000 pre-orders in just four hours after the all-electric M5 was announced, local media reported. In December, the tech giant saw 6,500 reservations in four days after releasing the first vehicle model under the Aito marque, the plug-in hybrid M5.
• The new model comes at a price range of between RMB 288,600 and RMB 319,800 ($41,395 to $45,870), at least RMB 38,800 higher than the starting price of its plug-in hybrid counterpart but lower than Tesla’s Model Y, which is priced from RMB 316,900.

Context: Huawei broke its delivery record with more than 10,000 EVs to customers in August, bringing the company’s total delivery numbers for this year to 39,433 vehicles as of August. Meanwhile, sales of rivals such as Li Auto and Xpeng Motors slid last month due to cannibalization by new models and increased competition.

• Huawei is also making a push into the mobility sector with the launch of the public beta version of its ride-hailing app “Petal Chuxing” on Tuesday. The aggregation platform currently provides Huawei smartphone users access to ride-hailing services such as T3 in 92 domestic cities.

READ MORE: Li Auto deliveries halve in August while Seres and Zeekr see growth

Chinese electric vehicle upstarts Li Auto and Xpeng saw declines in August, while Huawei’s auto partner Seres and Geely’s Zeekr saw strong growth. Among them, Li Auto reported a record decline in August deliveries, more than 50%, as the electric vehicle maker’s new crossovers cannibalized sales of its existing model. Seres deliveries up28% in August while Geely’s EV brand Zeekr grew more than 42%. 

Why it matters: Li Auto’s shortfall took place when Seres and Zeekr saw growth, highlighting a more competitive EV landscape and a preference among Chinese consumers to gravitate towards the latest products, according to Tu Le, managing director of consultancy Sino Auto Insights.

Li Auto’s decline in August: Li Auto’s deliveries fell more than half in August to 4,571 crossover vehicles from a month earlier, extending a month-on-month decline of 21.3% in July.

• “Li Auto and Xpeng have recently had some high-profile vehicle launches that have likely led them to lose focus a bit,” said Le. “For Li Auto specifically, the new L9 has really cannibalized sales of the Li One, so it’s like they only have one product in the market again.” 
• This echoed a comment Shen Yanan, Li Auto’s president, made during an earnings call last month, in which he acknowledged that many customers “with enough budget” preferred the L9, the company’s second sports utility vehicle, over the cheaper Li One. The company began delivering the L9 on Aug. 30.
• Analysts also worry that the upcoming L8 crossover, confirmed by chief executive Li Xiang as a redesigned model of the Li One and scheduled for delivery in November, will have an even more significant cannibalization effect. 
• The eight-year-old EV maker on Monday confirmed to state media outlet Jiemian that it will phase out production of the Li One three years after its release in 2019, introducing a price reduction of RMB 20,000 ($2,882) for its first car model in some markets.
• The price cuts have angered some owners who accused the company of cheating them over the new car release and price changes. At least 1,000 Li One owners have filed complaints against the company on “Black Cat,” a complaint platform owned by Chinese tech firm Sina.

Rise of Seres and Geely: Meanwhile, Seres and Geely have both seen healthy growth in August. Xpeng Motors’ deliveries also declined by 16.9% to 9,578 vehicles in August from a month earlier, while Nio saw deliveries grow 6.2% month-on-month to 10,677 vehicles. There is a major concern about demand for Xpeng’s current models, as buyers might wait for the introduction of its G9 crossover, scheduled for delivery by year-end, as well as a retrofitted P7 sedan set to be released next year.

• Huawei’s manufacturing partner Seres saw a monthly record by delivering 10,045 vehicles in August, up from 7,807 vehicles in July, while Geely’s premium EV brand Zeekr also reported a record delivery number of 7,166 vehicles, representing a 42.7% month-on-month growth.
• Le expects that sales of both Seres and Zeekr will continue to grow. With Seres being able to sell via Huawei retail stores and Geely backing Zeekr, these “pseudo-startups” have support structures that most other “true” EV startups do not, which gives them quite an advantage, Le added.

Context: BYD maintained its leadership in the market by delivering 174,915 vehicles last month. Tesla is expected to have delivered more than 77,000 cars from its Shanghai facilities, according to estimates by the China Passenger Car Association on Sept. 1.  

• BYD and Tesla have much more production capacity than their counterparts, Le said, adding that the two companies’ leadership will continue amid “particularly tough” competition in the mainstream, small- to medium-sized SUV segments.

Large-scale commercial operation of highly autonomous vehicles (AVs) could become a reality “sooner than expected” in China, Baidu’s CEO Robin Li said on Thursday at the 2022 World Artificial Intelligence Conference in Shanghai.

“I think it would take a longer time to commercialize Level 3 autonomous vehicles, because there remain questions about who is liable in the case of accidents involving these vehicles,” Li said (our translation).

Level 4 vehicles, however, make it clear that the manufacturer or the owner, rather than the driver, is responsible in a crash, Li added.

Level 4 refers to a fully autonomous system where vehicles travel from point A to point B without requiring any human intervention. In Level 3, also called the semi-autonomous level, the driver is still required to take over the vehicle in emergencies, according to definitions set by the Society of Automotive Engineers (SAE).

After operating Apollo Go (Luobo Kuaipao, in Chinese), its autonomous ride-hailing service, for the last two years, Baidu said on Tuesday that it has offered more than 1 million public robotaxi rides in a dozen of major Chinese cities as of July. The search engine giant currently operates around 500 self-driving cars in China, with plans to expand that fleet to 3,000 vehicles in 30 cities by 2023.

Baidu may be a pioneer in autonomous cars, but rivals are catching up. Chinese automaker GAC Group plans to begin piloting autonomous ride-hailing vehicles along with human-operated taxis via its mobility platform OnTime in Guangzhou later this year, General Manager Feng Xingya told investors on Tuesday. The carmaker, which produces vehicles in tie-ups with Toyota and Honda in China, has been testing robotaxis with self-driving upstarts WeRide and Pony.ai.

Although excitement over self-driving vehicles has been wearing somewhat thin globally since last year as the technology gets stuck in the slow lane, China is ramping up efforts to support the sector. In August, the central government released its first national rules for commercial autonomous ride-hailing services, while Shenzhen became the first Chinese city to establish a defined legal landscape where legislators can impose a degree of liability for car crashes involving AVs.

Li called for more uniform policies with regards to driverless cars, such as a universal standard that allows companies to remove human safety drivers in more driving scenarios, as the industry continues to face multiple regulatory hurdles to mass deployment. “The window of opportunity is fleeting,” Li added. “More efforts need to be made to push forward legal reform and open the bottleneck on AVs.”   

BYD on Monday reported better-than-expected profits for the first half of 2022, buoyed by strong demand for its electric vehicles and a stable supply of much-needed car components when many peers are struggling with the economic slowdown and persistent supply-chain challenges. 

Despite these rosy figures, the auto major saw its stock price slide after Warren Buffett’s Berkshire Hathaway reduced its stake in the company.

Why it matters: Analysts have pushed for significantly higher stock prices, given BYD’s all-around strength in the EV operations and battery business.

• Credit Suisse analyst Wang Bin on Tuesday retained his bullish thesis on BYD’s stock and raised the price target to HK$400 ($60) from HK$380, anticipating that sales in the third quarter could reach 480,000 vehicles with profits hitting a new record-breaking figure of RMB 5 billion.
• Meanwhile, Chinese car expert Zhang Xiang said in a virtual conference that he sees  BYD as a “Huawei of autos” in the making, pointing to its diversified business model that covers consumer products, components, and various technologies.

Details: On Monday, BYD reported a record half-year profit of RMB 3.6 billion ($521 million), hitting the upper end of its forecasts released in July of between RMB 2.8 billion and RMB 3.6 billion, as well as surpassing last year’s total of RMB 3.04 billion.

• Despite this, revenue in the six months ending in June missed estimates of RMB 166 billion, hitting RMB 150.6 billion instead, still up 65.7% over last year, according to figures compiled by Bloomberg.
• The earnings were driven by success in BYD’s EV manufacturing and car-related businesses, which account for more than 72% of its total revenue. Revenue grew 130% to RMB 109.3 billion from a year earlier.
• With its in-house supply of batteries and some of the microchips required for its vehicles, the Shenzhen automaker has been able to maintain production with relatively little disruption at a time when many of its competitors have been hit by multiple problems, including Covid restrictions and supply constraints, Zhang added.
• Meanwhile, the automaker said its dual strategy of betting on both all-electrics and plug-in hybrids had offered consumers a vast selection, boosting sales and profitability.
• BYD has identified a general concern among Chinese buyers about the lack of wide EVs charging infrastructure and then addressed their needs with mature plug-in hybrid technologies, Zhang told reporters during an online conference on Tuesday.
• A wide portfolio of vehicles also allows BYD to target different consumer segments. For example, its DM-i series is designed to provide reliable and energy-efficient transportation to the working class, while its DM-p series targets the wealthier middle class with better performance, according to Zhang.
• BYD stock nevertheless ended down 0.86% to HK$310.85 on Tuesday, before slumping 7.1% during Hong Kong morning trading on Wednesday. The sell-off came after Warren Buffett’s Berkshire Hathaway trimmed its holdings in BYD’s Hong Kong-listed shares from 20.49% to 19.92%, selling a near $47 million stake in the carmaker, Reuters reported on Tuesday.

Context: BYD’s market share in the Chinese EV market reached 24.7% for the first six months of this year, representing an increase of 7.5 percentage points from last year, thanks to strong delivery numbers.

• The auto giant sold the equivalent of 24 gigawatt-hours (GWh) of batteries from January to June, taking an 11.8% share of the global EV battery market, according to figures compiled by SNE Research.
• Some of its rivals are starting to catch up by deploying similar strategies. GAC and Nio plan to bring some battery manufacturing in-house, while both Xpeng Motors and Li Auto have promised to launch two new vehicle models in 2023 targeting different consumer segments.

DeepWay, a Chinese autonomous driving startup backed by Baidu, said on Tuesday that it has raised RMB 460 million (around $67.2 million) in a Series A led by Qiming Venture Partners and joined by multiple veteran investment firms.

Why it matters: DeepWay brands itself as China’s first electric vehicle startup that designs autonomous trucks from scratch for freight delivery, rather than something based on an existing truck model with minor changes, which the company claims leads to more integrated self-driving tech and reduces production costs. 

• DeepWay is also the first startup with authorization from Baidu to conduct “white-box testing,” which means it has working knowledge of the latter’s self-driving technology. By comparison, a tester rarely knows much about the internal design and implementation of an autonomous driving system during black-box testing.

Details: Jointly founded by logistics service provider Shiqiao Group and tech giant Baidu in late 2020, the two-year-old firm is now valued at RMB 3 billion by the latest fundraising round, which was led by Qiming, Chinese tech media outlet QbitAI reported, citing company insiders.

• Other investors include Lenovo Capital, an investment arm of the namesake tech titan, and Vlight Capital, an early backer of EV maker Nio, according to an announcement (in Chinese) on DeepWay’s public WeChat account.
• DeepWay said that the “body-in-white,” as automakers call a car’s basic skeleton, of its first truck model, had rolled off the assembly line at its factory in the eastern city of Yancheng in July.
• Small-scale delivery is scheduled for December. The company is targeting sales of 1,000 roborigs next year, when the vehicles will be capable of driving themselves on Chinese highways with a safety driver behind the wheel.

Context: Several autonomous truck companies have gotten off the starting grid early in the self-driving race in China, but the progress towards fully autonomous freight driving has been slow.

• Nasdaq-listed TuSimple reported a $732.7 million annual loss and $6.3 million in revenue in 2021 with the departure of a longtime executive and delayed production of commercial trucks at full driverless Level 4 operation from 2024 to 2025. The firm is reportedly in talks with Geely to sell its China division.
• JD and Meituan-backed Inceptio said in March that it raised $188 million in a Series B+ co-led by Sequoia Capital China and Legend Capital, another of Lenovo’s venture capital arms. The company claimed its self-driving trucks with a human operator traveled 2 million kilometers (1.24 million miles) on public roads in 18 months as of April.

CATL and BYD are facing the prospect of cutting electric vehicle battery production after authorities in China’s southwestern province of Sichuan extended the power cuts from six days to 11 days, local media reported.

Why it matters: The extended duration of electricity outages has forced multiple Chinese auto firms to idle production for a week and sparked concerns about worsening supply-chain disruptions to the industry following the country’s strict Covid-19 control measures.

Battery production taking a hit: On Aug.20, Sichuan province extended its six-day power cuts by five days and ordered all factories to remain shuttered until this Thursday, according to a notice issued by the provincial government and obtained by financial media outlet Yicai.

• Tesla’s supplier CATL has a production facility in Yibin, Sichuan, which currently produces 30 gigawatt-hours (GWh) of batteries annually. The city still faces an electricity supply crunch with no likelihood of local factories resuming operations in the coming days, Chinese media outlet Caixin reported on Aug. 21, citing people with knowledge of the matter.
• Manufacturers from several districts in the neighboring Chongqing municipality, where BYD has a battery plant with an annual production capacity of 35 GWh, are being forced to slow assembly lines or completely halt production on the back of extended power cuts. The Chinese auto major develops and builds batteries mainly for its vehicles at the facility.
• BYD has turned to Shaanxi authorities for help, after the latter sent a letter to their Chongqing counterparts last Thursday requesting Sichuan to prioritize electricity supply for the battery maker’s local facilities, the Caixin report said. The Shenzhen-based automaker has a regional headquarters in Shaanxi.

LCD production also taking a hit: Sichuan’s expansion of power cuts will also lead to a 20% decrease in large-sized LCD production for TVs worldwide, Li Yaqin, an analyst from Sigmaintell, told Yicai. 

• Li said that the extended 11-day power cut has had a notable impact on this industry. Production is estimated to decrease by 45,000 LCD base plates, based on production lines at BOE and BHK both being affected. 
• Production of widely used LCD screens will take a larger hit than OLED, which is mainly used in smartphones. As Chongqing, a municipality next to Sichuan, follows suit by limiting power supply, conditions for the industry are expected to worsen due to BHK’s LCD production line. According to Li, that 20% estimate may even be conservative. However, the analyst also highlighted the positive side of this issue, saying that the power cuts would help to clear factories’ inventory and stabilize prices.

Context: Sichuan’s weeks-long power restrictions have had a spill-over impact on the Chinese auto industry, with Tesla and Volkswagen’s partner SAIC having difficulties getting enough supply from local parts makers. Sichuan-based automakers Changan and Seres have also idled production facilities since Aug. 15.

Ward Zhou contributed to the reporting of this story.

Tesla and Chinese automaker SAIC are turning to the Shanghai government to help with new supply chain disruptions after Sichuan province cut down power supply for six days to cope with severe heatwaves, Chinese media outlets reported on Friday. The southwest province of Sichuan is home to many auto parts makers. 

The power restrictions in Sichuan and Chongqing have also forced Tesla, Nio, and Xpeng to temporarily close multiple charging and swapping stations in the region, Chinese media outlet Jiemian reported, citing feedback from car owners.

Why it matters: Automakers in China were already reeling from an industry-wide chip shortage and surging battery material prices exacerbated by the country’s Covid restrictions and the Russia-Ukraine conflict. The worsening situation in auto parts’ supply chain could force them to scale back further production in the country, a major growth market for electric vehicles.

Details: In a widely circulated letter to Sichuan provincial government, Shanghai authorities asked Sichuan to ensure basic electricity demand to 16 local parts makers. On Monday, the provincial government of Sichuan began rationing electricity supply and asked factories to shut down for six days as unprecedented hot summer weather surged the region’s electricity demand.

• A government representative confirmed the Shanghai authority’s letter to the Chinese financial media outlet Caixin on Thursday. According to the letter, Tesla and SAIC said they are facing challenges in getting enough supply of car components, as some of their suppliers in Sichuan have reduced production due to the power cut. 
• Only one auto supplier, Chengdu Yinli Car Parts, was named in the letter. The supplier makes aluminum wheel and vehicle body components for automakers such as SAIC-GM, a joint venture between the state-owned manufacturer and General Motors.
• State-owned automaker Changan and Seres, a small automaker and partner of Chinese tech giant Huawei, are also being hit by the sudden cut. The two companies have halted production at their facilities in the southwestern municipality of Chongqing, which borders Sichuan.
• On Tuesday, Changchun Engley Automobile, a Shanghai-listed car body panel manufacturer, told investors that its Chengdu factory had received notice of the power cut by Sichuan regulators. According to its website, the company’s clients include Volkswagen, BMW, Nio, and Xpeng Motors.
•  Toyota and Chinese EV battery giant CATL have suspended operations in the province.

Pindudouo is reportedly planning to launch a cross-border platform designed to connect Chinese and overseas suppliers with global customers as the Chinese e-commerce giant expands its approach to take on rival Shein.

Why it matters: The move highlights a growing trend of Chinese technology companies considering going global, partly accelerated by China’s regulatory crackdown on the tech sector as well as intense competition and weakening consumption in the domestic market.

Details: Pinduoduo is currently seeking sellers for its new cross-border online marketplace, which the company aims to make available first in the US in September, Chinese media outlet LatePost reported on Wednesday, citing people familiar with the matter.

• The online retailer is offering registration and referral fee waivers for small and medium-sized merchants in a bid to attract them to sell on its platform, the report said. It is also providing various fulfillment services such as picking products, packing orders, and arranging shipments once the goods are transported to its warehouses in China.
• Aiming to differentiate itself from Shein, which primarily focuses on fast fashion, beauty, and lifestyle products, Pinduoduo’s new platform will be more of a general marketplace for low-priced household products and other daily necessities, where the company has experience and a competitive advantage.
• Pinduoduo has set up a team of 80 employees in the southern city of Panyu, where Shein is headquartered, and chief operating officer Gu Pingping is leading the project, according to the report.
• Pinduoduo did not respond to TechNode’s request for comment on Thursday. 

Context: Shein’s success selling clothing products at super-cheap prices has prompted more Chinese tech firms to follow its model, while existing major players are ratcheting up efforts to maintain their lead in the market.

• Alibaba was considering the expansion of its Southeast Asian arm, Lazada, into the European market to boost overseas growth, Reuters reported in April.
• JD.com partnered with Canadian e-commerce company Shopify in January to allow Chinese merchants to sell products to consumers on the latter’s platform, TechCrunch reported.
• TikTok parent company Bytedance launched a standalone shopping app called “Fanno” late last year in several European countries, including France, Germany, and Britain, SCMP reported.
• Driven by interest in its summer sales, Shein became the most downloaded e-commerce app in the US with 6.8 million downloads during the second quarter of 2022, surpassing those of Amazon for the first time.
• Pinduoduo’s active buyer accounts increased 10% to 868.7 million last year, lower than analysts’ expectations of 883.3 million, according to a Bloomberg report.

Chinese ride-hailing service Xiangdao Chuxing announced on Monday that it has raised more than $150 million in Series B from investors, including self-driving car startup Momenta, and said it plans to prepare for a potential initial public offering.

Why it matters: The deal marks the latest example of a partnership between a self-driving vehicle developer and a ride-hailing company.

Details: Xiangdao said it raised more than RMB 1 billion ($150 million) in a funding round, with participation from SAIC, China’s biggest automaker and Volkswagen’s Chinese partner, self-driving car company Momenta, and private equity firm Gaoxing Investment. Xiangdao is valued at $1 billion.

• Xiangdao plans to use the proceeds in various ways, including expanding an autonomous taxi-hailing fleet co-operated with Momenta and also backed by SAIC, among other investors.
• The companies began offering robotaxi services with 40 self-driving cars in limited areas in Shanghai and the nearby city of Suzhou in late 2021 and plan to expand the fleet to 200 vehicles by the end of the year.
• Formerly a wholly owned subsidiary of SAIC, Xiangdao will consider selling shares publicly “when the time is right,” according to an announcement (in Chinese) published Monday.
• Gaoxing Investment has ties with Alibaba, with its executive director Zhou Haijing being the legal representative of three Chinese firms owned entirely by Amap, Alibaba’s online mapping service, according to the Chinese corporate database portal Tianyancha.

Context: Xiangdao was founded by SAIC in Shanghai in 2018 and later raised RMB 300 million in Series A from external investors, including Alibaba and battery giant CATL in December 2020.

• The ride-hailing company said it has a base of 30 million personal users and 2,200 business clients from more than 150 domestic cities as of last year, but did not reveal its ride volume figures.
• Other Chinese ride-hailing firms exploring IPOs include T3, a three-year-old company launched by automakers FAW, Dongfeng, and Changan, as well as Geely’s subsidiary Cao Cao, which partners with self-driving unicorn Pony.ai, and OnTime, backed by GAC and WeRide.

General Motors’ minicar joint venture in China, SAIC-GM-Wuling (SGMW), has launched Air EV, a fully electric, entry-level car in Indonesia. The automaker hopes to expand its footprint outside China amid strong global demand for electric vehicles.

Why it matters: The Air EV is the company’s first electric vehicle launched outside China and built on Global Small Electric Vehicle, a dedicated EV platform for global markets. The automaker expects to play a role in a market dominated by Japanese auto majors.

Details: Launched at this year’s Indonesia International Auto Show on Thursday, the Air EV comes in two battery pack options – 17.3 kilowatt per hour (kWh) and 26.7 kWh – delivering a driving range of about 200 and 300 kilometers, respectively.

• The automaker includes an in-car voice assistant and priced the minicar in the range of Rp 238 million ($16,162) to Rp 295 million ($20,033), targeting the country’s middle-class looking for a second vehicle.
• Wuling claims it has received “several thousand” pre-bookings for the affordable minicar, with plans to roll out the vehicle to more overseas markets such as India and Egypt. The automaker also made Wuling Mini EV, China’s top-selling EV model last year. 

Context: On July 6, Wuling announced plans to launch the Air EV in India. The automaker plans to export parts and assemble them at a manufacturing plant of MC Motor India, a subsidiary of Chinese automaker SAIC Motor.

• SAIC was China’s biggest car exporter in 2021, recording sales of nearly 700,000 vehicles abroad last year. SGMW took almost 20% of the total volume, covering over 40 overseas countries.
• Indonesian car sales grew 66.7% in a year to roughly 887,000 vehicles last year. Japanese automakers, including Toyota, Mitsubishi, and Honda, dominated the market with a combined share of around 95%, according to figures compiled by Statista, a market and consumer data provider.

BYD has started supplying electric vehicle batteries to Tesla’s factory in Germany, Chinese media outlet Sina Tech reported on Wednesday.

Why it matters: This is the latest development in the partnership between Tesla and BYD, two of the world’s biggest EV makers. It comes two months after a BYD executive confirmed to state broadcaster CGTN that the Chinese manufacturer would supply batteries to Tesla “very soon.”

Details: For the first time, BYD begins supplying its “blade battery” to Tesla’s gigafactory in Berlin, with the first batch of Model Y vehicles with BYD batteries expected to roll off assembly lines by early September, Sina Tech reported, citing people familiar with the matter.

• It is unknown whether Tesla plans to equip its EVs with BYD batteries at its Shanghai facility, the sources said. Tesla and BYD did not respond to TechNode’s request for comment.
• BYD’s blade battery comes with a lithium-ion phosphate (LFP) makeup and boasts better thermal stability and stronger resistance to collisions than lithium-ion batteries that use cobalt or nickel and which enable longer range but at a higher cost.

Context: A growing number of Chinese automakers are preferring LFP battery chemistry to traditional cobalt- and nickel-based batteries due to lower costs, better safety, and improving energy density, a trend analysts expect to accelerate globally.

• During an online media briefing on Wednesday, UBS analyst Paul Gong said that the Swiss investment bank expects LFP batteries to capture more than 40% of the global EV battery market by 2030, an increase from its previous estimate of 25%.
• The blade battery cells cost $136 per kilowatt-hour (kWh), at the same level as that of Panasonic’s lithium-ion cells with nickel-cobalt-aluminum (NCA) cathode chemistry and lower than the $142 kWh of the cobalt-based batteries sourced from LG Energy Solution, according to Gong.
• However, CATL’s LFP battery cells for Tesla’s Model 3 are currently more competitive cost-wise than its rivals’ offerings at $131 per kWh, Gong added, as per the recent teardown results of CATL and BYD battery packs presented by UBS.
• Tesla has been sourcing nickel-manganese-cobalt (NMC) batteries from CATL for its China-made vehicles to date, while Panasonic and LG Energy Solution are major battery suppliers to Tesla globally.
• BYD sold the equivalent of 7.9 gigawatt-hours (GWh) of batteries in the first half of this year, surging 206% year-on-year and taking an 11.8% share of the global EV battery market, according to figures compiled by the South Korean industry tracker SNE Research. CATL is the dominant player with a 34.8% market share, followed by LG’s 14.4%.

On Monday, Chinese officials published a set of draft rules that will allow self-driving companies to offer rides and charge fees for fully autonomous vehicles (AVs). The move is part of the country’s ongoing efforts to become a global leader in artificial intelligence. The same day, Baidu announced it was to launch a fully driverless robotaxi service in two major Chinese cities.

Why it matters: The release of China’s first guidelines for commercial robotaxi services could establish a state framework for the rollout of self-driving technology and increase the number of AVs on Chinese roads.

Details: Published by the Ministry of Transport on Monday, the draft regulation said that authorities would “encourage the deployment of autonomous buses on limited access highways, as well as allow paid taxi-hailing services using self-driving cars for low-traffic, controllable scenarios” (our translation).

• The government did not outline detailed criteria for the environmental conditions under which an automated vehicle is designed to operate but said that driving routes must be selected to avoid highly populated sites such as schools and supermarkets.
• Also, the rules emphasized that robotaxi companies must deploy their automated vehicles with drivers based on different levels of vehicle automation. The rules stipulated L3 and L4 level cars need a human operator, while L5 (fully automated cars) cars need either a remote driver or an in-car safety driver. The rules also asked all cars to suspend operations in adverse weather conditions.
• In addition, the companies are obliged to record and share with the government the data logs generated by cars and drivers at least 90 seconds before and 30 seconds after any self-driving malfunctions. These logs must include in-car video footage and pictures of the surrounding environment.
• The draft will be open to public feedback until Sep. 7.

Context: China first began allowing autonomous driving road tests on designated streets in April 2018 and then expanded the testing scope to general highways in early 2021. 

• Several major cities, including Beijing, Shanghai, and Guangzhou have greenlighted self-driving car tests for passenger transport services over the past several years.
• Earlier this month, the city government of Shenzhen also passed new legislation that addresses the liability issues in accidents involving cars with self-driving capabilities.
• The central city of Wuhan and the southwestern municipality of Chongqing are the latest Chinese megacities to take a significant step towards the driverless car era, recently allowing Baidu to charge fees for rides using its driverless vehicles.

In 2021, Chinese automakers sold more than 1.85 million units in the overseas market, hitting a significant milestone just two decades after China joined the World Trade Organization in 2001.

Beijing’s efforts to make China an auto superpower and the long-term strategy of betting on electric vehicles are starting to pay off. China made up almost 60% of the electric vehicles exported globally in 2021, with the annual shipment of passenger EVs nearly tripling to more than 310,000 units. Analysts expect this momentum to continue, with China on course to surpass Germany as the world’s second-biggest exporter of automobiles by volume this year, just behind Japan.

However, with European and American automakers catching up to China’s success in an increasingly crowded EV field, convincing global consumers to buy China-made vehicles continues to be an uphill battle. Chinese manufacturers, known for churning out cheap, humble cars for developing regions, are struggling to move upscale and compete head-to-head against long-established European car giants for a share of the premium segment in the latter’s home market.

A look at a few carmakers that have been ushering in a wave of EV adoption in China gives a sense of how the global auto landscape might be transformed in the next couple of years. As the world, particularly Europe, reaches a critical period in its energy transition, the localization of an entire EV industrial value chain will be vital for Chinese carmakers to become a global force that upends existing significant players, according to analysts.

State-owned manufacturers

State-owned brands SAIC and Chery are China’s most significant car exporters, with the pair jointly accounting for nearly half of the country’s vehicle sales to overseas markets in 2021.

Morris Garages (MG), the iconic British car brand acquired by SAIC in 2008, is currently the most significant contributor to SAIC’s success. Birmingham-based MG booked sales of over 470,000 vehicles globally last year, at least 10% of which were delivered in Europe.

Another SAIC’s sub-brand, Wuling, is also increasingly gaining popularity globally. Wuling produced the top-selling EV model in China last year, the Hongguang Mini EV. Wuling’s overseas shipments reached an all-time high of 146,000 vehicles to over 40 nations in 2021.

Anhui-based Chery is one of several Chinese carmakers that made early moves to explore global markets, exporting 10 sedans to Syria back in 2001, when China was just about to join the World Trade Organization. Having established a presence in more than 80 countries with 10 manufacturing plants and 1,500 dealership stores, the country’s top passenger car exporter mainly operates in Brazil and Russia, with sales of over 37,000 and 40,000 vehicles, respectively in the two countries last year.

Chery is also the Chinese manufacturing partner of Jaguar and Land Rover. It has plans to expand its reach in Europe and the US by selling its own-branded vehicles in the two regions, chairman Yin Tongyue said in May 2020. Although few details related to this move have been revealed thus far, the company expects its car exports to nearly double to 500,000 vehicles by 2025.

Private auto giants

Great Wall Motor and Geely are the only two homegrown private automakers in China who ranked in the top 10 by export volume in 2021, with shipments of over 143,000 and 115,000 vehicles overseas, respectively. The two automakers are pioneers of Chinese assemblers’ overseas expansion in the era of gasoline-powered cars. They have been expanding their sales networks and manufacturing presence abroad significantly in the last two years, focusing on Europe and countries connected to China’s Belt and Road Initiative.

One of China’s top-selling SUV manufacturers, Baoding-based Great Wall Motor, posted significant growth overseas last year, with shipment volume rising 104% from 2020 and accounting for about 11% of the firm’s total sales, a result of its accelerating push into overseas markets. The Chinese automaker sped past several milestones in 2021 amid a rush of positive news, such as the acquisition of a former Daimler plant in Brazil last August, followed by the launch of its regional headquarters in Munich, Germany three months later.

Great Wall also saw its second overseas plant begin operations in Rayong, Thailand, in June 2021 with a capacity to build 80,000 vehicles annually, two years after the automaker started production of its popular Haval-branded crossovers locally in Russia. The company is on track to launch an electric compact car under its Ora marque, which targets young female buyers, and a plug-in hybrid SUV under its premium EV brand WEY in Europe this year, Reuters reported last September.

The export volume of Geely’s domestic plants increased by 58% year-on-year and accounted for 8.6% of its annual sales in 2021, compared with a growth rate of 25% and a 5.5% share of total sales in 2020. The company’s footprint now covers 28 countries, with entries into Laos, Egypt, and three other states last year.

Like SAIC, the Zhejiang-based automaker expanded in Europe through partnerships with locally-based players, launching a car brand called Lynk & Co in late 2016 and forming a joint venture with subsidiary Volvo to sell the vehicles globally a year later. Reporting deliveries of 25,167 Lynk-branded vehicles overseas in 18 months as of June, the automaker operates eight retail stores in Germany, Italy, Belgium, Sweden, and the Netherlands, with plans to enter France and Spain this year.

Rising EV upstarts

Chinese EV upstarts Nio and Xpeng are still a long way from catching up in overseas sales with traditional Chinese auto giants, but they have pioneered new approaches to going global. For example, the Chinese EV startups are opening direct stores and service centers in European countries to build a strong brand image with quality service, something that has never been done before by a Chinese car brand on the continent.

Located at Oslo’s center of commerce and culture and opening to the public last October, Nio’s first showroom in Norway is as much planting of the company’s flag as an entry into the European market. Called Nio Houses, the two-story, 2,100-square-meter location is not only built for potential customers, but also serves a range of functions with a café, a library, and a living room for car owners on site, hoping to win over wealthy local customers.

So far, the eight-year-old EV maker is seemingly on the right track with deliveries of 327 ES8 crossovers, priced above NOK 609,000 (around $69,300), in Norway in the first four months of this year, which means the brand has already surpassed last year’s total of roughly 200 cars. The company also has plans to enter Germany, the Netherlands, Sweden, and Denmark with the same strategy later this year and to expand its footprint to 25 countries by 2025.

Xpeng has also aggressively pushed ahead in Europe’s booming EV market and currently operates three flagship showrooms – located in Denmark, Sweden, and the Netherlands – in addition to selling vehicles through local car dealerships in Norway since December 2020. The company delivered 486 units of its P7 sedan and G3 sports utility vehicle in Europe last year, while that number reached 426 units for the first four months of this year.

However, multiple supply chain disruptions, including semiconductor shortages and soaring battery material costs, are hitting the company’s growth trajectory. The Alibaba-backed EV maker stopped taking orders for its mainstream P5 sedan in Europe in late June, citing supply chain issues.

Conclusion

The world’s transition to clean energy and carbon neutrality – and China’s head start in EV production –  has opened up new opportunities for Chinese carmakers to become globally competitive players in electric mobility. European Union countries reached a deal in June to completely phase out internal-combustion vehicles by 2035, a target that Japan and Canada have also set; the timetable for the UK is 2030.

Experts have urged Chinese automakers to invest more to build their own supply chain networks overseas along with parts suppliers and, therefore, better leverage their technology and expertise globally, rather than just offering direct exports.

There is no easy route to performing successfully on the global stage, but it would be wise to seize the chance when it comes – and China’s EV makers seem well poised to do so. 

On Tuesday, the self-driving car startup Pony.ai announced that it partnered with ride-hailing company Caocao to provide robotaxi services in Beijing.

Why it matters: Autonomous driving is still a long way from commercialization. The deployment of autonomous vehicles on a familiar ride-hailing app might help Pony.ai get closer to making money from its pilot projects.  

Details: Starting from Wednesday, public passengers will have the option to choose Pony.ai’s custom-made test models of robotaxi from the Caocao app on their phones. However, the robotaxis fleet of 30 or so will be restricted to a designated area in southern Beijing. A safety driver behind the wheel is not required, but each car will have a monitor in a passenger seat.

• There is an RMB 18 ($2.67) base fare for all rides, and longer routes will cost RMB 3 per kilometer beyond three kilometers during rush hours and RMB 2.6 during off-peak hours. By comparison, local ride-hailing services usually have a base fare of RMB 14 per ride and RMB 1.8 per kilometer over three kilometers.

Context: In April, Pony.ai and Baidu received permits from the Beijing city authorities to offer driverless rides in an area of 60 square kilometers (23 square miles) in the city’s southeast Yizhuang district. The local government allowed the two companies to charge fares last November.

• Backed by big automakers Toyota and FAW, Pony.ai has been operating a robotaxi pilot project commercially on the outskirts of Guangzhou since May and has partnered with T3, an emerging rival to Didi, as well as Ontime, a ride-hailing service of Chinese automaker GAC.
• Last August, Chinese tech giant Baidu launched its proprietary autonomous ride-hailing platform called Apollo Go, also known as “Luobo Kuaipao” in Chinese. The company completed over 196,000 trips during the first three months of this year. Baidu has launched commercial operations of robotaxis in three domestic cities, including Beijing and the southwestern municipality of Chongqing.
• Rival WeRide also collaborated with GAC for a commercial launch for customers of Ontime in Guangzhou this year, while self-driving unicorn Momenta is piloting a non-commercial fleet of 60 robocars for ride-hailing with SAIC in Shanghai and the nearby city of Suzhou. ByteDance and Meituan-backed Qcraft also deploy a few dozen autonomous vehicles with T3 for free in Suzhou.

Chinese electric vehicle makers Aion, Hozon, and Leapmotor, reported record deliveries in July, overshadowing the numbers reported by leading players Nio, Xpeng Motors, and Li Auto as the landscape in the world’s biggest EV market continues to evolve.

Why it matters: Nio, Xpeng Motors, and Li Auto are facing increased competition. Traditional brands and new challengers have recently introduced an avalanche of lower-priced models to the market thanks to improving battery technologies, vastly expanding consumer options.

Details: Aion, the EV arm of Chinese state-owned automaker GAC Group, saw monthly deliveries surge about 138% year-on-year to 25,033 vehicles in July, meaning the firm has put roughly 125,000 cars into customers’ hands through the first seven months of the year. GAC, Toyota’s manufacturing partner in China, has a broad EV portfolio under the Aion marque with a price range between RMB 163,800 and RMB 469,600 ($24,218 to $69,430).  

• EV startups Hozon and Leapmotor followed suit, reporting triple-digit yearly growth with July deliveries of 14,037 and 12,044 vehicles, respectively. Zhejiang-based Hozon attributed its growth to increased production capacity.
• Meanwhile, Xpeng, Li Auto, and Nio lost their lead in the Chinese EV market, delivering 11,524, 10,422, and 10,052 vehicles to customers in July, respectively, with all three brands seeing a decrease of more than 20% month-on-month. Nio’s chief executive William Li said on July 31 that the company reduced production of “several thousand units” last month due to parts shortages.
• Seres, Huawei’s manufacturing partner and formerly known as Sokon, posted sales figures of 7,807, while Geely’s premium EV brand Zeekr claimed it sold 5,022 vehicles last month.
• Chinese auto majors such as BYD and Great Wall Motor have yet to release their July sales numbers.

READ MORE: BYD records over 162,000 deliveries in July

Context: Nio, Xpeng, and Li Auto are also expanding their product range in a fight to keep their lead positions.

• Nio plans to diversify its offerings by mulling a separate sub-brand targeting cheaper price points. The company is also on track to roll out a separate mainstream brand codenamed the Alps in 2024.
• Li Auto has already launched a full-size crossover, the L9, with delivery scheduled for this August, and plans to release its first medium-sized, lower-priced vehicle model in 2023. 
• Xpeng said it will soon begin taking pre-orders for its first premium sports utility vehicle, the G9, this month and launch three new models by 2025.

Chinese electric vehicle battery supplier Gotion High-Tech made its debut on the Swiss stock exchange on Thursday, wrapping up a listing that brings it closer to European investors and will supply a $685 million war chest to fund its global expansion.

Why it matters: The deal is the biggest offering of global depositary receipts (GDRs) by a Chinese company on the Zurich-based exchange since mid-2019, when China and Switzerland began implementing a stock connect scheme that allows companies traded in Shanghai and Shenzhen to list on the Swiss exchange.

Details: Gotion, a battery maker in which Volkswagen is the largest shareholder, raised $685 million in its overseas listing ahead of the start of trading in Switzerland on Thursday, selling 22.83 million GDRs at $30 each.

• Each GDR represents five mainland China stocks, known as “A-shares.” The company’s newly listed Swiss shares closed flat on Thursday, representing a discount of about 2.9% against the most recent closing level for its Shenzhen-listed depositary receipts.
• Cai Yi, a senior vice president of Gotion, said on Thursday that the company will expand its global footprint in battery production and raw material supply chain and has set a goal of building up 300 gigawatt-hours (GWh) of battery capacity by 2025.
• The Chinese battery maker currently operates eight research facilities and more than 10 production sites in countries such as the US and Germany while providing technical support for Volkswagen in building its second battery factory in Europe.

Context: Gotion sold the equivalent of 4.2 GWh of batteries in the first five months of this year, giving it a 2.7% market share in the global EV battery market, according to figures compiled by South Korean industry tracker SNE Research.

• By comparison, Chinese battery giant CATL sold 53.3 GWh of batteries with a 33.9% share over the same period, followed by LG Energy Solution and BYD with sales of 22.6 and 19 GWh of batteries, respectively.
• Three other Chinese companies listed on the Swiss stock exchange alongside Gotion on Thursday, including battery recycling giant GEM, lithium-ion battery material maker Ningbo Shanshan, and building material manufacturer Keda Industrial.

Chinese automaker BYD and other manufacturers are asking workers in Shenzhen facilities to work and live in the workplace until the end of this month, as the southern Chinese city sees new outbreaks of the omicron variant, local media reported. Chinese companies often keep employees in the so-called closed-loop system so they can produce even in cases of regional lockdowns. 

Why it matters: It remains to be seen whether the latest wave of the Covid-19 pandemic will again strain automakers in China, but this news shows the continued impact of Covid control measures on auto supply chains.

Details: BYD is one of the dozens of companies operating its Shenzhen factories under a closed-loop system that requires employees not to leave the plants for one week starting on July 24, financial media outlet Yicai reported on Monday (in Chinese).

• Workers are confined in their workplace and must take one nucleic acid test daily. A BYD spokesperson told Chinese media Yicai on Tuesday that production is unaffected by the current outbreak.
• BYD produces two popular electric vehicle models in Shenzhen, the Han sedan and Tang crossover, with a monthly capacity of around 30,000 vehicles. The car giant also has manufacturing sites in multiple cities, such as Changsha and Hefei, and projects its annual capacity to be more than 3 million vehicles this year.

Context: Other large tech companies in Shenzhen are doing the “closed-loop” system, including Huawei, ZTE, and drone maker DJI. Foxconn, a manufacturing partner of brands like Apple and Samsung, said that its Shenzhen facilities are under “normal” operation, Reuters reported on Tuesday.

• BYD’s Shenzhen plants also stayed in a closed loop system for about a week in March, when China’s technology hub went into a two-week lockdown to contain the spread of Covid-19 infection. Shenzhen recorded 21 new Covid infections on July 24, including 13 asymptomatic cases.

China’s year-long, once seemingly never-ending investigation into Didi finally reached a conclusion on Thursday, with authorities imposing a massive fine equivalent to $1.2 billion on the ride-hailing giant over alleged violations in cybersecurity, data security, and personal information protection.

The RMB 8.02 billion ($1.19 billion) penalty, which was set at 4% of Didi’s 2021 revenues, comes as Chinese policymakers have reportedly been mulling over whether to call an end to their crackdown on the country’s technology sector in the face of the country’s slowing economy.

While Didi will now be looking to move past the year-long investigation, the Chinese mobility behemoth will have to be much more cautious about how it operates and how it deals with regulators going forward. On Thursday, the country’s internet watchdog issued unusually harsh criticism, calling Didi’s breach of data privacy and national security rules “a serious offense with negative influences.” The company said later that day that it will continue carrying out a comprehensive rectification of its operations, without giving a timeframe.

Although the fine itself won’t hurt too much in Didi’s finances, the probe is undoubtedly another landmark case for the Chinese tech sector following Beijing’s antitrust crackdown on Alibaba a year ago. So how did we get here? Below is a look back at the bumpy road that Didi has traveled over the past 12 months.

June 30, 2021 – Didi goes public in the US

• Didi raised $4.4 billion in its long-overdue initial public offering on the New York stock exchange last June, making it the biggest IPO from a Chinese company on a US exchange since Alibaba’s in 2014.
• Didi filed for a share listing on June 10, 2021, roughly around the same time that China’s market regulator reportedly opened an antitrust probe into the company. Didi had described reports of such a move as “unsubstantiated speculation.”

July 2, 2021 – Beijing officially launches an investigation into Didi

• Didi’s fortunes took a startling turn just days after its mega IPO when the Cyberspace Administration of China (CAC) announced it had launched an investigation into the company over alleged illegal use and collection of users’ data.
• The review was aimed at addressing “national security risks” as the government sees Didi’s mobility and traffic data as key to such concerns. This was followed by a ban on Didi’s mobile services from Chinese app stores on July 4, 2021.

July 6, 2021 – US shareholders sue Didi

• Didi faced two shareholder lawsuits in the US alleging that the company failed to properly disclose information that it was in talks with Chinese regulators over cybersecurity compliance issues ahead of its IPO. Multiple law firms also sought to bring additional class-action litigation against Didi, SCMP reported.
• Didi told Reuters that prior to its US listing it was unaware that China’s cyberspace watchdog would open a probe and suspend app downloads. A few days later, Beijing announced that seven central government departments had started an on-site inspection of the ride-hailer.

August 9, 2021 – SoftBank scales back China investment

• During SoftBank’s 2021 second-quarter results presentation, founder Masayoshi Son said that he would take a “wait-and-see” approach until the impact of regulatory action against Chinese tech firms became clearer. SoftBank’s Vision Fund was Didi’s biggest shareholder, holding around 20% of its equity ownership.

September 3, 2021 – Speculation is rife over probe’s end goal

• The cybersecurity review triggered a wave of speculation regarding possible resolutions to Didi’s regulatory crisis. On Sept. 3, 2021, Bloomberg reported that Beijing’s municipal government planned to wind up with a controlling stake in the ride-hailing giant. A few days later, Reuters reported that Didi’s president Jean Liu would leave the company in a few weeks. Didi denied both reports.

December 2, 2021 – Didi prepares to quit New York

• Didi announced that it had been in preparation to delist from the New York stock exchange while pursuing a new listing in Hong Kong, a move reportedly requested by Chinese regulators who feared the leaking of sensitive data to US authorities.

March 11, 2022 – Regulators put the brakes on Hong Kong listing plan

• In March, Didi suspended its preparations for trading shares in Hong Kong, a move initially slated for as early as this summer, after being informed by Chinese regulators that their proposals to comply with cybersecurity and data rules failed to meet requirements, Bloomberg reported.

June 11, 2022 – Didi delists from NYSE

• Didi delisted in the US on June 13, 2022, a few days after filing paperwork with the US regulators and garnering support from most shareholders. They were left with little choice, as the company had told them that it had to do so before it could achieve a settlement with Chinese authorities.

July 21, 2022 – Didi fined for$1.2 billion 

• Hitting the ride-hailing titan with a massive $1.2 billion fine on Thursday, cybersecurity regulator the Cyberspace Administration of China said that the company had unlawfully collected vast troves of user data since June 2015. Didi also posed a serious threat to national security in the way it processed data, the CAC said. Didi’s CEO Cheng Wei and President Jean Liu were each fined RMB 1 million as part of the reprimand.

Chinese electric car maker Li Auto is under scrutiny over quality issues after a Chinese state media outlet reported over the weekend that a new L9 model broke its suspension during a test drive.

Li Auto announced on Monday that it has expanded its warranty terms to guarantee free repairs to the suspension parts on all L9 vehicles. 

Why it matters: The incident could potentially hurt the brand’s public image and impact sales of L9, its highly-anticipated electric crossover.

• China’s state media CNR published on July 17 a report showing a picture of Li Auto’s L9 vehicles with a locked-up front wheel, reportedly caused by suspension problems.  

Details: Li Auto confirmed on Monday to Chinese media that a spring buffer part on one front wheel of an L9 became faulty after it drove over a pothole of 20 centimeters (7.9 inches) at the speed of 90 kilometers per hour (56 mph) in the southwestern municipality of Chongqing a day earlier. The automaker didn’t clarify whether the 20-centimeter refers to the width or the depth of the hole.

• However, A Li Auto spokeswoman told Chinese media Jiemian that the faulty component involved in the accident was only used on trial vehicles, citing supply issues as the reason for its use and that the buffers on mass-produced L9 vehicles will be 2.5 times stronger and able to deal with collisions at higher speeds.

• The response was followed by an announcement on Monday that the electric vehicle maker decided to extend the warranty on air spring parts to eight years or 160,000 km (99,419 miles) from the previous five years or 100,000 km.

Context: Li Auto launched the six-seater L9 plug-in hybrid SUV on June 22, with the seven-year-old automaker claiming it provides a state-of-the-art experience to drivers at less than half the price of German-made luxury cars.

• The company later announced that pre-orders for the SUV, its second production model, had exceeded 30,000 in the first three days following the launch. Delivery is scheduled to begin in August.

Chinese automaker BYD reported an estimated profit between RMB 2.8 billion to RMB 3.6 billion ($410 million to $530 million) in the first half of 2022 on Thursday, with the potential to beat last year’s total profit of RMB 3.04 billion. The results pushed the company’s share prices up 3.89% on the Hong Kong stock exchange on Friday.

Why it matters: The performance of BYD contrasted sharply with many other traditional Chinese automakers, which reported significant drops in profit, reflecting BYD’s ability to navigate the ongoing supply-chain challenges and an economic downturn. 

Details: BYD’s estimated figures of net profit in the first half more than doubled from last year’s RMB 1.17 billion. The company attributed these numbers to strong electric vehicle sales, according to a Thursday statement (in Chinese).

• The estimate suggests that the company could post a better-than-expected profit of at least RMB 1.99 billion for the second quarter of this year, analysts at Goldman Sachs said in a note, as the investment bank maintained BYD on its Conviction Buy list, Chinese media outlet Sina Finance reported Friday.
• Basic earnings per share would be between RMB 0.96 to RMB1.24, compared with RMB 0.41 for the same period last year. BYD may further improve its margins in the near future as raw material prices decline from recent highs, state-owned media agency Yicai reported Friday, citing a company representative.
• On Thursday, BYD peers JAC Group and BluePark New Energy Technology, BAIC’s electric unit, expected net losses of the first half to be around RMB 700 million and at least RMB 1.8 billion, respectively. The automakers blamed these lackluster numbers on Covid lockdowns, auto chip shortages, and surging battery prices.
• Huawei’s manufacturing partner Chongqing Sokon Industry Group posted an estimated loss of between RMB 1.6 to RMB1.76 billion for the first six months of this year, compared with RMB 481 million for the same period in 2021, as the company ramps up its EV development efforts.

Context: This rally by Shenzhen-based BYD put its market value at about $133.2 billion on Friday, maintaining its position as the world‘s third-biggest automaker during the month, although some analysts now view it as greatly overvalued.

• BYD’s market valuation is over-optimistic, GF Securities analysts wrote in a July 7 report, adding that the company’s in-house supply chain could lower its operational efficiency while ensuring the supply of key components.
• The brokerage also worries about the future profitability of BYD’s EV battery business, as its efforts to challenge CATL could lower its prices to gain market share, financial media outlet Caixin reported (in Chinese).
• The Warren Buffett-backed automaker posted a record sales volume of 641,350 EVs for the first half of 2022. It also sold the equivalent of 19 gigawatt-hours (GWh) of batteries as of May this year, closely following second-placed LG Energy Solution but falling far behind first-placed CATL, according to figures from Seoul-based SNE Research.

A Tesla service center in the eastern Chinese city of Suzhou was temporarily shut down after a fire broke out on-site, resulting in multiple vehicles being damaged, state media publication The Paper reported on Tuesday.

Why it matters: Damage from the incident was captured in a video that was widely shared on Chinese social media and will likely intensify concerns about the safety of electric vehicles, one of the existing barriers to wider EV adoption.  

Details: Footage of the fire posted by multiple Chinese online users showed that a Tesla in-house body repair center in Suzhou, a neighboring city of Shanghai, was engulfed by flame and thick clouds of smoke on July 8.

• There were no reported deaths or injuries, though several Tesla vehicles were damaged by fire and heat. The cause of the fire is under investigation, local officials said. 
• A crashed Tesla car with a damaged battery pack was involved in the incident, Sun Shaojun, a Chinese auto journalist, said on the Twitter-like platform Weibo.
• A Tesla service representative confirmed the incident to state media outlet The Paper on Tuesday, saying that the company has temporarily closed the location without providing a timeline for when it will reopen.

Context: Tesla is not alone when it comes to such accidents. Last month, the Chinese Ministry of Emergency Management reported 640 fire incidents involving EVs in the first quarter of 2022, a 32% increase from a year earlier. Battery damage, collision, and hot weather conditions are some of the leading causes.  

• A fire was also reported at a BYD repair shop in the southern city of Nanning on July 9, which the automaker said was due to a “short circuit.”
• Last month, a Voyah-branded electric crossover, produced by state-owned automaker Dongfeng, burst into flames on the street in the central Hubei province. No people were injured in the fire, which occurred on June 27.