新闻 | 滚动 | 上海 | 政务 | 评论 | 国内 | 社会 | 政法 | 国际 | 军事 | 财经 | 体育 | 娱乐 | 历史 | 汽车 | 图片 | 视频 | 曝光 | 微博 | 专题 | 旅游 | 彩票 | 藏品 | 健康 | 百货 | 导购
奥迪A3三厢
19.40-25.80万
(参考成交价)
车市行情
车型 优惠
赛欧 2
POLO 1.7
DS 4s 4
晶锐 1.3
熊猫 0.4
骊威 1.1
MINI CLUBMAN 5.78
瑞纳 0.7
车型 优惠
福睿斯 1.8
传祺GA3S 1
名图 2.5
速锐 0.3
昕动 0.8
花冠 1.6
6.15
英朗 3.3
车型 优惠
传祺GA6 1
君越 3.4
标致508 4.5
凯迪拉克ATS-L 3
雅阁 3
君威 3.9
帕萨特 3.1
迈锐宝 4.01
车型 优惠
奥迪A8 39.3
捷豹XJ 38.3
宝马6系 3
凯迪拉克XTS 4
林肯MKS 3
Panamera 96
玛莎拉蒂Ghibli 16
捷豹XF 21.5
车型 优惠
奔驰GLE 6
极光 13
Tiguan 5.2
TRAX创酷 1.3
荣威W5 1.4
标致3008 1
揽胜运动版 3.8
兰德酷路泽 8.6
车型 优惠
上汽V80 0.5
埃尔法 0.8
普瑞维亚 1.7
马自达8 2.5
别克GL8 3.1
夏朗 4.7
奥德赛 3.5
艾力绅 2.51

双语:新锐公司不能小看″老钱辈″

2018-04-17 08:17 来源: 喵大翻译

Carmakers take electric fight to the factory floor

When Henry Ford introduced the Model T in 1908, the automobile had already been around for two decades. The revolution he engineered was not the car, but the system that made it.当亨利•福特(Henry Ford)在1908年推出T型车时,汽车早已问世20年了。他开启的革命不是汽车本身,而是制造汽车的体系。

Ford introduced standardised, interchangeable parts, followed by assembly line production. By 1914, according to HSBC, Ford’s output was greater than all other carmakers combined and its production costs tumbled from $850 per car at launch to $260 by 1920. The founder’s predecessors had succeeded in building “horseless carriages” for the rich, leaving Ford to reap the profits of ramping up production. 福特推出了标准化、可互换的部件,然后是流水线生产。汇丰(HSBC)的数据显示,到1914年,福特汽车(Ford)的产能超过了其他所有汽车制造商之和,而到1920年,T型车的生产成本已从推出时的每辆850美元大幅降到了260美元。这位福特汽车创始人的前辈们成功地为富人打造了“不用马拉的车子”,而让福特收获了提升产能带来的利润。

A century later, executives at some of the world’s biggest automakers are growing confident that they can pull off a similar trick for electric vehicles.一个世纪后,全球一些最大汽车制造商的高管们日益自信地认为,他们能够在电动车领域取得类似的成功。

While General Motors, Volkswagen and Toyota all make around 10m cars a year, each is playing catch-up on long-range, zero-emission vehicles. But by “adopting, adapting, imitating, innovating and acquiring”, as Goldman Sachs puts it, they are revamping facilities to produce electric cars at scale and for profit — two achievements yet to be seen at Tesla despite the huge disruption the US electric carmaker has brought to the market.尽管通用汽车(General

Motors)、大众(Volkswagen)和丰田(Toyota)的汽车年产量都达到约1000万辆,但它们在长续航里程、零排放的汽车领域都是追赶者。不过,通过高盛(Goldman

Sachs)所称的“采用、调整、模仿、创新和收购”,它们正在改造设施,规模化和盈利地生产电动车——这是特斯拉(Tesla)尚未实现的两项成就,尽管这家美国电动车制造商给汽车市场带来巨大颠覆。

Ford only had to build one model. “The Model T was so successful because they were able to deliver a car for everybody,” says Lutz Meyer, a BMW executive focused on future vehicle architectures. “It had to be cheap. They couldn’t produce variety, like a lot of colours.”当年福特只需打造一款车型。“T型车如此成功,因为它们为每个人都带来了一辆汽车,”专注未来汽车架构的宝马(BMW)高管卢茨•迈尔(Lutz Meyer)说,“它必须便宜。它们无法生产多样化的车型,比如很多颜色。”

Today, established carmakers flaunt their ability to manufacture all kinds of models, from hatchbacks to sport utility vehicles, on a single production line. Their challenge is to revamp these operations to produce electric vehicles in high volumes, reinforcing barriers to entry in an industry under siege from technology companies and start-ups.如今,老牌汽车制造商喜欢炫耀它们在一条生产线上制造各种车型——从掀背车到运动型多功能车(SUV)——的能力。它们面临的挑战是,如何改造这些生产线,以大批量生产电动车,在汽车业受到科技公司和初创企业围攻之际强化该行业的进入障碍。

Instead of coming out with an array of unprofitable electric cars today, the incumbents are putting the bulk of resources into production facilities that will mass-produce models from 2020, once battery costs fall and economies of scale kick in. Analysts suggest this approach leaves the impression the incumbents are lagging far behind Tesla. But once the game actually starts, say experts, the carmakers will be in a strong position to dominate the market.老牌汽车制造商没有在眼下就推出一系列无法盈利的电动车,而是将大部分资源投入生产设施,这些设施将从2020年起大规模投产——届时电池成本将会下降、规模效益也会显现。分析师们提出,这种做法给外界留下的印象是,老牌汽车制造商正远远落在特斯拉后面。但专家们表示,一旦游戏真正开局,老牌汽车制造商将处于主导市场的强势地位。

1 2 3 4 5 6 下一页
热门推荐
查看更多精彩