Chinese Economy Watch

then go and debate with CNBC.
too poor your debate style.

First rule of debate is quality of source.

CNBC can not surpass a source from the goverment of Mexico.

As the years go by, interest in electric vehicles has increased considerably, as many countries have focused on promoting and strengthening sustainability and energy efficiency.

In 2022 alone, 6 thousand units were sold in Mexico, although this figure is expected to increase even more in the future.
Later, last September, the Dolphin model, one of the three belonging to the Ocean line, made its debut in the Mexican market. At that time, with just about 600 units sold, the brand's sales expectations were cut in half, to 5,000 units in the first year of operations.

In December, the Seal sedan was presented, the second model in the Ocean line, competing directly with the Tesla Model 3 and being the first in the range to incorporate several innovative technologies from the brand, such as Cell2Body, which integrates the battery directly into the vehicle's chassis to improve efficiency and structural safety, thus allowing for greater range and better performance.

With this range of products, BYD managed to sell 1,123 units, including 350 electric cars sold through Liverpool, which opened the brand's first showroom in the Perisur shopping center parking lot in June 2023.


From January to December 2023, 1,361,433 vehicles were sold in our country, and of that total, 14,045 correspond to electric units, which gives us a market share of 1.03%

Although penetration is low, during 2022 5,631 electric cars were sold, so they are gaining ground, and with the arrival of new Chinese brands, in 2024 we will see great changes.

According to JATO Dynamics, the ranking of the best-selling electric models from January to December 2023 in our country is as follows:

Place Model Accumulated Dif 2023/2022 %

1Tesla Model Y 2,194 282%

2 JAC E10X 1,866 122%

3 Ford E-Transit 900 170%

4 Volvo XC40 747 254%

5 Tesla Model 3 664 10%

6 JAC Sunray 569 974%

7 Volvo C40 402 259%

8 BMW iX 346 80%

9 Volkswagen e-Crafter 229

N/A

10 MINI Cooper SE 212 -44%

Let us remember that Tesla will have a factory in our country while BYD is considering installing a plant in our country.

According to the business organization that represents the main vehicle producers in the country, in January this meant reaching a 6.6 percent share of total vehicle sales recorded in the Mexican market.

Likewise, AMIA highlighted that in the first quarter of 2024, 15,586 units of this type were manufactured in the country, in the State of Mexico and Coahuila, mainly where the Ford and General Motors automakers are located, the only automakers that so far produce electric vehicles in the country.

“In terms of production, as you will remember from October of last year, there are already two models of electric vehicles produced in Mexico, one is the Ford Mustang Mach-E and the other is the electric Chevrolet Blazer. Between January and March 2024, 5,763 Mustang units and 9,823 electric Blazer units have been produced,” said Odracir Barquera, general director of AMIA.

Chinese comoanies do not manufacture EVs in Mexico only assembly
 
Last edited:

What We Know About Ukraine’s Army Of Robot Dogs​

David Hambling
Senior Contributor
I'm a South London-based technology journalist, consultant and author
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Aug 16, 2024,05:27am EDT
Updated Aug 17, 2024, 08:40am EDT
Robot dog fist bumpf9E

Operator Kurt of the 28th Brigade with one of the units quaduped robots

28th Brigade
Ukraine is now using robotic dogs on the battlefield, the first known combat deployment of such machines. The robots were supplied by a British company and are not autonomous; they are operated by remote control, a walking version of the ubiquitous aerial drones.



“Every unit should have one of these dogs,” says Kurt, a commander in the 28th Mechanized Brigade, in an X/Twitter post on the official Ministry of Defence account.


Robots In Disguise​

According to a piece in German tabloid newspaper Bild, misleadingly headlined “Robot dogs sniff out Russian soldiers” a British company, Robot Alliance, has supplied 30 of the dogs. The Bild piece states that the robots explore inside buildings, trenches and dense woodland where drones cannot go. They are used to locate booby traps and to locate Russian forces, but do not actually have sniffing sensors.



Bild states the robots can run at up to 9 mph with a battery life of up to five hours and can be controlled from up to two miles away. They quote a price of 4,000-8,000 Euros ($4400-$8,800) depending on the version. Video of Ukrainian operations in the Donetsk region shows the robot dog covered by a camouflage blanket made by German suppliers Concamo which makes it difficult to detect both visually and with thermal imaging. As soon as the robot stops moving it merges into the background vegetation.


A press release on the robots from Ukrainian fundraising platform United24 notes that data held on the robot can be erased instantly if it is captured to remove the chance of the enemy gaining any information from it.




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Used In Ukraine, Made in China​

The supplier named by Bild, Brit Alliance, is a security company based in the UK. They provide a wide range of services including from protection individual VIPs to safeguarding international shipping. They also help with military training and drone security and surveillance. The company did not respond to a request for information but their company site indicates they are active in Ukraine.

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“We already have a wealth of experience in this rapidly developing area, deploying drones in Ukraine and across the globe,” states the Brit Alliance website.

Robot dog military newsm

The robot dogs are currently used for scouting in difficult locations

28th Brigade
Brit Alliance is a security firm, not a robot manufacturer, and clearly did not make the machines themselves. It did not take internet analysts long to identify the robots in Ukraine as being Chinse-made Unitree Go2 Pros, which might be seen as the legged equivalent of Chinese-made DJI quadcopters: efficient, high-spec machines easily available at low cost.

The UniTree Go2 Pro costs $3,500 plus $1,000 shipping from China without extras and is stated as having an 11 mph top speed, in line with the Bild report. Weighing under 30 pounds, the Go2 is conveniently portable with the legs folding up for easy carrying,

The Go2 Pro has an intelligent control system with multiple sets of fisheye cameras looking in all directions, plus a powerful 1.5 TFlop processor and smart software which enables it to remain stable even on uneven surfaces or rough ground. It is capable of a degree of autonomous operation such as following the operator visually, and can also do a smarter ‘side follow.’

A robot dog looks like a great toy, and many are sold as such, but what does it have to offer the military?

When Legs Beat Rotors​

As a scout, the robot dog has two advantages over smaller, faster aerial drones.

Firstly, it can go places where they might have difficulty. While there are some specialist drones with shrouded rotors which can operate inside buildings, these are rare and even then flying is difficult. The robot dogs can easily explore indoor environments and search houses and bunkers, or walk through a trench system ahead of foot soldiers.

Secondly, while a drone will fly over tripwires, pressure plates and other booby traps, the robot dog will set them off. Troops know they can follow safely in the dog’s path. If it does trigger a mine or booby trap, repair or replacement is cheap and easy. It will always be preferable to put a robot in harms’ way rather than a human.

Interestingly though, operators get very attached to their machines: In Iraq, bomb disposal teams working with the much less appealing iRobot tracked robot insisted that their faithful machine be repaired and returned to them rather than replaced with a different one. One report suggested that operators were getting “dangerously attached” to their robots and treated them like pets.

Robot dog payload0tF

Ukrainian robot dog with unknown payload

28th Brigade
The quadruped has some other useful capabilities that put it ahead of small drones. One is its carrying capacity. Unitree says it can carry a payload of up to 9 pounds, and one image from Ukraine shows the machine carrying an unknown payload. This might be a sensor, a demolition charge, or simply a package of supplies. Ukraine has a variety of small wheeled and tracked robots which have been used to carry all of these things, and a legged robot can reach places inaccessible to other machines.

The Go2 Pro can also be fitted with a robotic arm. These are not seen on any of the images from Ukraine, but would obviously be useful for opening doors, bomb disposal and other tasks.

Another feature is the battery life. The robot can go to a location and lie in wait for an extended period. This might be simply to monitor enemy movements, but later robots might play an active role in ambushes.

Robotic Warhounds​

BigDog Robot At Boston Dynamics

BigDog robot at Boston Dynamics, developed to help soldiers carry heavy equipment in the field

Boston Globe via Getty Images
The current generation of quadruped robots can be directly traced back to military research and development, in particular the BigDog developed for the U.S. Army by Boston Dynamics which I wrote about way back in 2006. BigDog was envisaged as a robotic pack mule with impressive stability over difficult terrain, but noise and other factors prevented it from going further. Boston Dynamics later developed the small, cheaper and smarter Spot robot dog which is now used in industry, and have moved away from the defence sector, stating that they do not support the military use of their products.

However, the ‘uncanny valley’ effect which makes people see robot dogs as sinister and creepy – the famous Black Mirror episode Metalhead was inspired by a Boston Dynamics video — means that Spot gets a lot of unjustified abuse.

Meanwhile there are actual military quadrupeds. Ghost Robots machin

es patrol U.S. Air Force bases in a trial project, essentially using the robot as a mobile CCTV camera. Others are more gung-ho; in 2021 Ghost Robotics displayed a version armed with a remotely-operated sniper rifle, and last year the U.S. Marine Corps carried out an exercise with the same robot firing an M72 anti-tank rocket launcher.

Ghost robotics guned

Ghost Robotics quadruped with sniper rifle

Ghost Robotics
However, while nobody much objects to remotely-operated weapons turrets or armed drones, legged robots draw a much stronger response – sample headline “Gun-toting robo-dogs look like a dystopian nightmare.” This may be why the U.S. military has not yet moved to deploy such machines – and even the NYPDs use of unarmed robot dogs is highly controversial.

Others may be less concerned by public opinion. In China the PLA has released a number of videos of its troops training with armed quadruped robots, some of which look a lot like the Go2 Pro.


A Russian company also displayed a “Russian-made M-81 quadruped robot” armed with a rocket launcher in at the ARMY-2022 show. This was soon unmasked as a rebranded Chinese Unitree, with the price hiked up to over $16,000, or about four times the actual cost.

For the present, the Ukrainians are just using their robot dogs for scouting and reconnaissance purposes, which is exactly how consumer quadcopters were first used before someone realized they could be used for attack missions. Ukraine has a policy of getting humans out of the front line and replacing them with technology wherever possible. They are already using remote-controlled machineguns with video camera, known as Death Scythes; putting one on a quadruped robot might be a literal step forward. And it would certainly terrify the Russians.
 

Cons of Nuclear Energy​

1. Expensive Initial Cost to Build​

    • Construction of a new nuclear plant can take anywhere from 5-10 years to build, costing billions of dollars. As discussed in the pros of nuclear energy section above, nuclear plants are cheap and efficient for generating electricity while operating, so much of the initial upfront cost to build (and more) is recouped throughout the lifetime of the plant, but it’s understandable that some nations might be reluctant to pursue. Although the pros usually outweigh the cons, the cost can be a major deterrent for countries looking to build new plants.

2. Risk of Accident​

    • Chernobyl, Three Mile Island, and Fukushima Daiichi are disasters that nobody wants to experience ever again under any circumstances. However, accidents do happen. In all of these major nuclear incidents, it was human error or a natural disaster that led to the downfall of the power plants. To err is human, after all, and currently, there is no way to control or prevent natural disasters. Since nuclear energy is operated by humans, it’s unrealistic to expect that the possibility of an accident does not exist
  • 1724229048844.png

3. Radioactive Waste​

    • Even though nuclear energy production doesn’t emit any emissions, it does produce radioactive waste that must be securely stored so it doesn’t pollute the environment. Although in small quantities, radiation isn’t harmful, the radioactive waste from nuclear energy production is quite dangerous.

4. Limited Fuel Supply​

    • Nuclear energy is not a renewable energy source. Uranium is in limited (although as aforementioned, currently abundant) supply. Even though it’s not a fossil fuel, the risk that uranium will eventually run out still exists. Whereas renewable energy sources such as solar and wind are in infinite supply, uranium has to be mined, synthesized, then activated to produce energy. This is a relatively expensive process

5. Impact on the Environment​

    • In addition to the waste that they produce, nuclear power plants create other impacts to the environment. For example, the mining and enrichment of uranium are not environmentally friendly processes. Although open-pit mining for uranium is safe for miners, the process leaves behind radioactive particles, which can cause erosion, and even pollute nearby sources of water
Now that you know a little bit more about nuclear energy and have familiarized yourself with some of the pros and cons of this energy source, we hope that you are able to responsibly make your own decision about whether you think it’s a viable choice for our future energy needs or not. If you’re interested in helping work towards a more sustainable future for our planet, be sure to learn more about Kiwi Energy and our eco-conscious energy and natural gas products today.

View: https://www.youtube.com/watch?v=0EBTn_3DBYo

1724228781027.png
real desire
1724228831032.png
 
  • China Southern and Air China will receive its first C919 from at the same day on August 28.
  • Air China features most spacious C919 cabin layout with 158 seats, 2-class configuration among China's big three.
  • The first batch of C919 pilots from both China Southern and Air China have already obtained their type ratings.
1724378546214.png

1724378661319.png

In July, a month that also featured the 2024 edition of Farnborough International Airshow, deliveries were strong, however, the orders tally from Farnborough was not impressive. In light of ongoing supply chain challenges and the uncertainty faced by airlines concerning when they will receive aircraft already on order, a somewhat slow order haul should not have come as a big surprise. In total, 286 firm orders and commitments were announced compared to 441 at Farnborough in 2022, and 1,464 in 2018. In 2020, the airshow was cancelled due to the COVID-19 pandemic. We will provide a full overview of orders from Farnborough later in this article.

On the deliveries front, Boeing handed over 43 commercial jets (compared to 24 in May and 44 in June) while Airbus delivered 77 units, up from 67 last month. This compares to 43 deliveries for Boeing and 65 for Airbus in June of last year. Deliveries of the Boeing 737 MAX were considerably higher in June and July after several sluggish months due to Boeing’s ongoing overhaul of its quality management system and processes. Regulators have allowed Boeing to produce up to 38 737s per month, however, the company has opted to slow its production until it feels ready to return to the official production rate of 38 jets per month. With 34 and 31 737 MAX’s shipped out in June and July, respectively, Boeing is still hovering around 10-20% below the official rate.

Year-to-date, Boeing and Airbus have delivered 218 and 400 aircraft compared to 309 and 381, respectively, during the first seven months of 2023. As of July, Boeing is 91 deliveries behind compared to last year’s totals to date, while Airbus is 19 deliveries ahead. In 2023, in total, Boeing and Airbus delivered 528 and 735 aircraft compared to 480 and 663, respectively, in 2022. In 2023, Airbus won the deliveries crown for the fifth consecutive year.



Ahead of this year’s Farnborough International Airshow where Embraer will be debuting its brand-new E-Freighter E190F, the Brazilian aircraft manufacturer has reported an 88% increase in deliveries in the second quarter of 2024, compared to the first quarter. The manufacturer delivered 47 new aircraft between April and June. Equally impressive is the company’s overall backlog, which ended at US$21.1 billion, marking a seven-year high.

According to Embraer, commercial aviation was the highlight of the period April to June with 19 jet deliveries (around 170% more than in the first quarter) totalling +US$227 million. Executive jets also delivered a solid performance with 27 aircraft, a 50% increase on the previous quarter, while defence delivered one multi-mission airlift C-390 Millennium military transporter to the Portuguese Air Force (FAP). The largest quarter-on-quarter decrease (-US$251 million) for the business occurred in the manufacturer’s Defense and Security division.

A highlight in Embraer’s Commercial Aviation division was an order for 20 E2 jets from Mexico’s state-owned airline, Mexicana de Aviacion. The order includes 10 E190-E2 jets and a further 10 E195-E2 jets, with deliveries scheduled to start in 2025. Other highlights include the delivery and start of operations of the first E190-E2 for Scoot, Singapore Airlines’ low-cost subsidiary.

Another milestone was marked in May, with the delivery of Embraer’s 1800th E-Jet to leasing company Azorra. The aircraft will be operated by Royal Jordanian Airlines.
 
The earnings outlook for Chinese electric vehicle (EV) makers remains dire even though electric cars now make up more than half of new auto sales in the mainland market, as brutal price competition rages on.

Only two home-grown companies - BYD and Li Auto - are profitable, leaving around 30 rivals under pressure to stem losses despite upbeat sales forecasts in the world's largest automotive market. The three EV manufacturers that have released second-quarter earnings so far - Xpeng, Zeekr Intelligent Technology and Leapmotor - reported a combined loss of 42.9 billion yuan (US$6 billion).

While the loss narrowed 20 per cent from 53.5 billion yuan a year ago, it has triggered fresh worries that further discounts could cripple the industry.


Do you have questions about the biggest topics and trends from around the world? Get the answers with SCMP Knowledge, our new platform of curated content with explainers, FAQs, analyses and infographics brought to you by our award-winning team.

"Time is against many companies since they need to survive a cutthroat price war," said David Zhang, general secretary of the International Intelligent Vehicle Engineering Association. "When they run out of cash amid heavy losses, the carmakers will have to fold their businesses."

The EV penetration rate in mainland China exceeded 50 per cent for the first time in July, propelled by government incentives and fast-expanding charging infrastructure.

According to the China Passenger Car Association, 878,400 pure electric and plug-in hybrid vehicles were delivered to mainland customers last month, 36.9 per cent more than in the same period in 2023. They accounted for 51.1 per cent of total vehicles sold. China accounts for more than 60 per cent of global EV sales.

Smartphone vendor Xiaomi, which made a successful debut in the EV market in March, said on Wednesday that it will take some time before its new venture generates a profit because of massive costs for research and development, as well as marketing. The company's first production model, the SU7 is one of the year's biggest hits.
A Xiaomi SU7 on display at one of the company's stores in Shanghai on April 2, 2024. Photo: Bloomberg alt=A Xiaomi SU7 on display at one of the company's stores in Shanghai on April 2, 2024. Photo: Bloomberg>

Xiaomi handed 27,307 SU7s to mainland buyers last quarter, according to its latest earnings report. It began delivery of the car, which starts at 215,900 yuan, in mid-April.

Losses on the SU7 could be substantial. In April, Citigroup estimated in a research report that the nation's third-largest smartphone maker could post a net loss of 4.1 billion yuan in its EV unit, based on a projected volume of 60,000 units in 2024. That translates into a loss of 68,000 yuan per car.

Xiaomi said on Wednesday in the earnings report that it targets full-year EV deliveries of 120,000 units.

Guangzhou-based Xpeng reported a net loss of 1.28 billion yuan for the second quarter, narrowing 6.6 per cent from a 1.37 billion yuan loss in the first quarter.

Revenue shot up 23.8 per cent quarter on quarter to 8.1 billion yuan.

Zeekr, the premium EV maker controlled by Geely Auto, recorded a net loss of 1.81 billion yuan for the three months ending June despite record quarterly revenue of 20 billion yuan.

Most mainland EV makers, including Zeekr, have been offering discounts to attract more buyers in the mammoth market.

The companies are willing to incur the price reductions to achieve their volume targets, according to Deutsche Bank.

"They face a dilemma: either losing market share by staying away from price competition, or grappling with the uphill task of improving performance as price cuts eat into their profit margins," said Chen Jinzhu, CEO of consultancy Shanghai Mingliang Auto Service. "The price war appears to be detrimental to all of the carmakers."

In February, BYD, the world's largest EV maker, fired the first salvo in the price war on the mainland, slashing the prices of nearly all its cars by 5 to 20 per cent. After that, the prices of 50 models across a range of brands dropped by 10 per cent on average, Goldman Sachs said in a report in April.

The US bank estimated that the profitability of the entire Chinese EV industry could turn negative this year if BYD were to slice another 7 per cent, or 10,300 yuan off the price of its cars.

Chinese EV makers, believed to be front-runners in terms of production and development capabilities worldwide, also found it difficult to bolster overseas sales.

In May, the White House announced a quadrupling of tariffs on Chinese-made EVs, which now stand at 100 per cent. Last month, additional duties of 17.4 to 37.6 per cent came into effect provisionally in the European Union.

In late July, Beijing announced it would double subsidies granted to EV buyers, just three months after it rolled out incentives to accelerate the transition of the domestic automotive industry.


Attendees view a Zeekr 009 EV at a launch event in Hong Kong on July 19, 2024. Photo: Bloomberg alt=Attendees view a Zeekr 009 EV at a launch event in Hong Kong on July 19, 2024. Photo: Bloomberg>

Consumers who replace a conventional car with an EV stand to receive a subsidy of 20,000 yuan per vehicle, double the 10,000 yuan announced in April.

The expected sales bump from the incentive will not be enough to shore up EV assemblers' profitability because of the discount war, analysts said.

Underachieving EV companies will be forced to close as competition escalates, Nick Lai, an analyst with JPMorgan, said in June.

T
 
The earnings outlook for Chinese electric vehicle (EV) makers remains dire even though electric cars now make up more than half of new auto sales in the mainland market, as brutal price competition rages on.

Only two home-grown companies - BYD and Li Auto - are profitable, leaving around 30 rivals under pressure to stem losses despite upbeat sales forecasts in the world's largest automotive market. The three EV manufacturers that have released second-quarter earnings so far - Xpeng, Zeekr Intelligent Technology and Leapmotor - reported a combined loss of 42.9 billion yuan (US$6 billion).

While the loss narrowed 20 per cent from 53.5 billion yuan a year ago, it has triggered fresh worries that further discounts could cripple the industry.


Do you have questions about the biggest topics and trends from around the world? Get the answers with SCMP Knowledge, our new platform of curated content with explainers, FAQs, analyses and infographics brought to you by our award-winning team.

"Time is against many companies since they need to survive a cutthroat price war," said David Zhang, general secretary of the International Intelligent Vehicle Engineering Association. "When they run out of cash amid heavy losses, the carmakers will have to fold their businesses."

The EV penetration rate in mainland China exceeded 50 per cent for the first time in July, propelled by government incentives and fast-expanding charging infrastructure.

According to the China Passenger Car Association, 878,400 pure electric and plug-in hybrid vehicles were delivered to mainland customers last month, 36.9 per cent more than in the same period in 2023. They accounted for 51.1 per cent of total vehicles sold. China accounts for more than 60 per cent of global EV sales.

Smartphone vendor Xiaomi, which made a successful debut in the EV market in March, said on Wednesday that it will take some time before its new venture generates a profit because of massive costs for research and development, as well as marketing. The company's first production model, the SU7 is one of the year's biggest hits.
A Xiaomi SU7 on display at one of the company's stores in Shanghai on April 2, 2024. Photo: Bloomberg alt=A Xiaomi SU7 on display at one of the company's stores in Shanghai on April 2, 2024. Photo: Bloomberg>

Xiaomi handed 27,307 SU7s to mainland buyers last quarter, according to its latest earnings report. It began delivery of the car, which starts at 215,900 yuan, in mid-April.

Losses on the SU7 could be substantial. In April, Citigroup estimated in a research report that the nation's third-largest smartphone maker could post a net loss of 4.1 billion yuan in its EV unit, based on a projected volume of 60,000 units in 2024. That translates into a loss of 68,000 yuan per car.

Xiaomi said on Wednesday in the earnings report that it targets full-year EV deliveries of 120,000 units.

Guangzhou-based Xpeng reported a net loss of 1.28 billion yuan for the second quarter, narrowing 6.6 per cent from a 1.37 billion yuan loss in the first quarter.

Revenue shot up 23.8 per cent quarter on quarter to 8.1 billion yuan.

Zeekr, the premium EV maker controlled by Geely Auto, recorded a net loss of 1.81 billion yuan for the three months ending June despite record quarterly revenue of 20 billion yuan.

Most mainland EV makers, including Zeekr, have been offering discounts to attract more buyers in the mammoth market.

The companies are willing to incur the price reductions to achieve their volume targets, according to Deutsche Bank.

"They face a dilemma: either losing market share by staying away from price competition, or grappling with the uphill task of improving performance as price cuts eat into their profit margins," said Chen Jinzhu, CEO of consultancy Shanghai Mingliang Auto Service. "The price war appears to be detrimental to all of the carmakers."

In February, BYD, the world's largest EV maker, fired the first salvo in the price war on the mainland, slashing the prices of nearly all its cars by 5 to 20 per cent. After that, the prices of 50 models across a range of brands dropped by 10 per cent on average, Goldman Sachs said in a report in April.

The US bank estimated that the profitability of the entire Chinese EV industry could turn negative this year if BYD were to slice another 7 per cent, or 10,300 yuan off the price of its cars.

Chinese EV makers, believed to be front-runners in terms of production and development capabilities worldwide, also found it difficult to bolster overseas sales.

In May, the White House announced a quadrupling of tariffs on Chinese-made EVs, which now stand at 100 per cent. Last month, additional duties of 17.4 to 37.6 per cent came into effect provisionally in the European Union.

In late July, Beijing announced it would double subsidies granted to EV buyers, just three months after it rolled out incentives to accelerate the transition of the domestic automotive industry.


Attendees view a Zeekr 009 EV at a launch event in Hong Kong on July 19, 2024. Photo: Bloomberg alt=Attendees view a Zeekr 009 EV at a launch event in Hong Kong on July 19, 2024. Photo: Bloomberg>

Consumers who replace a conventional car with an EV stand to receive a subsidy of 20,000 yuan per vehicle, double the 10,000 yuan announced in April.

The expected sales bump from the incentive will not be enough to shore up EV assemblers' profitability because of the discount war, analysts said.

Underachieving EV companies will be forced to close as competition escalates, Nick Lai, an analyst with JPMorgan, said in June.

T


View: https://www.youtube.com/watch?v=aqhTRQ--x_Q
 
BYD ATTO 3
1724649546224.png

Performance Acceleration 0 - 100 km/h 7.3 sec Top Speed 160 km/h Electric Range 330 km Total Power 150 kW (204 PS) Total Torque 310 Nm Drive Front

Weight Unladen (EU) 1825 kg Gross Vehicle Weight (GVWR) 2160 k

1724649517672.png

Maximum speed: 255 km/h / 155 mph

Acceleration 0-100 km/h: 3.7 s

Deceleration 100-0 km/h:
31.6 m
TOP SPEED 250 KPH (155 MPH) HORSEPOWER 360 BHP TORQUE 485 NM (360 LB/FT) WEIGHT 695


Electric cars weight more thus

1724648712412.png

A latest study has claimed that electric vehicles (EV) may release more particulate matter from brakes and tyres as compared to modern gas-powered cars. According the study by Emission Analytics, the emission could be 1,850 times greater.




Mineral demand for heavy batteries will grow rapidly. The International Energy Agency estimated that electric cars use 173kg more minerals such as lithium, nickel and copper than petrol cars (when ignoring steel and aluminium). The data company Benchmark Mineral Intelligence forecasts global demand for lithium, the key battery metal, will quadruple to 3m tonnes in 2030, outstripping supply.


 

China hits the accelerator in bid to dominate Latin America's auto market​



“The Chinese brand is stigmatised, but the van was impeccable, I’ve had no problems”, said Pérez, 47 years, who traded years of buying Korean cars for a model from the Chinese firm Jetour.

He was not convinced at first given the poor reputation of early Chinese automobiles, but he urgently needed to buy a car. He was recommended the brand and he “is not sorry” with his choice.

Chinese vehicle makers have pushed pedal to the metal in recent years. With multiple brands that combine price and quality they have managed to conquer the Latin American market, rising ahead of the United States and Brazil.

In the last five years, China has quadrupled sales to the region. In 2019 it sold US$2.18 billion of cars, in 2023 it hit US$8.56 billion and 20 percent of the market to become the main supplier to Latin America, according to the ITC International Trade Centre.

The United States, which boasted the first position in 2021, reached 17 percent, whereas Brazilian vehicles dropped from 14 to 11 percent of the market last year.

In the budding market of electric vehicles, the dominance is even greater: 51 percent of sales in the region were from the Asian giant, while practically all electric buses are Chinese.

“The growth of Chinese automakers over the last few years has been exponential, thanks to significant improvements in quality, technology and design,” said Andrés Polverigiani, automotive intelligence manager for the Nyvus consultancy firm.

No other market outside of Asia has such a share of cars of this origin, which proves the importance of Latin American economies to China, the second business partner in the region, according to the ITC.

In the European Union and the United States, two markets with a strong auto industry, the imposition of tariffs has prevented them from progressing more strongly.

Though small, the Chilean market is considered one of the most competitive in the world. Practically free of tariffs due to a wide range of business treaties, 80 brands of 28 origins offer more than 600 models of vehicles.

The arrival of Chinese cars into ports across Latin America seems endless.

“A Chinese car here competes with the same features as an American or European car. The lower tariffs have also led to very competitive prices,” said Diego Mendoza, the president of Chile’s National Automotive Association.

Last year, Chinese cars accounted for nearly 30 percent of sales in Chile.

Like Chile, as in Ecuador, Peru or Colombia, the Chinese idea is to dominate the market. In Brazil and Mexico, the largest regional markers, Beijing wants to sell and produce.

The massive BYD auto-maker makes cars in Camacarí, in northeastern Brazil. It is the biggest electric-vehicle factory outside of Asia, with a capacity to produce 150,000 vehicles a year.

Another manufacturer, GWM, has bought a Mercedes-Benz factory in Iracemápolis, São Paulo, where it plans to produce 100,000 electric vehicles a year.

“Brazil is a country with a high volume of sales, a low presence of electric vehicles and a low presence of Chinese cars. If I were an executive for a Chinese auto company, I would also be very interested in the Brazilian market,” said Cassio Pagliarini, an industry specialist with Bright Consulting.

China has managed to attract consumers after associating itself with large automakers, in alliances which have helped to lower the cost production processes and improve available technologies.

“People have been testing them and adopting them within their preferences,” said Rubén Méndez, marketing manager at Chilean car-seller Movicenter.

As for prices, José Carlos De Mier, Nyvus’ representative in Mexico and Puerto Rico, explained that “in some Latin American countries, Chinese brands are offering more for the same price.”

In Latin America, Chinese cars have improved access to first-time buyers in medium- and low-income segments of the population and focused on the expansion of cleaner technologies in polluted cities as Santiago, Bogota or Mexico City, explained Sebastián Herreros, an economist for the United Nations’ Economic Commission for Latin America and the Caribbean (ECLAC).

Meanwhile, in the Chilean capital of Santiago, over 2,000 Chinese-made electric buses are already circulating.


“All our countries have to quickly head towards electromobility for a challenge of near survival and China is an ideal partner there: it has the scale of production and capacity to sell at affordable prices,” Herreros added.
 

China hits the accelerator in bid to dominate Latin America's auto market​



“The Chinese brand is stigmatised, but the van was impeccable, I’ve had no problems”, said Pérez, 47 years, who traded years of buying Korean cars for a model from the Chinese firm Jetour.

He was not convinced at first given the poor reputation of early Chinese automobiles, but he urgently needed to buy a car. He was recommended the brand and he “is not sorry” with his choice.

Chinese vehicle makers have pushed pedal to the metal in recent years. With multiple brands that combine price and quality they have managed to conquer the Latin American market, rising ahead of the United States and Brazil.

In the last five years, China has quadrupled sales to the region. In 2019 it sold US$2.18 billion of cars, in 2023 it hit US$8.56 billion and 20 percent of the market to become the main supplier to Latin America, according to the ITC International Trade Centre.

The United States, which boasted the first position in 2021, reached 17 percent, whereas Brazilian vehicles dropped from 14 to 11 percent of the market last year.

In the budding market of electric vehicles, the dominance is even greater: 51 percent of sales in the region were from the Asian giant, while practically all electric buses are Chinese.

“The growth of Chinese automakers over the last few years has been exponential, thanks to significant improvements in quality, technology and design,” said Andrés Polverigiani, automotive intelligence manager for the Nyvus consultancy firm.

No other market outside of Asia has such a share of cars of this origin, which proves the importance of Latin American economies to China, the second business partner in the region, according to the ITC.

In the European Union and the United States, two markets with a strong auto industry, the imposition of tariffs has prevented them from progressing more strongly.

Though small, the Chilean market is considered one of the most competitive in the world. Practically free of tariffs due to a wide range of business treaties, 80 brands of 28 origins offer more than 600 models of vehicles.

The arrival of Chinese cars into ports across Latin America seems endless.

“A Chinese car here competes with the same features as an American or European car. The lower tariffs have also led to very competitive prices,” said Diego Mendoza, the president of Chile’s National Automotive Association.

Last year, Chinese cars accounted for nearly 30 percent of sales in Chile.

Like Chile, as in Ecuador, Peru or Colombia, the Chinese idea is to dominate the market. In Brazil and Mexico, the largest regional markers, Beijing wants to sell and produce.

The massive BYD auto-maker makes cars in Camacarí, in northeastern Brazil. It is the biggest electric-vehicle factory outside of Asia, with a capacity to produce 150,000 vehicles a year.

Another manufacturer, GWM, has bought a Mercedes-Benz factory in Iracemápolis, São Paulo, where it plans to produce 100,000 electric vehicles a year.

“Brazil is a country with a high volume of sales, a low presence of electric vehicles and a low presence of Chinese cars. If I were an executive for a Chinese auto company, I would also be very interested in the Brazilian market,” said Cassio Pagliarini, an industry specialist with Bright Consulting.

China has managed to attract consumers after associating itself with large automakers, in alliances which have helped to lower the cost production processes and improve available technologies.

“People have been testing them and adopting them within their preferences,” said Rubén Méndez, marketing manager at Chilean car-seller Movicenter.

As for prices, José Carlos De Mier, Nyvus’ representative in Mexico and Puerto Rico, explained that “in some Latin American countries, Chinese brands are offering more for the same price.”

In Latin America, Chinese cars have improved access to first-time buyers in medium- and low-income segments of the population and focused on the expansion of cleaner technologies in polluted cities as Santiago, Bogota or Mexico City, explained Sebastián Herreros, an economist for the United Nations’ Economic Commission for Latin America and the Caribbean (ECLAC).

Meanwhile, in the Chilean capital of Santiago, over 2,000 Chinese-made electric buses are already circulating.


“All our countries have to quickly head towards electromobility for a challenge of near survival and China is an ideal partner there: it has the scale of production and capacity to sell at affordable prices,” Herreros added.
Chinese automaker Chirey Group is restructuring its operations in Mexico to better position its brands in a competitive market. The company plans to consolidate its four brands—Chirey, OMODA, JAECOO, and EXEED—under a unified commercial strategy.

This strategic move is in response to declining sales, with the group recording 16,604 vehicle sales in Mexico from January to July 2024, a decrease of 25.9% compared to the same period in 2023, according to Mexico's National Institute of Statistics and Geography (INEGI).

"We are focusing on consolidating our brands in key locations where it makes business sense, which will allow us to leverage our strengths," explained José Ángel Sánchez, Vice President, Chirey, to Milenio.

Chirey plans to expand its dealership network, aiming to establish 80 Chirey dealerships, 70 OMODA and JAECOO dealerships, and 30 EXEED dealerships across the country. While these numbers remain consistent with previous projections, the potential for brand-sharing within dealership spaces is expected to make products more accessible to customers. Sánchez emphasized, "Our adaptability and brand presence in strategic locations will be a major strength in offering a wide range of products."

In addition, Chirey is integrating its after-sales services, allowing customers of any Chirey Group brand to service their vehicles at any of the group’s dealerships. This initiative aims to enhance customer access and satisfaction.

This restructuring comes at a time when Chirey faces significant competition from both established brands and new entrants in the Mexican market. Gabriel Ríos, Vice President of Product, OMODA, stated, "We believe that our brand consolidation strategy will be instrumental in achieving our goals."

Since entering the Mexican market in 2022, Chirey has considered establishing a manufacturing plant in the country. Currently, the company operates a Parts Distribution Center in Tepozotlán, State of Mexico, which houses an inventory of up to 600,000 parts and employs more than 130 technicians. Chirey has also partnered with DHL to enhance its logistics capabilities, a collaboration that began in March 2024.

As part of its product strategy, Chirey Mexico offers a diverse range of vehicles, including the Arrizo 8 sedan, Omoda O5 and O5 GT, and SUVs such as the Jaecoo 7, Omoda C5, and the Tiggo series, which includes the Tiggo 2 Pro, 4 Pro, 7 Pro, 8 Pro, and the hybrid 8 Pro Max. The official launch of the EXEED brand in Mexico is anticipated in the coming weeks, with further product portfolio expansion expected thereafter.

 

China hits the accelerator in bid to dominate Latin America's auto market​



“The Chinese brand is stigmatised, but the van was impeccable, I’ve had no problems”, said Pérez, 47 years, who traded years of buying Korean cars for a model from the Chinese firm Jetour.

He was not convinced at first given the poor reputation of early Chinese automobiles, but he urgently needed to buy a car. He was recommended the brand and he “is not sorry” with his choice.

Chinese vehicle makers have pushed pedal to the metal in recent years. With multiple brands that combine price and quality they have managed to conquer the Latin American market, rising ahead of the United States and Brazil.

In the last five years, China has quadrupled sales to the region. In 2019 it sold US$2.18 billion of cars, in 2023 it hit US$8.56 billion and 20 percent of the market to become the main supplier to Latin America, according to the ITC International Trade Centre.

The United States, which boasted the first position in 2021, reached 17 percent, whereas Brazilian vehicles dropped from 14 to 11 percent of the market last year.

In the budding market of electric vehicles, the dominance is even greater: 51 percent of sales in the region were from the Asian giant, while practically all electric buses are Chinese.

“The growth of Chinese automakers over the last few years has been exponential, thanks to significant improvements in quality, technology and design,” said Andrés Polverigiani, automotive intelligence manager for the Nyvus consultancy firm.

No other market outside of Asia has such a share of cars of this origin, which proves the importance of Latin American economies to China, the second business partner in the region, according to the ITC.

In the European Union and the United States, two markets with a strong auto industry, the imposition of tariffs has prevented them from progressing more strongly.

Though small, the Chilean market is considered one of the most competitive in the world. Practically free of tariffs due to a wide range of business treaties, 80 brands of 28 origins offer more than 600 models of vehicles.

The arrival of Chinese cars into ports across Latin America seems endless.

“A Chinese car here competes with the same features as an American or European car. The lower tariffs have also led to very competitive prices,” said Diego Mendoza, the president of Chile’s National Automotive Association.

Last year, Chinese cars accounted for nearly 30 percent of sales in Chile.

Like Chile, as in Ecuador, Peru or Colombia, the Chinese idea is to dominate the market. In Brazil and Mexico, the largest regional markers, Beijing wants to sell and produce.

The massive BYD auto-maker makes cars in Camacarí, in northeastern Brazil. It is the biggest electric-vehicle factory outside of Asia, with a capacity to produce 150,000 vehicles a year.

Another manufacturer, GWM, has bought a Mercedes-Benz factory in Iracemápolis, São Paulo, where it plans to produce 100,000 electric vehicles a year.

“Brazil is a country with a high volume of sales, a low presence of electric vehicles and a low presence of Chinese cars. If I were an executive for a Chinese auto company, I would also be very interested in the Brazilian market,” said Cassio Pagliarini, an industry specialist with Bright Consulting.

China has managed to attract consumers after associating itself with large automakers, in alliances which have helped to lower the cost production processes and improve available technologies.

“People have been testing them and adopting them within their preferences,” said Rubén Méndez, marketing manager at Chilean car-seller Movicenter.

As for prices, José Carlos De Mier, Nyvus’ representative in Mexico and Puerto Rico, explained that “in some Latin American countries, Chinese brands are offering more for the same price.”

In Latin America, Chinese cars have improved access to first-time buyers in medium- and low-income segments of the population and focused on the expansion of cleaner technologies in polluted cities as Santiago, Bogota or Mexico City, explained Sebastián Herreros, an economist for the United Nations’ Economic Commission for Latin America and the Caribbean (ECLAC).

Meanwhile, in the Chilean capital of Santiago, over 2,000 Chinese-made electric buses are already circulating.


“All our countries have to quickly head towards electromobility for a challenge of near survival and China is an ideal partner there: it has the scale of production and capacity to sell at affordable prices,” Herreros added.
Chinese automotive brands are facing a rising number of customer complaints in Mexico. According to data from the Federal Consumer Protection Agency (PROFECO), Chirey and MG have accumulated a combined total of 181 complaints since 2021.

From 2022 to 2024, Chirey has received 98 complaints, while SAIC, the distributor of MG, has faced 83 complaints from 2021 to 2024. Common issues reported include warranty disputes, manufacturing defects, poor repair quality, and problems with contract cancellations or product delivery.

“These complaints may stem from several factors: consumers’ lack of familiarity with handling conditions, maintenance and spare parts issues, and competition from well-established brands in the Mexican market,” said Eric Ramírez, LATAM Manager, Urban Science.

Ramírez noted that these complaints do not necessarily indicate poor quality in Chinese vehicles but rather highlight a gap in meeting the expectations of Mexican consumers who seek prompt service, competitive maintenance costs, and clear warranty terms.

“A single bad experience can overshadow numerous positive ones, especially when shared widely on social media. It is crucial for companies to uphold their brand promises meticulously,” he added.

Urban Science reports that defects should not exceed 2% of a vehicle's value. For vehicles priced around MX$350,000 (US$17,990), a defect costing more than MX$7,000 could result in significant customer dissatisfaction.

“Dealers sometimes lack sufficient knowledge about warranties, and this often leads to mishandling of complaints,” said Gerardo Gómez, General Director, J.D. Power Mexico.

Despite these issues, Chinese brands have made notable inroads into the Mexican market. From January to July 2024, they accounted for 9% of total car sales, according to the Mexican Association of Automotive Dealers (AMDA). While their complaint numbers are lower than those of major brands like Chevrolet, Volkswagen, or KIA, the increasing volume of complaints could threaten their market position.

 
Chinese cars make inroads in Latin America, overtakes US and Brazi


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