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Charts: China Zhejiang Geely Holding Group

Charts: Toyota and Tesla、「1台の格差」8倍に 初の純利益逆転

Source : Nikkei

China’s Auto Exports Jump in First Three Quarters

In the first nine months, China shipped 2.26 million vehicles, up 51.6 per cent from a year earlier and surpassing the 2021 total, according to the General Administration of Customs.

Exports of new-energy vehicles grew 93 per cent to 656,000 units during the first nine months, data showed.

The top five exporters were SAIC Motor, Chery Automobile, Chang’an Automobile, Dongfeng Motor and Tesla, data from China Association of Automobile Manufacturers showed.

China’s auto exports topped 2 million units for the first time in 2021 with sales of 2.12 million, nearly double from the previous year.

The surge growth of Chinese exports, led by demand from the European market, partly reflected inadequate supplies in the overseas market affected by a semiconductor shortage, an energy crisis and geopolitical tensions, analysts said.

Source : Business Times

In Pictures: China BYD, ORA and Wey Presented Their Cars at the Paris Motor Show 2022

Source : Car New China

Infographic: The Range of Electric Cars vs. Gas-Powered Cars

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Source : Visual Capitalist

Car Companies Are Making a Deadly Mistake With Electric Vehicles

David Zipper wrote . . . . . . . . .

On Aug. 16, President Biden signed the Inflation Reduction Act, whose climate investments include a muscular effort to convince more Americans to purchase an electric vehicle. The new law offers $7,500 off many new electric or plug-in hybrid cars or trucks, without restricting the number of credits that a carmaker can receive.

A day later the National Highway Traffic Safety Administration announced that American road deaths soared once again in the first quarter of 2022, rising 7 percent to 9,560 fatalities—the highest quarterly toll since 2002.

The two news items may seem unrelated, but they are not. If the U.S. auto industry maintains its current habits, the incipient transition to electric cars could further worsen the deadly carnage on America’s roads.

The United States is already a global outlier in traffic deaths. Unlike virtually all other developed countries, where such fatalities declined during the last decade, the U.S. has seen an increase of over 30 percent. Today, an American is more than twice as likely as a citizen of France or Canada to die in a crash.

Several factors help explain this unfortunate kind of national exceptionalism. Americans drive a lot, relatively speaking, and they take comparatively few transit trips (which are much safer). The U.S. installs fewer automatic traffic cameras, which can save lives, while building many more high-speed urban arterials where road deaths tend to concentrate.

There is another, critical contributor to the American surge in in traffic fatalities: the national penchant for tall, heavy pickup trucks and SUVs. The weight of these behemoths endangers other road users in a crash, and their height leads them to strike a person’s torso instead of their legs (it can also make it difficult to see those standing in front of the vehicle). American deaths among those on foot or a bicycle rose more than 40 percent during the last decade; one study found that the shift to SUVs over the last twenty years led to more than 1,000 additional pedestrian fatalities.

Electrified versions of SUVs and trucks can be even more dangerous. Large vehicles require massive batteries, which add tonnage. The Ford F-150 Lightning, for instance, weighs around 6,500 pounds, about a third more than its gas-powered model. The Hummer EV is even more gigantic, tipping the scales at over 9,000 pounds, with a battery that alone is heavier than an entire Honda Civic. This additional weight creates force during a crash, increasing the danger to pedestrians, cyclists, and occupants of smaller cars.

The heft of electric vehicles is not their only safety risk. Even with heavy batteries, these vehicles’ electric powertrains allow them to accelerate unusually quickly. Chevrolet, for instance, touts its “Wide Open Watts Mode” that allows the Chevy Blazer EV, an SUV, to accelerate from zero to 60 in under four seconds—a speed that is comparable to popular muscle cars like the Dodge Charger and Ford Mustang. A Tesla Model X Plaid is even more powerful, reaching 60 mph in two and a half seconds—faster than any other SUV on the market.

Car companies are touting these acceleration rates as a selling point, which is ominous. Although supercharged pick-up speeds serve no practical purpose, they create real danger for other road users—especially those on foot or in a wheelchair who have scant time to get out of the way.

Carmakers’ celebration of zero-to-60 speeds points to a fundamental problem: Rather than treating electrification as an opportunity to build vehicles that are safer as well as cleaner, automakers are bringing their existing designs and performance metrics into a new, electrified era. They shouldn’t.

Consider the Ford F-150 Lightning. With no need to fit a gasoline engine underneath the hood, Ford could have restructured its front end to slope toward the ground, giving the driver a better view and making it more likely that a pedestrian or cyclist would roll off the top instead of absorbing a collision directly. Instead, Ford kept the tall dimensions of the existing F-150, converting the space underneath the hood into storage that the company calls a “frunk.”

That move may be useful for F-150 buyers, but it’s a missed opportunity to enhance safety. Still, it’s hard to fault Ford for its decision; no regulatory incentive or requirement pushed the company to adopt a less dangerous front end, and few consumers will pay extra for features whose safety benefits accrue to those outside the vehicle.

These risks of electrification are avoidable. With regulation, the National Highway Traffic Safety Administration could set a minimum zero-to-60 threshold on public roads, ensuring that electrification doesn’t invite a reckless acceleration competition among carmakers. The federal government should also address the prisoner’s dilemma of people buying tall, heavy SUVs and trucks—electric or otherwise—merely to avoid being at a disadvantage in a crash with another vehicle. For starters, given the greater danger they pose, heavier cars should incur higher taxes and fees.

Here’s a promising model: The District of Columbia recently adopted a creative vehicle registration fee schedule that charges owners of vehicles weighing more than 6,000 pounds $500 per year, seven times more than those registering light sedans. (D.C. gives EVs a 1,000-pound “credit.”) A sliding scale for vehicle fees can influence buyer decisions, and it also encourages carmakers to utilize battery technology improvements to reduce their vehicles’ weight, rather than to expand driving range from a single charge. (Automakers keep adding battery capacity in response to “range anxiety,” but such concerns are overblown. As a New York Times op-ed recently asked, “You want an electric car with a 300-mile range? When is the last time you drove 300 miles?”)

In fact, we should raise the safety bar even higher and demand that carmakers capitalize on the switch to EVs to develop safer designs. One obvious move is to add pedestrian crashworthiness to federal car crash ratings, called the New Car Assessment Program, to estimate crash risk borne by those outside the vehicle. Europe, Australia, and Japan took this step years ago; the United States is a laggard.

So far, however, neither Congress nor the National Highway Traffic Safety Administration has signaled a desire to ensure that car electrification leads to vehicles that are safer as well as greener. There need not be a tradeoff between efforts to halt climate change and reduce the surging number of American road deaths. But avoiding one requires forethought and initiative. Federal leaders need to show it.

Source : Slate

Chart: U.S. New and Used Vehicle Prices Have Soared Since the Start of the Pandemic

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Source : GRID

Charts: China Car Export

Western Europe and Southeast Asia became the main destinations for China’s new energy vehicle (NEV) exports, accounting for nearly half of all cars sold overseas during the first six months this year, according to the China Passenger Car Association (CPCA).

China exported 362,200 NEVs in the first half, more than double from the previous year, Cui Songshu, secretary general of the CPCA, said over the weekend citing customs data. Exports to Western European countries reached 122,700 autos, accounting 34% of total exports, while sales to Southeast Asia came to 58,400 units, or 16% of the total, Cui said.

Source : Bloomberg and Caixin

Read also

China’s Assault On European Electric Car Market Gathers Momentum . . . . .

Black Box for New Cars Now Mandatory in the EU

Marie-Julie Van de Sijpe wrote . . . . . . . . .

From July 2022 onwards, all cars, trucks and buses manufactured in Europe will now have to be equipped with a black box, just like in airplanes.

The principle was voted on in the European Parliament in 2019, with the aim of improving road safety. The new rules for the road only apply to vehicles that are new to the market – people who drive around with a somewhat older car do not have to change cars or get one installed.

The new black box for cars comes with all sorts of safety applications: it records all driving data from speed and acceleration, to belt use and braking.

It also includes advanced systems that assist drivers to stick to the speed limit. Moreover, there is an option to install an alcohol lock.

Just like in airplanes, the device would come with an in-vehicle data recorder for incidents, with the difference being that it will not record any conversations inside the vehicle.

It will be easier for experts to access the driver’s data, as it helps to provide liability in case of serious accidents, by simply providing information about the first 30 seconds before and 10 seconds after the impact.

“It will be useful for serious accidents, which are a minority in relation to the total number of cases. The judicial authorities will not ask for the data after every accident. There are only 7,000 to 8,000 serious accidents out of 45,000 bodily injury accidents each year,” Benoît Godart, road safety spokesman at the Vias Institute, told La Libre.

Some motorists’ associations are not pleased with this decision and see it as “an additional cost for new cars”.

“The price of the device is about a hundred euros. This will be reflected in the price of the car and will also be included in the insurance,” Pierre Chasseray, general delegate of the French association “40 million motorists”, told France Info on Monday.

The black box mandate will be extended to private cars and other second-hand commercial vehicles from 2024 onwards.

Source : The Brussels Times

Chart: Global Passenger Vehicles Sales by Powertrain

Source : Bloomberg