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Kanthaswamy Balasubramaniam
Again I am confused

對于這樣的聲明，我再次感到困惑
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First is Electricity Production

首先是電力生產(chǎn)

India produced 2,032 TWH of Electricity in 2023:-

2023年，印度生產(chǎn)了2032太瓦時的電力：

Of this 1,463 TWH were for Retail and Commercial Consumption

其中1463太瓦時用于零售和商業(yè)消費
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Of this 178 TWH was for Agriculture

其中178太瓦時用于農(nóng)業(yè)
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That leaves 391 TWH of Electricity for Industry

這為工業(yè)留下了391太瓦時的電力

So how much for EV Industry?

那么電動汽車行業(yè)需要多少電力呢？

A Single EV needs almost 25,000 Units of Electricity to be fully processed and ready at all stages

一輛電動汽車在所有階段完全加工和準備就緒需要大約25,000單位的電力

This means to manufacture a mere 1 Million EVs would need 25 Billion Units Or 25 TWH

這意味著僅制造100萬輛電動汽車就需要250億單位或25太瓦時的電力

This means EVs alone would take up 6% of the Power available in India

這意味著僅電動汽車就將占用印度可用電力的6%

Plus charging infrastructure

再加上充電基礎設施

With rapid charging - you need 6:1 which means you need 360 Units to rapidly charge a 60 KWH battery. This helps a full charge of 60 KWH in 14 1/2 minutes

使用快速充電 - 你需要6:1的比例，這意味著你需要360單位的電力來快速充電一個60千瓦時的電池。這有助于在14分半鐘內(nèi)充滿60千瓦時的電池
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Assume medium charging - you need 1.5:1 which means 90 Units to charge a 60 KWH battery in 115 minutes

假設中等充電 - 你需要1.5:1的比例，這意味著你需要90單位的電力在115分鐘內(nèi)給一個60千瓦時的電池充電

That's 9000 Units a year

這是每年9000單位電力

For 1 Million EVS that's 9 TWH a year

對于100萬輛電動汽車，這是每年9太瓦時

So you need a combined 34 TWH a year out of 391 TWH

所以你每年需要從391太瓦時中分配出34太瓦時

Cost to the customer?

顧客的成本是多少？

? 17.71/- per unit to break even

平衡點是每單位17.71盧比

That's ?1620 per charge and ? 1.62 Lakh for a year

這是每次充電1620盧比，一年1.62盧比

Instead of ? 540/- per charge today and ?54, 000/- a year instead of ? 2.05 Lakh a year for petrol

而不是今天每次充電540盧比，一年54,000盧比，而不是汽油每年2.05盧比

That's almost 80% of the cost of a petrol vehicle

這幾乎是一輛汽油車成本的80%
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Now let's see China

現(xiàn)在讓我們看看中國

China produced 9,184 TWH of Electricity in 2023

2023年，中國生產(chǎn)了9184太瓦時的電力

Of this 2,688 TWH of Electricity was for retail and commercial consumption (More than all of Indias total electricity)

其中2688太瓦時的電力用于零售和商業(yè)消費（超過了印度所有的總電力）

Of this 396 TWH of Electricity was for Agriculture

其中396太瓦時的電力用于農(nóng)業(yè)

This leaves a whopping 6,100 TWH for Industry and manufacturing

這為工業(yè)和制造業(yè)留下了巨額的6100太瓦時電力

That's 16 times what India has for Industry

這是印度工業(yè)電力的16倍

SIXTEEN TIMES

十六倍

They use 415 TWH for EVs and Charging Infrastructure

他們使用415太瓦時的電力用于電動汽車和充電基礎設施

That's more than all the electricity available for India for all Industry

這超過了印度所有工業(yè)可用的所有電力

That's 12.20 times more than India needs for making EVs at a price of almost ?18 an unit to break even

這是印度以幾乎每單位18盧比的價格制造電動汽車所需電力的12.20倍

In Indian rupees China can ensure you pay a mere 0.014 RMB per charging Unit Or 4.2 RMB for a full charge at express speed

用印度盧比計算，中國可以確保你每個充電單位僅支付0.014人民幣，或者以快速速度充滿電僅需4.2人民幣

That's 420 RMB a year against 2140 RMB for Petrol

這是每年420人民幣，相比之下汽油是2140人民幣

So India needs at least 600 TWH of power extra a year for EVs and Semi Conductors in a quantity which is a SIXTH TO SEVENTH OF CHINA

因此，印度每年至少需要額外600太瓦時的電力用于電動汽車和半導體，其數(shù)量是中國的六分之一到七分之一
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That's 30% increase in Electricity

這是30%的電力增長

Plus Train electrification

加上火車電氣化

Plus more electrification of homes

再加上更多的家庭電氣化

And so on and so forth

等等諸如此類

HOW WILL INDIA PRODUCE SO MUCH ELECTRICITY??

印度將如何生產(chǎn)如此多的電力？？

You want my sources?

你想知道我的數(shù)據(jù)來源嗎？

Wikipedia Or Google is enough

查查維基百科或谷歌就足夠知曉了

Second is Technology

其次是技術

After spending

在投入之后

After peaking at nearly 2700 Billion RMB in subsidies over 10 years - China has finally managed to become the world leader in commercially manufacturing NEVs

在10年內(nèi)的補貼達到近2700億人民幣的峰值后，中國最終成功成為商業(yè)制造新能源汽車的世界領導者

This included :-

這包括：

488,000 Graduates and Skilled Workers with enough skills to design and manufacture

擁有足夠設計和制造技能的488,000名畢業(yè)生和熟練工人
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30,000 Researchers

30,000名研究人員

An Annual R&D Budget of 360 Billion RMB a year ($ 53 Billion) or ?4.5 Lakh Crore a year (In India its around ? 40,000 Crore)

每年的研發(fā)預算為3600億人民幣（530億美元）或4.5盧克億盧比（在印度大約為4000億盧比）

Where does Rajeev Chandrashekhar get the money from?

拉杰夫·錢德拉謝卡爾從哪里得到資金？

India doesnt have the skilled workers and definitely not 1,000 skilled researchers leave alone ones with EV battery or Platform engineering skills

印度沒有足夠的熟練工人，更不用說1000名熟練的研究人員，更別提擁有電動汽車電池或平臺工程技能的人了
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R&D Money?

研發(fā)資金？
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Indias top five motor companies spend 13% of what Chinas top five motor companies spend

印度五大汽車公司的支出僅為中國五大汽車公司支出的13%

Like I said, I see nothing at all that can justify the question today

正如我所說，我完全看不出有什么可以證明今天這個問題的合理性
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India is making a FOOL of itself with such statements

印度發(fā)表這樣的聲明，簡直是在自欺欺人
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Anita Keko
I think this is good news, both for Chinese electric vehicle companies and the electric vehicle industry.

我認為這對中國電動汽車公司和電動汽車行業(yè)來說都是好消息。

First of all, Chinese electric vehicle companies welcome any form of healthy competition. Because healthy competition is conducive to the development of both parties and even the entire industry. Take Tesla's entry into China as an example. This year is Tesla's 11th year in China. In addition to the Shanghai Gigafactory, Tesla has also established the Shanghai R&D Innovation Center and the Shanghai Super Energy Storage Factory in China. By continuously introducing excellent global supply chain companies and local companies with advantages for technical cooperation, Tesla has delivered the world's cutting-edge battery, motor and other core technologies to China, promoting the technological transformation and upgrading of domestic peer companies. Tesla’s high-performance and efficient battery management system, ultra-long cruising range, and world-leading driving safety features have also become the goals that Chinese companies strive to catch up with. It is no exaggeration to say that the leap-forward development of China's new energy automobile industry cannot be separated from the inspiration of Tesla.

首先，中國電動汽車企業(yè)歡迎任何形式的良性競爭。因為良性競爭有利于雙方乃至整個行業(yè)的發(fā)展。以特斯拉進入中國為例。今年已經(jīng)是特斯拉進入中國的第11個年頭了。
除上海超級工廠外，特斯拉還在中國建立了上海研發(fā)創(chuàng)新中心和上海超級儲能工廠。
特斯拉通過不斷引進全球優(yōu)秀供應鏈公司和具有技術合作優(yōu)勢的本土公司，將全球前沿的電池、電機等核心技術交付中國，促進了國內(nèi)同行企業(yè)的技術改造升級。
特斯拉高性能、高效能的電池管理系統(tǒng)、超長續(xù)航里程、世界領先的駕駛安全功能也成為中國企業(yè)努力追趕的目標。毫不夸張地說，中國新能源汽車產(chǎn)業(yè)的跨越式發(fā)展離不開特斯拉的啟發(fā)。

Think back to when China joined the WTO in 2001, many people cried "wolf’s coming", worrying that Chinese companies would lose their ability to survive under the impact of multinational companies. But what we see is that, under the leadership of outstanding international companies, Chinese companies have grown rapidly, thus creating China's status as the world's factory and hel China become the world's second largest economy.

回想2001年中國加入WTO時，很多人都在喊“狼來了”，擔心中國企業(yè)會在跨國企業(yè)的沖擊下失去生存能力。但實際上我們看到的是，在優(yōu)秀國際企業(yè)的領導下，中國企業(yè)迅速發(fā)展，開創(chuàng)了中國的世界工廠地位，幫助中國成為世界第二大經(jīng)濟體。

Moreover, there has always been a saying in Chinese culture that "gentlemen fight for righteousness, and villains fight for his profit." “Fighting for righteousness” in the field of new energy vehicles perhaps means, just as Elon Musk expects, accelerating the world's transition to sustainable energy.

而且，中國文化中一直有“君子為義，小人為利”的說法。在新能源汽車領域“為正義而戰(zhàn)”，或許就像埃隆·馬斯克期待的那樣，加快了世界向可持續(xù)能源的轉(zhuǎn)型。

Second, India's effort to build itself into the world's electric vehicle production center is also an opportunity for Chinese electric vehicle companies. Its newly approved policy aims to attract foreign EV manufacturers by offering enticing incentives, such as tax relief and reduced import taxes on sext EVs. In 2023, China's new energy vehicle exports will exceed 1.2 million units, a year-on-year increase of 77.6%. It can be said that China is leading the world in the fields of renewable energy power generation and electric vehicles. If India wants to realize its ambitions, Chinese electric vehicle companies will definitely be able to help it. Of course, this is the premise that the Indian government can provide a level playing field for Chinese electric vehicle companies, because in recent years, India has been suppressing Chinese companies such as iaomi, Great Wall Motors, TikTok, etc. After all, China did not become one of the global manufacturing hub for electric vehicles by suppressing companies from other countries.

其次，印度努力將自己打造成世界電動汽車生產(chǎn)中心，這對中國電動汽車公司來說也是一個機遇。
中國剛獲批的政策旨在通過提供誘人的激勵措施來吸引外國電動汽車制造商，例如減免稅收和降低部分電動汽車的進口稅率。
2023年，中國新能源汽車的出口量將超過120萬輛，同比增長77.6%。
可以說，中國在可再生能源發(fā)電、電動汽車等領域已經(jīng)處于世界領先地位。如果印度想實現(xiàn)其野心，中國的電動汽車企業(yè)肯定能夠提供幫助。
當然，這也要基于印度政府能夠為中國電動汽車企業(yè)提供公平競爭環(huán)境的前提，因為近年來，印度一直在打壓中國企業(yè)，比如小米、長城汽車、抖音等。
畢竟，中國從未通過打壓其他國家的企業(yè)才得以成為全球電動汽車制造中心之一。

Change28
Nothing different from what China is doing now.
China just needs to keep improving to be competitive: Do , not talk!
No one buys products based on the boasting of the manufacturers!

對中國現(xiàn)在的發(fā)展路線并不會造成什么不同。
中國只需要繼續(xù)提高競爭力：要實干，莫空談！
沒有人會因為制造商的吹噓而購買產(chǎn)品！

FactsWork1
China will always opt for cooperation and joint efforts to make the pie bigger for everyone, it will forcus on how to add value to the supply chain and benefit all sides.

中國始終堅持合作共贏、一起努力把“蛋糕”做大，始終注重供應鏈增值，始終注重各方的共同受益。

Gilbert K
If you know the Indian government, well, you will know that they have made many bold, ambitious statements, over the decades.
How many of their ambitions worked out? Heheh.
I wish them well. I really do. More competition among the manufacturers will mean cheaper and better cars for the whole world. Will India succeed? That is another question.

但凡你對印度政府有些了解，你就會知道他們在過去幾十年里發(fā)表過多少大膽狂妄、野心勃勃的聲明了。
他們的那么多野心，有多少真的實現(xiàn)了？
我祝印度一切順利。真心的。制造商之間的競爭意味著全世界能涌現(xiàn)出更便宜、更優(yōu)秀的汽車。印度能獲得成功嗎？這就是另一個問題了。

Kam Wong
The science in switching from gas vehicles to EVs is quite difficult to handle for most countries. That was the reason why the transition took so long because of the scientific problem of over-heating during the charging process. For conventional batteries, the problem had always been the heat generated when charging the batteries. They had to take to 4–6 hours of charging in order not to cause overheating of the batteries which might result in fires and explosions.. That was the problem with EVs up the 2022s. China was doing a lot of research into graphene then. In 2023, they made the breakthrough. BYD and CATL managed to get the Lithium batteries with graphene electrodes to be fully charged in less than 15 minutes with a range of more than 400 kilometers. Subsequently in 2024 both CATL and BYD found that Sodium solid batteries were cheaper and better with charging time reduced to 10 minutes and a higher range more than 400 kilometers. CATL, BYD and others in China had almost all the patents related to the EV batteries.

對大多數(shù)國家來說，從燃油汽車轉(zhuǎn)向電動汽車的技術是很難突破的。這就是電池充電過程中電池過熱的科學問題遲遲未能解決，轉(zhuǎn)型拖延了這么長時間的原因。
對于傳統(tǒng)電池來說，電池充電時產(chǎn)生的熱量一直是個棘手的問題。為了避免電池過熱導致火災和爆炸，充電時間必須放慢到4-6小時。這就是電動汽車在2022年之前的主要問題。
當時中國對石墨烯進行了大量研究。2023年，中國在這一領域取得了突破。比亞迪和寧德時代成功地讓帶有石墨烯電極的鋰電池實現(xiàn)15分鐘內(nèi)完成充電，續(xù)航里程超過400公里。
隨后在2024年，寧德時代和比亞迪又發(fā)現(xiàn)，磷酸鈉固體電池更便宜、更優(yōu)秀，充電時間可以進一步縮短到10分鐘，續(xù)航里程超過400公里。
與電動汽車電池有關的所有專利幾乎都屬于寧德時代、比亞迪及中國其他企業(yè)。
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In the cost of the EVs, the batteries cost up to 28% of the total cost in 2024, gradually reducing to 19% in 2030.
India is still in the talking stage with no real results to show. They do not have the research results like patents or materials supply like graphene to be a serious competitor. India might want to embrace EVs for its transport needs because it is cheap and good. It must also consider the supporting facilities like charging stations and the power stations to generate the electricity for charging the millions of EVs. There are logistics to consider.

在電動汽車的成本構成中，2024年電池成本占到總成本的28%，到2030年逐步降至19%。
印度現(xiàn)在還處于口嗨階段，沒有真正拿得出手的成果。他們沒有專利等研究成果，也沒有石墨烯等材料供應，不可能成為真正的競爭對手。
印度可能希望研發(fā)電動汽車，滿足國內(nèi)的交通需求，因為電動汽車確實物美價廉。
但印度還必須考慮充電站和發(fā)電站等配套設施，為數(shù)百萬輛電動汽車提供充電服務。而且還有后勤問題也需要考慮。

In summary, India would like to adapt and evolve to the EVs era for its transport needs. It lacks a comprehensive plan to make it happen. It is still in the talking stage with nothing to show for it. China just does not see Indian EVs anywhere. Where then is the intense competition from Indian electric vehicles? From present projections, India is at least 5 years behind the curve. The EV era may not happen at all in India because of the huge expenditure on power stations etc. Most likely it will still be using gas vehicles for the next 10 years or so.

總而言之，印度希望順應和推動電動汽車時代，滿足國內(nèi)的交通需求。但印度缺乏實現(xiàn)這一目標的全面計劃，目前仍處于口嗨階段，沒有任何成果。
中國根本看不到印度電動汽車的影子。那么印度電動汽車帶來的激烈競爭有從何談起？
從目前的預測來看，印度至少落后了5年。由于建設發(fā)電站等方面需要巨額投資，電動汽車時代可能根本就不會在印度出現(xiàn)。
最有可能的是，在未來10年左右的時間里，印度仍將使用燃油汽車。

Ed Tsoi
India has still quite a long way to go.
Labour in India is indeed lower than China, however, in the auto industry, most of the assembly procedures are now completed by robots. Then it comes into another factor, these factories require a lot of energy and a constant and powerful supply is essential. Imagine that the TSCMC consumed 10% of electricity generated in Taiwan last year.

印度還有很長的路要走。
印度的勞動力確實比中國廉價，但在汽車行業(yè)，現(xiàn)在大多數(shù)裝配工作都是由機器人完成的。還有另外一個因素，這些電動汽車工廠需要消耗大量的能源，持續(xù)和強大的電力供應是必不可少的條件。想象一下，臺積電去年的耗電量是臺灣總耗電量的10%。

Besides building the car, there are many other parts that will make use of different materials like wheels using aluminium or magnesium, glass panels, upholsteries and all the buttons, dials and wiring which require skillful and trained workers.
China has now quite a mature supply line and can produce all these parts. The Gegafactory of Tesla in China was proposed in 2015, spending 2 years to complete the deal and the factory was completed in 1 year from Jan to Dec 2019. In 2021 there were 250,000 cars made and the capacity can be increased to 450K. The highest record was in Feb 2022 when 100,000 cars were made.

除了制造汽車，還有許多部件需要使用不同的材料，如使用鋁或鎂的車輪、玻璃板、內(nèi)飾以及所有的按鈕、表盤和電線，這些都需要受過訓練的熟練工人。
中國現(xiàn)在有相當成熟的供應線，可以生產(chǎn)所有零部件。特斯拉于2015年提出在中國建設超級工廠，經(jīng)過2年的談判達成交易，2019年1月至12月，工廠僅在1年時間內(nèi)就完工了。
2021年，特斯拉中國工廠的汽車產(chǎn)量為25萬輛，產(chǎn)能可繼續(xù)增至45萬輛。產(chǎn)能的最高記錄是在2022年2月，當月一共生產(chǎn)了10萬輛汽車。

Lastly, part of the cars produced in China are being exported to different countries, it requires an efficient logistics system and in this aspect, India is still a bit behind.

最后，在中國生產(chǎn)的部分汽車目前已出口到不同的國家，這需要高效的物流運輸系統(tǒng)，在這方面，印度仍然落后。

Ray Comeau
China's EV industry has to just maintain its current course. The industry is growing and at the same time it is undertaking the needed consolidating among the many manufacturers, which weeds out the weak from the strong and results in a better product offering and stronger industry.
India is not a threat to China's EV industry in the present circumstances.

中國的電動汽車行業(yè)只需要維持目前的路線就可以了。中國的電動汽車行業(yè)正在增長，同時還在和許多制造商之間進行整合，實現(xiàn)優(yōu)勝劣汰，推動更好的產(chǎn)品供應和更強大的行業(yè)。
就目前的情況而言，印度對中國電動汽車行業(yè)完全不造成威脅。

Peter Kaye
Competition? Maybe, intense? Certainly not, there is no way India can compete against Chinese manufacturing prowess, that was proven with the iPhone, they packed up and went back to China, but if it’s an Indian company making the EVs, that’s fine, and they will probably sell in India, but internationally? That remains to be seen, so no I can’t see where China will be affected at all by India making their own EV, except of course their current sales to India might suffer a bit, so it remains to be seen, it could just be, Indians sending up smoke signals that get blown with the wind.

競爭對手？也許,競爭激烈？當然不了，印度不可能與中國的制造能力展開競爭，這一點在iPhone上就得到了證明，蘋果把生產(chǎn)線打包回了中國。但如果是印度公司生產(chǎn)電動汽車，那沒關系，他們可能會在印度進行銷售，但如果想把電動車銷往國際？這還有待觀察，所以我不知道印度制造電動汽車會如何影響中國，當然了中國對印度的銷售可能會受到一點影響，所以這還有待觀察，可能只是印度人放了個煙霧彈，但被風吹散了。
原創(chuàng)翻譯：龍騰網(wǎng) http://nxnpts.cn 轉(zhuǎn)載請注明出處

Hypocritic Westerner
Indians like to shout out big slogans just like their Anglo Saxons masters. Intense competition? Can you make sure India has one properly functioning factory first before discussing competition.

印度人很喜歡喊口號，和他們的盎格魯-撒克遜主人一樣。激烈的競爭？在我們對競爭展開討論之前，你能不能先確認一下，印度真的擁有一家正在正常運轉(zhuǎn)的工廠嗎？

印度政府稱印度將成為全球電動汽車制造中心。中國應該如何應對來自印度電動汽車的激烈競爭？KB：印度發(fā)表這樣的聲明，簡直是在自欺欺人！

印度政府稱印度將成為全球電動汽車制造中心。中國應該如何應對來自印度電動汽車的激烈競爭？KB：印度發(fā)表這樣的聲明，簡直是在自欺欺人！