通用汽车在华力推环保战略

GM Will Color Its Strategy Green In China

2007年10月30日11:53

在中国这个世界增长最快的汽车市场，人们对污染和能源安全的担忧正日益加剧，有鉴于此，通用汽车(General Motors)计划投入巨资开发针对中国市场的环保型技术。

General Motors Corp. will make a significant investment to help develop environmentally friendly technologies for the China market, as concerns about pollution and fossil fuels deepen in the world's fastest-growing auto market.

通用汽车董事长兼首席执行长瓦格纳(Rick Wagoner)表示，其耗资2.50亿美元在上海建设的企业园中将有一个高级汽车研究中心。该公司将同当地的一家合资伙伴以及中国政府和学术研究机构合作，探讨如何减少对化石燃料的依赖。

GM Chairman and Chief Executive Rick Wagoner said the company will establish a center for advanced auto research that will be part of a $250 million corporate campus GM is building in Shanghai. The auto maker will collaborate with one of its local joint-venture partners, China's government and academic institutions about ways the country can reduce its reliance on fossil fuels.

瓦格纳周一在北京访问期间表示，应对这些挑战就要从现在做起，不能再等到明天。

'The time for addressing these challenges is not tomorrow, but today,' Mr. Wagoner said during a visit here.

通用汽车没有具体说明2.50亿美元投资中将有多少用于研究中心。该研究中心将涉及油电混合动力车、电动汽车、替代性燃料、发动机和其它新技术课题。

GM didn't break out how much of the $250 million will be spent on research, which will look into gasoline-hybrid cars, electric vehicles and alternative fuels, engines and new technologies.

目前，中国市场对通用汽车等世界汽车巨头的重要性与日俱增。瓦格纳在接受采访时表示，通用汽车今年在中国的销量将达到100万辆左右，比2006年的83万辆增长约20%。通用汽车与国有企业上海汽车工业总公司(Shanghai Automotive Industry Corporation)和柳州五菱汽车公司(Liuzhou Wuling Motors)建有合资汽车生产厂。

Mr. Wagoner's announcement yesterday comes as China's market surges in importance to GM and the rest of the world's major auto makers. GM's sales in China, where it produces vehicles in partnership with state-controlled Shanghai Automotive Industry Corp. and Liuzhou Wuling Motors Ltd., will hit roughly one million vehicles this year, Mr. Wagoner said later in an interview, rising about 20% from 830,000 in 2006.

瓦格纳说，需求增长速度超出了我们的预期。他还表示，由于美国等成熟市场的竞争太过激烈，通用汽车将继续依靠中国和印度等发展中国家来推动公司增长。

'The demand growth has exceeded our expectations,' Mr. Wagoner said. He added that GM will continue to rely on developing economies such as China and India for its growth, as mature markets such as the U.S. remain hotly competitive.

通用汽车计划明年在中国推出油电混合动力车，但它未对具体细节作详细说明。不过，该公司管理人员承认，替代性技术可能只会吸引高端用户，而不是第一次购买轿车的数百万中国中产阶层，因此，成本问题是公司面临的一个挑战。其他汽车厂家也有在中国开发替代性技术的宏伟计划。

GM plans to introduce a hybrid gasoline-electric vehicle next year in China. Officials declined to provide details. But they acknowledged that cost will be a challenge, as alternative technologies will likely appeal only to the upper end of the market and not to the millions of Chinese middle-class consumers now buying their first cars. Other auto makers also have ambitious plans to develop alternative technologies in China.

但瓦格纳表示，在中国，汽车行业有机会与政府共同勾画未来前景。在今年汽车销量增长约25%的情况下，政府和消费者越来越担心给环境造成的危害。同时，中国目前还处于汽车时代的早期。

But Mr. Wagoner said China offers an opportunity for industry to work with government in shaping the future of the automotive industry. With auto sales rising at roughly 25% this year, the government and consumers increasingly are worried about environmental damage. And China is only at the early stages of its adoption of the automobile.

瓦格纳说，中国的进展可能会对环保型汽车在全球的推广产生重大影响，因为中国政府直接参与了汽车业的发展。他谈到，如果说有哪个地方能让我们回头审视一下汽车业的发展体系，那就是中国了。

What happens in China, Mr. Wagoner said, likely will have a major impact on the auto industry's adoption of environmentally friendly technologies world-wide, because of the government's involvement with the industry. 'If there is a place where we can step back to look at the system, this is the place,' he said.

他预计，如果中国积极采用混合动力车和其它替代性技术，在五到六年时间里，环保型汽车在销售量中所占比例将达到50%，远高于目前的不足10%。

If China were to vigorously adopt hybrids and other alternative technologies, he predicted that in five to six years, 50% of auto sales could be environmentally friendly vehicles, compared with less than 10% today.

通用汽车投资的2.50亿美元将用于建设研究中心及位于上海浦东的企业园区。这个园区将成为通用在中国和亚太区的总部。此外，通用汽车还将出资500万美元与清华大学和上海汽车合作成立中国车用能源技术研发中心。

GM's investment of $250 million will be used for the research center, and the construction of the company's campus in the Pudong section of Shanghai, which also will serve as the headquarters of the auto maker's China and Asian-Pacific operations. A second initiative, to which GM is contributing $5 million, will go toward the establishment of the China Automotive Energy Resource Center, in collaboration with Tsinghua University and SAIC.

瓦格纳说，他并不担心通用汽车开发的技术可能会面临侵权问题，称这是对通用汽车在华利益进行权衡取舍的结果。他表示，能够参与到这个不断发展的市场不仅要靠制造轿车和卡车，还要靠提供附加值。瓦格纳是在靠近天安门广场的北京钓鱼台国宾馆宣布上述投资计划的。选择在此发布消息凸显出西方企业对与中国政府保持密切联系的重视。

Mr. Wagoner said he isn't concerned about possible intellectual piracy from technologies GM might develop, calling it a 'trade-off' in terms of GM's interest in the market. 'Part of being able to participate in the market going forward is not only by building cars and trucks, but by adding value,' Mr. Wagoner said. GM's announcement and his comments, made at the Diaoyutai State Guesthouse near Tiananmen Square, underline the importance for Western companies of keeping a close relationship with China's government leaders.

目前，全球主要汽车市场的监管机构几乎都在不断给汽车业施加压力，要求它们采取更积极的措施降低耗油量和二氧化碳排放量。瓦格纳表示，对气候变化和能源安全的担忧有可能推动替代性燃料和技术的大规模采用。

GM's announcement comes as regulators in nearly all the world's major auto markets are stepping up pressure on the auto industry to take more aggressive steps to reduce the amount of petroleum consumed and carbon dioxide generated by automobiles. Mr. Wagoner said concerns about climate change and energy security could push significant adoption of alternative fuels and technologies.

瓦格纳说，我们会看到目前使用的内燃机发动机将大部分被淘汰。在我30年的汽车业生涯中，这对我来说当然也是从未有过的感受。

'We could see a substantial shift away from 98% internalcombustion engines,' Mr. Wagoner said. 'Certainly, in my 30-year automotive career, it feels much different to me.'

不过，瓦格纳反对美国国会提出的将轿车和轻型卡车燃油性能标准提高到每加仑35英里（每升15公里）的水平，福特汽车(Ford Motor)、克莱斯勒(Chrysler LLC)和丰田汽车(Toyota Motor)也都反对该提案。

Still, Mr. Wagoner, along with top executives of Ford Motor Co., Chrysler LLC and Toyota Motor Corp., are fighting proposals in the U.S. Congress to boost U.S. fuel-economy standards for cars and light trucks to as high as 35 miles per gallon (15 kilometers per liter).

通用汽车一直在推广雪佛兰的Volt(Chevrolet Volt)可充电混合动力车计划，根据设计，这款汽车可在仅使用电力的情况下最多行驶64公里。但预计这款车型要到2010年后才能面市。与此同时，通用汽车和底特律的其他竞争对手仍在继续促销大排量小型货车和运动型多用途车(SUV)，因为这些车型的价格高于小型节能车型。

GM has been promoting its plan to build a plug-in hybrid car called the Chevrolet Volt, which if built as planned could run for as many as 64 kilometers on electricity alone. But that car isn't expected to hit the market until 2010. In the meantime, GM and its Detroit rivals continue to push sales of large pickup trucks and sport-utility vehicles, which command higher prices than smaller, more fuelefficient models.

不久前，克莱斯勒同中国奇瑞汽车(Chery Automobile)达成合作协议，不过瓦格纳表示，通用汽车目前并无增加在华合资厂汽车出口量的计划。在谈到中国出口轿车的潜力时，瓦格纳表示其仍有增长潜力，但他也说，他认为向发达国家市场出口汽车还需要五到十年的时间。

Separately, Mr. Wagoner said GM has no immediate plans to expand the export of cars from China, after a recent pact between Chrysler and China's Chery Automobile Co. Of China's potential for exporting cars, he said, 'I think it has some potential to grow,' but he added that he thought the time frame for exports into developed markets would be five to 10 years.

瓦格纳表示，通用汽车在削减90亿美元的固定成本方面取得了重大进展，他对全美汽车工人联合会(United Auto Workers)同意劳工合同的举动表示赞赏，这份合同几乎完全消除了日本汽车厂家的成本优势。

Mr. Wagoner said GM has made significant progress in trimming $9 billion in fixed costs, and he credited the United Auto Workers for agreeing to a labor contract that almost completely eliminates the cost advantages of Japanese auto makers.

不过，他承认丰田汽车今年有可能取代通用成为全球最大的汽车厂家，但他也表示现在还很难分出胜负。他说，通用汽车更强调利润而不是销量，它不可能为了保持销量第一的称号而改变策略，因为这样做从长远来看是不明智的。

Still, he acknowledged that Toyota might overtake GM this year as the world's largest auto maker, though he said that the race remains too close to call. He said GM is stressing profit over sales, and isn't likely to change its strategy simply to keep the title, which he said wouldn't be wise over the long run.

他说，如果为保持第一而不计代价，那我们就会是另外一种做法了。

'If it was win at all costs, there would be other things we would do differently,' he said.

Rebecca Blumenstein

http://chinese.wsj.com/gb/20071030/ffe114740.asp

日本街道狭，悍马难潇洒

Driving Hummers On Tokyo Streets Takes Planning

2007年10月30日15:16

Sadayoshi Ishi驾驶自己的悍马(Hummer)车时，总是非常小心。他车内装有电子地图，开阔的街道在图上标为绿色，较危险的狭窄街道标为粉色。两个后视镜上安装有潜望镜一样的监控器，随时提醒他前方存在的障碍物。

When Sadayoshi Ishi drives his Hummer, he takes precautions. He has installed a navigation system that shows wide-open streets in green and more-dangerous narrow streets in pink on a computerized map inside the truck. Periscope-like monitors on each side-view mirror alert him to obstacles.

Ishi并非在沙漠战区躲避地雷。这位48岁的日本漫画家驾车在东京街道上逡巡，道路如丛林般密集狭窄，让他这辆2.1米宽的越野车举步维艰。“我每次开车，都要吓出一身冷汗。” Ishi说道。现在，他每周只动一次悍马车──去打高尔夫，而且走一条固定线路。

Mr. Ishi isn't dodging land mines in a desert war zone. The 48-year-old Japanese cartoonist is trying to navigate Tokyo's urban jungle of streets too narrow for his 2.1-meter-wide vehicle. 'I broke out in a sweat every time I drove it,' says Mr. Ishi. He now drives his Hummer just once a week -- to golf games -- on a predetermined route.

Ishi是日本越来越多的悍马爱好者之一，花10万美元以上购买了军用样式的悍马H1。他们在报导伊拉克战争的电视新闻中频频看到悍马的身影，被这个庞然大物深深吸引，决心克服在日本开悍马的种种困难，自己也买上一辆。

Mr. Ishi is one of a growing number of Japanese who are spending more than $100,000 for the military-style H1 Hummer. Mesmerized by the mammoth trucks shown in TV news coverage of the war in Iraq, they are determined to overcome the special problems of driving in Japan.

悍马是美国军方“高机动性多用途轮式汽车”(High Mobility Multipurpose Wheeled Vehicle，简称Humvee)的民用版本，由A.M. General Corp.公司制造。这家位于美国印第安那州South Bend市的公司于1992年开始向民用市场推出数量有限的悍马车。1999年，通用汽车公司(General Motors Corp.)买下“悍马”商标的使用权，以12.5万美元以上的价格销售A.M. General制造的悍马H1。民用版的H1和Humvee几乎一模一样，只增加了空调和音响等设备，删减了机关枪和榴弹发射器支架等配置。

The Hummer is the civilian version of the U.S. military's High Mobility Multipurpose Wheeled Vehicle, or Humvee, made by A.M. General Corp. The South Bend, Indiana, company started selling a limited number of Hummers to civilians in 1992. In 1999, General Motors Corp. bought the license to use the Hummer brand and market the A.M. General-made Hummer as the $125,000-plus H1. The civilian H1 is almost exactly the same as the Humvee, except for a few added features like air conditioning and a stereo system, and a few that are subtracted, such as fittings for attaching machine guns and grenade launchers.

悍马在美国市场很受欢迎，但随着汽油价格的飙升，消费者更倾向于体型较小、更为节油的品牌，因此市场需求出现萎缩。2006年，通用汽车公司停止在全球销售 H1，开始力推更实用的H2型。H2于2002年投放市场，同样由A.M. General公司制造，起价5.6万美元。与H1相比，H2的个头稍小，驾驶更为平稳，内饰更豪华。2006年，通用汽车开始生产自己的悍马H3，这是 H2的缩小版，大小跟切诺基吉普(Jeep Cherokee)差不多，借助的是悍马的品牌和外观，底价为3万美元。

The vehicle was trendy in the U.S., but as gas prices soared and consumer tastes shifted to smaller, more fuel-efficient brands, demand waned. Last year, GM stopped selling the H1 world-wide and began pushing the more practical H2 model. Launched in 2002 and also made by A.M. General, the H2 starts at $56,000 and has a slimmer body, smoother ride and more lavish interiors than the H1. In 2006 GM itself began manufacturing the H3, a scaled-down version of the H2 about the size of a Jeep Cherokee that capitalizes on the Hummer name and appearance and has a base price of $30,000.

2006年，日本的汽车销售商卖出约1,400辆悍马，是2005年销量的四倍、2006年法拉利汽车(Ferraris)销量的三倍。一些日本人──2006年约有100人──选择向美国汽车销售商直接定购。

Last year, car dealers in Japan sold about 1,400 Hummers, four times the number sold in 2005 and triple the number of Ferraris sold in 2006. Some Japanese -- about 100 last year -- buy their Hummers directly from dealers in the U.S.

在2006 年通用汽车公司52,000台悍马越野车的销量中，日本仅占一小部份，但这是一个增长速度惊人的市场。美国汽车一般难以引起日本消费者的兴趣，只有几款针对特定市场的汽车除外，如船状的卡迪拉克(Cadillac)轿车和经典的雪佛兰(Corvette)汽车等。通用汽车作为美国在日本市场的最大品牌， 2006年只卖出不到10,000辆汽车。

Japan makes up just a small part of GM's 52,000 Hummer-brand SUVs sold last year, but it is a surprising growth area. American cars have typically not wowed consumers in Japan, except for a few niche models like the boat-like Cadillac sedans and classic Corvettes. GM, the largest U.S. brand here, sold fewer than 10,000 vehicles last year.

正在举行的东京汽车展(Tokyo Motor Show)上，通用汽车展示了一款只在日本市场投放的悍马H3，方向盘位于右侧，因为日本人靠马路左侧开车。

At the Tokyo Motor Show going on now, GM is showcasing a new Japan-only version of the H3 with the steering wheel on the right since Japanese drive on the left side of the road.

悍马吸引的是那些“喜欢大车，觉得这样才叫真正开车”的驾车者。《American Edge》杂志总编Shiro Horie说道。《American Edge》是日本新发行的一款杂志，专门介绍美国汽车。

The Hummer appeals to drivers who are 'looking for something big and mean that looks like you've got real wheels,' says Shiro Horie, editor in chief of American Edge magazine, a new Japanese publication dedicated to American cars.

出于一种叛逆精神，Iwao Makino在2002年买下一辆皇家蓝色的悍马H1。他在伊拉克战争的新闻报导中看到悍马车，听说它能渡过1.5米的深水，从飞机上垂直下落4.5米而毫发无损。33岁的Makino经营着一家销售电脑系统的小公司，他知道美国的悍马车主经常在恶劣路况下驾驶该车，但在日本，出于环境保护的考虑，政府禁止汽车离开道路驾驶。“我只能等东京遭受台风等巨灾袭击，这样我才能开着悍马去救人。” Makino说道。

It was a rebellious spirit that motivated Iwao Makino to buy a royal blue H1 Hummer in 2002. He had seen it on news footage of the war in Iraq and heard it could wade through 1 1/2 meters of water and survive a 4 1/2-meter drop from an airplane. The 33-year-old owner of a small business that sells computer systems knew that driving on rough terrain is a common practice among Hummer owners in the U.S. But he found that off-roading is banned in most parts of Japan for environmental reasons. 'I'm just waiting for a typhoon or big disaster to hit Tokyo so I can use my Hummer to rescue people,' says Mr. Makino. His biggest thrill now is dodging retailers' street signs when driving to the grocery store and taking his dogs to the park.

美国的H1车友只在停车入库和穿过狭窄道路时有点困难，但这些问题在日本更为严重，小型车占据日本市场三分之一的天下。

While U.S. H1 drivers also have problems squeezing into parking garages and driving on narrow roads, such problems are much worse in Japan, where minicars make up a third of the car market.

Makino 和Ish这样的悍马爱好者经常去日本悍马车主俱乐部(Hummer Owners' Club of Japan)交流驾驶经验，这是一个旨在协助H1车主保养爱车的组织，日本最早的悍马车主之一Tsuyoshi Ishitobi是其中一位创办人，他在1995年买了一辆消防红色的悍马。

Passionate owners like Messrs. Makino and Ishi exchange driving tips at the Hummer Owners' Club of Japan, a support group designed to help H1 owners care for their cars. The club was co-founded by Tsuyoshi Ishitobi, one of Japan's early converts, who bought a fire-engine red Hummer in 1995.

刚买悍马的那段日子里，在一家技术公司任助理经理的 Ishitobi曾花大量时间测量所在社区的街道宽度。由于自家房子没地方停放，东京的大多数街道又很狭窄，Ishitobi只能把悍马放在离家一个半小时车程的一个车库里，周末开一辆铃木(Suzuki)小车去那里和爱车见面。

In the early days, the 51-year-old assistant manager at a technology firm spent his time measuring the width of the streets in his neighborhood. Because there is no place to park his Hummer at his house and most of the streets in Tokyo are so narrow, Mr. Ishitobi keeps his Hummer in a garage an hour-and-a-half away. He uses a tiny Suzuki miniwagon to get there on weekends.

“我的生活方式完全改变了，”51岁的Ishitobi说道。业余时间里，他在郊外车库教新买悍马的人如何保养爱车，如何在狭窄的道路行驶，帮他们安装复杂的车载设备，如高解析度视频监控器等，利用卫星定位系统(GPS)实时显示道路的宽度。

'My lifestyle completely changed,' Mr. Ishitobi says. In his spare time, he coaches new drivers who come out to his suburban garage on how to care for their Hummers and navigate narrow roads. He helps them install complex machinery, such as high-resolution video monitors that instantly display the width of streets on a GPS screen.

停车是H1车主的老大难问题，因为H1约有两米高，无法进入东京的大多数停车库。38岁的Shuichi Asai是一家服装厂的高级管理人员，他把妻子打理的花园改造成一个大车库，停放自己的浅褐色H1。他妻子提出抗议，为安抚她的情绪，Asai又给她买了一辆海蓝色的H1。Asai说，妻子一直很喜欢他的悍马，却从没想到会得到这么一份昂贵的大礼。

Parking is big concern among H1 owners because the H1, at around two meters tall, won't fit into most Tokyo parking garages. Shuichi Asai, a 38-year-old apparel-industry executive, tore up his wife's garden to build a carport large enough to park his beige H1. When his wife protested, he appeased her by buying her an ocean-blue H1 of her own. He says she had always liked his Hummer but never expected such an expensive gift.

在日本，要加满悍马H1那120公升的大油箱，大约要花115美元，在美国则约需90美元。此外，日本还有一项环保法律，要求开H1这类大排量汽车的车主每年交纳1,000美元税费。还有一个问题是：通用汽车公司于2006年停止销售H1，因此H1的零部件如今很难找到。

It costs about $115 to fill up the 120-liter gas tank of an H1 in Japan, compared with about $90 in the U.S. In addition, Japan has an environmental law that requires owners of gas guzzlers like the H1 to pay a $1,000 tax annually. Another problem: Since GM stopped selling the H1 last year, spare parts are hard to find.

悍马俱乐部会员从美国密苏里州Chesterfield市的Lynch Hummer公司定购悬挂轴球和接头等H1零部件，Lynch Hummer是美国最大的H1汽车销售商。该俱乐部的60名会员每年约要花88,000美元购买零部件，几乎每天都要给Lynch Hummer打电话。

Hummer club members order H1 parts like suspension balls and joints in bulk from Lynch Hummer in Chesterfield, Missouri, the largest H1 dealer in the U.S. Together, the 60 members spend about $88,000 a year on parts and call Lynch Hummer almost daily.

随着悍马H2和H3在日本的销量不断增加，H1车主逐渐感到，自己的车子不再那么鹤立鸡群了。Yoshiaki Matsubara是悍马俱乐部的会员，买了五辆悍马H1。他拥有一家餐馆和一个汽车博物馆，平时戴一顶有骷髅图案的帽子。他说，以前自己开悍马时，路边的孩子都追着车跑，向他挥手示意，但最近却已变得无动于衷。

As the H2 and H3 models proliferate in Japan, one looming concern for H1 owners is that their vehicles won't stand out as much. Yoshiaki Matsubara, a Hummer club member who owns a restaurant and car museum and wears a hat decorated with a skull and crossbones, owns five H1 Hummers and says that until recently, children ran after the car and waved to him as he drove by.

“我不再像以前那么风光了。”这位老板叹着气说。

'I don't get as much attention as I used to,' says the entrepreneur with a sigh.

Amy Chozick

http://chinese.wsj.com/gb/20071030/fea142941.asp

zz 各国轿车普及年份

　　日本称1966年为其普及轿车元年，也即轿车进入普通家庭的起始年，日本当年的基本情况是：人均国民生产总值1000美元，人均国民生产总值与一辆小型或微型轿车价格之比为1比4，全国年销轿车达74万辆，其中约一半为私人购 买，该年轿车普及率达28辆／千人。从此以后，日本即进人高速普及轿车时期。

　　韩国称1987年为其普及轿车起始年。该年人均国民生产总值为3110美元，人均国民生产总值与轿车价格之比为2比1，全国年销轿车25万辆，平均每千人 购买轿车6辆，其中由私人购买的比重占80%，该年轿车普及率达20辆/千人.也与日本一样，从此以后，即进入高速普及轿车期。

　　再更远一点，看看美国、西欧等国家的情况。美国是在20世纪10年代中期, 西欧各国是在二战后轿车开始大量进入家庭的，其共同特征为：一是当时一名工人一年左右的工资可买一辆比较便宜的T型轿车或微型轿车；另一个是所销售的轿车主要为私人购买，轿车普及率普遍达2000辆/千人以上。

　　参照国外经验，结合中国轿车需求预测表明，从全国来说，2010年前尚达不到普及轿车元年的水平。而要到2010年以后，可能是2015年~2020年间，人均国民生产总值达2500美元~3000美元，轿车普及率达20辆/千人以上时，才有可能达到普及轿车元年的水平。但是，中国幅员辽阔，各地区经济发展不平衡， 对一部分发达地区，如珠江三角洲、长江三角洲、环渤海湾等地区，2010年左右，人均国民生产总值有可能达到约3000美元左右。因此，对这一部分经济发达地区来说，届时轿车有可能先行进入普通家庭。

通用汽车今年在华销量或超百万辆

2007年10月30日07:51

通用汽车公司(General Motors Corp.)董事长兼首席执行长瓦格纳(Rick Wagoner)周一表示，该公司今年在华销量有望超过100万辆的原定销售目标，较上年增长约20%。

通用汽车中国(GM's China)总裁甘文维(Kevin Wale)上月曾表示，他坚信通用汽车将实现今年在华销售100万辆汽车的目标。

瓦格纳周一表示，中国市场的需求增长超出了公司预期。他还称，虽然中国的汽车价格一直在下降，但同时成本也在下降。

瓦格纳在接受采访时还表示，通用汽车目前尚未制定从中国出口汽车的计划。

美国汽车制造商克莱斯勒集团(Chrysler Group)与中国汽车制造商奇瑞汽车有限公司(Chery Automobile Co., 简称：奇瑞汽车)今年早些时候签署了一项协议。依据该协议，奇瑞汽车将以克莱斯勒的品牌生产并出口汽车。此举是克莱斯勒集团的一种新型低成本经营模式。

瓦格纳还谈到，美元疲软不会促使通用汽车明显增加从美国出口的汽车数量；今年通用汽车从美国出口的汽车将达到约200,00辆，包括部分销往中国的凯迪拉克(Cadillac)轿车。

http://chinese.wsj.com/gb/20071030/bus075908.asp

zz 意大利的美丽传说--朗博基尼

　　40年传奇朗博基尼——为挑战法拉利而来到人间的复仇使者。它像恶魔，具有乖张的性格；它是撒旦，只因它走另类路线。

　　意大利，美丽而狂热的地中海半岛国家，阿尔卑斯山脉诉说着绵长的历史，维苏威火山洋溢着古罗马的热情，这里是朗博基尼的诞生地。

　　1916年4月28日，朗博基尼的创始人佛瑞肯·朗博基尼出生于意大利北部的费拉拉市。他早年从事拖拉机制造行业，收集法拉利跑车是他最大的爱好。一天，佛瑞肯收集的4辆法拉利跑车中的法拉利250出现了故障，他心急如焚地找到法拉利跑车制造公司的服务部，却遭到冷遇。气愤的佛瑞肯找到法拉利的创始人——恩佐·法拉利理论，得到的答复却是：我用不着一个农耕机制造者告诉我如何造车。平时温文尔雅的佛瑞肯被触怒了，他变卖了自己视若珍宝的4辆法拉利跑车，决心与恩佐一决定高下。

　　1963年10月26日，在意大利都灵车展上，朗博基尼推出了他的第一部作品——350GTV，该车的底盘编号为0100，最高车速280公里/小时，仅生产1辆。这件价值连城的朗博基尼处女作一直保存在朗博基尼的收藏室里。350GTV基本上是对法拉利跑车的模仿，没有现代朗博基尼的风格。应该说它依然是一部成功的跑车，因为它采用了当时只有极少数制造商才拥有的12缸发动机。

　　1964年，朗博基尼推出了第一款量产车—350GT。相比350GTV，350GT的外形变化很大。然而，朗博基尼在车身设计方面是个外行，即使不断改进，最初的销售业绩也并不乐观。直到1966年2+2座的400GT出现，这种情况才得以改观。400GT320马力的最大功率一举击败了竞争对手法拉利、玛莎拉蒂和阿斯顿·马丁。

　　1966年，P400米拉登台亮相。P代表后置(posteriore)，暗示米拉发动机后置的惊人之举。米拉车身很低，全高只有1050毫米，双座双门，发动机罩很长。米拉J是米拉的赛车版，全世界只有1辆。它的命运十分悲惨，朗博基尼车厂出现经济问题的时候，它作为昂贵的资产出售给布雷西亚的一位工业家。不久，这位工业家在和女友出游时发生车祸，米拉J撞到桥上，油箱漏油引起爆炸。孤本的米拉J就这样烟消云散了，甚至连底盘都无法寻回。米拉J留下的数据是惊人的，最高车速320公里/小时，0-100公里/小时加速时间3.6秒，最大功率440马力，最大扭矩403牛米。

　　Countach一词来源于意大利的俚语Coon-tash，意为难以相信的奇迹。朗博基尼第一眼看到康塔什LP5000时赞叹道：Coon-tash！名字由此而来。采用高速发动机的康塔什LP5000对冷却系统的要求很高，它选用了竖向气流格栅。和米拉系相比，康塔什的背部有凹陷，竖向气流格栅恰在露出的那部分空间。康塔什车门与后翼子板上设计了槽形进气口，后翼子板与侧窗接连的部分有航空式进气口。 1990年1月21日，耗时5年、赤资60亿里拉的朗博基尼鬼怪姗姗来迟。朗博基尼公司对鬼怪的设计要求很简单：最高车速必须高于315公里/小时。鬼怪同康塔什一样采用刀剪式车门，侧窗线更加圆滑，整体线条自然明快。1990至1998年，鬼怪共生产了900辆，最高车速328公里/小时。然而鬼怪并非十全十美，离合器不易操纵，高速时转向困难，这些诟病一直困扰着朗博基尼。1993年，在鬼怪标准版推出3年之际，朗博基尼推出了鬼怪VT。所谓VT就是Viscous Traction，意思是粘性传动系统，得名于鬼怪VT使用的粘滞耦合器。

　　1995年的日内瓦车展上，朗博基尼推出了新款鬼怪SV。SV代表高速运动型跑车。鬼怪SV前转向灯和加宽的进气口分置保险杠两端，车尾灯和后转向灯位置下调到后保险杠上。鬼怪SV的发动机进气口有很大改动，它在驾驶室顶篷上安置了两个进气通道，进气通道的入口很像错位于头顶的双眼，这一设计十分特别，一改朗博基尼跑车背部百叶窗的传统形式。鬼怪SV是朗博基尼系列最便宜的一款，但是23万美元的价格依然让人敬而远之。

　　鬼怪GT2是鬼怪系列承前启后的作品，它继承了鬼怪系列的精髓，也为以后的鬼怪GT和鬼怪VT6的制造打下了基础。GT2在1998年的哥本哈根车展上展出，作为孤版，朗博基尼为其定下了35万美元的价格。朗博基尼GT2至今下落不明，它的车身、机械性能数据也无从探究。

　　蜘蛛是1998年奥迪收购朗博基尼后生产的第一款新车。和鬼怪相比，蜘蛛的驾驶室与车身前后连接更加自然，中部不再突兀，减少了很多浮华的雕饰。车身几乎紧贴地面，动感十足。发动机排量高达6192毫升，最大功率580马力，最大扭矩为650牛米，排放达到欧洲4号标准。蜘蛛的整体轮廓是通过反复的风洞试验确定的，后升力为零，这主要归功于车尾可自动调节的扰流器。

　　为了争夺天下第一跑车的称号，公牛朗博基尼与红马法拉利疯狂角逐了40年。在2003年朗博基尼40周年大典之际，一款全新的跑车应运而生，这就是小蛮牛——Gallardo。Gallardo的前脸与蜘蛛有些相似，只是头灯细了很多，前轮罩更加圆润，没有采用剪式车门令车迷感到意外，或许这是为了强调其巨大的后侧进气口。后轮拱罩的肩部有第二个侧进气口，这是朗博基尼的独创。全铝合金车身重1430公斤。5.0升V10缸发动机布置在车体中部，可以爆发出500马力的功率和510牛米扭矩。发动机1500转/分钟时，扭矩可达到峰值的80%，因此Gallardo几乎在任何转速下都具有绝佳的动力性能。

中国政府制定《新能源汽车生产准入管理规则》

2007年10月24日 22:25

中国国家发展和改革委员会(National Development and Reform Commission, 简称：发改委)周三称，已制定《新能源汽车生产准入管理规则》，以便更好地管理这一对中国节能战略意义越来越重要的行业。

发改委在其网站上发布的公告称，规定适用于混合动力汽车、纯电动汽车、燃料电池电动汽车、氢发动机汽车和其他新能源汽车。

发改委表示，将组建一个新能源汽车专家委员会，根据技术成熟程度的不同，将新能源汽车产品分成三类。

根据规定，技术成熟的成熟期产品将不受特定标准限制，而技术尚处于前期研究阶段的起步期产品则必须受到严格监管。

发改委称，起步期产品只能进行小批量生产，在批准的区域、范围和条件下进行示范运行。

而对于技术基本明确，但尚未完善的发展期产品，发改委允许进行批准生产，但只能在批准的区域、期限、条件下销售和使用，并以适当的方式对销售车辆以不低于20%的比例进行运行状态实时监控。

丰田汽车公司(Toyota Motor Corp., 7203.TO)等海外汽车生产商和包括奇瑞汽车有限公司(Chery Automobile Co.)在内的一批国内汽车制造商都已加大了新能源汽车的开发力度，以满足中国市场不断增长的需求。中国目前是世界第二大汽车市场，分析师预计今年中国市场的汽车销量将达到900万辆。

-Victoria Ruan contributed to this story, Dow Jones Newswires; 8610 6588-5848; victoria.ruan@dowjones.com

本文由道琼斯通讯社提供，获取更丰富更及时的道琼斯财经资讯，请访问WWW.DJCNEWS.COM。

http://chinese.wsj.com/gb/20071024/BCH006371.asp

电动汽车重返议事日程

Auto Giants Revisit Electric Cars

2007年10月24日14:12

由于担心城市拥堵和对气候问题的关注可能引发人们对燃油汽车的抵制，汽车巨头们在电动汽车上加大了努力。

WORRIED THAT URBAN congestion and fears about climate change could provoke a backlash against petroleum-fueled cars, big auto makers are revving up efforts to electrify automobiles.

而在此过程中，向来处事圆滑的汽车界领袖们却给彼此的技术策略挑起了毛病，这样的做法过去只在硅谷更多见。

In the process, usually circumspect auto-industry leaders are taking shots at each others' technology strategies in a style more familiar to Silicon Valley than Detroit or Toyota City.

在本周的东京汽车展上，汽车业领导人议论的主要问题是：目前是否已是超越过去的半电动轿车模式（代表性产品为丰田普锐斯一类的油电混合动力车）、重新开始追求全电动轿车的时候了。本世纪初，汽车行业纷纷放弃了研发全电动轿车的努力。

The argument surfacing among auto-industry leaders gathering for the Tokyo Motor Show this week is over whether it is time to skip past partial electrification of cars -- represented by gasoline-electric hybrids such as the Toyota Prius -- and push instead to revive the ideal of all-electric cars that the industry largely abandoned earlier this decade.

争论的一方是丰田汽车(Toyota Motor)和通用汽车(General Motors)。两家公司都不看好全电动轿车，而是支持开发油电混合动力车与其竞争，不过他们在最佳技术和需要多久才能实现这些技术方面也存在分歧。

On one side of the debate are Toyota Motor Corp. and General Motors Corp. Both have played down all-electric cars in favor of developing competing forms of gasoline-electric hybrids, though they disagree on the best technology and how quickly it can be implemented.

争论的另一方是两家结盟的汽车厂家──法国雷诺公司(Renault SA)和日本日产汽车(Nissan Motor)，还有本田汽车(Honda Motor)。这三家公司长期以来一直对混合动力车在经济上是否明智感到怀疑，目前正在讨论开发全电动轿车。

On the other side are two allied car makers, France's Renault SA and Japan's Nissan Motor Co., as well as Honda Motor Co. The three have long expressed skepticism about the economic wisdom of hybrids and now are talking up all-electric cars.

雷诺-日产汽车的首席执行长卡洛斯?戈恩(Carlos Ghosn)和本田汽车总裁兼首席执行长福井威夫(Takeo Fukui)周二分别接受了采访。他们都表示，鉴于锂离子电池在安全性和可靠性方面正在取得进展，全电动汽车在环保、政治和经济角度都要胜于混合动力车。

Renault-Nissan Chief Executive Carlos Ghosn and Honda President and CEO Takeo Fukui, in separate interviews yesterday, argued that all-electric vehicles make more sense from environmental, political and economic points of view than hybrids, provided there are advances in making lithium-ion-battery technology safer and more reliable.

没有一家汽车巨头准备近期内在面向大众的市场上放弃汽油或柴油发动机。但业界领导人都担心，在对气候变化做出反应和应对高油价的压力下，美国和欧洲的监管机构将要求汽车厂家大幅度降低新车型的耗油量。与此同时，越来越多的大城市也开始在拥堵的城市中心地区限制汽车的使用。

None of the major auto makers is proposing to abandon internal-combustion or diesel engines for mass-market vehicles any time soon. But the industry leaders are worried regulators in the U.S. and Europe, under pressure to respond to climate change and address climbing oil prices, will force car makers to dramatically decrease the petroleum consumption of new vehicles. At the same time, a growing number of big cities are moving to institute curbs on automobile use in congested urban centers.

不过，汽车制造商之间的分歧表明具有竞争力的技术将成为争夺的焦点。

Still, the differences among the auto makers suggest competing technologies will jostle for prominence.

戈恩周二在东京接受采访时表示，他领导的法日汽车联盟正在进行合作，希望最早在2012年前推出大量全电动汽车，他相信，主要市场的监管机构不会对油电混合动力车的二氧化碳排放量感到满意。

In an interview in Tokyo yesterday, Mr. Ghosn said the allied French and Japanese companies he leads are working together to field significant numbers of all-electric vehicles as early as 2012, in the belief that gasoline-electric hybrids won't satisfy carbon-conscious regulators in key markets.

戈恩说，我们认为在巴黎和伦敦等城市，将来轿车会被禁止上路，除了零排放的汽车以外。他说，雷诺-日产汽车的计划反映了公司的判断，即锂离子电池技术很快将发展到能让特制的电动轿车在城市行驶的水平。

'We think in cities -- Paris and London -- we think cars will be forbidden unless they are zero-emission' vehicles, Mr. Ghosn said. He said Renault-Nissan's plans reflect a judgment that lithium-ion-battery technology will soon be mature enough to power purpose-built electric cars in city driving.

戈恩表示，在欧洲，15%的驾车者很少离开所在城市，这是全电动轿车的目标市场。他强调，雷诺和日产没有完全转产全电动轿车的计划。尽管日产汽车在本次汽车展上推出了一款叫做Pivo的电动概念车，但也同时展出了一款名为GT-R的量产车，这款汽车的发动机功率接近500马力，从静止加速到60英里时速的时间还不到4秒钟。

Mr. Ghosn said that in Europe, 15% of drivers rarely leave the city and would be the target market for all-electric cars. He stressed that Renault and Nissan don't plan to convert their entire fleets to all-electric power. While one car Nissan is featuring at the show is an electric-car concept called the Pivo, the auto maker also is showing a production car called the GT-R with a nearly 500-horsepower engine and an acceleration time of zero to 60 miles per hour in less than four seconds.

本田汽车的福井威夫对所谓可充电油电混合动力车表示怀疑，认为它在环保上的优点太少。这类汽车（如通用的雪佛兰Volt概念车）是通过电源接口充电，不过仍不能完全抛弃汽油。

Honda's Mr. Fukui expressed skepticism about a type of vehicle known as plug-in hybrid gasoline-electric vehicles, saying they offer too few environmental benefits. Such vehicles, like GM's proposed Chevrolet Volt, are recharged through an electrical outlet yet are still partially powered by gasoline.

福井威夫在位于东京北部的该公司研发中心表示，他觉得不同厂家目前提出的这种“可充电混合动力车”的概念可以描述为装有不必要的燃油发动机和油箱的电池动力车。他说他指的是Volt。

'My feeling is that the kind of plug-in hybrid currently proposed by different auto makers can be best described as a battery electric vehicle equipped with an unnecessary fuel engine and fuel tank,' Mr. Fukui said at the company's research-and-development center north of Tokyo. He said he was referring to plug-in hybrids such as the Volt.

他说，假如我们通过目前的努力能够开发出真正高性能的电池，我认为电池动力车从环境角度而言将是实实在在的进步。

'Assuming that we can come up with a really high-performing battery that we are working on currently, I think a battery electric vehicle would actually be a plus from an environmental point of view,' he said.

福井威夫表示，本田汽车可以在两年内轻松开发出可充电混合动力车，但他认为这种车对全球环境贡献甚少。

Mr. Fukui said Honda could easily develop a plug-in hybrid within two years. 'But I don't think that would contribute to the global environment,' he said.

几年前，在加州推迟了要求轿车厂家推出零排放汽车的强制性规定后，通用、丰田等厂家基本都放弃了全电动轿车商业化的努力。通用EV1等电动轿车的销声匿迹招致环保主义者和电动车爱好者的不满，但在当时运动型多用途车(SUV)一统天下的美国汽车市场，上述举动并未引来多少反响。

GM, Toyota and other auto makers largely scrapped efforts to commercialize all-electric cars some years ago after California delayed a mandate that car makers offer zero-emission vehicles. The demise of electric vehicles such as GM's EV1 caused chagrin among environmentalists and electric-vehicle enthusiasts, but it otherwise barely caused a ripple in a U.S. auto market then dominated by sport-utility vehicles.

商业化全电动汽车的复兴在很大程度上取决于汽车厂家和电池厂家能否解决锂离子电池的安全性和成本问题。这种电池一般是为笔记本电脑和其它小型电子产品供电，但汽车业的管理人员担心这种电池可能容易过热。锂离子电池起火曾引发数起笔记本电脑大量被召回的事件。

A renaissance of consumer all-electric vehicles could depend in large part on whether auto makers and battery makers can solve safety and cost problems with lithium-ion batteries. Such batteries commonly power laptop computers and other small consumer appliances, but auto-industry executives have expressed concern about the batteries' tendency to overheat. Lithium-ion-battery fires have forced some high-profile recalls of laptops.

丰田汽车管理人员周一谈到了对锂离子电池可靠性的担忧，称他们正在采取谨慎的“步步为营”的做法来开发采用锂离子电池技术的可充电混合动力车。可充电混合动力车储存来自电力系统中的电能，与丰田普锐斯相比，这类车采用全电动模式的次数更频繁。

Citing concerns about lithium-ion-battery reliability, Toyota executives on Monday said they are taking a cautious 'step-by-step' approach to developing plug-in hybrid electric vehicles using lithium-ion technology. Plug-in hybrids store electric energy from the power grid to run more often in all-electric mode than a Toyota Prius.

通用汽车一直在大力宣传，其雪佛兰Volt概念车仅使用电动模式就可凭借锂离子电池行驶至多60公里。但它也给自己留了余地，称Volt投入实际生产还要取决于锂离子电池技术在安全性、可靠性和成本方面的进步。

GM has heavily promoted the idea that its Chevrolet Volt concept could use lithium-ion batteries to operate for as far as about 60 kilometers on electricity alone. But the auto maker has qualified its claims by saying that actual production of the Volt depends on advances in the safety, reliability and cost of lithium-ion-battery technology.

丰田汽车的管理人员周一表示，他们担心许多客户都不会接受需要每天充电的可充电混合动力车。

Toyota executives Monday said they are concerned that many customers may not accept a plug-in hybrid electric car that has to be recharged every day.

另外，戈恩在东京的记者会上表示，他仍在考虑吸引一家北美合作伙伴加入到雷诺-日产联盟，但他说，这种做法需要双方都同意才行。

Separately, Mr. Ghosn told a Tokyo conference that he remains open to the idea of adding a North American partner to the Renault-Nissan alliance, but he said any such move would have to be by 'mutual consent.'

近年来，汽车厂家间的高调结盟非但未能提升业绩，反而导致代价高昂的分道扬镳。戈恩在汽车展开幕前举行的东京国际汽车会议上向与会者表示，雷诺-日产是汽车业仅有的结盟成功的典范。

In recent years, high-profile alliances among car makers have failed to help performance and led to costly divorces. Renault-Nissan 'is the only alliance that works' in the auto industry, Mr. Ghosn told attendees at the Tokyo International Automotive Conference, held before the motor show.

戈恩以前曾表示，他对增加合作伙伴一事持开放态度，加盟方可能会是美国三大汽车公司中的一家。去年，他牵头与通用汽车进行了结盟谈判。但在通用董事长兼首席执行长里克?瓦格纳(Rick Wagoner)说服董事会这项交易对雷诺-日产更有利之后，双方的谈判不欢而散。

Mr. Ghosn said previously he is open to adding a partner, possibly one of Detroit's Big Three. Last year, he led talks with GM about forging an alliance. But the talks collapsed after GM Chairman and Chief Executive Rick Wagoner persuaded GM directors the deal would provide more benefit to Renault-Nissan.

戈恩还表示，日产汽车的运营利润率应会重新回到8%以上。

Mr. Ghosn also said that Nissan should return to operating-profit margins above 8%.

Joseph B. White / Norihiko Shirouzu

http://chinese.wsj.com/gb/20071024/fea133711.asp