中国汽车制造业放眼海外扩张

Over the coming weeks, a few Volvo cars will begin a historic journey from southwestern China to the US. The Swedish company’s S60L sedans will be transported by truck to Shanghai’s port, loaded on to car carriers for shipment across the Pacific, and finally rolled off in Los Angeles.

在接下来的几周时间，一批沃尔沃(Volvo)汽车将从中国西南部运往美国，展开一段历史性旅程。这家瑞典公司的S60L轿车将先用卡车运到上海港口，再装载到汽车运输船上横跨太平洋，最终在洛杉矶卸载。

Manufactured at Volvo’s new plant in Chengdu, the first made-in-China passenger cars purpose-built for export to the US are a reminder of how far the country — like Japan and South Korea — has come in global manufacturing.

这批汽车产自沃尔沃的成都新工厂，是首批中国制造的专为出口美国订制的乘用车，它们提醒了我们中国（就像日本和韩国）在全球制造业已走出了多远。

China has evolved from a supplier of low-cost, labour-intensive products to an exporter of what Ralf Speth, chief executive of Jaguar Land Rover, calls “the most complex consumer product on earth”.

中国已经从低成本、劳动密集型产品供应国，发展成施韦德(Ralf Speth)所称的“地球上最复杂消费产品”的出口国。施韦德是捷豹路虎(Jaguar Land Rover)首席执行官。

“China will probably follow the path we have seen with Japan and Korea but will do it faster,” Håkan Samuelsson, Volvo’s chief executive, said at this week’s Auto Shanghai, one of China’s two annual premier car shows. “I would say 2020 is realistic to see Chinese cars on the global market.”

沃尔沃首席执行官霍坎•萨穆埃尔松(Håkan Samuelsson)在本周开幕的上海国际车展上表示：“中国很可能将踏上我们见过的日本和韩国的发展道路，但是会发展得更快。我想2020年中国汽车出现在全球市场上是现实的。”上海国际车展是中国两大年度车展之一。

Unlike Volvo, a unit of Chinese carmaker Geely, most multinational car executives are reluctant to talk about China as a possible future export platform for their companies.

与隶属中国车企吉利(Geely)的沃尔沃不同，多数跨国车企高管都不愿谈论以中国作为其公司可能的未来出口平台。

That is in part because they do not want to compete against sister units overseas and would also have to share their export earnings with their Chinese joint venture partners. Chinese government rules cap foreign ownership of automotive factories at 50 per cent.

有部分是因为他们不想与海外兄弟公司竞争，另外他们还得与中方合资伙伴分享出口收入。中国政府规定汽车企业外资持股上限为50%。

But with huge capacity investments in China coming on line just as annual economic growth falls to a “new normal” of below 7 per cent, the question about whether that capacity should be used for exports is not going away.

但中国经济年增长正滑向低于7%的“新常态”，即将在中国投资的巨大产能就产生了一个挥之不去的问题：这一产能是否应该用于出口？

Jacques Daniel, head of Renault’s China business, says his overseas colleagues raise the export issue frequently. “The question is often asked by our colleagues at Renault because they are afraid we are going to export,” Mr Daniel says. “But with such a big market here, all our energy should be focused on China.”

雷诺汽车(Renault)中国业务负责人达业(Jacques Daniel)表示，他的海外同僚常常提到出口问题，他说：“雷诺的同事之所以会经常问这一问题，是因为他们担心我们要出口。但这儿有这么大市场，我们所有的精力都该集中在中国。”

Renault is a late-comer to China, the world’s largest car market with more than 20m units sold last year. The French company will not open its first factory in the country until early 2016. The joint venture with Dongfeng Motor in Wuhan will have an initial capacity of just 150,000 units.

中国去年汽车销量超过2000万辆，是全球最大汽车市场。雷诺在中国市场是个后来者，这家法国公司到2016年初才会在中国开第一家工厂。雷诺与东风汽车(Dongfeng Motor)在武汉的合资公司初始产能将仅为15万辆。

GM and Volkswagen, the top two automakers in China, will have a combined manufacturing capacity of almost 10m units in their most important market by 2018. GM is in the midst of a five-year $14bn China investment drive that will increase capacity 25 per cent this year alone. Both companies believe that even such huge capacity increases can be absorbed by China alone.

通用汽车(GM)和大众汽车(Volkswagen)在中国是最大的两家汽车制造商，到2018年，在中国这个最重要的市场上，两家公司的总产能将达到近1000万辆。通用汽车对华投资140亿美元的5年计划正在进行中，仅今年其产能就将提高25%。这两家公司都认为即使产能增加如此巨大，单靠中国市场就能吸收。

“We want to build where we sell,” Mary Barra, GM’s chief executive, said at an Auto Shanghai briefing. “It’s still important to make sure we have the capacity for the domestic market.”

通用汽车首席执行官玛丽•巴拉(Mary Barra)在上海国际车展的发布会上表示：“我们希望在哪儿销售，就在哪儿建造产能。确保我们的产能满足中国市场仍然重要。”