临时天堂
From joint ventures to joint innovation: Why global autos look to China_我的网站
一 |
Global automakers are forging deeper and longer-term ties with China, as the country's role evolves beyond a key market into an increasingly important hub for automotive research and development (R&D) and innovation.
SAIC Motor and General Motors (GM) signed an agreement on Wednesday to extend their joint venture partnership by 20 years to 2047. A month earlier, Honda Motor and GAC Group signed a strategic agreement to renew their joint venture (JV) partnership in GAC Honda, extending their cooperation to 2038 while keeping the existing equity structure unchanged.
The renewed commitments to China by global auto giants signal more than confidence in the long-term potential of the Chinese market. It reflects China's evolving role in the global auto industry, from a manufacturing base and sales market to an increasingly important source of innovation and technologies that shapes the future of mobility, Peng Bo, a research fellow at the Chinese Academy of International Trade and Economic Cooperation under the Ministry of Commerce, told the Global Times on Sunday.
Behind this shift is the rapid rise of new-energy vehicles (NEVs) and vehicle intelligence, as global competition increasingly centers on batteries, electric powertrains, intelligent driving, automation, software ecosystems and artificial intelligence (AI), Peng said.
From market to innovation
Chinese automakers have accelerated their expansion into global markets. According to the latest data from the China Association of Automobile Manufacturers, China exported 5.096 million vehicles in the first half of the year, up 65.3 percent year-on-year, including 2.355 million NEVs, up 120 percent. In just a few decades, China's auto industry has evolved from learning from and introducing advanced foreign technologies into a major global force in automobile production, exports and innovation.
Such a picture would have been almost unimaginable several decades ago. At the time, China's auto industry was still in its early stages and lagged considerably behind global leaders.
In the 1980s, China began integrating into the global auto industry through the establishment of joint ventures. In 1984, Beijing Jeep, China's first Sino-foreign joint venture automaker, began operations, while Chinese and German partners signed the agreement for Shanghai Volkswagen. More global automakers from countries such as Germany, the US, Japan and France followed, bringing capital, technology, equipment and management expertise that helped accelerate China's auto industry development.
From annual auto production and sales of just over 1 million units in the mid-1990s, China saw the corresponding figures surpass 30 million units in 2025, ranking first globally for the 17th consecutive year. Auto exports also surged from just several thousand units to a record 7.098 million in 2025.
These figures illustrate the profound transformation of China's auto industry, which has evolved from a latecomer learning from global peers to a major manufacturing powerhouse and increasingly a source of innovation for the global auto industry, experts said.
Chinese experts attributed China's auto rise to its increasingly strong innovation capabilities. Sun Xiaohong, former secretary-general of the automotive branch of the China Chamber of Commerce for Import and Export of Machinery and Electronic Products, told the Global Times on Sunday that the close integration of R&D, manufacturing and market application has enabled new technologies to move rapidly from laboratories to mass production, while intense market competition has further accelerated innovation and product iteration.
Latest figures tell the story. China has led the world in automobile patent publications over the past decade, far ahead of the US, Japan and European countries. Patent publications in the NEV sector increased from more than 50,000 in 2016 to over 110,000 in 2025, with an annual growth rate of 17.1 percent. Intelligent connected vehicle patent publications rose from 44,000 to 93,000 over the same period, averaging annual growth of 11.6 percent.
In addition to the R&D capabilities, China's complete and highly efficient supply chain strengthens its industrial edge. The International Energy Agency estimates that battery electric car production costs are over 30 percent lower in China than in advanced economies, mainly attributed to lower battery cost and supply chain.
China's technology company Xiaomi only launched its first EV in 2024, but has quickly emerged as a major player in China's NEV market. Its strategy connects cars with smartphones, apps and smart home devices is creating a more integrated ecosystem. At Xiaomi's EV factory on the outskirts of Beijing, a new car rolls off the production line every 76 seconds on average.
Chinese automaker NIO's Hefei factory is known for its highly intelligent and automated manufacturing, using more than 700 robots and achieving an overall automation rate of 97.5 percent.
BYD's EVs can add 20 kilometers of range in just 10 seconds of charging and up to 400 kilometers in five minutes.
"These examples reflect a broader shift in China's auto industry, where strengths in advanced manufacturing, supply chains, software, AI and rapid technology commercialization are increasingly translating into a competitive edge," said Sun.
Cooperation not competition
The rapid transformation of China's auto industry has put growing pressure on some global auto giants. Honda CEO and President Toshihiro Mibe reportedly said after visiting an auto supplier factory in Shanghai, "We have no chance against this," Nikkei Asia reports.
Ola Kallenius, chairman of the board of management of Mercedes-Benz Group AG, told Chinese media that "In the world's most dynamic automotive market, you have to be here, and we're doubling down on China," People's Daily reported.
"Many major global automakers remain constrained by their long-standing reliance on traditional gasoline vehicles... Although they are pushing ahead with electrification, established technology systems, production networks and traditional development models have slowed," Jia Xinguang, an auto industry analyst, told the Global Times.
By contrast, China's auto industry has made a broad shift toward new technologies, building strengths across the industrial chain and establishing a mature and increasingly self-reliant core technology system, Jia said.
Against this backdrop, foreign automakers' approach to cooperation with China is changing.
Toyota's evolving China strategy provides a telling example. At the 2026 Beijing auto show, Toyota unveiled its "with China, for China" localization strategy, giving Chinese teams a greater role in management, R&D and product development, the Global Times learned from the Japanese company.
Toyota has expanded its China chief engineer team from four to seven, covering gasoline, hybrid and EVs across different segments. It is also empowering local management and deepening co-creation with Chinese partners to make development faster, according to the company.
A similar shift can be seen at Tesla, whose Shanghai Gigafactory is not only a major global production base, but also a key part of its global supply chain and product development. In the first half of 2026, the factory delivered nearly 468,000 vehicles, up 28.4 percent year-on-year. The Model Y L, led by Tesla's China team in design and development and manufactured in China, is also being rolled out in markets including the US, UAE, South Korea, Japan, Singapore and Australia, according to a press release that the company shared with the Global Times on Friday.
Foreign auto parts suppliers are also stepping up innovation in China. Bosch plans to invest more than 2.5 billion euros in AI development by the end of 2027, with much of its automotive-related AI work focused on China and Europe, the Xinhua News Agency reported.
Amid mounting challenges, China-foreign auto joint ventures are taking a long-term approach and actively reshaping their product strategies, R&D models and cooperation frameworks, Xinhua reported, citing Bi Wenquan, an executive vice president of FAW Toyota Motor Co.
These developments point to a broader shift: China's role for global automakers is expanding from "Made in China" to "R&D in China" and "innovation in China," making win-win cooperation increasingly important, said Sun.
For global automakers seeking to stay competitive in the next wave of industry transformation, turning competition into greater opportunities for cooperation with Chinese companies is increasingly becoming an "imperative" rather than an "option," said Sun.
As John Roth, GM senior vice president and president of GM China, said the renewed partnership "reflects the shared confidence of GM and SAIC in SAIC-GM and its long-term growth potential."
"It is not only about continuing what we have built together. More importantly, it is about building a more competitive, resilient, and sustainable business for the future," Roth said.
。 下个赛季虽然还没开始打，但是勇士队的首发五虎已经出来了。 不同于其他球队，你像有的球队新赛季的首发一定要好好琢磨琢磨怎么排兵布阵。 尤其是那76人，五大明星球员，那可得好好得划分一下位置。 可是勇士不一样，勇士新赛季的首发阵容简直不要太明显。 库里、铁牛、伦德伯格、小钻风、铂金。 这是勇士新赛季的首发，这都不用想。 有人说了，伦哥怎么上首发了？不过一个新秀罢了，上来就打首发？ 没办法，勇士现在就这场面和局面，休赛期0补强、0引援，勇士没有其他合适的球员来首发了。 咋地？真指望巴西球王桑托斯啊？ 所以勇士开局的首发就四个字：定死了。 就勇士这个首发阵容一扔出去，不管你是谁，最起码也要心里嘀咕一下，怎么讲呢？因为这完全是一个没有任何威胁的首发，针对都不知道该怎么针对。 你像铂金，说的好听点那是一个大个子，进过全明星，可说的难听点，对不起，“药罐子”一个。 想当初交易的时候，人家都是转会，铂金是转院。所以，铂金这个球员你没法针对，前脚刚制定好防守策略，后脚，人呢？ 伦哥呢则是一个新秀球员，有什么好针对的？ 你去针对铁牛？对不起，铁牛不需要针对，不防守、放空铁牛就是最好的针对。 而且铁牛会自动触发球场整蛊、赛场整活、板凳席发狂上武术的模式，根本是一个不需要针对的球员。 就如同凯尔特人有塔图姆和布朗的比赛是一样的，根本不需要有过度的防守策略和战术，只需要在比赛的时候大声喊两句话就行了。
二 | 一句是，“布朗是fmvp。” 另一句是，“凯尔特人老大是杰伦·布朗。” 然后凯尔特人直接就不攻自破了。 铁牛也是这样，不需要防守，无视他，铁牛自然而然的就不会打球了。
三 | 而至于说小钻风，那就更简单了，一个偷鸡型选手，看都不用看，就让他篮下偷鸡，就让他底角大空位扔三分就完事了。 打了三年就拿一场得分30+，小钻风随便给他偷鸡，赢不了的。
四 | 然后就只剩下库里了，那就更简单了，就俩字：包夹。 只要包夹上的够足，就可以让库里打的难受。 柚姐看了一下，上个赛季受到挡拆之后包夹最多的球员排第一的是卡师傅、第二是库里、第三是杜兰特。 柚姐觉得，这个力度还是不够，勇士都这阵容了，别双人夹击了，三人夹击才是常态。 好了，这是勇士的首发。 勇士还有替补，至于说替补嘛，柚姐只能说大家各凭本事好吧。 第一神锋小佩顿，巴西球王桑托斯，不着四六梅尔顿，贼像三号理查德。 哦，还有一个40岁的老霍。
五 | 下个赛季的勇士就这阵容了，虽说赛季还没开始，但是柚姐已经可以预见下个赛季勇士的战绩打法走向了。 开局不用多说，老哥几个体力充沛，新秀球员上来那也是敢打敢拼，开赛十几场球那打的也是相当漂亮。 但一等到11月份过完，不好意思，老将状态开始出现下滑，频频出现小伤病，新秀球员开始迷失自我，勇士战绩出现下滑。 这时候科尔开始科研，三后卫、四后卫体系拿出来，小佩顿成第一大前锋，小钻风成第一核心，巴西球王桑托斯展现自我，然后勇士一顿输的找不到北。 危难时刻，巴特勒复出、穆迪复出、库里复出，打法一顿调整，勇士稳在附加赛边缘。 赛季后半程，勇士全力冲刺，最后终于挺进附加赛，然后嘛就没有然后了，勇士遗憾败北。 好了，这就是勇士下个赛季的剧本，柚姐把作业放在这儿，大家伙只管抄就是了。 哦，柚姐还忘记说了一点，那就是赛季中期铁牛开始上强度，管你是对手还是队友，先吃我一电炮再说。 好了，基本上就这么个情况，这就是下个赛季的勇士。 没办法，是这样的，大家伙理解一下，勇士目前的阵容只能支撑球队打出来这样的表现。
六 | 至于拉科布和邓利维说的不排除赛季中期继续交易和补强的可能性，柚姐觉得大家伙把“不”字给拿掉看就完事了。 还是那句话，你可以说柚姐不了解nba，也可以说柚姐不了解球，但是对于勇士、科尔、铁牛和小钻风，那对不起，柚姐直接看个底穿。 大家伙也可以插个眼，柚姐直接把勇士队下个赛季的战绩给提前预测了，44胜38负，基本上就这么个谱，甚至柚姐说的还有点虚高了。
Current article:http://nf88li.chengjuecannaobianmouqueduoyu.shop/news/20260826_4838495.html
Published on:16:30:11