If China can do it, so can I? New car-making forces in Europe and the United States say: This is absolutely an illusion!

How many new car manufacturers are still surviving in China's new energy vehicle market? Compared with the more than 100 brands that initially flocked in, now except for more than ten brands such as Weilai, Ideal, Xiaopeng, Nezha, Leapmotor, and Xiaomi, the rest can be said to be struggling on the verge of bankruptcy, such as Faraday Future, whose stock price rose 50 times in 3 days.

In the tide of new energy vehicle manufacturing, at least a few domestic new forces have survived, while the overseas new forces in vehicle manufacturing are in a miserable state. It is no exaggeration to say that they have been wiped out.

New overseas car-making forces mainly come from two places, one is Europe and the other is the United States. In addition, some new forces occasionally emerge in other automobile markets, such as Vietnam's VinFast.

Fisker from the United States is the most influential new force besides Tesla, but its sales are currently stagnant, and its stock price has been below $1 for a long time, and it may be delisted at any time; Nikola, which focuses on electric trucks, currently delivers less than 10 vehicles a month; Lucid, which focuses on the high-end market, only delivered 6,000 vehicles last year; Rivian, which was once as famous as Tesla, is still making losses.

The new forces in Europe are even more outrageous. Most of them are working on solar cars, such as the Dutch startup Lightyear, but now they are basically dying. The new forces in the United States are at least making cars, while the new forces in Europe seem to be just showing off their presence.

New car manufacturers in China and overseas all follow similar paths when they first start their businesses, which is nothing more than burning money, buying parts, and advertising, hoping to survive as long as they can. The question is, why can't new forces like Wei, Xiaopeng, and Li Auto emerge in overseas markets?

This brings us to a classic joke: The biggest illusion in the world is "If China can do it, I can do it too." The growth of any manufacturer must rely on the local market, and the new forces in overseas car manufacturing do not have the unique market conditions that the new forces in China have.

China is the world's largest single automobile market, with annual sales of more than 20 million passenger cars, far surpassing other countries. The huge market size has cultivated a large number of talents in the automotive industry. Although most of these talents are trained by fuel vehicle manufacturers, they can also quickly get started in the field of new energy vehicles. In fact, the first batch of technical personnel of the domestic mainstream new car-making forces also came from traditional manufacturers.

China is also far ahead in terms of the completeness of the new energy vehicle supply chain. So far, China has accounted for more than 60% of the global power battery market share and more than 50% of the laser radar market share. The Chinese market is not short of various core components related to new energy vehicles.

In contrast, the European and American markets do not have such conditions. Even Tesla's Berlin factory needs to purchase parts from China. In addition, American manufacturers such as Ford have long coveted CATL's power battery technology. The local new energy industry chain in Europe and the United States is seriously lacking, so their new car-making forces are naturally powerless to turn the tide.

Many people forget that China is not a latecomer in the electric vehicle industry, but a pioneer. As early as 1992, when Qian Xuesen first proposed the initiative to develop electric vehicles, he clearly pointed out that China's power battery technology was at the top of the world at that time. In other words, China has been laying out the core supply chain of electric vehicles for more than 30 years. With such a foundation, new car-making forces such as Wei, Xiao and Li Auto can be born.

In addition to the weak industrial chain, the new car-making forces in Europe and the United States also have major problems themselves.

So far, no new domestic car-making power has been reported to be "stuck" in a key link. Even a relatively weak new power like Leapmotor can license technology to the European giant STELLANTIS .

New car manufacturers in Europe and the United States basically do not have first-class core technologies. So, among the new forces in the United States, have any manufacturers led the development of the industry in a certain field after years of entrepreneurship? The answer is: no.

In fact, even Tesla only succeeded in landing after the Shanghai Super Factory started construction. Before taking root in the Chinese market, Tesla, like other new car manufacturers, was in a precarious situation. However, with the continuous sanctions imposed by the United States on Chinese electric vehicles, the new American forces have basically lost the opportunity to turn around by relying on the Chinese market.

With a weak supply chain and insufficient technical strength, if market demand could keep up, the new car-making forces in Europe and the United States might be able to thrive for a few more days, but the problem is that demand for new energy vehicles in Europe and the United States is also slowing down.

Since the second half of 2023, the sales of electric vehicles in Europe and the United States have been declining. In the first quarter of 2024, Tesla's global cumulative sales were only 387,000 vehicles, falling back to the level of 2022. When Tesla can't hold on, other new car-making forces in Europe and the United States are even more precarious.

In addition, many European countries have also begun to back off in terms of carbon emission reduction and carbon neutrality, and have even given up their previous carbon neutrality goals. If the policy level no longer supports it, the new car-making forces in Europe and the United States will be further impeded.

Judging from the current situation, it is unlikely that new European and American car manufacturers will be able to "land" successfully like Wei, Xiao and Li, and it is only a matter of time before they go bankrupt and delist. If the European and American auto industries want to transform to new energy, they can only rely on traditional manufacturers such as Volkswagen, Ford, and General Motors to achieve it slowly. It is unlikely that there will be another Tesla.

This is a different time. The current development status of new car-making forces in Europe and the United States proves that the dominance of the global new energy vehicle industry is no longer in the hands of European and American countries, but is firmly controlled by China itself. If they strengthen cooperation with Chinese manufacturers and improve their relationship with the Chinese market, they may still have a glimmer of hope. If they follow the United States in building a "small courtyard and high walls", the final outcome will inevitably be a spring dream without a trace.

As a winner of Toutiao's Qingyun Plan and Baijiahao's Bai+ Plan, the 2019 Baidu Digital Author of the Year, the Baijiahao's Most Popular Author in the Technology Field, the 2019 Sogou Technology and Culture Author, and the 2021 Baijiahao Quarterly Influential Creator, he has won many awards, including the 2013 Sohu Best Industry Media Person, the 2015 China New Media Entrepreneurship Competition Beijing Third Place, the 2015 Guangmang Experience Award, the 2015 China New Media Entrepreneurship Competition Finals Third Place, and the 2018 Baidu Dynamic Annual Powerful Celebrity.