Eagles的个人主页 - 老虎社区

Eagles

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2019-04-16

$特斯拉(TSLA)$今晚等我

2019-04-11

$贵州茅台(600519)$为什么老虎不能做空a股

2019-06-28

$中烟香港(06055)$ 为什么没空票

2019-04-16

$蔚来(NIO)$3.7等你

2020-04-15

牛皮吹的非常不错👍

打不过特斯拉，就是大结局

2019-01-11

期货好像还不能买？我是新手，确认下

去老虎APP查看更多动态

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11:22","market":"hk","language":"zh","title":"打不过特斯拉，就是大结局","url":"https://stock-news.laohu8.com/highlight/detail?id=2027620161","media":"创事记","summary":"欢迎关注“创事记”微信订阅号：sinachuangshiji　　文/二说　　来源：二说（ID:chongershuo）　　过去30年，只有中国互联网击败了美国入侵者。　　淘宝、天猫击退eBay和亚马逊","content":"<html><body><div><img src=\"http://k.sinaimg.cn/n/tech/crawl/116/w550h366/20200415/2a8f-isehnnk5598748.png/w2048fin.jpg\"/></div><p>　　<span>欢迎关注“创事记”微信订阅号：sinachuangshiji</span></p><p>　　文/二说</p><p>　　来源：二说（ID:chongershuo）</p><p>　　过去30年，只有中国互联网击败了美国入侵者。</p><p>　　淘宝、天猫击退<a href=\"https://laohu8.com/S/EBAY\">eBay</a>和<a href=\"https://laohu8.com/S/AMZN\">亚马逊</a>，<a href=\"https://laohu8.com/S/BIDU\">百度</a>“赶”跑<a href=\"https://laohu8.com/S/GOOG\">谷歌</a>，QQ消灭MSN，滴滴吃掉Uber中国，Tiktok还反攻美国本土。</p><p>　　<strong>可以说，房地产给中国经济挖的坑，全被互联网填平了。</strong></p><p>　　但在一个14万亿规模的全新市场，多达500家中国创新公司的集团冲锋（创始人不乏BAT出身的老兵），却被一家美国企业打败。</p><p>　　这就是<a href=\"https://laohu8.com/S/TSLA\">特斯拉</a>。</p><p>　　早在2013年雷军就两次跑到硅谷拜会马斯克，他自己也买了4辆特斯拉，1辆自用，1辆放在美国，另外2辆给了还没豹变的傅盛和尚未加入阿里的俞永福，中国创新圈早就准备逆向研发了。</p><p>　　<strong>但7年后小米电动车不见踪影，特斯拉倒是逃过无数黑点幸存下来。</strong></p><p>　　去年德国汽车管理中心（CAM）确认特斯拉是全球最大新能源车企，交付36.7万辆，主攻B端却受累于补贴退坡的<a href=\"https://laohu8.com/S/002594\">比亚迪</a>位居次席，交付21.6万辆。</p><p>　　特斯拉在中国市场也占据优势。</p><p>　　去年新能源汽车总上牌数120万辆，其中乘用车86万辆，但相当一部分B端补贴产品，为反映C端实销情况，造车新势力一般都习惯用“上险量”的概念。</p><p>　　按这个标准，特斯拉去年国内交付45345辆绝对领先，12月交付的国产特斯拉尚未计入，榜单15位开外的公司都是个位数，已无统计价值，在全年进口的5.6万辆新能源车中特斯拉也贡献了8成。</p><div><img src=\"http://k.sinaimg.cn/n/tech/crawl/102/w550h352/20200415/507c-isehnnk5598820.png/w2048fin.jpg\"/></div><p>　　今年数据更吓人。</p><p>　　乘联会的3月销量几乎一夜跌回十年前，特斯拉却拿到双冠，Model 3不但以10160辆的月销登顶新能源汽车榜单，还在高端轿车分项力压宝马5系、奥迪A6和奔驰C级，这是BBA二十年来第一次被赶下神坛，过去被视为门口野蛮人的特斯拉，俨然已是全球车坛翘楚。</p><div><img src=\"http://k.sinaimg.cn/n/tech/crawl/772/w482h290/20200415/b3e9-isehnnk5598875.png/w2048fin.jpg\"/></div><p>　　对造车新势力来说，特斯拉就像一个漏斗，虹吸了大部分资金、用户和供应链，虽然它的市值从高点回落，仍有1200亿美元，超过<a href=\"https://laohu8.com/S/BA\">波音</a>成为美国最大工业公司，上海浦东临港的特斯拉二期已然破土而出，更别说供应链正拼命挤进马斯克的朋友圈。</p><p>　　特斯拉有多风光，友商就有多落寞，如果评选史上“最不争气的中国创新”，造车新势力绝对领先于共享单车，后者至少曾经引领了创新热潮。</p><p>　　但很多人心头都有一个疑问，假使特斯拉是<a href=\"https://laohu8.com/S/AAPL\">苹果</a>，马斯克是乔布斯第二，难道不应该有小米式机会吗？这肯定也让李斌、何小鹏睡不着觉。</p><p>　　<strong>回头再看，手机的逻辑其实很简单。</strong></p><p>　　1、零部件复用率高，只要你有能力放出订单，不愁拿不到顶尖资源；</p><p>　　2、行业处于成熟期，拼的都是局部体验优化，这是中国公司的强项；</p><p>　　3、只要精心安排产品生命周期，就能通过迭代建立长效收割机制，以<a href=\"https://laohu8.com/S/QCOM\">高通</a>骁龙801为例，小米3/4/note都在用，中间相隔15个月，即便不考虑摩尔规律，照样可以赚钱；</p><p>　　这3条包括罗永浩都没做到，但雷军实现了，2011年小米出货30万台，2012年719万台，2013年1870万台，2014年6560万台，直到2015年小米吃光互联网红利，连遭华为和OV狙击，出货量完全停滞，雷军才急了，转而开发MIX，重新占领制高点。</p><p>　　<strong>新能源车正相反，所有高速路都被堵死了。</strong></p><p>　　2003年成立的特斯拉用了5年才搞出第一款概念跑车，又花了5年才造出真正属于大众消费的Model S，在风口上一跑就是10年。</p><p>　　<strong>1、只有苹果式生存，没有小米式机会。</strong></p><p>　　这一点大家都看透了，所以产品策略都是先打高，再就低，<a href=\"https://laohu8.com/S/NIO\">蔚来</a>也是先出了EP9在纽北套圈，然后才是ES8，最后是ES6，更别说那一堆出手就是超跑的公司了。</p><p>　　原因很简单，你根本没有遏制成本的手段，新能源车的电池系统占据整车成本的30-50%，据说到2030年可以下降到18%，前提是你能活到那个时候。</p><p>　　造车新势力扎堆乘用车，只能用能量密度较高的三元锂，商用车倒可以用便宜的磷酸铁锂，但变成另一个比亚迪有什么意义？何况你还打不过现成的比亚迪。</p><p>　　在电池的四大主材中，正极材料又占总成本的40%，三元锂就是NCA（镍钴铝）和NCM（镍钴锰）之争，钴是稀有金属，主要产地在刚果，供给存在极大不确定性，1kg正极材料中，钴的成本是12美元，锂8美元，镍5 美元，这是硬成本无法压缩。</p><p>　　够资格洗牌的只有特斯拉，因为马斯克一直在研究无钴电池，据说4月20日的“电池日”即将宣布重大突破，这应该是特斯拉此前收购的Maxwell和Hibar的研究成果，外界普遍估计是新型高镍正极+预锂化负极+干电池技术+超级电容的新型锂离子电池，也可能是CTP技术的超级磷酸铁锂电池，搞的整个行业既兴奋又恐惧。</p><p>　　不管真相如何，这事与其他造车新势力都没有半毛钱关系，大家都是观众，顶多发条弹幕吐槽一下。</p><p>　　<strong>2、电池厂还在抢班夺权。</strong></p><p>　　电池装车有一个从电芯（CELL）到模组（Module）再到电池包（Pack）的过程，一般有野心的车企都会死保Pack控制权，蔚来也是由旗下的苏州正力在做。</p><p>　　以前电池厂商安于现状，对此并不反对，但如今补贴退坡，每一分钱就要精打细算，所以CTP技术浮出水面，所谓CTP就是从CELL直接到Pack，这当然有利于降低成本，但结果是电池厂商话语权大涨，相当于从车企接管了电池系统设计、制造和维护的主导权，比亚迪就在大力宣传刀片电池，表面是通过新技术复活磷酸铁锂，深层次也是在重新定义自己在新能源行业中的角色。</p><div><img src=\"http://k.sinaimg.cn/n/tech/crawl/35/w550h285/20200415/dac6-isehnnk5598938.jpg/w2048fin.jpg\"/></div><p>　　这对特斯拉以及其他原本自己要做电池的传统车企影响不大，但对于其他造车新势力就是灭顶之灾，用脚后跟想想也知道，所谓新能源车闪着金光的不就是新能源三字吗？如果连Pack都没有自主权，你好意思谈创新？</p><p>　　<strong>3、新能源供应链比手机更功利。</strong></p><p>　　基本上大家都是围着特斯拉团团转，把其他造车新势力划入骗子一类，生怕哪天像贾老板一样跑路，<a href=\"https://laohu8.com/S/300750\">宁德时代</a>还自曝要求某些公司必须预付款才能提货。</p><p>　　这是造车新势力成本畸高的原因之一，蔚来的单车销售成本折算下来高达43.88万元，蔚来4年烧了300亿元，现金流失如此之快就不奇怪了。</p><p>　　而且在“以销定产”的大背景下，你越是缩减订单，上游产业链越是本能的向头部企业集中，形成恶性循环。</p><p>　　<strong>也有人觉得，疫情提供了反击特斯拉的最后机会。</strong></p><p>　　现在的汽车市场差不多是几十年来最差了，按中汽协的数据，今年首季国内汽车产销分别下降45.2%和42.4%，政策组合拳已经基本出清，发改委要求稳定汽车等大宗消费；商务部要求优化限购措施，加强充电站建设；财政部将原本今年到期的新能源汽车购置补贴和免征购置税延长2年；生态环境部推迟了尚未实施国6地区的时间表。</p><p>　　但需求回暖，特斯拉比友商更受益，反之亦然。</p><p>　　因为上海特斯拉的存在，利用“某种情绪”展开攻击已经行不通了，毕竟特斯拉可以失败，上海特斯拉不能失败，马斯克在中国拿到了多家银行的197.5亿元的资金支持，在向美国SEC递交的报告也证明获得了8500万美元的certain incentives（奖励补助）。</p><p>　　油价因素也很难成为变量。</p><p>　　2014年国际油价在每桶100美元左右，去年是50美元，最近已经跌到20美元左右，水比油贵成了事实，即便OPEC刚刚达成了限产保价协议，油价长期低迷也是注定的。</p><div><img src=\"http://k.sinaimg.cn/n/tech/crawl/59/w550h309/20200415/938d-isehnnk5599006.jpg/w2048fin.jpg\"/></div><p>　　上海工程技术大学汽车与机械工程学院教师刘淼曾经作过测算，即便92号汽油跌到5元，新能源车每百公里的行驶成本仍然比燃油车低的多，能否顶住冲击，不取决于油价只取决于车企的产品力。</p><p>　　除了特斯拉，去年销量破万的造车新势力只有蔚来、小鹏、威马、合众四家，不过也处于无定价权、无议价能力、无核心技术的三无状态，遑论其他。</p><p>　　更可怕的是内部军心不稳，大量从传统车企跳槽过来的高管倦鸟归巢，纷纷重返老家，用户心态也变了，皮实耐用的产品理念重新抬头，即使被互联网培育的尝鲜一族也产生了避险情绪，不敢选择小众品牌。</p><p>　　未来造车新势力将不得不在传统车企和特斯拉的夹缝中重新卡位。</p><p>　　既然成本不能压缩，就只能通过走量达到盈亏平衡点，原来车和家估计，40万元的理想ONE必须年销5万才能活下去，现在看来并不现实，但如果下探到十几万元的区间，又面临与比亚迪、北汽开战，真是进退两难。</p><p>　　<strong>所以找到政策性金主是最后一招。</strong></p><p>　　一般VC撑不起造车新势力的资金，附带社会资源的政策性注资最受欢迎，蔚来与湖州、北京经开区以及广汽都曾传出绯闻，最后接盘的是安徽，合肥2020重大产业项目投给了蔚来100亿，外加两笔亿级的可转债融资才让李斌度过难关。</p><p>　　用“生存还是毁灭”已经不能形容造车新势力的困境，只参奉上莎翁的另一段金句，“愿你不舍昼夜，忠于自己。”</p></body></html>","source":"sina_symbol","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" 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margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\n打不过特斯拉，就是大结局\n</h2>\n\n<h4 class=\"meta\">\n\n\n2020-04-15 11:22 北京时间&nbsp;&nbsp;&nbsp;<a href=http://cj.sina.cn/article/normal_detail?url=http://tech.sina.com.cn/csj/2020-04-15/doc-iircuyvh7881273.shtml><strong>创事记</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>欢迎关注“创事记”微信订阅号：sinachuangshiji　　文/二说　　来源：二说（ID:chongershuo）　　过去30年，只有中国互联网击败了美国入侵者。　　淘宝、天猫击退eBay和亚马逊，百度“赶”跑谷歌，QQ消灭MSN，滴滴吃掉Uber中国，Tiktok还反攻美国本土。　　可以说，房地产给中国经济挖的坑，全被互联网填平了。　　但在一个14万亿规模的全新市场，多达500家中国创新公司...</p>\n\n<a href=\"http://cj.sina.cn/article/normal_detail?url=http://tech.sina.com.cn/csj/2020-04-15/doc-iircuyvh7881273.shtml\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"https://static.tigerbbs.com/f6b78ed0836da119cdb959ac6d3cb8e9","relate_stocks":{"TSLA":"特斯拉","01810":"小米集团-W"},"source_url":"http://cj.sina.cn/article/normal_detail?url=http://tech.sina.com.cn/csj/2020-04-15/doc-iircuyvh7881273.shtml","is_english":false,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"2027620161","content_text":"欢迎关注“创事记”微信订阅号：sinachuangshiji　　文/二说　　来源：二说（ID:chongershuo）　　过去30年，只有中国互联网击败了美国入侵者。　　淘宝、天猫击退eBay和亚马逊，百度“赶”跑谷歌，QQ消灭MSN，滴滴吃掉Uber中国，Tiktok还反攻美国本土。　　可以说，房地产给中国经济挖的坑，全被互联网填平了。　　但在一个14万亿规模的全新市场，多达500家中国创新公司的集团冲锋（创始人不乏BAT出身的老兵），却被一家美国企业打败。　　这就是特斯拉。　　早在2013年雷军就两次跑到硅谷拜会马斯克，他自己也买了4辆特斯拉，1辆自用，1辆放在美国，另外2辆给了还没豹变的傅盛和尚未加入阿里的俞永福，中国创新圈早就准备逆向研发了。　　但7年后小米电动车不见踪影，特斯拉倒是逃过无数黑点幸存下来。　　去年德国汽车管理中心（CAM）确认特斯拉是全球最大新能源车企，交付36.7万辆，主攻B端却受累于补贴退坡的比亚迪位居次席，交付21.6万辆。　　特斯拉在中国市场也占据优势。　　去年新能源汽车总上牌数120万辆，其中乘用车86万辆，但相当一部分B端补贴产品，为反映C端实销情况，造车新势力一般都习惯用“上险量”的概念。　　按这个标准，特斯拉去年国内交付45345辆绝对领先，12月交付的国产特斯拉尚未计入，榜单15位开外的公司都是个位数，已无统计价值，在全年进口的5.6万辆新能源车中特斯拉也贡献了8成。　　今年数据更吓人。　　乘联会的3月销量几乎一夜跌回十年前，特斯拉却拿到双冠，Model 3不但以10160辆的月销登顶新能源汽车榜单，还在高端轿车分项力压宝马5系、奥迪A6和奔驰C级，这是BBA二十年来第一次被赶下神坛，过去被视为门口野蛮人的特斯拉，俨然已是全球车坛翘楚。　　对造车新势力来说，特斯拉就像一个漏斗，虹吸了大部分资金、用户和供应链，虽然它的市值从高点回落，仍有1200亿美元，超过波音成为美国最大工业公司，上海浦东临港的特斯拉二期已然破土而出，更别说供应链正拼命挤进马斯克的朋友圈。　　特斯拉有多风光，友商就有多落寞，如果评选史上“最不争气的中国创新”，造车新势力绝对领先于共享单车，后者至少曾经引领了创新热潮。　　但很多人心头都有一个疑问，假使特斯拉是苹果，马斯克是乔布斯第二，难道不应该有小米式机会吗？这肯定也让李斌、何小鹏睡不着觉。　　回头再看，手机的逻辑其实很简单。　　1、零部件复用率高，只要你有能力放出订单，不愁拿不到顶尖资源；　　2、行业处于成熟期，拼的都是局部体验优化，这是中国公司的强项；　　3、只要精心安排产品生命周期，就能通过迭代建立长效收割机制，以高通骁龙801为例，小米3/4/note都在用，中间相隔15个月，即便不考虑摩尔规律，照样可以赚钱；　　这3条包括罗永浩都没做到，但雷军实现了，2011年小米出货30万台，2012年719万台，2013年1870万台，2014年6560万台，直到2015年小米吃光互联网红利，连遭华为和OV狙击，出货量完全停滞，雷军才急了，转而开发MIX，重新占领制高点。　　新能源车正相反，所有高速路都被堵死了。　　2003年成立的特斯拉用了5年才搞出第一款概念跑车，又花了5年才造出真正属于大众消费的Model S，在风口上一跑就是10年。　　1、只有苹果式生存，没有小米式机会。　　这一点大家都看透了，所以产品策略都是先打高，再就低，蔚来也是先出了EP9在纽北套圈，然后才是ES8，最后是ES6，更别说那一堆出手就是超跑的公司了。　　原因很简单，你根本没有遏制成本的手段，新能源车的电池系统占据整车成本的30-50%，据说到2030年可以下降到18%，前提是你能活到那个时候。　　造车新势力扎堆乘用车，只能用能量密度较高的三元锂，商用车倒可以用便宜的磷酸铁锂，但变成另一个比亚迪有什么意义？何况你还打不过现成的比亚迪。　　在电池的四大主材中，正极材料又占总成本的40%，三元锂就是NCA（镍钴铝）和NCM（镍钴锰）之争，钴是稀有金属，主要产地在刚果，供给存在极大不确定性，1kg正极材料中，钴的成本是12美元，锂8美元，镍5 美元，这是硬成本无法压缩。　　够资格洗牌的只有特斯拉，因为马斯克一直在研究无钴电池，据说4月20日的“电池日”即将宣布重大突破，这应该是特斯拉此前收购的Maxwell和Hibar的研究成果，外界普遍估计是新型高镍正极+预锂化负极+干电池技术+超级电容的新型锂离子电池，也可能是CTP技术的超级磷酸铁锂电池，搞的整个行业既兴奋又恐惧。　　不管真相如何，这事与其他造车新势力都没有半毛钱关系，大家都是观众，顶多发条弹幕吐槽一下。　　2、电池厂还在抢班夺权。　　电池装车有一个从电芯（CELL）到模组（Module）再到电池包（Pack）的过程，一般有野心的车企都会死保Pack控制权，蔚来也是由旗下的苏州正力在做。　　以前电池厂商安于现状，对此并不反对，但如今补贴退坡，每一分钱就要精打细算，所以CTP技术浮出水面，所谓CTP就是从CELL直接到Pack，这当然有利于降低成本，但结果是电池厂商话语权大涨，相当于从车企接管了电池系统设计、制造和维护的主导权，比亚迪就在大力宣传刀片电池，表面是通过新技术复活磷酸铁锂，深层次也是在重新定义自己在新能源行业中的角色。　　这对特斯拉以及其他原本自己要做电池的传统车企影响不大，但对于其他造车新势力就是灭顶之灾，用脚后跟想想也知道，所谓新能源车闪着金光的不就是新能源三字吗？如果连Pack都没有自主权，你好意思谈创新？　　3、新能源供应链比手机更功利。　　基本上大家都是围着特斯拉团团转，把其他造车新势力划入骗子一类，生怕哪天像贾老板一样跑路，宁德时代还自曝要求某些公司必须预付款才能提货。　　这是造车新势力成本畸高的原因之一，蔚来的单车销售成本折算下来高达43.88万元，蔚来4年烧了300亿元，现金流失如此之快就不奇怪了。　　而且在“以销定产”的大背景下，你越是缩减订单，上游产业链越是本能的向头部企业集中，形成恶性循环。　　也有人觉得，疫情提供了反击特斯拉的最后机会。　　现在的汽车市场差不多是几十年来最差了，按中汽协的数据，今年首季国内汽车产销分别下降45.2%和42.4%，政策组合拳已经基本出清，发改委要求稳定汽车等大宗消费；商务部要求优化限购措施，加强充电站建设；财政部将原本今年到期的新能源汽车购置补贴和免征购置税延长2年；生态环境部推迟了尚未实施国6地区的时间表。　　但需求回暖，特斯拉比友商更受益，反之亦然。　　因为上海特斯拉的存在，利用“某种情绪”展开攻击已经行不通了，毕竟特斯拉可以失败，上海特斯拉不能失败，马斯克在中国拿到了多家银行的197.5亿元的资金支持，在向美国SEC递交的报告也证明获得了8500万美元的certain incentives（奖励补助）。　　油价因素也很难成为变量。　　2014年国际油价在每桶100美元左右，去年是50美元，最近已经跌到20美元左右，水比油贵成了事实，即便OPEC刚刚达成了限产保价协议，油价长期低迷也是注定的。　　上海工程技术大学汽车与机械工程学院教师刘淼曾经作过测算，即便92号汽油跌到5元，新能源车每百公里的行驶成本仍然比燃油车低的多，能否顶住冲击，不取决于油价只取决于车企的产品力。　　除了特斯拉，去年销量破万的造车新势力只有蔚来、小鹏、威马、合众四家，不过也处于无定价权、无议价能力、无核心技术的三无状态，遑论其他。　　更可怕的是内部军心不稳，大量从传统车企跳槽过来的高管倦鸟归巢，纷纷重返老家，用户心态也变了，皮实耐用的产品理念重新抬头，即使被互联网培育的尝鲜一族也产生了避险情绪，不敢选择小众品牌。　　未来造车新势力将不得不在传统车企和特斯拉的夹缝中重新卡位。　　既然成本不能压缩，就只能通过走量达到盈亏平衡点，原来车和家估计，40万元的理想ONE必须年销5万才能活下去，现在看来并不现实，但如果下探到十几万元的区间，又面临与比亚迪、北汽开战，真是进退两难。　　所以找到政策性金主是最后一招。　　一般VC撑不起造车新势力的资金，附带社会资源的政策性注资最受欢迎，蔚来与湖州、北京经开区以及广汽都曾传出绯闻，最后接盘的是安徽，合肥2020重大产业项目投给了蔚来100亿，外加两笔亿级的可转债融资才让李斌度过难关。　　用“生存还是毁灭”已经不能形容造车新势力的困境，只参奉上莎翁的另一段金句，“愿你不舍昼夜，忠于自己。”","news_type":1},"isVote":1,"tweetType":1,"viewCount":1127,"authorTweetTopStatus":1,"verified":2,"comments":[],"imageCount":0,"langContent":"CN","totalScore":0},{"id":377148,"gmtCreate":1547220473569,"gmtModify":1704786599111,"author":{"id":"3509921338037012","authorId":"3509921338037012","name":"Eagles","avatar":"https://static.laohu8.com/default-avatar.jpg","crmLevel":2,"crmLevelSwitch":0,"followedFlag":false,"idStr":"3509921338037012","authorIdStr":"3509921338037012"},"themes":[],"htmlText":"期货好像还不能买？我是新手，确认下","listText":"期货好像还不能买？我是新手，确认下","text":"期货好像还不能买？我是新手，确认下","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":0,"commentSize":0,"repostSize":0,"link":"https://laohu8.com/post/377148","isVote":1,"tweetType":1,"viewCount":1523,"authorTweetTopStatus":1,"verified":2,"comments":[],"imageCount":0,"langContent":"CN","totalScore":0}],"lives":[]}