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迷雾森林
2022-11-04
感觉这个作者不太懂特斯拉…净瞎说八道
马斯克没有打价格战的基因
迷雾森林
2022-09-07
别发这种恶心的新闻好吗
Mate50时隔两年归来,华为的竞争对手已不是苹果?
迷雾森林
2021-07-27
$哔哩哔哩(BILI)$
彻底倒闭了
迷雾森林
2021-07-26
暴跌开始了
抱歉,原内容已删除
迷雾森林
2021-07-13
$小鹏汽车(XPEV)$
三傻中最垃圾的,没有之一
迷雾森林
2021-06-14
$拼多多(PDD)$
什么时候可以倒闭
迷雾森林
2021-05-18
$特斯拉(TSLA)$
为什么能做到每天跌
迷雾森林
2021-04-25
$特斯拉(TSLA)$
iv怎么降的那么离谱。周五call基本是跌的
迷雾森林
2021-03-03
$亿邦国际(EBON)$
涨不过can sos ,跌幅却比他们大。这个到底是不是老千股
迷雾森林
2021-02-11
$Aphria Inc.(APHA)$
合并之后期权怎么处理啊
迷雾森林
2021-01-31
$游戏驿站(GME)$
会轧空吗?想问下上周没成,为什么下周几率大呢?另外周五到期的那批call的平仓,多久会反应到股价上?
迷雾森林
2021-01-15
$Aphria Inc.(APHA)$
感觉还是tlry涨的多点啊。成交量也多些
迷雾森林
2021-01-14
$Aphria Inc.(APHA)$
几点出财报啊
迷雾森林
2019-12-14
$Roku Inc(ROKU)$
弱成这样,连续大跌。
迷雾森林
2019-11-04
$Roku Inc(ROKU)$
什么情况
迷雾森林
2019-10-09
$道琼斯(.DJI)$
金毛为什么老是搞得一团糟,世界经济弄的一塌糊涂
迷雾森林
2019-09-06
$Facebook(FB)$
为什么又大跌
迷雾森林
2019-08-30
$特斯拉(TSLA)$
为什么发不出帖子
迷雾森林
2019-08-30
别演了,下来吧
迷雾森林
2019-08-30
$特斯拉(TSLA)$
别演了垃圾,下来吧
去老虎APP查看更多动态
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X交付2400台),交付均价6.9万美元;</p><p>2017年Q1,交付2.5万台(其中Model X交付1.2万台),交付均价9.2万美元;</p><p>2017年Q2,交付数回落到2.2万台(其中Model X交付1万台),交付均价10.4万美元;</p><p>2017年Q3,特斯拉重拾升势,交付2.6万台(其中Model X交付1.2万台),交付均价回落到9万美元,特斯拉交付均价环比下降1.4万美元,折合人民币近10万元。</p><p><img src=\"https://static.tigerbbs.com/a29603f5b28c4bcb97f494562d39c222\" tg-width=\"1000\" tg-height=\"622\" referrerpolicy=\"no-referrer\"/></p><p>特斯拉显然是在“以价换量”,而且幅度不小,<b>这是马斯克第一次向市场低头。</b></p><p>2)卖得贵、亏得多</p><p>特斯拉早年目标用户是中产阶层中的上层,交付均价超过9万美元,远高于奔驰、宝车在美国的售价。</p><p>马斯克看准这群人“不差钱、只要酷”的心态,不断试探潜在用户的承受能力。2017年Q2,交付均价10万美元、毛利润2.9万美元,毛利润率高达27.9%。</p><p><img src=\"https://static.tigerbbs.com/8bb8652ecfb74488b64429e2f615fa03\" tg-width=\"1000\" tg-height=\"558\" referrerpolicy=\"no-referrer\"/></p><p>2017年,特斯拉交付突破10万台,但距离“规模经济”还差得远。2017年经营亏损16.3亿美元、亏损率达90%。</p><p>尽管对现金流非常重视,特斯拉早年经营活动现金流净额仍是负数,但小于净亏损。</p><p>2015年经营亏损7.1亿美元、净亏损8.9亿美元(亏损率91%)、经营活动现金净流出5.2亿美元。</p><p>2017年是特斯拉的至暗时刻,净亏损达22.4亿美元,但经营活动现金净流出已大幅降至6056万美元,仅为2015年的11.6%。</p><p><img src=\"https://static.tigerbbs.com/317ea0efa5644fb88c5d5130e87f36f2\" tg-width=\"1000\" tg-height=\"592\" referrerpolicy=\"no-referrer\"/></p><p>特斯拉早年惨重的亏损再次印证了汽车产业的“规模经济”铁律。<b>即便有精英人士的包容、有钢铁侠的号召力、有黑科技,售价超过9万美元,单车毛利润一度接近3万美元,特斯拉还是亏得奄奄一息。</b>那时华尔街大多数人相信这家公司早晚会倒闭。</p><p>2017年Q3还发生了一件大事——Model 3下线了,当季交付220台,定价3.5万美元。</p><p>Model 3下线后、开始盈利前</p><p>1)Model 3占比超过80%</p><p>2017年Q4,Model 3交付1550台;</p><p>2018年Q3,Model 3交付数环比暴涨203%至5.58万台;季度总交付8.35万台,环比增长105%、同比增长219%。</p><p>2018年Q4,Model 3交付6.3万台,占总交付数的80.8%;</p><p>2019年Q2,总交付数9.5万台、同比增长134%。其中Model 3交付近7.76万台,占比81.5%。</p><p><img src=\"https://static.tigerbbs.com/5720200e5ed945dbac3db2bac8f1832f\" tg-width=\"1000\" tg-height=\"576\" referrerpolicy=\"no-referrer\"/></p><p>随着Model 3销量占比提高,特斯拉交付均价大幅下降。</p><p>2017年Q4,Model 3占比5.2%、交付均价仍高于9万美元;</p><p>2018年Q4,Model 3占比接近70%、交付均价跌破7万美元;</p><p>2019年Q2,Model 3占比81.5%、交付均价已降至5.65万美元,较2017年Q4低37.6%。</p><p>2)毛利润率保持在20%以上</p><p>2017年Q2,单车毛利润高达2.9万美元,2018年Q2跌至1.7万美元,2019年Q2接近1万美元。2017年Q4~2019年Q3,单车毛利润一降再降,但毛利润率保持在20%一线。</p><p><img src=\"https://static.tigerbbs.com/27d6b2f2e4d44badb9cc46b3c5d0fac3\" tg-width=\"1000\" tg-height=\"601\" referrerpolicy=\"no-referrer\"/></p><p>2016年H2,特斯拉交付4.7万台,销售毛利润11亿美元,单车毛利润2.3万美元,毛利润率26.1%;</p><p>2018年H1,交付7万台,较2016年H1增长51.4%,但毛利润仅增长13.8%、至12.3亿美元,单车毛利润降至1.7万美元、毛利润率20.2%。</p><p>2)再次向市场低头</p><p>2016年H2~2018年H1间的这八个季度,特斯拉整车业务盈利能力几乎停滞不前。</p><p>2018年H2,Model 3交付较上半年暴涨347%!带动总交付增长146%,而交付均价只降了17%,所以毛利润暴涨至30.8亿美元,毛利润率24.8%。</p><p>2019年Q1,Model X/S大幅减产,Model 3交付亦减少约19%;2019年Q2,Model 3交付再创新高、达7.8万台,占总交付数的81.5%,交付均价降至5.65万美元(2018年Q4为7万美元)。<b>这是马斯克第二次向市场低头。</b></p><p>2019年H1,特斯拉毛利润17.7亿美元,不到2018年H2的一半。</p><p><img src=\"https://static.tigerbbs.com/2a990b94831e4e4a9ac659aa7c99df6a\" tg-width=\"1000\" tg-height=\"558\" referrerpolicy=\"no-referrer\"/></p><p>2020年Q1,特斯拉开始交付另一款“中低价”车型——Model Y,距2017年Q3开始交付Model 3已经过去整整9个季度,节奏有点慢。</p><p>有了Model Y的加持,特斯拉交付数快速增长,终于达到规模经济的门槛,迈入“数钱时代”。</p><p>“两个台阶”、“第三、第四次低头”</p><p>1)销量——两年两个台阶</p><p>Model Y开始交付以来,中低档车型占比在95%~99%之间,总交付数两年上了两个台阶:</p><p>2020年H2,总交付数32万台、较上半年增加78.6%,主要归功于Model 3在中国量产。<b>为提高产能利用率,特斯拉数次降价,这是马斯克第三次向市场低头。</b></p><p>2021年Q4~2022年Q1,6个月交付61.9万台,较2021年H1提高60.3%。</p><p><img src=\"https://static.tigerbbs.com/c112315231764faf9ad7367c4abb389f\" tg-width=\"1000\" tg-height=\"668\" referrerpolicy=\"no-referrer\"/></p><p>2020年,特斯拉交付50万台、同比增长35.9%,当年扭亏为盈;2021年,特斯拉交付93.6万台、同比增长87.6%,利润爆棚;2022年前三季,特斯拉交付91万台、同比增长44.8%,赚得盆满钵满。</p><p><b>特斯拉的经历说明,电动车产销规模的“极格线”约为50万台,远高于燃油车。</b></p><p>比亚迪车型丰富,总体定位低于特斯拉,2022年前三季度交付118万台,扣非净利润达83.6亿、同比增长844%!</p><p><b>看来,中<a href=\"https://laohu8.com/S/600617\">国新能源</a>车企大规模盈利的门槛不低于100万台/年。</b></p><p>2)价格——第四次向市场低头</p><p>2019年Q2交付9.5万台,单车毛利润1.07万美元、毛利润率18.9%;</p><p>2020年Q2交付数微降至9.1万台,单车毛利润却提高到1.45万美元、毛利润率提高到25.4%;</p><p>2022年Q1交付31万台,单车毛利润1.8万美元、毛利润率32.9%。</p><p><img src=\"https://static.tigerbbs.com/f497d0dd7f9b4a019f80993a3acdc7f4\" tg-width=\"1000\" tg-height=\"659\" referrerpolicy=\"no-referrer\"/></p><p>2021年H1,特斯拉毛利润53亿美元;2021年H2,毛利润增至86亿美元;2022年H1,毛利润96亿美元,同比增长81%;2022年Q3,单季毛利润52亿美元,超过2021年H1。</p><p><img src=\"https://static.tigerbbs.com/6bb215f0c1a946cc9e4d644312f04ae6\" tg-width=\"1000\" tg-height=\"587\" referrerpolicy=\"no-referrer\"/></p><p><b>2022年Q3毛利润率已经下滑3个百分点,在此背景下宣布降价显然为的是提高销量。这是马斯克第四次向市场低头。</b></p><p>练就“钞能力”</p><p>观众总是健忘的,臆想特斯拉天然具备“钞能力”,忘记这家企业曾筚路蓝缕、几近破产。</p><p>1)成本、费用、毛利润</p><p>蓝色折线代表毛利润(率),彩色堆叠柱代表费用(率),蓝色淹没彩色方能赚取经营利润。</p><p>从2020年开始,蓝线拔地而起,毛利润率依次达到21%、25%、26%。</p><p>彩色堆叠柱越来越“挫”:2018年研发费用率、市场/行政费用率合计达20%;2020年降至14.7%;2022年前三季仅为9.1%。</p><p><img src=\"https://static.tigerbbs.com/718979ba8ef947a59cb0c54adf31d684\" tg-width=\"1000\" tg-height=\"636\" referrerpolicy=\"no-referrer\"/></p><p>规模经济不仅体现在降低制造成本、提高毛利润率,还显著降低了费用率。例如2021年,研发费用同比增加了11亿美元,费用率只上升0.1个百分点;市场/行政费用同比增加了14亿美元,费用下还减少了1.6个百分点。</p><p>总费用率下降1.5个百分点。</p><p>4)经营利润、现金流</p><p>2021年以来,特斯拉经营利润率稳步提高。</p><p>2022年H1经营利润达61亿美元,利润率19%;</p><p>2022年Q3,单季经营利润达37亿美元,利润率20%。</p><p><img src=\"https://static.tigerbbs.com/f143f0756983479c94a7c10edfa9e3ad\" tg-width=\"1000\" tg-height=\"630\" referrerpolicy=\"no-referrer\"/></p><p>早在2018年,深陷亏损的特斯拉经营现金流已然回正,这是他能活下来的关键。</p><p>2020年,特斯拉首次获得8.6亿美元净利润(折合人民币59.5亿),而经营活动现金净流入达59.3亿美元(折合人民币410亿)。</p><p>值得注意的是,比亚迪2020年经营活动现金净流入达454亿,较特斯拉高11%(比亚迪没有单独披露整车业务现金流)。</p><p>2021年,特斯拉经营活动现金流超过比亚迪,折合人民币732亿。</p><p>2022年前三季,比亚迪经营活动现金流反超特斯拉,达到910亿元,领先优势为14%。</p><p><img src=\"https://static.tigerbbs.com/6d386f53769b4789b5c86e8a101187b9\" tg-width=\"1000\" tg-height=\"689\" referrerpolicy=\"no-referrer\"/><b>对马斯克来讲,新能源车是昔日的梦想、如今的现实,其意义有二:一是赚钱,为实现其它梦想(如移民火星)创造条件;二是积攒数据让自动驾驶早日成熟。</b></p><p>这两点都需要尽可能大的销量来支撑。</p><p>马斯克未必把任何能源车企当竞争对手,却不得不向市场低头。</p></body></html>","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\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>马斯克没有打价格战的基因</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ 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0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\n马斯克没有打价格战的基因\n</h2>\n\n<h4 class=\"meta\">\n\n\n<a class=\"head\" href=\"https://laohu8.com/wemedia/101\">\n\n\n<div class=\"h-thumb\" style=\"background-image:url(https://static.tigerbbs.com/98669fe7974e42f3976b3db47528792d);background-size:cover;\"></div>\n\n<div class=\"h-content\">\n<p class=\"h-name\">虎嗅APP </p>\n<p class=\"h-time\">2022-11-04 08:01</p>\n</div>\n\n</a>\n\n\n</h4>\n\n</header>\n<article>\n<html><head></head><body><p>2022年10月24日,<a href=\"https://laohu8.com/S/TSLA\">特斯拉</a>突然宣布降价、立即执行,降幅在1.4万~3.7万之间。</p><p>此举刺激了国人对价格战的敏感神经,“蔚小理零”被认为遭到“降维打击”,还有人为<a href=\"https://laohu8.com/S/002594\">比亚迪</a>如何应对操碎了心。</p><p><b>特斯拉没有打价格战的基因。</b>况且一旦“洋品牌”要靠价格吸引中国消费者,离败退不远了。想象一下,假如<a href=\"https://laohu8.com/S/AAPL\">苹果</a>沦落到与小米打价格战,还能在中国撑多久?</p><p>马斯克有众多梦想,新能源车对他来讲不是“星辰大海”,而是现金牛。净利润=单车利润x销量,怎么赚钱怎么来,仅此而已。</p><p>Model 3下线前,命悬一线</p><p>1)第一次向市场低头</p><p>从2012年6月开始交付Model S,到2015年9月开始交付Model X,特斯拉产能爬升异常缓慢。</p><p>2016年Q1,Model S、Model X交付数分别为1.24万台、2400台,合计1.44万台;</p><p>2017年Q3,Model S、Model X交付数分别为1.41万台、1.19万台,合计2.6万台,同比增幅仅6.7%。</p><p>2017财年,三款车型合计交付10.3万台(其中Model 3交付1764台),整车业务收入85.4亿美元,净亏损22.4亿美元。</p><p>随着Model X交付数日益增长,特斯拉单车均价逐季提高:</p><p>2016年Q1,交付1.48万台(其中Model X交付2400台),交付均价6.9万美元;</p><p>2017年Q1,交付2.5万台(其中Model X交付1.2万台),交付均价9.2万美元;</p><p>2017年Q2,交付数回落到2.2万台(其中Model X交付1万台),交付均价10.4万美元;</p><p>2017年Q3,特斯拉重拾升势,交付2.6万台(其中Model X交付1.2万台),交付均价回落到9万美元,特斯拉交付均价环比下降1.4万美元,折合人民币近10万元。</p><p><img src=\"https://static.tigerbbs.com/a29603f5b28c4bcb97f494562d39c222\" tg-width=\"1000\" tg-height=\"622\" referrerpolicy=\"no-referrer\"/></p><p>特斯拉显然是在“以价换量”,而且幅度不小,<b>这是马斯克第一次向市场低头。</b></p><p>2)卖得贵、亏得多</p><p>特斯拉早年目标用户是中产阶层中的上层,交付均价超过9万美元,远高于奔驰、宝车在美国的售价。</p><p>马斯克看准这群人“不差钱、只要酷”的心态,不断试探潜在用户的承受能力。2017年Q2,交付均价10万美元、毛利润2.9万美元,毛利润率高达27.9%。</p><p><img src=\"https://static.tigerbbs.com/8bb8652ecfb74488b64429e2f615fa03\" tg-width=\"1000\" tg-height=\"558\" referrerpolicy=\"no-referrer\"/></p><p>2017年,特斯拉交付突破10万台,但距离“规模经济”还差得远。2017年经营亏损16.3亿美元、亏损率达90%。</p><p>尽管对现金流非常重视,特斯拉早年经营活动现金流净额仍是负数,但小于净亏损。</p><p>2015年经营亏损7.1亿美元、净亏损8.9亿美元(亏损率91%)、经营活动现金净流出5.2亿美元。</p><p>2017年是特斯拉的至暗时刻,净亏损达22.4亿美元,但经营活动现金净流出已大幅降至6056万美元,仅为2015年的11.6%。</p><p><img src=\"https://static.tigerbbs.com/317ea0efa5644fb88c5d5130e87f36f2\" tg-width=\"1000\" tg-height=\"592\" referrerpolicy=\"no-referrer\"/></p><p>特斯拉早年惨重的亏损再次印证了汽车产业的“规模经济”铁律。<b>即便有精英人士的包容、有钢铁侠的号召力、有黑科技,售价超过9万美元,单车毛利润一度接近3万美元,特斯拉还是亏得奄奄一息。</b>那时华尔街大多数人相信这家公司早晚会倒闭。</p><p>2017年Q3还发生了一件大事——Model 3下线了,当季交付220台,定价3.5万美元。</p><p>Model 3下线后、开始盈利前</p><p>1)Model 3占比超过80%</p><p>2017年Q4,Model 3交付1550台;</p><p>2018年Q3,Model 3交付数环比暴涨203%至5.58万台;季度总交付8.35万台,环比增长105%、同比增长219%。</p><p>2018年Q4,Model 3交付6.3万台,占总交付数的80.8%;</p><p>2019年Q2,总交付数9.5万台、同比增长134%。其中Model 3交付近7.76万台,占比81.5%。</p><p><img src=\"https://static.tigerbbs.com/5720200e5ed945dbac3db2bac8f1832f\" tg-width=\"1000\" tg-height=\"576\" referrerpolicy=\"no-referrer\"/></p><p>随着Model 3销量占比提高,特斯拉交付均价大幅下降。</p><p>2017年Q4,Model 3占比5.2%、交付均价仍高于9万美元;</p><p>2018年Q4,Model 3占比接近70%、交付均价跌破7万美元;</p><p>2019年Q2,Model 3占比81.5%、交付均价已降至5.65万美元,较2017年Q4低37.6%。</p><p>2)毛利润率保持在20%以上</p><p>2017年Q2,单车毛利润高达2.9万美元,2018年Q2跌至1.7万美元,2019年Q2接近1万美元。2017年Q4~2019年Q3,单车毛利润一降再降,但毛利润率保持在20%一线。</p><p><img src=\"https://static.tigerbbs.com/27d6b2f2e4d44badb9cc46b3c5d0fac3\" tg-width=\"1000\" tg-height=\"601\" referrerpolicy=\"no-referrer\"/></p><p>2016年H2,特斯拉交付4.7万台,销售毛利润11亿美元,单车毛利润2.3万美元,毛利润率26.1%;</p><p>2018年H1,交付7万台,较2016年H1增长51.4%,但毛利润仅增长13.8%、至12.3亿美元,单车毛利润降至1.7万美元、毛利润率20.2%。</p><p>2)再次向市场低头</p><p>2016年H2~2018年H1间的这八个季度,特斯拉整车业务盈利能力几乎停滞不前。</p><p>2018年H2,Model 3交付较上半年暴涨347%!带动总交付增长146%,而交付均价只降了17%,所以毛利润暴涨至30.8亿美元,毛利润率24.8%。</p><p>2019年Q1,Model X/S大幅减产,Model 3交付亦减少约19%;2019年Q2,Model 3交付再创新高、达7.8万台,占总交付数的81.5%,交付均价降至5.65万美元(2018年Q4为7万美元)。<b>这是马斯克第二次向市场低头。</b></p><p>2019年H1,特斯拉毛利润17.7亿美元,不到2018年H2的一半。</p><p><img src=\"https://static.tigerbbs.com/2a990b94831e4e4a9ac659aa7c99df6a\" tg-width=\"1000\" tg-height=\"558\" referrerpolicy=\"no-referrer\"/></p><p>2020年Q1,特斯拉开始交付另一款“中低价”车型——Model Y,距2017年Q3开始交付Model 3已经过去整整9个季度,节奏有点慢。</p><p>有了Model Y的加持,特斯拉交付数快速增长,终于达到规模经济的门槛,迈入“数钱时代”。</p><p>“两个台阶”、“第三、第四次低头”</p><p>1)销量——两年两个台阶</p><p>Model Y开始交付以来,中低档车型占比在95%~99%之间,总交付数两年上了两个台阶:</p><p>2020年H2,总交付数32万台、较上半年增加78.6%,主要归功于Model 3在中国量产。<b>为提高产能利用率,特斯拉数次降价,这是马斯克第三次向市场低头。</b></p><p>2021年Q4~2022年Q1,6个月交付61.9万台,较2021年H1提高60.3%。</p><p><img src=\"https://static.tigerbbs.com/c112315231764faf9ad7367c4abb389f\" tg-width=\"1000\" tg-height=\"668\" referrerpolicy=\"no-referrer\"/></p><p>2020年,特斯拉交付50万台、同比增长35.9%,当年扭亏为盈;2021年,特斯拉交付93.6万台、同比增长87.6%,利润爆棚;2022年前三季,特斯拉交付91万台、同比增长44.8%,赚得盆满钵满。</p><p><b>特斯拉的经历说明,电动车产销规模的“极格线”约为50万台,远高于燃油车。</b></p><p>比亚迪车型丰富,总体定位低于特斯拉,2022年前三季度交付118万台,扣非净利润达83.6亿、同比增长844%!</p><p><b>看来,中<a href=\"https://laohu8.com/S/600617\">国新能源</a>车企大规模盈利的门槛不低于100万台/年。</b></p><p>2)价格——第四次向市场低头</p><p>2019年Q2交付9.5万台,单车毛利润1.07万美元、毛利润率18.9%;</p><p>2020年Q2交付数微降至9.1万台,单车毛利润却提高到1.45万美元、毛利润率提高到25.4%;</p><p>2022年Q1交付31万台,单车毛利润1.8万美元、毛利润率32.9%。</p><p><img src=\"https://static.tigerbbs.com/f497d0dd7f9b4a019f80993a3acdc7f4\" tg-width=\"1000\" tg-height=\"659\" referrerpolicy=\"no-referrer\"/></p><p>2021年H1,特斯拉毛利润53亿美元;2021年H2,毛利润增至86亿美元;2022年H1,毛利润96亿美元,同比增长81%;2022年Q3,单季毛利润52亿美元,超过2021年H1。</p><p><img src=\"https://static.tigerbbs.com/6bb215f0c1a946cc9e4d644312f04ae6\" tg-width=\"1000\" tg-height=\"587\" referrerpolicy=\"no-referrer\"/></p><p><b>2022年Q3毛利润率已经下滑3个百分点,在此背景下宣布降价显然为的是提高销量。这是马斯克第四次向市场低头。</b></p><p>练就“钞能力”</p><p>观众总是健忘的,臆想特斯拉天然具备“钞能力”,忘记这家企业曾筚路蓝缕、几近破产。</p><p>1)成本、费用、毛利润</p><p>蓝色折线代表毛利润(率),彩色堆叠柱代表费用(率),蓝色淹没彩色方能赚取经营利润。</p><p>从2020年开始,蓝线拔地而起,毛利润率依次达到21%、25%、26%。</p><p>彩色堆叠柱越来越“挫”:2018年研发费用率、市场/行政费用率合计达20%;2020年降至14.7%;2022年前三季仅为9.1%。</p><p><img src=\"https://static.tigerbbs.com/718979ba8ef947a59cb0c54adf31d684\" tg-width=\"1000\" tg-height=\"636\" referrerpolicy=\"no-referrer\"/></p><p>规模经济不仅体现在降低制造成本、提高毛利润率,还显著降低了费用率。例如2021年,研发费用同比增加了11亿美元,费用率只上升0.1个百分点;市场/行政费用同比增加了14亿美元,费用下还减少了1.6个百分点。</p><p>总费用率下降1.5个百分点。</p><p>4)经营利润、现金流</p><p>2021年以来,特斯拉经营利润率稳步提高。</p><p>2022年H1经营利润达61亿美元,利润率19%;</p><p>2022年Q3,单季经营利润达37亿美元,利润率20%。</p><p><img src=\"https://static.tigerbbs.com/f143f0756983479c94a7c10edfa9e3ad\" tg-width=\"1000\" tg-height=\"630\" referrerpolicy=\"no-referrer\"/></p><p>早在2018年,深陷亏损的特斯拉经营现金流已然回正,这是他能活下来的关键。</p><p>2020年,特斯拉首次获得8.6亿美元净利润(折合人民币59.5亿),而经营活动现金净流入达59.3亿美元(折合人民币410亿)。</p><p>值得注意的是,比亚迪2020年经营活动现金净流入达454亿,较特斯拉高11%(比亚迪没有单独披露整车业务现金流)。</p><p>2021年,特斯拉经营活动现金流超过比亚迪,折合人民币732亿。</p><p>2022年前三季,比亚迪经营活动现金流反超特斯拉,达到910亿元,领先优势为14%。</p><p><img src=\"https://static.tigerbbs.com/6d386f53769b4789b5c86e8a101187b9\" tg-width=\"1000\" tg-height=\"689\" referrerpolicy=\"no-referrer\"/><b>对马斯克来讲,新能源车是昔日的梦想、如今的现实,其意义有二:一是赚钱,为实现其它梦想(如移民火星)创造条件;二是积攒数据让自动驾驶早日成熟。</b></p><p>这两点都需要尽可能大的销量来支撑。</p><p>马斯克未必把任何能源车企当竞争对手,却不得不向市场低头。</p></body></html>\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"https://static.tigerbbs.com/4aa99ec5829c44fd8a9fb9791710f0c3","relate_stocks":{"TSLA":"特斯拉"},"source_url":"","is_english":false,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"2280289575","content_text":"2022年10月24日,特斯拉突然宣布降价、立即执行,降幅在1.4万~3.7万之间。此举刺激了国人对价格战的敏感神经,“蔚小理零”被认为遭到“降维打击”,还有人为比亚迪如何应对操碎了心。特斯拉没有打价格战的基因。况且一旦“洋品牌”要靠价格吸引中国消费者,离败退不远了。想象一下,假如苹果沦落到与小米打价格战,还能在中国撑多久?马斯克有众多梦想,新能源车对他来讲不是“星辰大海”,而是现金牛。净利润=单车利润x销量,怎么赚钱怎么来,仅此而已。Model 3下线前,命悬一线1)第一次向市场低头从2012年6月开始交付Model S,到2015年9月开始交付Model X,特斯拉产能爬升异常缓慢。2016年Q1,Model S、Model X交付数分别为1.24万台、2400台,合计1.44万台;2017年Q3,Model S、Model X交付数分别为1.41万台、1.19万台,合计2.6万台,同比增幅仅6.7%。2017财年,三款车型合计交付10.3万台(其中Model 3交付1764台),整车业务收入85.4亿美元,净亏损22.4亿美元。随着Model X交付数日益增长,特斯拉单车均价逐季提高:2016年Q1,交付1.48万台(其中Model X交付2400台),交付均价6.9万美元;2017年Q1,交付2.5万台(其中Model X交付1.2万台),交付均价9.2万美元;2017年Q2,交付数回落到2.2万台(其中Model X交付1万台),交付均价10.4万美元;2017年Q3,特斯拉重拾升势,交付2.6万台(其中Model X交付1.2万台),交付均价回落到9万美元,特斯拉交付均价环比下降1.4万美元,折合人民币近10万元。特斯拉显然是在“以价换量”,而且幅度不小,这是马斯克第一次向市场低头。2)卖得贵、亏得多特斯拉早年目标用户是中产阶层中的上层,交付均价超过9万美元,远高于奔驰、宝车在美国的售价。马斯克看准这群人“不差钱、只要酷”的心态,不断试探潜在用户的承受能力。2017年Q2,交付均价10万美元、毛利润2.9万美元,毛利润率高达27.9%。2017年,特斯拉交付突破10万台,但距离“规模经济”还差得远。2017年经营亏损16.3亿美元、亏损率达90%。尽管对现金流非常重视,特斯拉早年经营活动现金流净额仍是负数,但小于净亏损。2015年经营亏损7.1亿美元、净亏损8.9亿美元(亏损率91%)、经营活动现金净流出5.2亿美元。2017年是特斯拉的至暗时刻,净亏损达22.4亿美元,但经营活动现金净流出已大幅降至6056万美元,仅为2015年的11.6%。特斯拉早年惨重的亏损再次印证了汽车产业的“规模经济”铁律。即便有精英人士的包容、有钢铁侠的号召力、有黑科技,售价超过9万美元,单车毛利润一度接近3万美元,特斯拉还是亏得奄奄一息。那时华尔街大多数人相信这家公司早晚会倒闭。2017年Q3还发生了一件大事——Model 3下线了,当季交付220台,定价3.5万美元。Model 3下线后、开始盈利前1)Model 3占比超过80%2017年Q4,Model 3交付1550台;2018年Q3,Model 3交付数环比暴涨203%至5.58万台;季度总交付8.35万台,环比增长105%、同比增长219%。2018年Q4,Model 3交付6.3万台,占总交付数的80.8%;2019年Q2,总交付数9.5万台、同比增长134%。其中Model 3交付近7.76万台,占比81.5%。随着Model 3销量占比提高,特斯拉交付均价大幅下降。2017年Q4,Model 3占比5.2%、交付均价仍高于9万美元;2018年Q4,Model 3占比接近70%、交付均价跌破7万美元;2019年Q2,Model 3占比81.5%、交付均价已降至5.65万美元,较2017年Q4低37.6%。2)毛利润率保持在20%以上2017年Q2,单车毛利润高达2.9万美元,2018年Q2跌至1.7万美元,2019年Q2接近1万美元。2017年Q4~2019年Q3,单车毛利润一降再降,但毛利润率保持在20%一线。2016年H2,特斯拉交付4.7万台,销售毛利润11亿美元,单车毛利润2.3万美元,毛利润率26.1%;2018年H1,交付7万台,较2016年H1增长51.4%,但毛利润仅增长13.8%、至12.3亿美元,单车毛利润降至1.7万美元、毛利润率20.2%。2)再次向市场低头2016年H2~2018年H1间的这八个季度,特斯拉整车业务盈利能力几乎停滞不前。2018年H2,Model 3交付较上半年暴涨347%!带动总交付增长146%,而交付均价只降了17%,所以毛利润暴涨至30.8亿美元,毛利润率24.8%。2019年Q1,Model X/S大幅减产,Model 3交付亦减少约19%;2019年Q2,Model 3交付再创新高、达7.8万台,占总交付数的81.5%,交付均价降至5.65万美元(2018年Q4为7万美元)。这是马斯克第二次向市场低头。2019年H1,特斯拉毛利润17.7亿美元,不到2018年H2的一半。2020年Q1,特斯拉开始交付另一款“中低价”车型——Model Y,距2017年Q3开始交付Model 3已经过去整整9个季度,节奏有点慢。有了Model Y的加持,特斯拉交付数快速增长,终于达到规模经济的门槛,迈入“数钱时代”。“两个台阶”、“第三、第四次低头”1)销量——两年两个台阶Model Y开始交付以来,中低档车型占比在95%~99%之间,总交付数两年上了两个台阶:2020年H2,总交付数32万台、较上半年增加78.6%,主要归功于Model 3在中国量产。为提高产能利用率,特斯拉数次降价,这是马斯克第三次向市场低头。2021年Q4~2022年Q1,6个月交付61.9万台,较2021年H1提高60.3%。2020年,特斯拉交付50万台、同比增长35.9%,当年扭亏为盈;2021年,特斯拉交付93.6万台、同比增长87.6%,利润爆棚;2022年前三季,特斯拉交付91万台、同比增长44.8%,赚得盆满钵满。特斯拉的经历说明,电动车产销规模的“极格线”约为50万台,远高于燃油车。比亚迪车型丰富,总体定位低于特斯拉,2022年前三季度交付118万台,扣非净利润达83.6亿、同比增长844%!看来,中国新能源车企大规模盈利的门槛不低于100万台/年。2)价格——第四次向市场低头2019年Q2交付9.5万台,单车毛利润1.07万美元、毛利润率18.9%;2020年Q2交付数微降至9.1万台,单车毛利润却提高到1.45万美元、毛利润率提高到25.4%;2022年Q1交付31万台,单车毛利润1.8万美元、毛利润率32.9%。2021年H1,特斯拉毛利润53亿美元;2021年H2,毛利润增至86亿美元;2022年H1,毛利润96亿美元,同比增长81%;2022年Q3,单季毛利润52亿美元,超过2021年H1。2022年Q3毛利润率已经下滑3个百分点,在此背景下宣布降价显然为的是提高销量。这是马斯克第四次向市场低头。练就“钞能力”观众总是健忘的,臆想特斯拉天然具备“钞能力”,忘记这家企业曾筚路蓝缕、几近破产。1)成本、费用、毛利润蓝色折线代表毛利润(率),彩色堆叠柱代表费用(率),蓝色淹没彩色方能赚取经营利润。从2020年开始,蓝线拔地而起,毛利润率依次达到21%、25%、26%。彩色堆叠柱越来越“挫”:2018年研发费用率、市场/行政费用率合计达20%;2020年降至14.7%;2022年前三季仅为9.1%。规模经济不仅体现在降低制造成本、提高毛利润率,还显著降低了费用率。例如2021年,研发费用同比增加了11亿美元,费用率只上升0.1个百分点;市场/行政费用同比增加了14亿美元,费用下还减少了1.6个百分点。总费用率下降1.5个百分点。4)经营利润、现金流2021年以来,特斯拉经营利润率稳步提高。2022年H1经营利润达61亿美元,利润率19%;2022年Q3,单季经营利润达37亿美元,利润率20%。早在2018年,深陷亏损的特斯拉经营现金流已然回正,这是他能活下来的关键。2020年,特斯拉首次获得8.6亿美元净利润(折合人民币59.5亿),而经营活动现金净流入达59.3亿美元(折合人民币410亿)。值得注意的是,比亚迪2020年经营活动现金净流入达454亿,较特斯拉高11%(比亚迪没有单独披露整车业务现金流)。2021年,特斯拉经营活动现金流超过比亚迪,折合人民币732亿。2022年前三季,比亚迪经营活动现金流反超特斯拉,达到910亿元,领先优势为14%。对马斯克来讲,新能源车是昔日的梦想、如今的现实,其意义有二:一是赚钱,为实现其它梦想(如移民火星)创造条件;二是积攒数据让自动驾驶早日成熟。这两点都需要尽可能大的销量来支撑。马斯克未必把任何能源车企当竞争对手,却不得不向市场低头。","news_type":1},"isVote":1,"tweetType":1,"viewCount":1493,"authorTweetTopStatus":1,"verified":2,"comments":[],"imageCount":0,"langContent":"CN","totalScore":0},{"id":669581423,"gmtCreate":1662520273762,"gmtModify":1662520274699,"author":{"id":"36503900255130","authorId":"36503900255130","name":"迷雾森林","avatar":"https://static.laohu8.com/27849548a874c044c2774ecb9e654a34","crmLevel":1,"crmLevelSwitch":1,"followedFlag":false,"idStr":"36503900255130","authorIdStr":"36503900255130"},"themes":[],"htmlText":"别发这种恶心的新闻好吗","listText":"别发这种恶心的新闻好吗","text":"别发这种恶心的新闻好吗","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":5,"commentSize":0,"repostSize":0,"link":"https://laohu8.com/post/669581423","repostId":"1117440489","repostType":2,"repost":{"id":"1117440489","pubTimestamp":1662519594,"share":"https://www.laohu8.com/m/news/1117440489?lang=&edition=full","pubTime":"2022-09-07 10:59","market":"us","language":"zh","title":"Mate50时隔两年归来,华为的竞争对手已不是苹果?","url":"https://stock-news.laohu8.com/highlight/detail?id=1117440489","media":"Tech星球","summary":"竞争紧迫,华为已经在路上了。","content":"<html><head></head><body><p>文/杨晓鹤</p><p>9月6日,时隔两年归来,华为再次发布了Mate系列手机。</p><p>虽然发布会依旧有“吊打<a href=\"https://laohu8.com/S/AAPL\">苹果</a>”传统,不过“余大嘴”余承东一句英文简单带过了处理器介绍,还是让大家化身侦探。实际上,华为终端BG CEO余承东不想过多提及的处理器,正是华为的“芯痛”——不能用麒麟系列最新芯片,用的是<a href=\"https://laohu8.com/S/QCOM\">高通</a>骁龙的芯片。</p><p>不过,这款新手机意外地采用了骁龙8+处理器,不是此前传言的上一代“火龙”;不意外地是这款芯片只有4G,没有5G。实际上,被封禁两年的华为,不仅5G芯片,甚至高端摄像头、12G运行内存都受到一定程度的影响,可以说新发布的Mate 50,也是在带着脚镣跳舞。</p><p>这些措施也让华为的消费者业务遭受重创。数据统计,2020年上半年国内高端手机市场上,华为44.1%的份额,超越苹果成为世界第一,如今在很多统计中,已经被归类到前五以外的Others(其他)。因为没有高端芯片,2021年华为直接没有推出Mate系列旗舰机,在这个快速迭代的数码市场,消费者一年时间就会忘掉旧爱,转投新欢。</p><p>从数据看,过去两年中,苹果以16%的市场份额排名升至第二,要知道苹果手机定位高端市场,出货量鲜有低端机型。可以说,华为曾经想挑战的那个巨无霸,如今更加强大。为了不被2天后发布的iPhone 14 打败,这次华为也推出了卫星通信等<a href=\"https://laohu8.com/S/5RE.SI\">智能</a>机黑科技。</p><p>这些黑科技功能能否弥补5G的缺失,要看9月21日发售后,届时经销商是否会对Mate50加价发售,市场对这款机型的热情都可“管中窥豹”。当然,华为也并非仅仅依赖这款手机“翻身”。这场发布会上,华为也推出了笔记本、音响等诸多生态产品,以及问界M5 EV纯电版车。</p><p>华为与苹果竞争,某种维度已经搁置,当然是非产品和技术实力的因素。极速进军新能源领域的华为,竞争对手或许已经不是苹果。</p><p><b>不得不发的旗舰机</b></p><p>华为的Mate系列之所以备受期待,主要原因是这款机型,几乎算是国产智能机,唯一一款“冲高端”成功的系列机型。</p><p>一直以来,国内外的高端智能手机市场,几乎被<a href=\"https://laohu8.com/S/SMSN.UK\">三星</a>和苹果把持。Mate系列算是坚持了10年,某种程度算是打造了自己的高端品牌形象。“大屏长续航、AI影像、反向充电、隔空手势操作都是华为的创新”,这次发布会,余承东回忆了华为Mate系列的发展节点。</p><p><img src=\"https://static.tigerbbs.com/0d6f63821612f39689a0678fde0e0d8a\" tg-width=\"550\" tg-height=\"308\" referrerpolicy=\"no-referrer\"/></p><p>对于旗舰机来说,不断地创新是吸引消费者购买的关键。这也意味着,虽然华为两年没有发布新旗舰,但其技术也在不断积累。所以尽管没有5G,Mate也会抢占一些技术首发权,对于华为来说也是十分必要的事情。</p><p>所以大家会看到,华为首发了一些黑科技。</p><p>最值得关注的是Mate50率先支持了卫星通信能力,这样用户即便是身处荒漠无人区、出海遇险、地震救援等无地面网络信号覆盖的环境下,也能随时通过通过App,将文字和位置信息发出求助,并支持多条位置生成轨迹地图。</p><p>这项技术很多厂商都在研发,预计在2022年,吉利收购后的魅族手机,以及即将发布iPhone14,都会采用卫星通信技术。华为抢先发布这一技术,也是为保住华为在通信领域的领先。但坊间也有不少人认为,这一技术适应场景多是徒步、野外作业等人群,日常生活场景中很难用到。</p><p>还有华为新发布的XMAGE影像系统,首发10档可变光圈,还有业界最大F1.4光圈、支持2.5cm超级微距拍摄。同时,华为Mate50支持100变焦范围,华为Mate50 Pro支持200倍的变焦范围,这套影像系统目前算业界天花板,可如果技术留存到明年,也不会有优势。</p><p>当然,华为这次还带来了没电也能打电话能力,华为Mate50系列在1%低电量下自动进入应急模式,支持通话12分钟、亮码10次,或者扫码4次等应急操作。</p><p>其他诸如昆仑屏幕、智感扫码也是华为系列相对热门的创新。正是这些技术能力创新,华为需要通过新款手机将其推向市场应用。</p><p>当然,不少消费者认为Mate 50外观设计不够好看,再加上4G的智能手机,也让不少本打算换机的消费者打起了退堂鼓,这也是仁者见仁的选择。</p><p>毕竟从横向看,如今能和Mate全方面抗衡的机型,也就是三星的 S22U,以及小米的12 SU,还有即将发售的iPhone 14。但苹果传统的挤牙膏式创新,iPhone 14预计也很难带来颠覆式创新,赢得市场还是依靠整体优化体验感。</p><p><b>华为艰难拓展布局</b></p><p>在没有华为Mate 新款的两年时间里,华为出售了荣耀和X86服务器业务,但也没能阻止财报数据的下滑。</p><p>根据华为最新财报数据显示,2022年上半年,华为实现营收2986.80亿元,净利润为146.29亿元。华为销售收入的总体降幅不是很大,同比下降了5%左右,但净利润已经腰斩,去年同期还有360亿元。</p><p>与华为一起度过难关的,还有全国的华为门店。</p><p>第一年中,不少店依靠华为Mate40系列的溢价销售,还赚得盆满钵满。第二年中,华为开始加大布局智能生态体系,期待用生态产品顶上,维持着单店成交额。</p><p>为此,这两年华为也接连发布了不少智能生态产品。从这次发布会看也可以看出,华为的生态产品之多,已经媲美“小米杂货铺”的数量。</p><p>在智能机配套的产品方面,这次华为带来了华为 FreeBuds Pro2、华为 Sound X 剧院版和华为 Sound Joy,以及Watch GT 3 Pro等几款产品。这些产品本身技术升级空间不大,都是小功能迭代升级。</p><p>更重头的是,一些华为大件产品。在大屏幕显示器上,华为带来了分体式笔记本MateBook E Go ,以及华为最大的平板电脑产品MatePad Pro。在kindle败退的市场中,华为也推出了墨水屏MatePad Paper 。</p><p>还有不太被关注的高性能主机市场,华为带来了华为 MateStation S,以及一款新奇产品华为家庭存储,这款产品凭借华为的分布式存储,能帮助手机和PC实现 2TB+2TB、8TB+8TB 两种版本扩容。</p><p>如果说这些生态的共同特性,可以总结出亮点。首先都是属于鸿蒙生态,这让华为的众多产品能够实现超级互联功能,因为不同硬件产品之间都用鸿蒙系统,不仅解决了其他生态还需应用互动的累赘,更是能让硬件之间也可以数据打通。</p><p>另一个特点就是价格都贵,这次华为手机最高就到了12999元的售价,在国内2000元左右的主流智能机消费市场,这款价格确实不低。而且华为的生态产品也普遍比较贵,这次发布会中,不算华为 Sound X 鎏金版和墨水屏尊享版等特殊版本,其他普通版本产品也并不便宜。以智能音箱看,华为Sound X new售价达到了1899元,小米的高保真音箱是448元,品质和技术造成的差距,是否造成了4倍的差价,还得打问号。</p><p>但似乎市场对华为的一些产品还比较认可,根据市场研究机构Canalys发布的最新数据显示,二季度,在中国市场,华为台式机和笔记本电脑出货量为83.8万台,同比增长80.7%,市场份额为7.3%,排名第四;华为平板电脑出货量为103.9万台,同比增长0.5%,市场份额为17.7%,排名第二。这些生态产品,确实为华为消费者业务“止渴”。</p><p>也许华为Mate系列,由于缺少5G能力,已经被规划为引流款,而众多生态产品高定价,则被规划为利润款。但对于华为的体量来说,显然生态产品短期还难以撑起跌落的营收。</p><p>那么,华为的真正依靠是什么?</p><p><b>竞争对手或已经不是苹果</b></p><p>在2022年中,华为净利润降50%之际,华为创始人任正非带来了第6次“寒冬论”。称除了为生存下来的连续性投资以及能够盈利的主要目标,未来几年内不能产生价值和利润的边缘业务应该缩减或关闭。</p><p>其实华为资金端募集的难度,早已经初见端倪。据《证券日报》统计,截至 8 月初,华为今年发债募资额将达到 240 亿元,创下历史新高,已经是去年 80 亿元的 3 倍。</p><p>而华为的这场发布会的压轴产品,或许是华为未来的答案。</p><p>在这场发布会上,余承东最后介绍了AITO问界M5 EV。这款纯电车型 ,定位五座中型 SUV,搭载 HarmonyOS 3 智能座舱,标准版与性能版的售价分别为 28.86 与 31.98 万元。车机系统一直是问界系列的强项,也是这款车备受关注的原因。但由于问界系列是华为智选,不是Hi car合作模式,所以没有华为最强的自动驾驶方案,目前这款电动车的辅助驾驶仅为L2 级别。</p><p>即便如此,问界系列的大销,也让华为找到了新的方向。据华为披露,截至2022年9月6日20点30分,问界M5 EV订单用户已超过3万。而自AITO问界系列自今年3月5日开启交付,仅用170天就完成超3万台交付,缺芯、疫情、高温、限电等诸多因素,似乎并未太大影响销售成绩,同时在8月份,问界实现单月交付破万的成绩单,AITO也成为成长最快的智能电动汽车品牌。</p><p>值得关注的是,新的问界 M7 已经发布,即将开始市场销售。对于两款车未来的销量,华为也是比较有信心,这从问界系列的合作伙伴赛里斯,已经在重庆二厂投产,三厂开建的扩产力度中可见一斑。外加Hi car合作模式中,阿维塔11、极狐阿尔法S等车型已经发布,华为系新能源车已经成为市场中的重要力量。</p><p>据IT之家报道,有经销商采访时提到:“按一辆成交价 30 万计算加上车贷及保险收入,卖一辆车能赚近三万块,这个毛利水平相当于卖 60 台华为手机。”新造车无疑是华为手机业务遇挫后,华为可以真正依靠的新业务。</p><p>目前,华为已经率先进入新造车这条万亿赛道,相较苹果造车8年难产来说,华为已经领先一步。</p><p>或许是在智能机领域躺赚的太舒服,苹果在可预见的两年内,已经也不会推出汽车产品。而对于华为来说,余承东曾言2023年王者归来,华为手机面临的桎梏,届时应该也很难解除。所以短期内,大家的焦点竞争对手可能已经不是彼此。</p><p>华为每年造车相关的投入超15亿美元,全力以赴的新造车道路上,华为终于可以大施拳脚。再造万亿美元的<a href=\"https://laohu8.com/S/TSLA\">特斯拉</a>,对于华为来说也并非是遥不可及的梦想。当然,华为还有造车还有最后一道“紧箍咒”,那便是2023年前不亲自下场造车。</p><p>也许竞争紧迫,华为已经在路上了。</p></body></html>","source":"techxq","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\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>Mate50时隔两年归来,华为的竞争对手已不是苹果?</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 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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\">\nMate50时隔两年归来,华为的竞争对手已不是苹果?\n</h2>\n\n<h4 class=\"meta\">\n\n\n2022-09-07 10:59 北京时间 <a href=http://finance.sina.com.cn/tech/csj/2022-09-07/doc-imqmmtha6275960.shtml><strong>Tech星球</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>文/杨晓鹤9月6日,时隔两年归来,华为再次发布了Mate系列手机。虽然发布会依旧有“吊打苹果”传统,不过“余大嘴”余承东一句英文简单带过了处理器介绍,还是让大家化身侦探。实际上,华为终端BG CEO余承东不想过多提及的处理器,正是华为的“芯痛”——不能用麒麟系列最新芯片,用的是高通骁龙的芯片。不过,这款新手机意外地采用了骁龙8+处理器,不是此前传言的上一代“火龙”;不意外地是这款芯片只有4G,没有...</p>\n\n<a href=\"http://finance.sina.com.cn/tech/csj/2022-09-07/doc-imqmmtha6275960.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/7f0607d088fd08637f4d6d330897aafb","relate_stocks":{"AAPL":"苹果"},"source_url":"http://finance.sina.com.cn/tech/csj/2022-09-07/doc-imqmmtha6275960.shtml","is_english":false,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1117440489","content_text":"文/杨晓鹤9月6日,时隔两年归来,华为再次发布了Mate系列手机。虽然发布会依旧有“吊打苹果”传统,不过“余大嘴”余承东一句英文简单带过了处理器介绍,还是让大家化身侦探。实际上,华为终端BG CEO余承东不想过多提及的处理器,正是华为的“芯痛”——不能用麒麟系列最新芯片,用的是高通骁龙的芯片。不过,这款新手机意外地采用了骁龙8+处理器,不是此前传言的上一代“火龙”;不意外地是这款芯片只有4G,没有5G。实际上,被封禁两年的华为,不仅5G芯片,甚至高端摄像头、12G运行内存都受到一定程度的影响,可以说新发布的Mate 50,也是在带着脚镣跳舞。这些措施也让华为的消费者业务遭受重创。数据统计,2020年上半年国内高端手机市场上,华为44.1%的份额,超越苹果成为世界第一,如今在很多统计中,已经被归类到前五以外的Others(其他)。因为没有高端芯片,2021年华为直接没有推出Mate系列旗舰机,在这个快速迭代的数码市场,消费者一年时间就会忘掉旧爱,转投新欢。从数据看,过去两年中,苹果以16%的市场份额排名升至第二,要知道苹果手机定位高端市场,出货量鲜有低端机型。可以说,华为曾经想挑战的那个巨无霸,如今更加强大。为了不被2天后发布的iPhone 14 打败,这次华为也推出了卫星通信等智能机黑科技。这些黑科技功能能否弥补5G的缺失,要看9月21日发售后,届时经销商是否会对Mate50加价发售,市场对这款机型的热情都可“管中窥豹”。当然,华为也并非仅仅依赖这款手机“翻身”。这场发布会上,华为也推出了笔记本、音响等诸多生态产品,以及问界M5 EV纯电版车。华为与苹果竞争,某种维度已经搁置,当然是非产品和技术实力的因素。极速进军新能源领域的华为,竞争对手或许已经不是苹果。不得不发的旗舰机华为的Mate系列之所以备受期待,主要原因是这款机型,几乎算是国产智能机,唯一一款“冲高端”成功的系列机型。一直以来,国内外的高端智能手机市场,几乎被三星和苹果把持。Mate系列算是坚持了10年,某种程度算是打造了自己的高端品牌形象。“大屏长续航、AI影像、反向充电、隔空手势操作都是华为的创新”,这次发布会,余承东回忆了华为Mate系列的发展节点。对于旗舰机来说,不断地创新是吸引消费者购买的关键。这也意味着,虽然华为两年没有发布新旗舰,但其技术也在不断积累。所以尽管没有5G,Mate也会抢占一些技术首发权,对于华为来说也是十分必要的事情。所以大家会看到,华为首发了一些黑科技。最值得关注的是Mate50率先支持了卫星通信能力,这样用户即便是身处荒漠无人区、出海遇险、地震救援等无地面网络信号覆盖的环境下,也能随时通过通过App,将文字和位置信息发出求助,并支持多条位置生成轨迹地图。这项技术很多厂商都在研发,预计在2022年,吉利收购后的魅族手机,以及即将发布iPhone14,都会采用卫星通信技术。华为抢先发布这一技术,也是为保住华为在通信领域的领先。但坊间也有不少人认为,这一技术适应场景多是徒步、野外作业等人群,日常生活场景中很难用到。还有华为新发布的XMAGE影像系统,首发10档可变光圈,还有业界最大F1.4光圈、支持2.5cm超级微距拍摄。同时,华为Mate50支持100变焦范围,华为Mate50 Pro支持200倍的变焦范围,这套影像系统目前算业界天花板,可如果技术留存到明年,也不会有优势。当然,华为这次还带来了没电也能打电话能力,华为Mate50系列在1%低电量下自动进入应急模式,支持通话12分钟、亮码10次,或者扫码4次等应急操作。其他诸如昆仑屏幕、智感扫码也是华为系列相对热门的创新。正是这些技术能力创新,华为需要通过新款手机将其推向市场应用。当然,不少消费者认为Mate 50外观设计不够好看,再加上4G的智能手机,也让不少本打算换机的消费者打起了退堂鼓,这也是仁者见仁的选择。毕竟从横向看,如今能和Mate全方面抗衡的机型,也就是三星的 S22U,以及小米的12 SU,还有即将发售的iPhone 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