·Shanghai first issued 20,000 new energy free cards, only 2,000 copies of the collar

On July 26, the Shanghai license plate auction in July fell. According to data released by the Shanghai National Shooting Center, the lowest transaction price of the Shanghai stock market was 74,600 yuan, which was 800 yuan higher than the previous month; the average transaction price was 74,680 yuan, up 784 yuan from June. At the same time, the number of Shanghai-based competitors reached a record high in July, reaching a record-breaking level of 136,000, and the success rate fell to a record low of 5.4%.
In contrast to the high-priced Shanghai brand, the Shanghai Municipality has taken out the “first 20,000-year free license” at the end of 2012 to encourage private purchases of new energy vehicles. It is more than 2,000 pieces, about 10% of the quota.
The two contrasts reflect the real “gap” of consumers in the acceptance of traditional cars and new energy vehicles. In the eyes of the industry, the root cause of the above phenomenon is still the lack of infrastructure and the imperfection of the after-sales industry chain.
Taking Shanghai as an example, according to the Shanghai Economic and Information Committee, although the Shanghai Electric Power Company has built 177 charging points in government agencies, enterprises, schools, residential quarters and public parking lots, some charging pile enterprises are in Hongqiao hubs, etc. More than 100 public charging piles have been built. In terms of quantity, although the government has done a lot of work for the support of new energy vehicles. "But these charging piles are basically concentrated in the public domain, and there are only a handful of people entering the community." Xu Weihan, chief financial officer of Shanghai Gaozhan New Energy Automobile Sales Co., Ltd., said in an interview with the reporter of China Business News. According to its disclosure, before this, some distributors of new energy vehicles in Shanghai had said that as long as consumers purchase new energy vehicles, 4S stores will send a special team to negotiate with the residential properties to help consumers implement charging. Installation of the pile. However, in the implementation process, the 4S shop represented by Gaozhan discovered that it is very difficult to push the charging facilities into the community. "Not only need to convince the community property, but also need to communicate with the owners, including wiring, pulling piles, each step is time-consuming and laborious, and ultimately not necessarily successful." Xu Weihan told reporters. In the end, 4S stores almost gave up such “promotion” and marketing models.
"Now, people who come to buy new energy vehicles, we will first understand the living conditions in detail, whether it is suitable for building charging piles, and also send special personnel to conduct 'inspection' of their place of residence to help them plan reasonable wiring and installation plans. But the later communication needs the owner to solve it himself.” Another new energy auto dealer in the Shanghai area told reporters, and more dealers said that after the launch of the plug-in hybrid vehicle including Roewe 550plug-in and BYD Qin, the sales staff Consumers are generally recommended to choose plug-in hybrids instead of pure electric. The main reason is that “once the charging problem is not solved, the entire purchase plan will be aborted”.
Relatively pure electric, plug-in hybrid seems to be more "earth". On the one hand, due to the dual-power system, plug-in hybrids get rid of the dependence on charging piles, while at the same time, lower fuel consumption meets consumption. The pursuit of fuel economy. But in fact, plug-in hybrids still have their "short board". "The biggest problem should be the cost of purchase." A BYD car salesperson in the Shanghai area told reporters. Taking the above Roewe 550plug-in and BYD Qin as examples, in the two-pronged approach of state and local subsidies, although the prices of the above two models have dropped to about 150,000 yuan, compared with the same level of fuel vehicles, "price is still expensive. At least 30%".
At the same time, for the above two types of vehicles, the imperfection of the relevant industrial chain is another major obstacle that hinders its marketization. For example, the battery, a consumer believes that although most of the car companies have launched a "five-year 100,000 kilometers" or even longer warranty period for the batteries of new energy vehicles, after that, how to deal with battery attenuation or replacement? For example, in traditional fuel vehicles, the residual rate is almost 50% after five years, and most of the cost of new energy vehicles is concentrated on the battery, accounting for 30% or more of the cost of the entire vehicle. After a year or more, once the battery is scrapped, the residual rate of the vehicle is running low. How can the "spread" in the middle be compensated? For consumers, this is a very real problem.
Therefore, some people believe that although the country has recently launched a series of preferential policies for new energy vehicles, but to allow new energy to truly enter the homes of the people, the policy still needs to be further refined, the front-end support and the market, the back-end industrial chain. And the service is also urgently needed to follow up.

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