Who’s going to pay for the future of mobility?
谁来为未来的(汽车)流动买单？
Insights from Deloitte’s 2020 Global Automotive Consumer Study
德勤2020年全球汽车消费者研究的启示
To encourage consumer uptake of advanced vehicle technologies, the automotive ecosystem still has some work to do, including figuring out just who will build and pay for electric vehicle charging infrastructure.
为了鼓励消费者吸收先进的汽车技术，汽车生态系统仍有一些工作要做，包括确定谁将建造和支付电动汽车充电基础设施。
STAKEHOLDERS up and down the automotive value chain are pumping billions of dollars into making connected, autonomous, shared, and electric vehicles (EVs) a reality. In today’s climate, most automakers are so concerned about being left behind, they’re frantically trying to keep multiple research and development (R&D) balls in the air at the same time. But the cost of juggling multiple programs is enormous, and trying to do it at a time when most industry analysts agree that the sales upcycle the industry has enjoyed for a decade is all but exhausted is next to impossible.
汽车价值链上下的利益相关者正在投入数十亿美元，使联网、自主、共享和电动汽车成为现实。在当今的气候下，大多数汽车制造商都非常担心被落在后面，他们疯狂地试图同时将多个研发（R&D）球放在空中。但同时处理多个项目的成本是巨大的，而在大多数行业分析师都认为该行业10年来一直享有的销售上升周期几乎耗尽之际，试图做到这一点几乎是不可能的。
High R&D costs are one likely reason some automakers have recently posted softer financial results,1 and they may also be prompting automakers toward cost-cutting measures, such as rationalizing their global manufacturing footprints. Further, high R&D costs could explain, at least in part, why some manufacturers are contemplating their exit from entire vehicle categories, as shedding unprofitable segments would allow automakers to spread their R&D budgets a bit further among those that remain.
高研发成本可能是一些汽车制造商最近公布的财务业绩疲软的一个原因，1它们还可能促使汽车制造商采取削减成本的措施，例如使其全球制造业的足迹合理化。此外，高R&D成本至少可以部分解释为什么一些制造商正在考虑退出整个车型类别，因为剥离无利可图的细分市场将使汽车制造商在剩下的研发预算中进一步扩张。
Another way automakers are seeking to control rising R&D costs is by actively looking to acquire technical expertise rather than developing it in-house. Some original equipment manufacturers (OEMs) recognize that developing advanced technologies themselves would take far too long and yield less than successful results. Accordingly, many automakers are intensifying efforts to pursue technology startups in global automotive innovation hubs, such as Israel.
汽车制造商寻求控制不断上升的研发成本的另一种方式是积极寻求获得技术专长，而不是在内部开发。一些原始设备制造商（oem）认识到，开发先进技术本身需要的时间太长，产生的成果也不太成功。因此，许多汽车制造商正加紧努力，在以色列等全球汽车创新中心寻求技术创业。
Yet another approach is to forge strategic partnerships to spread the cost—and risk—of developing advanced technologies across a greater number of players. Indeed, some OEMs are trying to plug visible gaps in their R&D programs by leveraging expertise from rival companies. The number of such partnerships is growing daily, challenging the traditional concept of competitive positioning. In fact, some recent headlines suggest that the rise in partnerships to pool technical expertise may be a precursor to renewed industry consolidation.2 Along with this, some automakers, especially those that have been slow to get in the advanced technologies game, may undertake significant rationalization efforts—particularly in their supply base—as they come under increasing pressure to remain relevant.
另一种方法是建立战略伙伴关系，将开发先进技术的成本和风险分散到更多的参与者身上。事实上，一些原始设备制造商正试图通过利用竞争对手的专业知识来填补研发计划中明显的空白。这种伙伴关系的数量每天都在增长，挑战了传统的竞争定位概念。事实上，最近的一些头条新闻表明，为汇集技术专长而建立的合作伙伴关系可能是行业整合重新开始的前兆。2除此之外，一些汽车制造商，特别是那些在先进技术领域进展缓慢的汽车制造商，可能会进行重大的合理化努力，特别是在其供应基础上，因为它们面临越来越大的压力，需要保持相关性。