车企年末“抢电池”：宁德时代被堵门，新能源产业链彻底反转Year-End Battery Scramble: Carmakers Line Up at CATL as the New Energy Supply Chain Turns Upside Down
车企为了抢电池，已经开始“拼关系、拼速度、拼老板”。
As the year draws to a close, automakers are no longer competing only on products or pricing. They are competing on relationships, speed—and even executive involvement—to secure batteries.
临近年末，“动力电池产能吃紧”的消息在行业内迅速传开。多位业内人士证实，部分热门新能源车型交付周期被迫延长，核心原因只有一个：电池不够用。
As reports of tight battery capacity spread across the industry, multiple insiders confirm that delivery times for several popular EV models have been extended—for one simple reason: batteries are in short supply.
甚至有车企高管、采购负责人亲自飞赴宁德时代总部“抢订单”。
这一次，车企是真的急了。
Some automaker executives and procurement heads have even flown directly to CATL’s headquarters in Ningde to secure supply.
This time, the urgency is real.
高管下场、堵门抢单，不是传闻
Executives on the Ground: “Blocking the Door” Is No Longer a Rumor
近期，东风汽车多位高层集体奔赴福建宁德，与宁德时代就电池供应展开密集沟通。随后，东风汽车与岚图汽车官宣，与宁德时代签署长达十年的深化合作协议。
Recently, senior executives from Dongfeng Motor traveled en masse to Ningde, Fujian Province, holding intensive talks with CATL over battery supply. Shortly after, Dongfeng and its premium EV brand Voyah announced a ten-year strategic cooperation agreement with CATL.
核心内容只有一句话——
优先供电池。
The core message was clear:
Priority access to batteries.
业内人士透露，类似的场景并非个例。多家车企采购人员近期集中出现在宁德时代销售办公室，“堵门抢产能”的说法并不夸张。
Industry sources say this is far from an isolated case. In recent weeks, procurement teams from multiple automakers have reportedly gathered at CATL’s sales offices, racing to lock in production capacity.
一位动力电池厂商内部人士直言：“第四季度，谁先锁到电池，谁就能多卖车。”
One battery industry insider put it bluntly:
“In the fourth quarter, whoever secures battery supply first gets to sell more cars.”
为什么偏偏是今年年底？
Why Is This Happening Now?
表面看，这是传统旺季叠加春节备货；
但真正的变量，来自储能产业的突然爆发。
On the surface, this looks like a typical peak sales season combined with pre–Spring Festival stockpiling.
But the real disruptor comes from the explosive growth of energy storage.
数据显示，2025年上半年，中国新型储能新增装机规模达42.6GWh，同比增长27.5%。
而储能用的，正是与动力电池高度重叠的锂电产能。
Data shows that China’s newly installed energy storage capacity reached 42.6 GWh in the first half of 2025, up 27.5% year-on-year. Crucially, energy storage relies on the same lithium-ion battery capacity as electric vehicles.
对电池厂商来说，储能项目订单稳定、周期长、利润可观；
而动力电池却要应对车企的价格博弈与节奏波动。
For battery manufacturers, energy storage projects offer stable orders, long cycles, and attractive margins—while EV batteries involve intense price negotiations and volatile demand.
有限的产能，被储能“分走了一大块”。
With finite capacity, a significant portion is now being diverted to storage.
车企抢的不是电池，是“生死线”
Carmakers Are Not Fighting for Batteries—They’re Fighting for Survival
对于新能源车企来说，电池早已不是普通零部件，而是决定销量上限的“硬约束”。
For EV manufacturers, batteries are no longer just components—they are a hard constraint on sales volume.
目前，多款热销车型交付周期明显拉长：
理想纯电车型交付周期已达19–22周
问界、小鹏X9等车型亦受到影响
Several best-selling models are already affected:
Li Auto’s pure EV models face delivery times of 19–22 weeks
AITO and XPeng X9 show similar delays
这些车型的共同点是：
高度依赖宁德时代、中创新航、蜂巢能源等头部电池厂商。
These vehicles share a common trait: heavy reliance on leading battery suppliers such as CATL, CALB, and SVOLT.
一句话总结就是：
👉 你越热销，越缺电池。
In short:
👉 The more popular the model, the greater the battery shortage risk.
上游反转：锂价、材料、加工费全线涨
Upstream Reversal: Lithium, Materials, and Processing Fees All Rise
电池级碳酸锂价格从三季度约6万元/吨，快速上涨至接近10万元/吨，短期涨幅超50%。
Battery-grade lithium carbonate prices surged from around RMB 60,000 per ton in Q3 to nearly RMB 100,000 per ton—an increase of over 50% in a short period.
磷酸铁锂、氟磷酸锂等核心材料价格翻倍，多家企业宣布明年正极材料加工费上调3000元/吨。
Key materials such as lithium iron phosphate and lithium hexafluorophosphate have doubled in price, with several suppliers announcing processing fee increases of RMB 3,000 per ton next year.
电池厂商，终于等到“翻身窗口”
Battery Makers Finally See a Turning Point
过去两年，动力电池行业被低价竞争严重挤压，不少企业处于微利甚至亏损状态。
但如今，供需关系正在发生根本变化。
Over the past two years, aggressive price competition pushed many battery manufacturers into razor-thin margins or losses. That dynamic is now changing fundamentally.
行业测算显示，若加工费提升3000元/吨，磷酸铁锂毛利率可升至7.5%，较当前水平提升超7个百分点。
Industry estimates suggest that a RMB 3,000 per ton increase in processing fees could lift LFP gross margins to 7.5%, an improvement of over 7 percentage points.
结语：这一轮“抢电池”，不是短期躁动
Conclusion: This Battery Scramble Is Not a Short-Term Frenzy
新能源进入下半场，竞争的焦点不再只是卖车，而是：
谁能锁住关键资源，谁能穿越周期波动，谁能在产业链上游拥有更强话语权。
As the EV industry enters its second half, competition is no longer just about selling cars—but about who can secure critical resources, navigate industry cycles, and gain upstream bargaining power.
当车企高管亲自下场抢电池，这场竞争，早已不是价格战那么简单了。
When automaker executives personally step in to secure battery supply, it’s clear this race has moved far beyond a simple price war.
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