走在中国各大城市街头，挂着绿牌的车辆已经随处可见，而绝大部分运营车辆，也早已被新能源汽车替代。更重要的是，这些新能源汽车中，绝大多数都来自中国自主品牌。#新能源汽车
过去十年，中国新能源汽车产业在本土市场完成了一场堪称奇迹般的崛起。
The Inevitability of Chinese Auto Industry Going Global — Chapter 1
The Natural Spillover of Market Structure
Walking through major Chinese cities today, green license plates are everywhere. Most operating vehicles have already become new energy vehicles, and the vast majority of them are domestic Chinese brands.
Over the past decade, China’s new energy vehicle industry has achieved what can only be described as a remarkable rise in its home market.
一、本土市场份额的“天花板”
2025年上半年，中国自主品牌乘用车市场占有率已经达到65%，新能源汽车零售渗透率也突破50%。这样的市场格局，在全球汽车工业历史上都极为罕见。
纵观全球汽车工业发展史，能够提供参考的，其实只有日韩。
根据韩国汽车制造商协会（KAMA）以及韩国国土交通部的新车注册数据，2025年韩国本土乘用车市场中，现代与起亚合计市场份额依然维持在70%-75%左右，继续保持对本土市场的绝对主导。
而在日本，丰田、本田、日产、铃木等本土品牌长期占据70%以上市场份额，外资品牌始终难以真正突破。
但中国不同。
中国汽车品牌格局的变化，仅仅用了一代人的时间就完成了。
从曾经的“合资为王”，到今天自主品牌在燃油车与新能源车双线领先，这背后既是市场竞争的自然结果，也是中国汽车产业整体跃迁的集中体现。
大规模产业链协同、长期政策支持，以及消费者心态变化，共同造就了今天的中国汽车产业格局。
1. The “Ceiling” of Domestic Market Share
In the first half of 2025, Chinese domestic passenger car brands reached a market share of 65%, while new energy vehicle retail penetration exceeded 50%.
Such a market structure is extremely rare in global automotive history.
Looking back at the development of the global auto industry, only Japan and South Korea offer comparable examples.
According to data from the Korea Automobile Manufacturers Association (KAMA) and South Korea’s Ministry of Land, Infrastructure and Transport, Hyundai and Kia together still account for roughly 70%-75% of South Korea’s domestic passenger vehicle market in 2025.
In Japan, Toyota, Honda, Nissan, Suzuki and other domestic brands have long maintained over 70% market share, leaving little room for foreign automakers to break through.
China, however, changed far faster.
In just one generation, the market evolved from an era dominated by joint ventures to one where domestic brands now lead in both gasoline and new energy vehicles.
Behind this shift lies not only natural market competition, but also a major industrial leap driven by supply chain coordination, long-term policy support and changing consumer attitudes.
二、出口规模的快速提升
正因为国内市场份额已经逐渐逼近极限，出海才成为中国汽车产业最自然的选择。
过去几年，中国汽车出口量一路高速增长，并稳居全球第一。
而且，中国出口的汽车产品已经不再集中于低端车型。如今，中国汽车出口单车均价已经接近12万元人民币，并且以新能源汽车为主，销往全球多个市场，包括传统汽车工业高地——欧洲。
在欧洲市场，上汽MG4 EV已经成为中国品牌最具代表性的纯电车型之一。
根据 S&P Global Mobility 以及盖世汽车研究院统计，MG4 EV在2024年进入欧洲纯电动车销量前十，全年销量约5.17万辆。
在英国市场，该车型长期位列纯电动车销量前五，在英国纯电市场中的份额约为5%。
而在东南亚市场，比亚迪 Dolphin 已经成为25岁至35岁年轻消费者的重要选择。
在泰国紧凑型电动车市场，其市场份额达到28%；在马来西亚，也达到22%。
这些数字背后，其实反映出一个非常明显的趋势：
中国汽车，已经不再只是“低价替代品”。
它们正在逐渐进入全球主流消费群体的购车名单。
全球消费者对中国汽车的认知，也正在从“物美价廉”，转向“值得信赖”。
2. Rapid Growth of Export Scale
As domestic market share gradually approaches its ceiling, going global has become the natural next step for China’s auto industry.
Over the past several years, China’s automobile exports have surged rapidly, ranking first in the world.
More importantly, exported vehicles are no longer concentrated in low-end products.
Today, the average export price of Chinese vehicles is approaching RMB 120,000, with new energy vehicles becoming the dominant export category and reaching markets worldwide, including Europe — the traditional stronghold of the global automotive industry.
In Europe, SAIC’s MG4 EV has become one of the most representative Chinese electric vehicles.
According to S&P Global Mobility and Gasgoo Research Institute, MG4 EV entered Europe’s top ten EV sales rankings in 2024, with annual sales reaching approximately 51,700 units.
In the UK market, the MG4 EV has consistently ranked among the top five electric vehicles, accounting for around 5% of the country’s EV market.
Meanwhile in Southeast Asia, BYD Dolphin has become a preferred choice among consumers aged 25 to 35.
Its market share in Thailand’s compact EV segment has reached 28%, while in Malaysia it has climbed to 22%.
Behind these figures lies a clear trend:
Chinese automobiles are no longer viewed merely as low-cost alternatives.
They are increasingly becoming part of the mainstream consumer choice worldwide.
Global perception of Chinese vehicles is shifting from “affordable and practical” to “trustworthy and reliable.”
三、供应链的整体跟随
汽车产业全球化，从来不只是整车企业的出海，更是供应链体系的整体外溢。
现阶段中国汽车产业的出海，本质上是一种“生态出海”。
在动力电池领域，宁德时代已经完成欧洲布局。
其德国图林根工厂已于2024年实现电芯量产，规划产能14GWh，主要供应宝马、奔驰等欧洲车企。
比亚迪动力电池在满足自身需求的同时，也开始向特斯拉、丰田等国际车企供货。
根据 SNE Research 与盖世汽车研究院统计，2024年比亚迪动力电池外供量约为10-13GWh，占整体产量的6.8%-10%，整体仍以自供为主。
而在智能驾驶领域，地平线“征程6”芯片已经进入大众测试体系。
Momenta 与奔驰合作开发的城市导航辅助驾驶（Urban NOA）方案，也已经进入量产阶段。
将西亚跨境设为“星标★”，第一时间收获最新推送
该系统将在中国制造的全新奔驰 CLA 车型上首发，并计划于2025年秋季正式上市。
从动力电池，到智能驾驶算法，再到 Tier1 与芯片厂商，中国汽车供应链正在全面走向全球，并逐渐融入国际车企体系。
这种模式其实并不陌生。
博世、大陆、电装、摩比斯、法雷奥等国际零部件巨头，当年也都是伴随着本国整车企业全球化而成长起来。
但今天的中国路径，已经出现明显不同。
不再只是整车企业带动零部件出海，而是中国供应链凭借技术优势与成本优势，率先获得国际订单，再反向推动中国整车品牌打开海外市场。
这是一种更快、更深层次的全球化模式。
3. The Global Expansion of China’s Supply Chain
Automotive globalization has never been solely about vehicle exports.
It is also about the expansion of the entire supply chain ecosystem.
At this stage, China’s automotive globalization is essentially an “ecosystem expansion.”
In the battery sector, CATL has already established its European footprint.
Its Thuringia plant in Germany achieved battery cell mass production in 2024, with planned capacity reaching 14GWh, supplying brands such as BMW and Mercedes-Benz.
BYD, while prioritizing its own vehicle production, has also started supplying batteries to international automakers including Tesla and Toyota.
According to SNE Research and Gasgoo Research Institute, BYD’s external battery supply volume in 2024 reached approximately 10-13GWh, accounting for 6.8%-10% of total output.
In intelligent driving, Horizon Robotics’ Journey 6 chip has already entered Volkswagen’s testing system.
Meanwhile, Momenta’s Urban NOA solution developed together with Mercedes-Benz has entered the mass-production stage.
The system will debut on the China-made all-new Mercedes-Benz CLA, scheduled for launch in autumn 2025.
From power batteries and intelligent driving algorithms to Tier1 suppliers and chip manufacturers, China’s automotive supply chain is rapidly integrating into the global automotive ecosystem.
This path may sound familiar.
Global component giants such as Bosch, Continental, Denso, Mobis and Valeo all rose alongside the globalization of their domestic automakers.
However, China’s path today is notably different.
It is no longer only vehicle manufacturers leading suppliers overseas.
Instead, Chinese suppliers are winning international orders first through technological and cost advantages, then helping Chinese automakers expand globally afterward.
This is a faster and deeper model of globalization.
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