9月19日，英国《金融时报》记者Charles Clover和Sherry Fei Ju对施老师进行了电话采访，昨天，我们在 ft.com 上看到了这篇文章：
如果你是他的会员，就直接点链接吧：
https://www.ft.com/content/5e6c1012-ae8a-11e7-aab9-abaa44b1e130
如果你不是，又不想付费
我们为你准备了免费双语版！
China’s tech titans
set sights on carinnovation
中国科技巨擘竞相研发网联汽车
Financial Times
By Charles Clover and Sherry Fei Ju
For the past five years, China’s leadinginternet groups Baidu, Alibaba and Tencent have raced to put their lucrativeapps on smartphone screens.
过去5年，中国领先互联网集团——百度(Baidu)、阿里巴巴(Alibaba)和腾讯(Tencent)竞相设法让能为他们带来丰厚利润的应用出现在智能手机屏幕上。
However, they are now turning their attentionto building intelligent and connected vehicles — the so-called smartphones onwheels — as operating software shapes up to become the next big battleground inthe car market.
而今，他们正将注意力转向打造智能网联汽车，即所谓“车轮上的智能手机”。操作系统软件将成为汽车市场的下一个大型战场。
So far, Shanghai-based Banma, an Alibaba jointventure with Shanghai carmaker SAIC, has taken the lead in this push to developcar “operating systems”, which include touchscreens, GPS maps and otherfunctions normally found in smartphones.
迄今为止，由阿里巴巴与上汽集团(SAIC)成立的合资企业、总部位于上海的“斑马”率先发力，开发出了包含触摸屏、GPS地图以及其他智能手机常见功能的汽车“操作系统”。
The Banma operating system is known as AliOS— itchanged its name from YunOS Auto last month — and was fitted in the Roewe RX5sport utility vehicle, which was billed at its July 2016 launch as “the world’sfirst mass-produced internet car”.
斑马搭载的操作系统为AliOS（上月从YunOS Auto更名而来），该系统被安装在荣威(Roewe) RX5运动型多功能车上。2016年7月该车发布时号称“全球首款量产互联网汽车”。
Sales of the RX5 have soared: by July 2017 ithad become the sixth-best selling sport utility vehicle in its class in China,according to the China Association of Automobile Manufacturers, while AliOSclaims 250,000 users.
荣威RX5销量不断飙升：根据中国汽车工业协会(CAAM)的数据，截至2017年7月，荣威RX5已成为中国同级别车型中第六大畅销SUV，而AliOS声称已拥有25万用户。
Seventy five per cent of customers said theybought the RX5 because of the operating system and the large screen inside,according to an owner satisfaction survey.
一项车主满意度调查显示，75%的客户表示，他们购买荣威RX5是因为看中操作系统和车内较大的屏幕。
Next year Alibaba plans to open up AliOS todevelopers and carmakers, mimicking a time-honoured strategy of the internetindustry designed to drive adoption, similar to Google Android.
阿里巴巴计划明年向开发者和汽车制造商开放AliOS，效仿互联网行业一项由来已久、旨在推动采用的策略，类似谷歌(Google)的安卓(Android)系统。
This month, Banma also announced an additionalpartnership with French-China joint venture Dongfeng Peugeot-Citroën. Citroënwill launch its first internet car based on AliOS next year, the two companiessaid.
本月，斑马还宣布了与法中合资企业东风雪铁龙(Dongfeng Peugeot-Citroën)建立另一个合作伙伴关系。两家公司表示，雪铁龙将于明年推出首款基于AliOS的互联网汽车。
Alex Shi, Banma chief executive, says thecompany’s plan was to “empower the [manufacturer] and end-user with an Alibabaecosystem and eco-data”.
斑马首席执行官施雪松(Alex Shi)称，该公司的计划是“用阿里巴巴的生态系统和生态数据扩大（制造商）和最终用户的自主权”。
He says non-driving related software such asentertainment and shopping is likely to be a very big part of a car’s appealvery soon. “Maybe as big as non-calling related apps are on a smartphone,” headds.
他表示，娱乐、购物等与驾驶不相关的软件，可能很快将成为汽车吸引力的很大一部分。“或许会像智能手机上与打电话不相关的应用的吸引力一样大。”
The company’s rival Tencent last monthannounced a joint venture with Guangzhou Automobile Group Company in whatappears to be a strikingly similar plan — to “jointly build an intelligent andconnected car brand with uniqueness and competitiveness”.
上月，在一项惊人相似的计划中，阿里巴巴的竞争对手腾讯宣布与广汽集团(GAC)成立合资企业，“联合打造具有品牌特色和竞争力的智能网联汽车品牌”。
“There definitely is a battle for this space,”says Chi Tsang, head of internet research at HSBC in Hong Kong.
汇丰(HSBC)香港互联网研究部门主管曾琪(Chi Tsang)表示：“这一领域必将发生一场大战。”
“Many internet companies think the nextcomputing platform will be the automobile, and when they own the OS [operatingsystem] in a car, they have a chance to own the platform.”
“许多互联网公司认为，汽车将成为下一代计算平台，拥有汽车操作系统，才有机会拥有这一平台。”
The move by the Chinese technology groups mayalso unsettle the big western car groups as they worry about ceding control ofthe operating systems and in-car apps.
中国科技集团的这些举动或许会令西方大型车企感到不安，后者担心失去对操作系统和车载应用的控制。考虑到安全性、环境和供应链方面的制约因素，制造汽车仍比制造智能手机要复杂得多，这促使汽车业的多名高管称，希望不要被“贬到”纯硬件公司。
Manufacturing cars — with their numeroussafety, environmental and supply chain constraints — remains far morecomplicated than making smartphones, leading several executives across themotor industry to express a desire not to be “downgraded” to mere hardwarecompanies.
在中国，这是一个严重的担忧，因为“互联性”很可能越来越多地推动中国的汽车销售。国际咨询公司麦肯锡(McKinsey)的研究显示，买家选车时，软件甚至成为了比硬件质量更被看重的因素。
In China this is a serious worry as“connectivity” is likely to increasingly drive car sales in the country.Software will even trump hardware quality when buyers are looking for cars,according to research by McKinsey, the international consultancy.
麦肯锡中国汽车行业专家Andy Gao表示：“相比欧洲和美国的消费者，中国消费者的联网程度更高，因此，汽车的互联性是他们日常联网生活的自然延伸。”
“Chinese consumers are more connected thantheir counterparts in Europe and the US, therefore connectivity in the car is anatural extension of their daily connected life,” says Andy Gao, an expert onthe Chinese car industry for McKinsey.
Sixty-four per cent of Chinese consumerspolled by McKinsey in a study published last month said they would switchbrands for better in-car connectivity, compared with 37 per cent of Americansand 19 per cent of Germans.
麦肯锡上月发布的一份研究报告显示，64%的受访中国消费者表示，他们会为了更好的车内互联性而更换品牌，而在美国和德国，这一比例分别为37%和19%。
In China, “connectivity is a must-havefeature”, according to the report.
该报告称，在中国，“互联性是一项必备功能”。
Chinese companies are also busy withalternatives to car software such as Apple’s Carplay and Google’s Android Autothat integrate smartphones with car display screens.
中国企业还忙着开发集成智能手机与车载显示屏的汽车软件，即苹果(Apple)的CarPlay和谷歌的AndroidAuto的替代品。
Baidu, China’s answer to Google, launchedBaidu CarLife in 2015, similar to Carplay, and has since launched DuerOS, whichBaidu described as an artificial intelligence platform with speech recognition.
2015年，中国搜索引擎公司百度推出了类似Carplay的百度Carlife，此后还推出了DuerOS操作系统，号称是具有语音识别功能的人工智能平台。
However, Baidu’s main effort to access the carindustry is from the much more demanding direction of driverless cars. Thecompany’s Apollo driverless car platform includes hardware, software and clouddata services for autonomous vehicles.
然而，百度进入汽车行业的主要方向是研发无人驾驶汽车这一要求高得多的目标。该公司的阿波罗(Apollo)无人驾驶汽车平台包含硬件、软件以及面向自主驾驶汽车的云数据服务。
Operating systems such as AliOS are not asambitious as autonomous driving software, but still offer internet companies animportant way to position their lucrative apps into a car.
虽然AliOS等操作系统不如自动驾驶软件那样雄心勃勃，但仍为互联网公司提供了一条重要途径，让它们把利润丰厚的应用嫁接到车上。
Just as Windows and Android were the gatewaysfor software to become available on PCs and smartphones, Mr Shi says that theoperating system will be the car's internet link, and all “apps” will have tobe compatible with it.
就像Windows和安卓是让软件在个人电脑和智能手机上变得可用的门户，施雪松表示，AliOS操作系统将成为汽车的互联网接口，所有“应用”将不得不与之兼容。
However, he does not foresee any operatingsystems dominating the car industry in the same way that Windows dominatespersonal computers.
然而，他并不认为会出现像Windows主导个人电脑那样主导汽车行业的操作系统。
“Internet companies will empower automanufacturers,” he says. “But I think big automakers will still be the top playersin [the] automotive [industry].”
“互联网公司将扩大汽车制造商的自主权。但我认为，大型汽车制造商仍将是汽车（行业）的顶级参与者。”
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