In 2024, trade tensions between China and the EU have intensified. On April 10th, the European Commission updated its report on distortive economic practices in China, expanding to include new industries such as telecommunications equipment, semiconductors, railways, renewable energy, and electric vehicles.

According to a report from Commercial Times, despite strong protests from China, the updated report from the European Union indicates that EU manufacturers may have filed anti-dumping complaints against Chinese chip and clean technology producers.

The Hong Kong Economic Journal (HKEJ) reported on April 11 that the latest updated version of the EU report, namely ‘COMMISSION STAFF WORKING DOCUMENT ON SIGNIFICANT DISTORTIONS IN THE ECONOMY OF THE PEOPLE’S REPUBLIC OF CHINA FOR THE PURPOSES OF TRADE DEFENCE INVESTIGATIONS‘, spans 712 pages. In addition to retaining industries like steel, aluminum, chemicals, and ceramics from the initial 2017 report, it has expanded to cover various new areas.

These include the role of the Chinese government in planning economic objectives, the importance of state-owned enterprises, special treatment in land, labor, raw materials, and energy for specific industries, and state subsidies, alleging distortive practices.

Previously, the EU’s new regulation on “Foreign Subsidies” came into effect in July 2023, followed by an announcement in October of the same year to initiate an anti-dumping investigation into Chinese electric vehicles. In response, China launched an anti-dumping investigation in January this year on distilled brandy containers of 200 liters or less originating from the EU.

Subsequently, the EU took action against Chinese company CRRC, prompting its withdrawal from public procurement tenders in Bulgaria. Recently, the EU escalated by announcing an investigation into Chinese-made wind turbines.

Despite escalating tensions in China-EU trade relations, when Chinese Minister of Commerce Wang Wentao visited Europe on April 7th, one of his main tasks was said to stabilize China-EU relations, maintain dialogue on trade disputes, and pave the way for Chinese President Xi Jinping’s planned visit to France in early May.

During Wang Wentao’s visit, he denied that Chinese automakers gain a competitive advantage through massive subsidies and emphasized that the anti-dumping investigation into EU brandy launched in January is unrelated to the electric vehicle dispute.

However, on April 10th, officials from China’s Ministry of Commerce Trade Remedy Bureau expressed a firm stance during a meeting with Lucais, Director of Trade Defence at the European Commission in Brussels. China stated that the updated report distorts China’s policies, market environment, and economic system, providing grounds for discriminatory anti-dumping measures. China expressed strong concern and opposition to this.

On the other hand, German Chancellor Olaf Scholz is set to lead a delegation to China on April 13th, with top executives from German companies such as BMW and Mercedes-Benz accompanying him.

According to a recent Reuters report, despite a nearly one-fifth decline in imports from China between 2022 and 2023, Germany maintains a high dependency on China for categories like chemicals, computers and solar cells. The “clear structural de-risking” is reportedly yet evident.

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• [News] Japan and EU Reportedly Collaborate on Advanced Materials Research to Reduce Over-Reliance
• [Insights] EV Development Faces New Challenges, Porsche CFO Suggests Delay in European Ban on New Fuel Cars

(Photo credit: Pixabay)

On March 28th, Xiaomi officially launched the electric vehicle Xiaomi SU7, featuring three configurations: the standard version priced at CNY 215,900, the Pro version at CNY 245,900, and the Max version at CNY 299,900.

According to Xiaomi Automotive’s Weibo account, within less than 30 minutes of the launch, the SU7 secured 50,000 orders.

In March 2021, Xiaomi founder Lei Jun officially announced Xiaomi’s venture into the automotive industry. Nearly three years later, with the release of the Xiaomi SU7, its associated suppliers have emerged. These include global giants like Qualcomm, NVIDIA, and Bosch, alongside Chinese suppliers such as BYD, CATL, Yangjie Electronic Technology, TCL, and BOE.

Regarding chip supply, NVIDIA provides autonomous driving chips for Xiaomi cars. The Xiaomi SU7 is equipped with two NVIDIA DRIVE Orin chips, delivering a combined computing power of 508 TOPS.

In the smart cockpit, the SU7 utilizes Qualcomm’s Snapdragon 8295 chip, built on 5nm technology. Compared to the Snapdragon 8155, the Snapdragon 8295 offers double the GPU performance and triple the 3D rendering capability. It supports integrated features like electronic side mirrors, surround-view cameras, and passenger monitoring.

Additionally, powered by the Pangolin OS smart car system, SU7 features a central control eco-screen, a flip-up instrument screen, HUD, and two rear-seat expansion screens.

The Xiaomi SU7 features a front central eco-screen measuring 16.1 inches, reportedly a Mini LED display supplied solely by TCL CSOT, as per Cailianpress. In the driver’s position, the SU7 is equipped with a 7.1-inch flip-up LCD instrument panel supplied by BOE, showcasing essential driving information. The 56-inch HUD head-up display is provided by New Vision Automotive Electronics.

Moreover, the SU7 features Xiaomi’s self-developed Super 800V Silicon Carbide high-voltage platform, with a peak voltage of up to 871V. Notably, besides the SU7, several models like the Zeekr 007, AITO M9, NIO, and Xiaopeng X9 also incorporate 800V Silicon Carbide.

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• [News] Xiaomi’s Internal Discussions Reportedly Revealed – Potential Goals for the Automotive Division to Rival Porsche and Tesla
• [News] Lei Jun States Xiaomi’s First Car Involves 3,400 Engineers with R&D Investment Exceeding RMB 10 Billion

(Photo credit: Xiaomi)

Apple has delayed the production schedule for the Apple Car from 2026 to 2028, as reported by Bloomberg. The vehicle is expected to feature a Level 2+ advanced driver assistance system.

TrendForce’s Insights:

• Aim for Fully Autonomous Driving: Apple Car Once Planned to Remove the Steering Wheel

Apple has named its project for the Apple Car “Titan”. The initial concept envisioned a fully electric vehicle without a steering wheel, potentially achieving Autonomous Driving Level 5.

The delineation of autonomous driving levels places Level 3 as a watershed: vehicles below this level still require driver control (by eyes and hands), with the system providing assistance.

Vehicles at Level 3 and above gradually empower the system to assume greater control, gradually freeing the driver’s hands and eyes. Therefore, only vehicles beyond Level 3 can be considered truly autonomous vehicle.

• Downgrading the Autonomous Driving Level: Apple’s Compromise with Market Realities

Having accomplished numerous revolutionary innovations in the consumer electronics realm, it’s understandable that Apple aims to replicate its successful model in the automotive industry. High-level autonomous driving represents a battleground where Apple can leverage its strengths.

However, with the complexity of vehicle components and the stricter validation standards for automotive regulations compared to commercial ones, Apple, if it intends to venture into car manufacturing, still needs to align with the technological development levels of other components.

For instance, to eliminate the steering wheel configuration, mature wire-controlled steering technology is necessary. However, among all car manufacturers currently, only Tesla, Toyota, and Infinity have adopted this technology, resulting in a relatively small market size.

Related component suppliers also are still in the process of research and development or observing the market. Even if suitable suppliers are found, the adoption of such advanced technology may raise the cost of car manufacturing.

Additionally, the trust between humans and machines has yet to mature, and related regulations are still under development. Achieving full confidence from drivers to take their hands and eyes off the steering wheel, even under the Apple brand, is not an easily achievable goal.

• Prioritizing Safety and Stability in Vehicle Design: Apple’s Compromise is the Right Decision

Given the direct impact on driver safety and the long product lifecycle, the automotive industry, whether traditional or electric vehicles, prioritizes safety and stability in design principles. Even with innovative technologies, their priority is secondary to safety and stability.

Designing an electric vehicle without a steering wheel is undoubtedly enticing, however, given the need for further validation in technology, regulations, and human-machine trust, the production timeline for Apple Car may continue to be delayed.

Additionally, the automotive industry adheres closely to Maslow’s Hierarchy of Needs theory. At this stage, the primary concerns for car manufacturers are not the presence of steering wheels or the level of autonomous driving but rather range anxiety and high car prices. These concerns belong to the “lower-level” needs of the demand pyramid, affecting the basic survival conditions of manufacturers.

Only by prioritizing the satisfaction of these types of needs can manufacturers proceed to fulfill higher-level demands for advanced autonomous driving.

If Apple Car’s project adjustments are indeed true, it represents a compromise with reality. However, it allows Apple to quickly introduce products to capture market share. After all, only by successfully achieving the goal of production from nothing to something can Apple have the opportunity to create a truly Apple-dominated battlefield.

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• [News] Rumors of Apple Car Possibly Using Micro LED, Could Spark an Automotive Revolution if True

The U.S. lawmakers is reportedly attempting to further drive the “decoupling” of the Pentagon’s supply chain from China. According to sources cited by Bloomberg, the U.S. Congress has prohibited the Pentagon from procuring batteries produced by six Chinese companies, including CATL and BYD.

Additionally, the other four battery manufacturers set to be banned are Envision Energy, EVE Energy, Gotion High-Tech, and Hithium Energy Storage Technology. Based on the report, of the top 10 battery suppliers in the world, just three are non-Chinese companies.

It is noted that this regulation is part of the “2024 National Defense Authorization Act,” passed on December 22, 2023. However, commercial purchases, such as Ford’s procurement of batteries from CATL in Michigan and Tesla’s sourcing of batteries from BYD, are temporarily exempt from these measures.

As per IJIWEI’s report, the U.S. government has long been eyeing the Chinese new energy vehicle supply chain. Previously, U.S. Treasury Secretary Janet Yellen argued that China’s new energy vehicle industry posed a threat to the “national security” of the United States.

At the end of 2023, a document was signed, stipulating that from 2024 onwards, all electric vehicles produced in the U.S. are prohibited from using Chinese batteries. The signing of this document is evidently unfavorable for companies in the electric vehicle battery industry looking to expand into the U.S. market.

According to the conditions for electric vehicle subsidies under the U.S. IRA Act, starting in 2024, the use of battery components produced by entities from “Foreign Entity of Concern” (FEOC) countries is prohibited. In 2025, the prohibition extends to the use of key minerals processed or recycled in FEOC countries. FEOC encompasses China, North Korea, Russia, and Iran.

The U.S. Department of Energy, in December 2023, released a notification of a proposed interpretive rule, requesting comments to define FEOC, covering overseas subsidiaries of Chinese companies and overseas enterprises with more than 25% ownership by Chinese state-owned enterprises.

However, given the current distribution of the battery supply chain, completely bypassing the Chinese battery supply chain in the U.S. is challenging. Even if feasible, it would come with substantial costs. The result could be a short-term inability to reduce vehicle prices, further impacting the gradually weakening demand for electric vehicles in the United States.

TrendForce indicates that the combined sales of BEVs and PHEVs in the United States totaled approximately 1.46 million vehicles in 2023. Due to the requirement that many vehicles must meet local assembly criteria in the U.S. to qualify for subsidies, numerous models lost subsidies in 2023.

It is expected that in 2024, various automakers will increase the proportion of local assembly, expanding consumer options to stimulate demand. However, stringent conditions for battery adoption could become one of the variables affecting the growth of electric vehicle sales in the United States.

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• China Projected to Export 1.2 Million NEVs in 2023 amid Tightening Tariffs by the US, Says TrendForce
• [News] China’s New Energy Vehicle Penetration Rate Exceeds 40%, Expected Optimistic Growth by 2024

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In a bid to compete with rivals like Tesla, who conduct in-house research and development of advanced chips for automotive applications, Japanese automakers have reportedly established a new organization to collaboratively research and develop advanced automotive chips, integrating their technologies and designs.

According to a report by Nikkei, automakers including Toyota have established a new organization called the “Automotive SoC Research Association” (temporarily referred as ASRA), joining forces to develop advanced chips for applications like autonomous driving.

Established in December in Nagoya, ASRA is set to commence research on SoC products with a process of 10nm or more advanced nodes starting in 2024. In addition to Toyota, other automakers such as Nissan, Honda, Mazda, Subaru, and Japanese enterprises including Renesas Electronics and Socionext have also joined the initiative.

According to the report, the trend of automakers intensifying in-house development of automotive chips is growing. The report further indicates that semiconductor giants in the United States, such as NVIDIA and Qualcomm, are also developing high-performance SoCs for automotive use.

Leading electric vehicle manufacturer Tesla has opted for in-house development due to dissatisfaction with limited choices, and their self-developed SoCs are already actively deployed in their vehicles.

On the other hand, Chinese automaker NIO, for example, possesses semiconductor research and development teams in both China and the United States. They have successfully developed semiconductor products used for controlling Light Detection and Ranging (LiDAR) technology.

(Photo credit: Pixabay)