What are the latest subsidy standards for new energy vehicles
Recently, the Ministry of industry and information technology issued the publicity on the liquidation and review of subsidy funds for the promotion and application of new energy vehicles in 2017. More than 200000 new energy vehicles applied for subsidies, involving a subsidy fund of 22.027 billion yuan. Among them, Yutong automobile, BYD and Zhongtong automobile will receive the most subsidies, which are 4.59 billion yuan, 3.461 billion yuan and 1.12 billion yuan respectively.
According to the publicity information, a total of 236881 new energy vehicles applied for subsidies this time, of which 29472 vehicles did not meet the subsidy requirements. Therefore, a total of 207409 vehicles finally received the subsidy, with a cumulative liquidation subsidy fund of 22.027 billion yuan.
The main reason for the vehicles that did not receive subsidies was that they did not travel more than 20000 kilometers. According to the subsidy policy for new energy vehicles in 2016, new energy vehicles purchased by non individual users can apply for subsidies only after the cumulative driving mileage reaches 30000 km.
This policy will be adjusted to 20000 km in 2018, which is mainly to deal with the problem that operating vehicles are idle. In addition, the reasons for failing to pass the audit are that it is not connected to the national regulatory platform, the uploaded data does not meet the requirements of policies and national standards, the energy density of battery pack is inconsistent with the recommended directory, the power of driving motor is inconsistent with the recommended directory, and the invoice information of key parts is inconsistent with the recommended directory.
National new energy subsidies can help car enterprises operate and develop better to a certain extent, but if they rely too much on subsidies, it will be counterproductive. Everything has two sides. How to make its advantages outweigh its disadvantages is what every new energy vehicle enterprise needs to study.
Taking BYD, which ranked second in the subsidy this time, as an example, it applied for and approved 30174 subsidized vehicles, with a subsidy amount of 3.461 billion yuan (parameter | picture). As the top seller in the field of new energy passenger vehicles in China, BYD's model of relying on subsidies to maintain 'considerable profits' is actually quite bad.
To some extent, state subsidies have promoted the popularization of electric vehicles, but they have a little more meaning of "pulling seedlings to encourage". According to statistics, if every 100 yuan is used as the profit of electric vehicles, the subsidy 'before the decline' is equivalent to the national subsidy of nearly 40 yuan. After deducting manufacturing and various costs, the car is basically equivalent to being pasted back to consumers.
After the reduction of subsidies, the market immediately shook. Since the gradual withdrawal of subsidies in July, the new energy market has experienced a year-on-year decline for three consecutive months. There are still many irrationalities and disadvantages in this market model. As the state gradually tilts its subsidies for the new energy industry to infrastructure, and the market gradually adapts to the era of "post subsidy", the market will pass the turbulence and tend to be stable at that time.
As a major country in the production and marketing of new energy in the world, China's market acceptance of new energy models is far from as high as expected. Many consumers choose pure electric models because of the preferential subsidies and the constraints of policies such as license plates and traffic restrictions. Therefore, we need to seriously consider how to make most consumers truly accept the 'electrification' transformation.