<p>我明白了；对于一家传统汽车制造商来说，现在销售电动车并不容易，因为激励措施被削减，中国汽车制造商也在不断逼近。但本田正在将其提升到另一个层次。</p>
<p>本周，本田终止了其微不足道的——坦率地说毫无前景的——电动车项目。本田在电动车领域的竞争动力显然已经消失，随之而来的是在当前席卷整个行业的颠覆浪潮中生存的任何机会。</p>
<p>该公司将责任归咎于美国关税和中国竞争，这两个都是容易的目标。但它从一开始就没有真正可行的电动车战略。</p>
<p>本田在周四开始暂停电动 Acura RDX 和 Honda 0 轿车及 SUV 的开发，这三款车型是公司首批从零开始设计的电动车——但关于这些车型与外界分享的信息非常有限。周五，汽车新闻报道本田将停止生产 Prologue，这是一款基本上由通用汽车设计和完全制造的车辆。</p>
<p>这一决定可能会以多种方式适得其反，但我认为有两个最重要的方面。通过搁置电动车，本田将在汽车行业的两个重大转变中进一步落后：电动动力系统和软件定义的车辆。</p>
<h2><strong>错失的电动车机会</strong></h2>
<p>对于本田——以及许多仍处于转型早期的传统汽车制造商来说——电动车只是动力系统不同的汽车。我可以想象本田高管认为他们可以等待尴尬的过渡期，当电动机和电池完全解决后，简单地更换掉化石燃料的部分。这有多难呢？</p>
<p>当然，这是一个错误。许多汽车制造商发现，将电池放入最初设计为内燃机的汽车并不太奏效。这可能会缩短开发周期，但最终产品却变得笨重、低效，生产成本更高。</p>
<p>Techcrunch 活动</p>
<p>旧金山，加州 |2026 年 10 月 13-15 日</p>
<p>作为一款原创产品，电动车为汽车制造商提供了重新思考汽车的机会，并在此过程中降低成本。</p>
<p>以福特为例。Mustang Mach E 的销量成功，但对福特来说并不算财务上的成功。Mach E 基于一个经过大量修改的平台，该平台也支撑着 Escape 这款化石燃料跨界车。福特首席执行官克里斯·法利在最近的一次采访中表示，传统工程决策限制了产品的发展：例如，Mach E 的电线束比特斯拉的重 70 磅。像这样的细小错误在复杂的汽车产品中会相互叠加。</p>
<p>本田还将错失几个学习机会。包括在开发和制造中的实践学习。还有培养新供应商和供应链的学习。它还将错失获取关键客户反馈的机会——人们在电动车中真正看重什么？</p>
<h2><strong>再见，软件定义的车辆</strong></h2>
<p>在这里，本田正在为第二次颠覆汽车行业的失败埋下伏笔：软件定义的车辆（SDV），其核心功能可以随着时间的推移进行升级和改进。</p>
<p>消费者，主要是那些从特斯拉、Rivian 和比亚迪等公司购买电动车的消费者，已经习惯了频繁的更新、流畅的信息娱乐软件和先进的驾驶辅助系统。本田在这些领域尚未取得显著进展。</p>
<p>SDV 不一定是电动车，但它们往往是相辅相成的。电动车中的大电池使得为强大的计算机供电变得更容易，并且允许在汽车停放和 “关闭” 时进行空中更新。本田能否制造一款化石燃料 SDV？当然可以，但由于它正在退缩电动车，出于同样的原因：旧的做法在目前更容易且更有利可图。</p>
<h2><strong>本田代表什么？</strong></h2>
<p>本田正面临身份危机。从本质上讲，它是一家内燃机公司。它制造非常好的发动机，而这开始变得越来越不重要。</p>
<p>其汽车的其他特性也受到攻击。多年来，该公司以制造驾驶者之车而自豪。它们轻便、高效，操控良好。但当汽车能够自动驾驶时，“驾驶者之车” 到底意味着什么？</p>
<p>撇开自动驾驶不谈，我认为驾驶者之车的市场本来就有限。人们选择本田是因为它们可靠且价格合理。它们操控良好只是锦上添花，或许在消费者在两个品牌之间犹豫时帮助他们做出选择。</p>
<p>但电动车承诺比化石燃料车辆更可靠，正如中国汽车制造商所展示的那样，一旦电池价格下降，整体车辆成本也会下降。如果本田无法在可靠性或价格上竞争，消费者将会退缩。</p>
<p>这在中国似乎已经发生了。本田在最近的财报中也提到过这一点。“本田未能提供比新电动车制造商更具性价比的产品，导致竞争力下降，” 该公司表示。中国的逆风导致该公司去年近 160 亿美元的亏损。没有电动车的计划，本田在其他地方遭遇同样命运只是时间问题。</p>

本田汽车

纳斯达克全球汽车指数 - First Trust

智慧交通科技 ETF - SmartETFs

7267

<p>本田已暂停其电动车（EV）项目，包括 Acura RDX 和 Honda 0 车型的开发，原因是美国关税和来自中国汽车制造商的竞争。此决定可能会妨碍本田在不断变化的汽车市场中的竞争能力，特别是在电动驱动系统和软件定义车辆（SDVs）方面。由于不投资于电动车，本田面临在创新和客户反馈方面落后的风险，因为它仍然依赖传统的内燃机技术</p>

<p>I get it; it’s not an easy time for a legacy automaker to be selling electric vehicles, what with incentives being gutted and Chinese automakers knocking at the door. But Honda is taking it to another level.</p>
<div class="lb-trans"><p>我明白了；对于一家传统汽车制造商来说，现在销售电动车并不容易，因为激励措施被削减，中国汽车制造商也在不断逼近。但本田正在将其提升到另一个层次。</p>
</div><p>This week, Honda killed its paltry — and frankly unpromising — EV programs. What little motivation Honda had to compete in the EV arena is apparently gone, and along with it, any chance of surviving the current wave of disruption that’s sweeping the industry.</p>
<div class="lb-trans"><p>本周，本田终止了其微不足道的——坦率地说毫无前景的——电动车项目。本田在电动车领域的竞争动力显然已经消失，随之而来的是在当前席卷整个行业的颠覆浪潮中生存的任何机会。</p>
</div><p>The company casts blame on U.S. tariffs and Chinese competition, two easy targets. But it never really had a viable EV strategy to begin with.</p>
<div class="lb-trans"><p>该公司将责任归咎于美国关税和中国竞争，这两个都是容易的目标。但它从一开始就没有真正可行的电动车战略。</p>
</div><p>Honda kicked things off on Thursday by halting development of the electric Acura RDX and the Honda 0 sedan and SUV, three models that were the company’s first ground-up EVs — but about which very little was shared with outsiders. It continued on Friday, with Automotive News reporting that Honda was going to stop production of the Prologue, a vehicle that was essentially designed and entirely built by GM.</p>
<div class="lb-trans"><p>本田在周四开始暂停电动 Acura RDX 和 Honda 0 轿车及 SUV 的开发，这三款车型是公司首批从零开始设计的电动车——但关于这些车型与外界分享的信息非常有限。周五，汽车新闻报道本田将停止生产 Prologue，这是一款基本上由通用汽车设计和完全制造的车辆。</p>
</div><p>The decision could backfire in a number of different ways, but there are two that I’d argue are most important. By shelving EVs, Honda will fall farther behind in two of the biggest shifts sweeping the automotive industry: electric drivetrains and software-defined vehicles.</p>
<div class="lb-trans"><p>这一决定可能会以多种方式适得其反，但我认为有两个最重要的方面。通过搁置电动车，本田将在汽车行业的两个重大转变中进一步落后：电动动力系统和软件定义的车辆。</p>
</div><h2><strong>Missed EV opportunities</strong></h2>
<div class="lb-trans"><h2><strong>错失的电动车机会</strong></h2>
</div><p>To Honda — and to many legacy automakers still early in the transition— an EV is just a car with a different drivetrain. I can imagine Honda executives thinking that they can wait out the awkward transition period and, when motors and batteries are fully sorted, simply swap out the fossil fuel bits. How hard could it be?</p>
<div class="lb-trans"><p>对于本田——以及许多仍处于转型早期的传统汽车制造商来说——电动车只是动力系统不同的汽车。我可以想象本田高管认为他们可以等待尴尬的过渡期，当电动机和电池完全解决后，简单地更换掉化石燃料的部分。这有多难呢？</p>
</div><p>That’s a mistake, of course. Many automakers have found that dropping batteries into a car originally designed for an internal combustion engine doesn’t work out so well. It might shortcut the development cycle, but the resulting product ends up heavy, inefficient, and more costly to produce.</p>
<div class="lb-trans"><p>当然，这是一个错误。许多汽车制造商发现，将电池放入最初设计为内燃机的汽车并不太奏效。这可能会缩短开发周期，但最终产品却变得笨重、低效，生产成本更高。</p>
</div><p>Techcrunch event</p>
<div class="lb-trans"><p>Techcrunch 活动</p>
</div><p>San Francisco, CA|October 13-15, 2026</p>
<div class="lb-trans"><p>旧金山，加州 |2026 年 10 月 13-15 日</p>
</div><p>When developed as an original product, EVs offer automakers a chance to rethink the automobile, and in the process, make it cheaper.</p>
<div class="lb-trans"><p>作为一款原创产品，电动车为汽车制造商提供了重新思考汽车的机会，并在此过程中降低成本。</p>
</div><p>Take Ford, for example. The Mustang Mach E has been a sales success, but not a financial one for Ford. The Mach E is based on a heavily modified version of the platform that also underpins the Escape, a fossil fuel crossover. Part of the problem, Ford CEO Chris Farley said in a recent interview, was that legacy engineering decisions held the product back: The Mach E’s wiring harness is 70 pounds heavier than Tesla’s, for example. Small errors like that compound themselves in a product as complex as an automobile.</p>
<div class="lb-trans"><p>以福特为例。Mustang Mach E 的销量成功，但对福特来说并不算财务上的成功。Mach E 基于一个经过大量修改的平台，该平台也支撑着 Escape 这款化石燃料跨界车。福特首席执行官克里斯·法利在最近的一次采访中表示，传统工程决策限制了产品的发展：例如，Mach E 的电线束比特斯拉的重 70 磅。像这样的细小错误在复杂的汽车产品中会相互叠加。</p>
</div><p>Honda will also miss out on several learning opportunities. There’s learning by doing, both in development and manufacturing. There’s also learning to cultivate new suppliers and supply chains. It will also miss out on receiving critical customer feedback — what do people really value in their EVs?</p>
<div class="lb-trans"><p>本田还将错失几个学习机会。包括在开发和制造中的实践学习。还有培养新供应商和供应链的学习。它还将错失获取关键客户反馈的机会——人们在电动车中真正看重什么？</p>
</div><h2><strong>Sayonara, software-defined vehicles</strong></h2>
<div class="lb-trans"><h2><strong>再见，软件定义的车辆</strong></h2>
</div><p>Here, Honda is setting itself up for failure on the second disruption sweeping the automotive industry: the software-defined vehicle (SDV), which has core capabilities that can be upgraded and improved over time.</p>
<div class="lb-trans"><p>在这里，本田正在为第二次颠覆汽车行业的失败埋下伏笔：软件定义的车辆（SDV），其核心功能可以随着时间的推移进行升级和改进。</p>
</div><p>Consumers, mostly those who buy EVs from the likes of Tesla, Rivian, and BYD, have grown accustomed to the frequent updates, slick infotainment software, and advanced driver assistance systems of Tesla, Rivians, Nio or Xiaomi. Honda has yet to make significant progress in any of those domains.</p>
<div class="lb-trans"><p>消费者，主要是那些从特斯拉、Rivian 和比亚迪等公司购买电动车的消费者，已经习惯了频繁的更新、流畅的信息娱乐软件和先进的驾驶辅助系统。本田在这些领域尚未取得显著进展。</p>
</div><p>SDVs don’t have to be EVs, but they tend to go hand-in-hand. The large battery in an EV makes it easier to feed powerful computers, and it allows things like over-the-air updates to happen when the car is parked and “off.” Could Honda make a fossil fuel SDV? Sure, but it’s unlikely to for the same reason it’s backing away from EVs: the old way of doing things is easier and more profitable, for now.</p>
<div class="lb-trans"><p>SDV 不一定是电动车，但它们往往是相辅相成的。电动车中的大电池使得为强大的计算机供电变得更容易，并且允许在汽车停放和 “关闭” 时进行空中更新。本田能否制造一款化石燃料 SDV？当然可以，但由于它正在退缩电动车，出于同样的原因：旧的做法在目前更容易且更有利可图。</p>
</div><h2><strong>What does Honda stand for?</strong></h2>
<div class="lb-trans"><h2><strong>本田代表什么？</strong></h2>
</div><p>Honda is facing an identity crisis. At its core, it’s an internal combustion engine company. It makes really good engines, and that’s starting to matter less and less.</p>
<div class="lb-trans"><p>本田正面临身份危机。从本质上讲，它是一家内燃机公司。它制造非常好的发动机，而这开始变得越来越不重要。</p>
</div><p>Other traits of its cars are also under assault. For years, the company has prided itself on making driver’s cars. They’re lightweight, efficient, and handle well. But when the car drives itself, what does a “driver’s car” even mean?</p>
<div class="lb-trans"><p>其汽车的其他特性也受到攻击。多年来，该公司以制造驾驶者之车而自豪。它们轻便、高效，操控良好。但当汽车能够自动驾驶时，“驾驶者之车” 到底意味着什么？</p>
</div><p>Putting autonomy aside, I’d argue that the market for a driver’s car is limited anyway. People are drawn to Honda because they’re reliable and reasonably priced. The fact that they handle well is icing on the cake, maybe helping consumers break a tie if they’re torn between two brands.</p>
<div class="lb-trans"><p>撇开自动驾驶不谈，我认为驾驶者之车的市场本来就有限。人们选择本田是因为它们可靠且价格合理。它们操控良好只是锦上添花，或许在消费者在两个品牌之间犹豫时帮助他们做出选择。</p>
</div><p>But EVs promise to be significantly more reliable than fossil fuel vehicles, and as Chinese automakers show, once battery prices come down, so do overall vehicle costs. If Honda can’t compete on reliability or price, consumers will balk.</p>
<div class="lb-trans"><p>但电动车承诺比化石燃料车辆更可靠，正如中国汽车制造商所展示的那样，一旦电池价格下降，整体车辆成本也会下降。如果本田无法在可靠性或价格上竞争，消费者将会退缩。</p>
</div><p>That already appears to be happening in China. Honda said as much in its recent earnings report. “Honda was unable to deliver products that offer value for money better than that of newer EV manufacturers, resulting in a decline in competitiveness,” the company said. Headwinds in China contributed to the company’s nearly $16 billion losses last year. Without a plan for EVs, it’s only a matter of time before Honda suffers the same fate elsewhere.</p>
<div class="lb-trans"><p>这在中国似乎已经发生了。本田在最近的财报中也提到过这一点。“本田未能提供比新电动车制造商更具性价比的产品，导致竞争力下降，” 该公司表示。中国的逆风导致该公司去年近 160 亿美元的亏损。没有电动车的计划，本田在其他地方遭遇同样命运只是时间问题。</p>
</div>

本田正在终止其电动车项目——这也意味着其未来竞争机会的丧失