Sunday, October 30, 2011

What’s Luck Got to Do With It?

BETTER to be lucky than good, the adage goes.



And maybe that’s true — if you just want to be merely good, not much better than average. But what if you want to build or do something great? And what if you want to do so in today’s unstable and unpredictable world?
Recently, we completed a nine-year research study of some of the most extreme business successes of modern times. We examined entrepreneurs who built small enterprises into companies that outperformed their industries by a factor of 10 in highly turbulent environments. We call them 10Xers, for “10 times success.”
The very nature of this study — how some people thrive in uncertainty, lead in chaos, deal with a world full of big, disruptive forces that we cannot predict or control — led us to smack into the question, “Just what is the role of luck?”
Could it be that leaders’ skills account for the difference between just meeting their industry’s average performance (1X success) and doubling it (2X)? But that luck accounts for all the difference between 2X and 10X?
Maybe, or maybe not.
But how on Earth could we go about quantifying something as elusive as “luck”? The breakthrough came in seeing luck as an event, not as some indefinable aura. We defined a “luck event” as one that meets three tests. First, some significant aspect of the event occurs largely or entirely independent of the actions of the enterprise’s main actors. Second, the event has a potentially significant consequence — good or bad. And, third, it has some element of unpredictability.
We systematically found 230 significant luck events across the history of our study’s subjects. We considered good luck, bad luck, the timing of luck and the size of “luck spikes.” Adding up the evidence, we found that the 10X cases weren’t generally “luckier” than the comparison cases. (We compared the 10X companies with a control group of companies that failed to become great in the same extreme environments.)
The 10X cases and the control group both had luck, good and bad, in comparable amounts, so the evidence leads us to conclude that luck doesn’t cause 10X success. The crucial question is not, “Are you lucky?” but “Do you get a high return on luck?”
Return on luck: We call it ROL.
SO why did Bill Gates become a 10Xer, building a great software company in the personal computer revolution? Through one lens, you might see Mr. Gates as incredibly lucky. He just happened to have been born into an upper-middle-class American family that had the resources to send him to a private school. His family happened to enroll him at Lakeside School in Seattle, which had a Teletype connection to a computer upon which he could learn to program — something that was unusual for schools in the late 1960s and early ’70s.
He also just happened to have been born at the right time, coming of age as the advancement of microelectronics made the PC inevitable. Had he been born 10 years later, or even just five years later, he would have missed the moment.
Mr. Gates’s friend Paul Allen just happened to see a cover article in the January 1975 issue of Popular Electronics, titled “World’s First Microcomputer Kit to Rival Commercial Models.” It was about the Altair, designed by a small company in Albuquerque. Mr. Gates and Mr. Allen had the idea to convert the programming language Basic into a product that could be used on the Altair, which would put them in position to be the first to sell such a product for a personal computer. Mr. Gates went to college at Harvard, which just happened to have a PDP-10 computer upon which he could develop and test his ideas.
Wow, Bill Gates was really lucky, right?
Yes, he was. But luck is not why Bill Gates became a 10Xer. Consider these questions:
• Was Bill Gates the only person of his era who grew up in an upper middle-class American family?
• Was he the only person born in the mid-1950s who attended a secondary school with access to computing?
• Was he the only person who went to a college with computer resources in the mid-’70s? The only one who read the Popular Electronics article? The only one who knew how to program in Basic?
No, no, no, no and no.
Lakeside may have been one of the first schools to have a computer that students could use during those years, but it wasn’t the only such school.
Mr. Gates may have been a math and computer whiz kid at a top college that had computers in 1975, but he wasn’t the only math and computer whiz kid at Harvard, Stanford, Princeton, Yale, M.I.T., Caltech, Carnegie Mellon, Berkeley, U.C.L.A., the University of Chicago, Georgia Tech, Cornell, Dartmouth, Southern Cal, Columbia, Northwestern, Penn, Michigan or any number of other top colleges with comparable or even better computer resources.
Mr. Gates wasn’t the only person who knew how to program in Basic; the language was developed a decade earlier by Dartmouth professors, and it was widely known by 1975, used in academics and industry. And what about all the master’s and Ph.D. students in electrical engineering and computer science who had even more computer expertise than Mr. Gates on the day the Popular Electronics article appeared? Any could have decided to abandon their studies and start a personal computer software company. And computer experts already working in industry and academia could have done the same.
But how many of them changed their life plans — and cut their sleep to near zero, essentially inhaling food so as not to let eating interfere with work — to throw themselves into writing Basic for the Altair? How many defied their parents, dropped out of college and moved to Albuquerque to work with the Altair? How many had Basic for the Altair written, debugged and ready to ship before anyone else?
Thousands of people could have done the same thing that Mr. Gates did, at the same time. But they didn’t.
The difference between Mr. Gates and similarly advantaged people is not luck. Mr. Gates went further, taking a confluence of lucky circumstances and creating a huge return on his luck. And this is the important difference.
Luck, good and bad, happens to everyone, whether we like it or not. But when we look at the 10Xers, we see people like Mr. Gates who recognize luck and seize it, leaders who grab luck events and make much more of them.
This ability to achieve a high ROL at pivotal moments has a huge multiplicative effect for 10Xers. They zoom out to recognize when a luck event has happened and to consider whether they should let it disrupt their plans. Imagine if Mr. Gates had said to Paul Allen after seeing the Popular Electronics article: “Well, Paul, I’m kind of focused on my studies here at Harvard right now. Let’s wait a few years, and then I’ll be ready to start.”
When we examined less successful companies, we saw a generally poor overall return on luck. Some of the comparison cases had extraordinary sequences of good luck yet showed a spectacular ability to fritter that luck away. When the time came to execute on their good fortune, they stumbled. They didn’t fail for lack of good luck. They failed for lack of superb execution.
WHILE getting a high return on good luck is an essential skill for 10Xers, getting a high return on bad luck can be a truly defining moment. Consider the 10X case of Progressive Insurance.
On Nov. 8, 1988, Peter Lewis, the chief executive, received news that shocked the insurance industry. California voters had passed Proposition 103, a punitive attack on car insurance companies. Prop 103 required 20 percent price reductions and refunds to customers, plunging a huge auto insurance market into chaos. Progressive had significant exposure, with nearly a quarter of its entire business from that one state — bang! — severely damaged by a 51 percent vote on a single day.
Mr. Lewis zoomed out to ask, “What the heck is going on?” He placed a call to a former Princeton classmate, Ralph Nader. Mr. Nader had long been a consumer rights activist, at one point leading a sort of special forces unit nicknamed Nader’s Raiders, and he had championed Proposition 103. The message that Mr. Lewis heard: People hate you. Or, in other words, people simply hated dealing with insurance companies, so they revolted, screaming with their votes.
“People were saying, ‘We hate your guts. We’re going to kill you. And we don’t give a damn,’ ” Mr. Lewis said.
Chastened by what he had heard, he called his staff together and told everyone, “Our customers actually hate us.” He challenged his team to create a better company.
Mr. Lewis came to see Proposition 103 as a gift, and he used it to deepen the company’s core purpose and to reduce the economic cost and trauma caused by auto accidents. The company would create its “immediate response” claims service: No matter when you had an accident, Progressive would be available — 24 hours a day, 365 days a year. Claims adjusters would work from a fleet of vans and S.U.V.’s dispatched to policy holders’ homes or even directly to an accident scene.
By 1995, Progressive could note this achievement: in 80 percent of cases, its adjusters would have visited the customer, ready to issue a check within 24 hours of an accident.
In 1987, the year before Proposition 103, Progressive ranked No. 13 in the American private-passenger auto insurance market. By 2002, it had reached No. 4. Years later, Mr. Lewis called Proposition 103 “the best thing that ever happened to this company.”
Progressive and Mr. Lewis illustrate how 10Xers shine when clobbered by setbacks and misfortune, turning bad luck into good results. They use difficulty as a catalyst to deepen purpose, recommit to values, increase discipline, respond with creativity and heighten productive paranoia — translating fear into extensive preparation and calm, clearheaded action. Resilience, not luck, is the signature of greatness.
Nietzsche wrote, “What does not kill me, makes me stronger.” We all get bad luck. The question is how to use it to turn it into “one of the best things that ever happened,” to not let it become a psychological prison.
WE came across a remarkable moment at the very start of the history of Southwest Airlines, described by its first chief executive, Lamar Muse, in his book, “Southwest Passage.”
“The very first Sunday morning of Southwest’s life, we narrowly escaped a disaster,” Mr. Muse wrote. “During the takeoff run, the right thrust-reverser deployed. Only the captain’s instantaneous reaction allowed him to recover control and make a tight turn for an emergency landing on one engine.”
What if the jet had smashed into the ground in the first week of building the company? Would there even be a Southwest Airlines today? If we all have some combination of both heads (lucky flips) and tails (unlucky flips), and if the ratio of heads to tails tends to even out over time, we need to be skilled, strong, prepared and resilient to endure the bad luck long enough to eventually get good luck. The Southwest pilot had to be skilled and prepared before the thrust-reverser deployed.
There’s an interesting asymmetry between good and bad luck. A single stroke of good luck, no matter how big, cannot by itself make a great company. But a single stroke of extremely bad luck, or an extended sequence of bad-luck events that creates a catastrophic outcome, can terminate the quest.
The 10Xers exercise productive paranoia, combined with empirical creativity and fanatic discipline, to create huge margins of safety. If you stay in the game long enough, good luck tends to return, but if you get knocked out, you’ll never have the chance to be lucky again. Luck favors the persistent, but you can persist only if you survive.
After finishing our luck analysis for “Great by Choice,” we realized that getting a high ROL required a new mental muscle. There are smart decisions and wise decisions. And one form of wisdom is the ability to judge when to let luck disrupt our plans. Not all time in life is equal. The question is, when the unequal moment comes, do we recognize it, or just let it slip? But, just as important, do we have the fanatic, obsessive discipline to keep marching, to push the opportunity to the extreme, to make the most of the chances we’re given?
Getting a high ROL requires throwing yourself at the luck event with ferocious intensity, disrupting your life and not letting up. Bill Gates didn’t just get a lucky break and cash in his chips. He kept pushing, driving, working — and sustained that effort for more than two decades. That’s not luck — that’s return on luck.

Sunday, October 23, 2011

王传福:比亚迪电动汽车倍受关注,公交电动化策略优先


记者:在电动汽车方面,电池技术还是比亚迪的核心技术。目前营业收入55%还是来自于传统收入,我们还是期待电动汽车的,但是现实情况跟预想是不同的,比亚迪在什么样的时间段会改变现状,电动汽车在什么样的时间会给公司带来实际的收益?
  王传福:这个问题,资本市场和媒体都很关注,请大家给比亚迪一些耐心。电动汽车应该用革命这种词语形容,涉及到产能的问题。目前大家看到的投放量是大运会期间做的,我们进行了很多的调试。因为这种电池全球和全世界都没有的,我们摸索了一段时间。
  2011年的下半年是比亚迪真正量产的元年,例如200台电动大巴,电池的容量相当于4000台尼桑,我们一台电动大巴的电池容量是尼桑的15—20倍,我说的是电池容量,在电池产业链上,铁电池是新的电池,所有的供应链都是新的,附件还是用锂电池,正极是不同的,结构也是不同的。我们在这些方面花了一些时间摸索和探索,今天看到的是完整的产业链的生产线。
   我们在深圳还是比较低调的,例如大巴运营的时候,没有过多的宣传,出租车也简单的介绍,没有深度的宣传。但是国外很多的记者过来,我们是包车给他们体验,未来这些方面我们会深度的进行分析。
  记者:电动汽车主要是针对公交系统吗,政府是否有影响。
  王传福:电动车要交购置税10%,这是很厉害的。
  记者:电动汽车是否有补贴的。
  王传福:补贴政策是有的,E6B本来想在北京多卖一些,北京说不摇号,但是没有实施细则,有人说要等本地车出来,这些内容不要写上去,如果可以早一点出来的话,北京的朋友想买车的话,至少不用等号,也是一款环保的车。
  记者:私家车充电怎么解决?
  王传福:私家车解决充电就像买空调一样,单独的设置,充电后可以达到上百公里,电动车有很多的误区,实际上是错误的,私家车不依赖公共的充电桩,家里安装一个充电器就够了,人们往往以为电动车对公共充电桩的依赖等于燃油车对加油站的依赖,实际上是错误的。
  例如每个家庭流出来的是油,你的车不需要加油的,电每家都有的,不像油一样,家里不可能有油,因此只能依赖。手机都是在家里充电的,一般不会再外面充电。一辈子也可能只有一次,用形象的比喻,公共充电桩就像车里的备胎,车如果没有了备胎,就会觉得很难受,万一坏了怎么办,实际上开了一辈子的车,也没有用过一次,这是心理作用。比亚迪的车,300公里的里程,上三环、四环也没有关系的,到朋友哪里吃饭喝酒也没有关系的,可以在晚上给车充电,而且电动车是预约充电,你7点回去后,可以设定在11点充电,早充就会贵,这是由软件来调整的,大家对电动车有很多的误区,大家认为换电池,手机可以更换,汽车也可以更换吗,实际上是错误的,首先手机的电流是几十毫安可以更换的,电动车的电流是几百安培,发电是电流的平方,这么大的热量涉及到很多安全的问题。如果更换电池的话,要很方便,就不能拧螺丝,如果追求方便就不能加螺丝,方便和紧是大的矛盾。
  第二,车是运动的,家里安装电线和开关,拧上螺丝,房屋是不运动的,车是运动的,如果车一动的话,动也是一个矛盾,车一动就会影响到充电。
  第三,要实现无尘,一个头发丝都会将某个地方搞脏,脏了就会电阻增加,如果换电池的话,不可能像工厂一样,车就在马路边上,例如北京风沙大,或者是插头上有头发就会导致很多的问题,因此有很多的矛盾,不能说完全不能解决,这是很难解决的,现阶段简单的用手机更换电池的方法比喻是误区,电动车有很多的误区,按照手机的方法是无法处理的。
记者:您对市场趋势性的判断,不仅仅局限于新能源汽车,可以谈谈太阳能汽车等等,您去年提到新能源汽车会在2015年迎来引爆点,现在是否有所改变。
  王传福:原来说太阳能电在2015年有很大的变化,因为太阳能电价跟煤的电价接近。我们给南方电网引进了2万兆瓦,给国家电网也引进了2万兆瓦,目前国家处于出能试验的阶段,如果试验成功的话,就会大规模的推广。
  电动汽车方面公交系统会先走,我认为上得最快的就是公交电动化,虽然出的晚,但是会上得快。私家车是环保和有社会责任的人,这些群体会先购买。这类的群体北京人很多,但是北京需要进一步等待政策。一般的城市会少一些,北京市场打开后,我们的市场就会很大。我们乐于看到公交电动化,有很多的社会责任和意识,包括国家的安全问题。社会意义远远大于经济意义,这是放到首位的,通过深圳大运会的运行后,我们认为公交会先行,实际上国家的政策就是指电动化,有的城市实施计划并不是很好,只是深圳完成的比较好。
  我们认为公交电动化在未来三年会发生很大的改变,明年到深圳的话,如果深圳有2000台电动大巴的话,这就是一场公交系统的革命,明年来的时候,就会问,还要买燃油大巴吗,或者是燃油大巴什么时候消失,大家讨论的就是这一问题。
  记者:电动车的概念,在国外接受的程度是怎样的,是否想过花大力气扩大海外的市场?
  王传福:公交系统来说,美国是依赖私家车的城市,美国的纽约、洛杉矶、芝加哥、休斯敦四个城市大巴多一点。北京的出租车有五、六万台,大巴有二、三万台。
  记者:美国人愿意用电动的汽车,是否可以在这些方面切入?
  王传福:比亚迪是中国企业,虽然是巴菲特投资的企业。我们更愿意将公交电动化放到中国,在我们的战略中有个优先顺序,公交是第一,F3DM双模电动车在深圳也卖的,现在所有的电动都移到公交上,电池产能不够的情况下,首先保证公交。
  记者:你们的策略是公交优先,本地优先吗?
  王传福:公交优先,并不是本地优先,有的城市让我们投资,每个省和城市都投资的话,我们没有这么多的资金,这就是地方保护。
  记者:电动车是中国政府旗帜鲜明的倡导的,但是国外不一定认可的,而且车到国外还需要认证,需要做大量的工作。
  比亚迪中报的时候,净利润下滑了88%,但是我注意到报表内有一个现象,关键的原因在于摊销和折旧。报表中的净利润看起来不好看,但是现金流是正常的,也就是说明比亚迪在前期几年大规模的投入,在这一、二年或者是今年的报表中摊销费用加大。我们想知道的是,这两年是调整年度,您预测业绩的拐点会在什么时候呈现?
  王传福:这都是明年的事情,我们二季度是很差的,大约11月29日会公布三季度的业绩和四季度的预告,到时你会看到。对于企业家而言是很坦率的,很羡慕你们的。家里人多,现在有18万名员工,虽然有一些梦想,又要现实。股东要满意,员工要涨工资,因此管理层要不断的努力,各方的利益尽量的做到。
  比亚迪是技术型的企业,本来就是打技术牌的,我们叫做技术为王,创新为本,我本人也是学技术的,技术看得更深一点,在其他的企业产品为开发服务的,我们的产品是为战略服务的,我是以技术作为支撑,才可以奠定未来,我看得远一点。技术也是为产品服务的,同时优先为战略服务,地球是不堪负重的,作为有责任的企业家,要做一些事情,城市也是不堪负重的,要满足各方的利益,员工要求涨工资,股东要求股价上涨,我们要满足各方的梦想,如果要实现的话,人类就不会未始有、打仗和污染考虑,从技术的角度来说,并不是很难实现的,太阳能价格在2016年就掉下来,储能的技术已经有了,就是缺乏大规模的需求,有定单我们就可以做的,人类真正能够发展,就不会欠子孙后代的东西,现在是将孙子的东西用掉,这样下去的话,他们将来怎么办。
  作为企业家来说,有梦想,也有压力。今年比亚迪很努力的工作。我们以前也犯了一些错误,压力大的时候,头脑更加的清晰,会做出正确的事情。2009年每天都是迷糊的,产能很大,产品卖的很好,当时很容易犯错误,头脑是发热的,有压力的时候,反而会冷静的思考。

王传福:该犯的错都已犯过了 2013年将重新进入腾飞


“2005年推出F3以后,连续5年的高速成长,特别是2010年达到了100万台,在网络扩张上犯了一些错误,过多地关注了网络的数量,忽略了网络的质量。其次,在一些小问题上,例如产品的小问题上,做得不够细。”面对记者,比亚迪(002594)董事长王传福一开始就解剖自己的“两个错误”,“我们准备从2011年到2013年花三年时间进行调整。”
  近一年来,比亚迪似乎坏消息不断—经销商退网、销售高管离职、裁员风波、中报利润骤降88.6%,以及“气囊门”事件……但王传福依然信心满满,代工远未到行将末路,新能源汽车也绝非未成气候,“深圳正大力推动公交电动化,未来5年将更换1万辆公交大巴和1.3万辆出租车,我们已经拿下明年深圳2000辆电动大巴的订单,40亿元”。
  “2010、2011年的放缓,在比亚迪的历史上,不完全是一件坏事,我们解决问题后,更能实现我们的目标,”王传福说,“2013年将重新进入腾飞”。
  话语平静,但掷地有声。
  三年调整
  三年调整如何实施,管理、组织、人员和工厂如何调控,是否要进行大的变革?
  王传福说,调整首先是网络,以前有1000多家经销商,现在是830多家,精减了很多,现在是只出不进,随着S6和G6产品陆续投放,他们的信心也非常足,摩拳擦掌希望和比亚迪一起奋斗。
  其次,提升品质。“我们一定要将品质做到跟合资公司一样,这是不能妥协的,S6就是一个例子,在品质一样的情况下,价格只有合资品牌的一半,”王传福说,“现在老百姓还不了解我们的品质和品牌,没有关系,就慢慢试,比亚迪品质绝对不妥协,所有的小问题,例如雨刮(F3投诉率第一的是雨刮)和噪音等不能有半点差异,不行就换供应商。我们的目标很明确,今年年底所有车的品质要达到合资品牌的要求,内部IQS控制要小于10%,合资品牌这方面的数据也就9%左右,现在S6做到了,F0做到了,今年底F3也要做到。”
  同时,动力总成上要与国际同步,如涡轮增压,比亚迪也要有。
  此外,电子化方面要领先。“我们拥有各种十万多元级别汽车中无法看到的电子配置,例如数字电视、倒车影像和右前轮摄像头。我们在国内第一家使用感应的钥匙,例如放到钱包里面的一个芯片。还有云钥匙遥控和安全技术,经济型轿车安装夜视系统,所有的座椅和方向盘都做成GE,还有GPS、蓝牙、5.1声道的家庭环绕、6个安全气囊,整车设计是按照五星碰撞设计,我们的品质已经做到跟合资品牌同步。”
  “有了这些条件,我们相信实现第一并不是一句口号,我们犯了一些错误,速度放缓一点,这样不是坏事。坦率讲,2009年我所主持的会议,99%的时间都是谈产能、产能、产能,因为2009年增长了162%,开会后留下2分钟谈一谈品质问题。事业部的总经理说,品质没有问题,不是都卖光了吗?真正有压力的时候,销售放缓的时候,才会真正花心思,真正动真格地改善噪音的问题、雨刮为什么刮不干净的问题,只有将这些问题真正重视起来,公司整体的规划和服务水平才能提高。”
  “如果我们的品质跟德国车是一样的,跟韩国车是一样的话,价格是他们的一半,我们还有百分之十几的毛利,这就意味着什么?”王传福说,“我们该请的师傅已经请了,该学习的都学习了,该犯的错误都犯了,现在就要出真的东西了。”
  对于公司事业部的调整,王传福说,现在比亚迪有18万名员工,汽车产业部有7.3万名,IT产业有11万多。7万多的员工是垂直整合的方式,销售部的人数是比较多的,目前正在精减,将原来的四个网络变成三个网络,我们的销售人员要控制在2500多人左右。
  王传福表示,“比亚迪的产业很多,包括公交电动化、绿色公交事业部,还要给香港做巴士,这是新的事业部,还有诺基亚、华硕订单加大生产方面需要的人员,我们尽量内部调岗,到目前为止没有主动裁过一个人。但坦率地说,有一些做销售的人调到IT不太适应,不像销售那样每天很自由,有的人就会走了,我们也不会勉强挽留。”
E6五年无对手
  14日上午,比亚迪首次将其视为绝密的“铁电池(磷酸铁锂)生产线”及检测中心,公开“暴露”在媒体记者的眼前。
  比亚迪汽车销售有限公司总经理侯雁说,每块铁电池容量为200安士(日本生产的铁电池最大为50安士),无惧火烧,在即将上市的E6车型上,将安装96块铁电池,一次充电可行驶300公里。
  “E6五年无对手。”王传福之所以敢于如此放言,也正是基于这款“自主知识产权铁电池”的底气。
  王传福认为,中国发展汽车工业,除了走电动车道路,没有第二条路。中国如果一个家庭一部车就是4亿汽车,一年8亿吨成品油,相当于原油11吨,去年中国才进口二三亿吨石油,进口依存度已达55%,发展电动汽车对中国尤为重要。
  耗油大户之一是公共交通,一辆私家车一天平均运行不到2小时,一辆出租车运行20小时,一辆公共巴士相当于30台-40台私家车的耗油量。按深圳计算,公交系统的耗油量占到深圳总油量的25%-30%。
  比亚迪的战略选择是,将公交电动化放到首位。王传福称,深圳未来五年,要更换1万台公交大巴、1.3万台出租车,13日香港特首曾荫权在新的执政报告中说拨款1.5亿港元购买比亚迪电动大巴约30台。法兰克福订购的电动大巴明年三月交付,给米兰明年交货600台大巴。欧洲巴士的营运商到深圳一看有200台电动大巴、300台电动出租车在跑,一下子改变了他们很多的概念,回去后马上停掉了欧6项目、混合动力电动大巴项目,买了比亚迪400台电动大巴在赫尔辛基运行。
  “10月26日,E6就要上市,这款车我们打造了9年,逐步改造,逐步优化,累计投入10亿元。在未来5年内,没有哪一款其他出租车可以满足电动化的,而E6可以满足一次充满电续航250公里,行李厢可安放三副高尔夫球杆,E6代表了未来发展的方向,作为出租车,E6在5年内没有竞争对手。”王传福称,公交电动化的市场蛋糕之大令人咋舌,50万台公交车,约1万亿元,1200万辆出租车,约1.32万亿元,比亚迪的电动车战略,就是K9(公交电动大巴)+E6(电动出租车)组合。
  未来“秦”计划
  比亚迪造车的思路主要有三步:通过逆向开发低成本推出新产品;通过垂直整合产业链获得产品在制造环节上的成本优势;通过市场销量的高速扩张实现规模化收益。但是这个模式已经带来了新车推出节奏较缓慢、市场诟病企业设计“山寨”等问题,但这一点很快将会改变,在调整期间,比亚迪连续推出数款新车。王传福表示,尽管制定了三年调整计划,但投入方面没有太大变化,否则就会青黄不接。
  5月上市的S6是调整期内第一款车,如果说F3代表比亚迪2005年的水平,S6代表比亚迪现在造车的水平,丰富的电子化配置遥遥领先,有望带动比亚迪二次腾飞。E6先行者装载的是比亚迪云钥匙,比感应钥匙更方便,用苹果手机开车门。新款F3明年将在北京车展推出,钥匙遥控技术独具一格。
  调控期内第二款车G6,说明比亚迪的品质达到了合资品牌的品质,动力跟世界同步,1.5L缸内直压和涡轮增压,使老外都惊讶。明年还会推出新F3和新F6,F3有遥控功能,F6采用悬视夜视系统。
  王传福强调,明年9月份将推出一款车,叫做“秦”,这是比亚迪挑战合资品牌的一款车,F3DM是比亚迪2008年的技术,秦是比亚迪2011年的技术。0-100公里加速6秒,100公里油耗2L,还有很多新技术,云钥匙、遥控都是小意思。摄像头、座椅、方向盘都是GE的,人坐进去后,方向盘就下降,出来后,方向盘就上升,座椅也是电子化的,这是比亚迪I系统,有一个小的机器人(300024),门一开就有小人在仪表盘上运行,上面有很多的摄像头,而且跟你对话,不用动手,只用动嘴就可以了。可以通过苹果手机来遥控,如果将车借给朋友,也可以通过远程监控了解是谁在车上,这些项目是可以真正挑战合资品牌的,看了让人感觉恐怖,这是比亚迪2011年最新的技术。
  王传福说,以前设计师经常搞一些特色的东西,他经常否定了,不敢冒险,但秦这个项目就是属于挑战型的,就是属于里程碑式的产品,造型就是异类的,秦这个项目有夸张的资本。
  “说到市场,我们的市场是全球第一,如果说资金,中国不缺钱,政府也是支持的,中国有全球最具竞争力的工程师,为什么比别人差?”王传福说。

Monday, October 10, 2011

China's Largest and First Environmentally-friendly Battery Storage Station is in Service


China Southern Power Grid (CSG) -- the second largest utility company in the world -- has completed construction of China's largest battery energy storage station (ESS) as well as the World's first megawatt-level, grid-connected, environmentally-friendly, Iron-phosphate (Fe) battery storage station for commercial use, integrating BYD technology. Chinese CSG officials reported, "This Energy Storage Station is capable of charging or discharging over 12 Mega-Watt-hours or 3 Mega-Watts for 4 hours off of or onto the grid -- this is an outstanding accomplishment!" BYD's Chairman, Chuanfu Wang, notes that BYD is at the cutting edge of "a new energy revolution" across China and aims to "lead the world in installing environmentally-sound, battery energy storage systems."
Called the "Shenzhen Baoqing Battery Energy Storage Station," this CSG ESS is located in the Longgang District of Shenzhen City and is tied to a 110 Kilo-Volt (KV) substation supporting the rapidly growing Biling Industrial Park. The system's enabling technology is the BYD Fe (Iron-Phosphate) batteries, BYD's BMS (Battery Management System), a PCS (Power Conversion System) and an energy storage data station which monitors and controls the system to ensure holistic and efficient utilization. The multiple functions of the ESS include:
-- Load-following/Load Leveling or charging during the grid's lowest-usage-periods (i.e. night-time) which make other generation sources like ICE, Coal or Nuclear much more efficient (since the night usage of these stations may be as low as 40% utilized, but they still must run all night);
-- Dispatchable energy during periods of high demand to peak-shave (i.e. day-time spikes in demand);
-- FRR/power quality services to allow millisecond fast frequency adjustments on the grid caused by irregular sources (like wind or solar or power outages) and RRI/ramp-rate control and arbitrage for large renewable installations attached to the grid;
-- Electricity balancing and regulating voltages (reactive power/VAR support) on the grid due to irregular sources like named above;
-- Back-up power sources which guarantees distributed power supply closer to demand consumption during crucial events (e.g. summer outages and cascading regional brown outs which could shut down production and commerce).
The Baoqing Battery Energy Storage Station is in its first stage of implementation (with 3MW maximum output for 4 hour duration), but was designed to eventually have a 10MW output for 4 hours (40 -- 50 MWh) with over a 25 year service life before battery replacements may be needed. The next phases will expand the station's power output step-by-step. BYD and CSG are hoping this real-world application and their partnership will promote the rapid development and implementation of distributed, environmentally-friendly, high-tech, energy storage solutions across the World.

Car rentals switch up several gears


 Car rentals switch up several gears
Guoxin Vehicle Leasinga major car-rental company in Hangzhouthecapital city of East China's Zhejiang provinceCar leasing in China saw aboom during the three-day Mid-Autumn Festival in September and theseven-day National Day Holiday that started on Oct 1. Provided to ChinaDaily
Demand cannot match supplysay international and domestic companies in the auto-hiremarket
SHANGHAI - Shanghai-based office worker Chen Hao thought his plan with his friends wasperfectHe would fly to Nanningin Guangxi Zhuang autonomous regionthen rent a car thereto drive around the beautiful tourist city during the week-long National Day Holiday from Oct 1to 7.
Howeverthe only problem for the 26-year-old travel-loverwho obtained his driving license justthree months agowas that there were too many people in China harboring a similarly "perfectplanto hisAndapparentlythey had been quicker off the mark.
"I had settled everything and visited the rental company two weeks before the holidaywhich issufficient even for a train tripusually the most crowded one," said Chen. "It just never occurredto me that the (car rentalmarket was so hot."
As a resultChen gave up his plan because the "perfectcar at a "perfectrental priceaVolkswagen Polo for 129 yuan ($20.20) a daywas no longer availableand the budget travelerwas not willing to pay as much as 50 percent more to make his trip "perfectas planned.
Fueled by millions of young backpackers like Chenand perhapsan equally large number ofpeople who work away from their hometowns and who also feel like driving backthe Chinesecar rental market saw a boom during the three-day Mid-Autumn Festival in Septemberatraditional holiday for family reunionsand the National Day Holiday.
"We doubled our car fleet to more than 1,000 vehicles this year in ChinaButstillsupply isgreatly outnumbered by demand," said Terence Chiugeneral manager of Avis Car Rental inChina.
"Before the Mid-Autumn Festivalbookings flew in a week in advanceWith the NationalHoliday, 70 percent of our cars were booked two to three weeks in advance," Chiu added.
Domestic car rental companies have experienced similar results as international firmsTheyhave been more aggressive in their marketing strategies and expansion in recent years,launching advertising campaigns at places including metro stations and central office buildingsmonths ahead of the two neighboring holidays.
Bookings with Shenzhou and eHi Car Servicetwo of the major players in the marketshowedthat during the Mid-Autumn Festivalall cars costing no more than 200 yuan a day to rent werefully bookedJust before the National Holidaybudget cars at these companiessuch as theMazda 2 and BYD FOwere no longer available.
"Now even my friends are coming to me to rent an inexpensive carbut all I can say is, 'Sorry,you have to wait'," Chiu from Avis told China Daily.
Along with the soaring demandthe price of car rentals isunsurprisinglyalso climbing.
According to a salesman with eHi Car Service in Shanghai who declined to give his nametherehas been an average of 50 to 60 percent rise in rental feesWith some popular car typestheprice has even doubled.
Cars have to be leased for at least three days during the National Day Holidayaccording tothe terms and conditions on the official website of Shenzhou and eHi.
Despite the higher thresholdcustomers are not being deterred.
"In the pastthe most popular cars were usually economy vehicles with the lowest prices," saidShao Weia senior executive with eHi Car Service. "But in recent monthssafer and morecomfortable cars are gradually gaining momentumespecially among young urbaniteswhohave learned from experience to trust the new industry."
One of the major driving forces behind the industry's growth is increasing investment fromventure capitalists into the capital-intensive businessThis has allowed rental companies to buymore new cars and launch wider promotions.
"Basicallyit's a market in which no one knows its limit," said Chiu from Avis. "The currentsituation here is however many cars you can providethe market can take them all."
Chiu suggested that over the next five yearsAvis is planning to invest a minimum of 3 billionyuan in the Chinese marketexpanding both its locations and rental car fleet to 10 timescurrent numbers.
Although the short-term rental servicemostly from individual customersaccounted for 25percent of the company's business in ChinaChiu believes there is a huge potential that couldbeand may continue to bethe real reason for the strong growth of the market.
There is a wide gap between the ever-increasing number of driving-license holders and thenumber of civilian automobiles restricted by the governmentthe limited road space and risingfuel costs.
Statistics from the Ministry of Public Security showed thatby 2010, there were 150 milliondriving-license holders in China andin the coming yearsthe number is likely to increase at therate of 20 million a year.
In contrastmetropolises such as Beijing and Shanghai are introducing a number of toughpolicies including limiting purchases of new cars through a sales quota system and carregistration plate auctioning.
According to a report issued by the international consulting firm Roland Bergerin 2010, thecar rental industry in China achieved an annual turnover of 18.2 billion yuanBy 2014, it isestimated that the market would have more than 400,000 cars and produce 38 billion yuan inannual revenues.
China Daily
Car rentals switch up several gears

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