"When AI is combined with electric vehicles, the car chooses and manages energy on its own, so cost-effectiveness (efficiency) improves beyond imagination. That aligns with the Chinese government’s push for extreme energy efficiency. The era of a 4-minute full charge and 2,500 kilometers (1,553 miles) per charge has already arrived. There is no inconvenience that overwhelming value can’t solve," said an official at a Chinese company identified only as Company A.
This year’s Beijing motor show looked less like a traditional auto exhibition and more like a massive energy expo. Among about 1,400 vehicles spread across an area the size of 53 soccer fields, crowds did not linger at supercars. They gathered instead at battery demonstrations: BYD showing a charge to 70% in five minutes inside a minus-35 Celsius (minus-31 Fahrenheit) icebox, and CATL promoting its third-generation battery technology with full charging in the six-minute range.
China’s auto industry, once dismissed as a copycat, has become a center of innovation that global automakers study as it tightens its grip on energy-related competitiveness, the article said.
Behind the rapid shift is China’s detailed strategy to foster so-called new energy vehicles. In the past, Beijing pushed electrification with subsidies, tax benefits and infrastructure support, along with strict license-plate rules. More recently, the government has shifted from acting as a market “guardian” to a tougher manager encouraging survival of the fittest.
China is now cutting EV subsidies that helped fuel growth and is moving to weed out weaker players. Automakers, fighting to survive, are releasing new models every six months, cutting prices and pushing technology to the limit. Last year, the average operating profit margin for China’s auto industry fell to a record low of 4%. Still, companies that endured the pressure, including BYD and Geely Automobile Group, have emerged as “star” firms able to compete in any environment, the article said.
For South Korea’s auto industry, China has become a harsh lesson. Hyundai Motor and Kia’s market share, once above 10%, has plunged, the article said, arguing the setback should now be used to find a new path. Hyundai’s Ioniq V, unveiled at the show, was described as a product of that reassessment.
Hyundai dropped its insistence on using only its own platform and adopted one jointly developed with Beijing Automotive Group. It also integrated technology from CATL for batteries, Momenta for autonomous driving and ByteDance for infotainment. The localization approach was summed up as: borrow technology, but not brand value.
The article said Hyundai will need a fundamentally different strategy in China than in South Korea. Chinese consumers increasingly view cars less as durable goods to keep for more than a decade and more like software devices updated every six months. Without sharply shortening development cycles and accelerating the shift to software-defined vehicles, the article warned, a reputation for hardware could erode quickly.
It also urged Korean automakers to move beyond a closed ecosystem centered on domestic suppliers and strengthen open innovation by partnering flexibly with advanced global IT and battery companies, similar to how Mercedes-Benz, BMW and Volkswagen have worked with Chinese startups under an “In China, For China” approach.
Hyundai Motor Group Vice Chairman Jang Jae-hoon said the company would “learn a lot and grow” in China. The article said technology proven in China — the world’s largest market and one of its most competitive — has become a strong credential for global success, and expressed hope that the Ioniq V can break through in China and expand beyond it.
* This article has been translated by AI.
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