周日，法国总统埃马纽埃尔·马克龙与约60位欧洲汽车行业人士共进晚餐，但现场并无任何中国汽车制造商的身影。不过次日马克龙参观巴黎车展时，这些中国车企便格外引人注目了。
No Chinese carmakers were represented at a dinner on Sunday attended by French President Emmanuel Macron and around 60 European automotive industry players, but they were hard to miss when he visited the Paris Motor Show the next day.
安联贸易公司在一份报告中指出，尽管中国车企正努力应对中欧达成的限制中国混动及插电式混动汽车对欧出口增长协议所带来的影响，但今年车展上的参展商中仍有一半来自中国品牌。
Allianz Trade said in a report that Chinese marques comprised half the exhibitors at this year’s show, even as they dealt with the fallout from a China-EU agreement to curb the growth of China’s hybrid and plug-in hybrid automotive exports to the bloc.
在该协议的大背景下，这些中国车企正愈发注重迎合欧洲政界人士的偏好，纷纷展示自身在欧洲投资及创造就业机会的承诺。
Against the backdrop of the agreement, they are increasingly learning to speak the language of European politicians by showcasing their commitment to investing in Europe and creating jobs.
一位出席车展的中国汽车行业高管表示，如果出口配额严格按照“先到先得”的原则执行，很可能会引发令人担忧的“抢购潮”。
A Chinese auto sector executive at the show said that if the shipment cap was strictly carried out on a first-come, first-served basis, it was likely to trigger a worrying “stampede”.
一位欧盟高级官员称，这种执行模式极有可能被采用。该官员透露，只要27个欧盟成员国批准相关安排，布鲁塞尔计划从12月初起实施这项保护措施，初期会将年度进口量上限设定为35万辆。
A senior EU official said that was likely to be the model. Brussels was planning to launch a safeguard measure from the start of December – if the 27 member states approved the arrangement – the official said, adding that it would cap annual imports at 350,000 units to start.
该官员还指出，这项为期四年的管控措施旨在将中国品牌在欧盟混动汽车市场的12%份额削减一半。
The official said the controls, in place for four years, were designed to cut China’s 12 per cent share of the EU hybrid market by half.
鉴于比亚迪、奇瑞、上汽和吉利等中国头部品牌在欧盟混动及插电式混动汽车市场的布局极为广泛，它们很可能受到此次配额政策的影响。
Leading Chinese brands such as BYD, Chery, SAIC and Geely are likely to feel an impact, given their heavy footprint in the continent’s hybrid and plug-in market.
一位常驻欧洲的中国企业高管将这一配额限制形容为“收紧腰带的措施”，认为其目的就是促使中国车企将生产链转移至欧洲。
The cap was described by a Chinese executive in Europe as “a band-tightening spell”, intended to push Chinese companies to relocate production chains to Europe.
这种产业转移的趋势在巴黎车展上也清晰可见：中国车企纷纷借此机会展示自身在欧洲不断扩张的生产规模与招聘成果。
That relocation effort was visible at the Paris show, with Chinese carmakers using the occasion to showcase their expanding production and hiring efforts in Europe.
汽车行业的投资本质上属于长期投入……需要大量资金以及多年的规划。——中国欧盟商会秘书长方东葵“在欧洲，产能是我们面临的最大瓶颈，”小鹏汽车首席执行官何小鹏说道。
Automotive investment is inherently long-term … [requiring] substantial capital and many years of planningFang Dongkui, China Chamber of Commerce to the EU“Production is our biggest bottleneck in Europe,” said Xpeng CEO He Xiaopeng.
这家总部位于广州的企业目前在奥地利由加拿大麦格纳公司运营的工厂中生产四款车型。据何小鹏介绍，公司正在与多个欧洲国家及企业商谈扩大欧洲产能的事宜。
The Guangzhou-based firm, which produces four models at Canadian company Magna’s factory in Austria, was discussing the expansion of production in Europe with various countries and companies, he said.
小鹏汽车国际业务副总裁唐华表示，今年该公司在海外的累计销量已突破10万辆，目标是到2030年这一数字能超过100万辆；届时，中国以外市场的销量中将有60%来自欧洲本地生产的产品。不过他并未透露欧洲本地生产的具体占比。
Alex Tang, Xpeng’s vice-president of international business, said its accumulated sales overseas had passed 100,000 this year and it was aiming to see that figure exceed 1 million by 2030, when 60 per cent of the cars it sold outside China would be locally produced. He declined to provide a specific percentage for EU production.
比亚迪执行副总裁李柯在接受彭博电视采访时称，到2030年，公司计划在欧洲招聘4万名员工，这一数字将是目前规模的3倍；同时公司也打算吸纳因欧洲制造业裁员而失业的人才。
BYD executive vice-president Stella Li told Bloomberg TV the company was looking to hire 40,000 people in Europe by 2030, a threefold increase from its current level, and planned to absorb talent displaced by industry lay-offs in Europe.
她还在法国BFM商业频道透露，除今年即将在匈牙利投产的工厂外，比亚迪还计划在欧洲再建两座工厂，法国正是候选建厂地之一。
She told French channel BFM Business that BYD was looking to open two more factories in Europe, on top of a factory in Hungary that is set to open this year, with France on the location shortlist.
总部位于重庆的长安汽车则宣布，计划于2028年在欧洲生产18万辆汽车，到2030年这一数字将增至35万辆。
Chongqing-based Changan Automobile announced plans to produce 180,000 cars in Europe in 2028 and 350,000 by 2030.
随着各项投资计划陆续出台，中国欧盟商会也着重强调了营造透明、可预测且连贯一致的监管环境的重要性。
As the investment plans mount, the China Chamber of Commerce to the EU has emphasised the importance of a transparent, predictable and consistent regulatory environment.
“汽车行业的投资本质上属于长期投入，”方东葵指出，“建设电池工厂、整车制造基地、测试中心或开展研发项目都需要大量资金以及多年的规划。”周一，摩根士丹利分析师在一份报告中指出，中国车企产品的出口目的地并未发生变化，只是出口路径有所调整。
“Automotive investment is inherently long-term,” said chamber secretary general Fang Dongkui. “A battery plant, vehicle manufacturing facility, testing centre or R&D project requires substantial capital and many years of planning.”In a report released on Monday, Morgan Stanley analysts said the destination of Chinese carmakers’ products was not changing – only the route.
“全球汽车产业的发展趋势正从向欧洲出口整车转向在当地进行生产，从依靠价格优势抢占市场份额转向以利润率为核心来定位自身竞争力，从单一的出口渠道转变为覆盖多个市场的布局，”分析师们指出。“这一趋势将有利于那些具备规模优势、雄厚资金实力且已在欧洲制定生产计划的中国电动汽车领军企业迅速实现战略转型。”
“Global growth shifts from exporting vehicles into Europe to producing them locally, from price-led market share gains to margin-led positioning, and from a single export channel to a multimarket footprint,” the analysts said. “Such a development would favour Chinese [electric vehicle] leaders with the scale, balance sheets and European manufacturing plans already in motion to pivot quickly.”