尼克·马丁 2026年10月28日欧盟在保护欧洲车企免受中国竞争对手冲击的同时，正冒着损害土耳其、摩洛哥、日本和韩国等亲密合作伙伴利益的风险。数十亿欧元的贸易额和数十万个欧洲就业岗位岌岌可危。
Nik Martin October 28, 2026 In shielding Europe's carmakers from Chinese rivals, the EU risks hurting close partners from Turkey and Morocco to Japan and South Korea. Billions in trade and hundreds of thousands of European jobs are at stake.
除了向欧盟供应整车和零部件外，土耳其还在生产自己的电动汽车。欧盟于3月提出的《工业加速器法案》（IAA）旨在保护欧洲汽车产业免受中国不公平贸易行为的侵害，寻求升级欧洲汽车工厂，并仅补贴在欧洲生产的车辆。
As well as supplying vehicles and parts to the EU, Turkey is making its own electric cars It is meant to save Europe's auto industry from China's unfair trade practices. The European Union's Industrial Accelerator Act (IAA) proposed in March, seeks to upgrade European car factories and only subsidize vehicles produced in Europe.
然而，欧盟的“欧洲制造”计划在其他盟国车企中引发了深切担忧——如土耳其、摩洛哥、日本、韩国——这些国家都深度嵌入欧洲供应链。
Yet, the EU's "Made in Europe" plan is causing deep concern among other allied carmaking nations — such as Turkey Morocco Japan South Korea— all of them deeply embedded in European supply chains.
在就IAA对其自身汽车生产潜在影响的数月僵局后，德国、法国本月初达成关键妥协，将允许来自英国、挪威等非欧盟成员国的供应商获得“欧洲原产地”资格。传统汽车产业陷入危机。它该如何走出困境？
After months of deadlock over the IAA's potential impact on their own vehicle production, Germany France earlier this month reached a key compromise that would allow suppliers from non-EU members like the United Kingdom and Norway to qualify for "European origin" status. The legacy car industry is in crisis. How can it move on?
观看视频 关闭 离欧洲近，却不够近 然而，汽车行业的其他关键参与者将被排除在外——包括土耳其，自20世纪90年代中期以来，土耳其一直享有无缝进入欧盟市场的待遇。
To view this video , and Close to Europe, but not close enough Other key players in the automotive sector, however, will be excluded — including Turkey, which has enjoyed seamless access to the EU market since the mid-1990s.
尽管这些提案在成为法律前仍面临布鲁塞尔的重大立法障碍，但经济发展基金会（IKV）主席艾汉·泽伊蒂诺卢认为，法德框架可能对土耳其汽车业造成毁灭性打击。
While the proposals still face major legislative hurdles in Brussels before becoming law, Ayhan Zeytinoglu, chairman of the Economic Development Foundation (IKV), thinks the Franco-German framework could be devastating for Turkey's auto sector.
“土耳其汽车出口总额的73%流向欧盟，”泽伊蒂诺卢对德国之声表示。“如果我们在欧盟市场遭遇‘欧洲制造’壁垒，这将给我们与欧盟的贸易及出口造成巨大损害。”他补充道，排除土耳其也将损害欧洲汽车制造业，而非增强其对抗中国的竞争力。
"73% of Turkey’s total automotive exports go to the EU," Zeytinoglu told DW. "If we encounter a 'Made in Europe' barrier in the EU market, this will cause great damage to our trade with the EU and to our exports." Excluding Turkey would also harm European automaking rather than strengthen competitiveness against China he added.
土耳其汽车出口商协会（OIB）测算，该国去年对欧盟的汽车出口总额达301亿美元（268亿欧元）。
Turkey's auto exporters association OIB calculated that the country's automotive exports to the EU totaled $30.1 billion (€26.8 billion) last year.
保护欧洲制造的汽车零部件 IAA要求，一辆汽车零部件总价值（不含电池）的70%应在欧洲制造。
Protecting auto parts made in Europe The IAA requires that 70% of the total value of a vehicle's components — excluding the battery — should be made in Europe.
然而，最初的提案仅适用于纯电动汽车、插电式混合动力车和燃料电池车型，这些车型去年仅占欧盟新车注册量的27%。
However, the initial proposal only applies to battery- electric vehicles (EVs), plug-in hybrids and fuel-cell models, which last year made up just 27% of all new EU car registrations.
国际汽车研究网络（GERPISA）主任、法国国家科学研究中心（CNRS）高级研究员托马索·帕尔迪指出，70%的目标非常宽松。
Tommaso Pardi, director of the international automotive research network GERPISA and a senior researcher at the French National Center for Scientific Research (CNRS), notes that the 70% target is remarkably generous.
帕尔迪对德国之声表示：“如果你拿一辆欧洲制造的普通电动车，去掉电池，你会发现大约83%的零部件来自欧洲。”
"If you take an average European-made electric car and take away the battery, you would find that around 83% [of parts] come from Europe," Pardi told DW.
根据修订后的德法方案，一些自充电混合动力车以及汽油和柴油车仍可在2035年后销售，也将受“欧洲制造”规则约束。
Under the revised German-French plan, some self-charging hybrids and petrol and diesel vehicles could still be sold after 2035 and would also be affected by the "Made in Europe" rules.
这些车型的欧洲零部件占比要低得多。土耳其去年近80万辆对欧盟出口的车辆，大多将落入这一范围大得多的保护伞之下。欧洲的电动车电池难题：能否追上中国？
These cars contain a much lower proportion of European parts. Most of Turkey's nearly 800,000 vehicle exports to the EU last year would fall under this much larger umbrella. Europe's EV battery problem: Can it catch up with China?
中国寻求侧门入场 排除土耳其的另一个关键原因是，中国车企正在土耳其扩大布局，试图借此获得进入欧盟市场的“后门”，但面临重重阻碍。
China seeks a side entrance Another key reason for excluding Turkey is that Chinese automakers are expanding their presence there, hoping to gain back-door access to the EU market, but face major roadblocks.
其中包括神龙汽车（SWM Motors），其位于西北部城市埃斯基谢希尔的工厂因生产车辆不符合欧盟安全标准，一年内关闭。
They include SWM Motors, whose factory in the northwestern city of Eskisehir closed within a year because the cars produced didn't meet EU safety standards.
比亚迪在爱琴海沿岸大型工业中心马尼萨投资10亿美元建厂的计划已搁置。
BYD's plans to open a $1 billion plant in Manisa — a large industrial hub near the Aegean coast — have been put on hold.
与此同时，据咨询公司艾里克斯伙伴（AlixPartners）统计，自新冠疫情以来，摩洛哥已获得中国投资超过100亿欧元（110亿美元），其中大部分投向电池和汽车零部件领域。
Morocco, meanwhile, has received Chinese investments worth more than €10 billion ($11 billion) since the COVID-19 pandemic, according to consultancy AlixPartners, much of it in batteries and auto parts.
对法国而言，这个北非国家扮演的角色类似于中国对德国汽车行业的作用——一个低成本生产中心，帮助法国车企保持竞争力。如果摩洛哥被排除在外，亲民价位的法国车型很可能会变得更贵。
For France, the North African nation plays a similar role to China for Germany's auto sector — a low-cost production hub that helps French carmakers stay competitive. Budget-friendly French models would likely become more expensive if Morocco were excluded.
日本车企在欧洲工厂生产多款车型，也可能受损。从日本进口的汽车将不符合欧盟补贴资格，而在法国、葡萄牙和东欧生产的车型，只有当其足够多的零部件来自欧洲时才能受益。
Japanese carmakers, which build several of their models in European factories, could also lose out. Cars imported from Japan would not qualify for EU subsidies, while models built in France, Portugal and Eastern Europe would benefit only if enough of their parts come from Europe.
韩国车企同样可能受到冲击。现代和起亚在捷克和斯洛伐克设有工厂，但也从亚洲进口车型，这些进口车将不符合资格。不过，韩国在波兰和匈牙利的电池工厂将被视为欧洲产。
South Korean automakers, meanwhile, could also be hurt. Hyundai and Kia build cars in the Czech Republic and Slovakia, but also ship models from Asia, which would not qualify. Korean battery plants in Poland and Hungary, however, would count as European.
摩洛哥的汽车工厂正帮助压低法国汽车品牌的成本 车企争取保留廉价进口 帕尔迪指出，欧洲汽车巨头正积极游说，以削弱IAA（注：原文为IAA，此处推测为特定法案或协议缩写）条款，保护其高额利润空间。
Morocco's auto plants are helping keep the costs of French car brands down Carmakers fight to keep cheap imports Pardi notes how European car giants are actively lobbying to water down the IAA to protect their high profit margins.
“他们希望限制IAA的范围，以保留最大程度从国外采购的空间，特别是从中国采购，”他说。
"They want to limit the IAA to retain the biggest scope to still source from abroad, particularly from China," he said.
欧盟本土车企警告称，更高的零部件成本将使它们相对于中国竞争对手处于更大劣势，而欧洲电池供应短期内不太可能满足需求。
EU-based automakers warn that higher parts costs would put them at an even bigger disadvantage against Chinese rivals, while European battery supply is unlikely to meet demand anytime soon.
安卡拉也在游说布鲁塞尔将其纳入“欧洲制造”计划，而车企正寻求妥协方案，允许土耳其在后期加入。
Ankara is also lobbying Brussels to be included in the "Made in Europe" scheme, while automakers are seeking a compromise that would allow Turkey to join at a later stage.
帕尔迪表示，这将“仅适用于总部设在那里[土耳其和摩洛哥]的欧洲公司……同时排除所有涉及中国资本的近期投资[在这些国家]。”
Pardi said this would be "only for European companies that are based there [Turkey and Morocco] ... while excluding all recent investments involving Chinese capital [in those countries]."
欧盟在行业压力下削弱燃油车禁令 “止住出血” 汽车零部件供应商呼吁然而，欧洲汽车零部件供应商站在了辩论的另一方，呼吁进一步加强IAA。他们警告称，如果不加强对其成员的保护，到2035年该地区多达65万个汽车行业岗位可能流失。
EU to weaken combustion engine ban amid industry pressure 'Stop the bleeding' say auto parts suppliers European auto-parts suppliers are, however, on the opposite side of the argument, calling for further strengthening of IAA. They warn that up to 650,000 auto jobs in the region could be lost by 2035 without better protection for their members.
“失去一个工业岗位很难挽回，损害远不止大型供应商，”欧洲汽车零部件供应商协会（CLEPA）秘书长本杰明·克里格对德国之声表示。
"A lost industrial job is very hard to win back, and the damage reaches well beyond large suppliers," Benjamin Krieger, Secretary General of the European Association of Automotive Suppliers (CLEPA), told DW.
克里格认为，IAA有助于欧洲产业在面对来自中国的不公平竞争时实现公平竞争，并补充道：“我们必须止住出血。”克里格认为，在公众广泛支持确保欧盟公共资金“造福欧洲价值创造”的措施下，如果土耳其、摩洛哥、韩国和日本等盟友符合欧盟标准，它们未必会受损。
Krieger thinks the IAA helps European industry to level the playing field against unfair competition from China, adding: "We must stop the bleeding." With broad public support for measures that ensure that EU public funding "benefits value creation in Europe," CLEPA's Krieger thinks allies like Turkey, Morocco, South Korea and Japan may not lose out if they meet the EU's criteria.
“欧盟应通过一个基于客观标准的‘自愿加入’机制提供IAA准入：监管趋同、社会和环境标准、无市场扭曲、尊重法治和互惠，并辅以反规避措施。符合这些条件的合作伙伴欢迎加入，”他说。
"The EU should offer access to the IAA through an opt-in mechanism with objective criteria: regulatory alignment, social and environmental standards, no market distortion, respect for the rule of law and reciprocity, backed by anti-circumvention measures. Partners that meet them are welcome," he said.