东京 —— 随着印度收紧车辆环保法规，铃木汽车专注于小型燃油车的印度战略遭遇阻碍。
TOKYO -- Suzuki Motor's strategy of focusing on small gasoline cars in India faces a roadblock as the country moves to toughen environmental regulations for vehicles.
印度将于4月实施第三阶段企业平均燃油经济性标准，即CAFE III。车企将被要求遵守燃油消耗和排放标准，这些标准将每年收紧，直至2031财年。
In April, India will implement the third phase of the Corporate Average Fuel Economy standards, also known as CAFE III. Automakers will be required to adhere to fuel consumption and emission standards that will be tightened each year through fiscal 2031.
然而，电动汽车在CAFE标准下享有激励措施。但铃木在向印度推出电动汽车方面步履迟缓。该公司首款纯电动车型e Vitara于2月进入印度市场。
However, electric vehicles enjoy incentives under the CAFE standards. But Suzuki has been late in introducing EVs to India. The company's first battery EV model, the e Vitara entered the market in February.
在政策制定者研究CAFE III条款期间，铃木曾游说建立有利于小型燃油车的框架。去年9月发布的草案规定称，每辆重量在909公斤或以下的车辆，将被视为比同类车辆每公里少排放3克碳。
While policymakers were considering provisions for CAFE III, Suzuki lobbied for a framework that would favor smaller gas vehicles. Draft regulations released September last year said each vehicle weighing 909 kilograms or less would be treated as emitting 3 fewer grams of carbon emissions per kilometer than comparable vehicles.
据当地媒体报道，由于主要本土车企反对，这一措施最终被取消。反对者声称，铃木将基本成为唯一受益者，因为该公司控制着印度微型车市场95%的份额。
But this measure was ultimately scrapped due to opposition from major local automakers, according to local reports. Detractors claimed that Suzuki would essentially be the sole beneficiary, since the company controls a 95% share of India's subcompact vehicle market.
政府于9月公布了CAFE III的具体细则。铃木印度子公司马鲁蒂铃木高级执行官拉胡尔·巴尔蒂对该法规表示认可，并补充称这些规则将鼓励多方面的研发与创新。
The government announced the specifics of CAFE III in September. Rahul Bharti, senior executive officer at local subsidiary Maruti Suzuki India, endorsed the regulation, adding the rules will encourage multifaceted research, development and innovation.
铃木在印度汽车市场的统治地位似乎解释了其不担心的原因。尽管较过往高点有所下降，铃木仍占据近40%的乘用车市场份额。
Suzuki's dominance in the Indian auto market appears to explain the lack of concern. Although it is down from past highs, Suzuki still holds nearly 40% of the passenger vehicle market.
铃木面向印度市场的Victoris SUV提供混合动力、压缩天然气和汽油版本。
Suzuki's Victoris SUV for India comes in hybrid, compressed natural gas and gasoline variants.
小型燃油车是铃木的主要利润来源。该品类未获特殊待遇，表明公司将面临转向不同方向的压力。
Subcompact gas vehicles are a main earner for Suzuki. That the category was not granted special treatment suggests the company will face pressure to shift to a different direction.
铃木确实可以选择推出其最知名车型的电动版本，例如 Alto K10 和 Wagon R 微型车。但制造此类车辆成本高昂，成本将反映在标价上。
Suzuki does have the option of releasing EV versions of its best-known vehicles, such as the Alto K10 and Wagon R subcompacts. But it will be expensive to make such vehicles, and the costs will be reflected in the sticker price.
“入门级细分市场的消费者对价格敏感，”美国市场情报公司 Mobility Global 分析师川野芳昭（Yoshiaki Kawano，音译）表示。“这可能会抑制销售。”铃木在印度销售 19 款车型，其中 Alto 价格最低，起售价约为 37 万卢比（约合 3900 美元）。
"Customers in the entry-level segment are price-sensitive," said Yoshiaki Kawano, analyst at U.S. market intelligence firm Mobility Global. "That could put the brakes on sales." Suzuki sells 19 models in India, and the Alto is the least expensive, starting at around 370,000 rupees ($3,900).
即便推出混合动力或增程式电动版本，成本也会很高。微型燃油车长期以来一直是铃木赢得新粉丝的入门车型。
Even rolling out hybrid or extended-range EV versions would be costly. Subcompact gasoline vehicles have long served as a gateway for winning new Suzuki fans.
铃木将如何延续这一传统，是一个终将需要回答的问题。一种选择是利用这一关键时刻，将其作为重塑新形象的机会。
How Suzuki will maintain that legacy is a question that will need to be answered eventually. One option would be to use this juncture as an opportunity to create a new image.
“对于印度的年轻一代来说，铃木与其父母开的车有着强烈的关联，”东海东京情报实验室高级分析师杉浦诚二（Seiji Sugiura，音译）表示。公司对微型燃油车战略的改变，也可能提供一个重塑品牌的契机。
"For India's younger generation, Suzuki is strongly associated with the cars their parents drove," said Seiji Sugiura, senior analyst at Tokai Tokyo Intelligence Laboratory. A change in the company's strategy for subcompact gasoline cars could also offer a chance to revamp its brand.
铃木社长铃木俊宏（Toshihiro Suzuki）与印度总理纳伦德拉·莫迪（Narendra Modi）握手，庆祝公司首款电动车 e Vitara 发运。（铃木汽车供图）印度 90% 的石油依赖进口。为应对这一风险，并削减碳排放，印度于 2017 年引入了企业平均燃油经济性（CAFE）标准。这些措施对印度汽车市场的影响可能并不特别大。
Suzuki President Toshihiro Suzuki and Indian Prime Minister Narendra Modi shake hands to mark the shipment of the company’s first EV, the e Vitara. (Suzuki Motor) India relies on imports for 90% of its petroleum. To counter that exposure, as well as to cut carbon emissions, CAFE standards were introduced in 2017. The measures may not have a particularly large impact on the Indian auto market.
“在欧洲的二氧化碳排放法规下，市场份额格局并未发生显著变化，”KPMG 咨询董事轰木光（Hikari Todoroki，音译）表示。
"Market share patterns did not change significantly under Europe's carbon dioxide emissions regulations," said Hikari Todoroki, principal at KPMG Consulting.
“考虑到印度的经济增长，销量可能会增加，”轰木补充道，“整体购买量的增长将抵消市场份额的变动。”
"Given [India's] economic growth, sales may increase," Todoroki added, offsetting shifts in market share with greater overall purchases.
印度计划到2070年实现碳中和。考虑到这一漫长的时间跨度以及日益严格的法规前景，微型燃油车最终可能会消失。
India plans to achieve carbon neutrality by 2070. Given this long timeframe and the prospect of increasingly stringent regulations, subcompact gas vehicles may eventually disappear.
“没有任何法规是容易遵守的，”铃木汽车的一位高管表示。“为防止印度汽车化进程放缓，关键在于如何在不推高成本的情况下实现合规。”
"There are no regulations that are simple to comply with," said a Suzuki executive. "To prevent the motorization of India from slowing down, the key is how to comply without driving up costs."