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Y还是全球销量第一的纯电车型！不加任何定语的！！！

特斯拉vs比亚迪：销冠易主，棋至中盘

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20:00","market":"us","language":"zh","title":"特斯拉vs比亚迪：销冠易主，棋至中盘","url":"https://stock-news.laohu8.com/highlight/detail?id=2601894203","media":"扉旅汽车","summary":"根据比亚迪和特斯拉2026年1月初公布的数据，比亚迪2025年纯电动汽车销量约为226万辆，同比增长27.9%。相比之下，特斯拉全球销量约164万辆，同比下滑9%。同时，值得一提的是，这已是特斯拉交付量连续两年下滑，同比减少8.6%；而反观，比亚迪却保持着近28%的高速增长。特斯拉“让位”对于特斯拉的跌落，外界并不意外。彼时，由于特斯拉在智能驾驶、续航里程以及性价比方面建立的领先地位，Model 3和Model Y在中国一度没有竞争对手。","content":"<html><body><article><p>30年河东，30年河西。</p><p>然而，在极度高速变革的新能源汽车市场，竟缩短至14年。</p><p>遥记2011年，<a href=\"https://laohu8.com/S/TSLA\">特斯拉</a>CEO埃隆·马斯克在接受媒体采访时，曾嘲讽称，“并不认为<a href=\"https://laohu8.com/S/BYDDY\">比亚迪</a>是特斯拉的竞争对手”。他还直言不讳地表示，“<a href=\"https://laohu8.com/S/002594\">比亚迪</a>没有出色的产品，吸引力不足，技术不强。”</p><img src=\"https://inews.gtimg.com/om_bt/OUiOYvt02XGZ2ao-ztL7wuluuP13AmAqOeoMU-AuR8_EoAA/0\"/><p>而2025年，这家曾高高在上，并拿下全球纯电销量三连冠的车企，正是被其“看不上”的竞争对手<a href=\"https://laohu8.com/S/01211\">比亚迪</a>拉下神坛——两者差距高达62万辆，不仅是一个数字，更是一个时代的交接标志。根据比亚迪和特斯拉2026年1月初公布的数据，比亚迪2025年纯电动汽车销量约为226万辆，同比增长27.9%。相比之下，特斯拉全球销量约164万辆，同比下滑9%。</p><p>同时，值得一提的是，这已是特斯拉交付量连续两年下滑，同比减少8.6%；而反观，比亚迪却保持着近28%的高速增长。更为关键的是，<strong>这场超越并非发生在比亚迪的“主场”，而是在特斯拉长期占据优势的欧美成熟市场。</strong></p><p>特斯拉“让位”</p><p>对于特斯拉的跌落，外界并不意外。</p><p>曾几何时，市场上的新能源车只有两种，一种是特斯拉，另一种是其他。</p><img src=\"https://inews.gtimg.com/om_bt/O6Z_ILaF-t6L74WDwNm7w6eNhYz7pcSgRgqiOGRORnVjgAA/0\"/><p>回顾2016年，Model 3甫一上市就狂揽40万辆订单，此后一路高歌坐上销量火箭，生产多少就卖多少，从未见需求疲软。<strong>而消费者买单的理由，也仅仅因为TA是特斯拉。</strong>彼时，由于特斯拉在智能驾驶、续航里程以及性价比方面建立的领先地位，Model 3和Model Y在中国一度没有竞争对手。特斯拉宛如一条鲶鱼，搅动着国内新能源市场的进程。</p><p>然而，其早期确立的优势，在后续创新节奏放缓后，反而为所有竞争者树立了最<strong>清晰的“狙击”坐标。</strong></p><img src=\"https://inews.gtimg.com/om_bt/OFHe7Q22Hm3soB_BPyWeWH5N3uvMrKgMOik26xJEbTT6AAA/0\"/><p><strong>产品老化与迭代失速，是其面临的最直接挑战。</strong>在智能电动车领域，“三年一换代，年年有改款”已成行业常态，但特斯拉的节奏明显迟缓。目前，其超95%的销量依赖Model 3和Model Y这两款“老兵”。尽管Model 3推出了焕新版，但在核心的智能化架构、三电技术等方面并未带来代际跃升。Model Y L作为针对中国市场的六座SUV，只能满足细分需求，无法担当走量大任；而被寄予厚望、无方向盘的特斯拉Cybercab（Robotaxi），在法规与基础设施成熟前，注定是一个遥远未来的符号，而非当下拉动销量的引擎。</p><img src=\"https://inews.gtimg.com/om_bt/OL7UIg-Jg4rvIkO4_DTEKVcz7u1Yye7r15J268jbjU1hIAA/0\"/><p>尽管产品更新节奏的迟缓，削弱了市场吸引力，但更深层次的危机，<strong>在于其曾经坚不可摧的品牌光环与技术护城河，正被一群虎视眈眈的“友商”以惊人的速度侵蚀甚至跨越。</strong></p><p>当前无论是小鹏、智己还是阿维塔、<a href=\"https://laohu8.com/S/ZK\">极氪</a>，都在以特斯拉为核心竞品。大家在定义新产品新车型、制定销售政策、拓展渠道和打磨营销话术上，都在围着特斯拉打。而当对手们以你为蓝本，并针对你的短板进行针对性强化时，你原有的优势便从“独有”变成了“标配”，甚至可能因路径依赖而成为追赶的包袱。</p><p>由此，不难总结，早期凭借颠覆性技术登顶，如今却因技术迭代放缓与路径依赖而陷入困顿，特斯拉若要打破僵局，仍需在下一代技术上实现真正突破。</p><p>比亚迪“登峰”</p><p>比亚迪，走的是一条与特斯拉截然不同的技术路径。</p><p>如果说，特斯拉选择了“自上而下”的路线：用Roadster树立高端形象，再用Model S/X巩固<a href=\"https://laohu8.com/S/DLX\">豪华</a>定位，最后用Model 3/Y实现规模扩张。这种路径依赖强大的品牌塑造能力和软件创新能力。</p><img src=\"https://inews.gtimg.com/om_bt/O_KlhDRIZ1HxKDB0B-HR1gSS-cA36Nv4E7FEJvaKhSs4QAA/0\"/><p>而比亚迪则选择了“自下而上”的务实策略：从磷酸铁锂电池（刀片电池）的极致安全出发，到DM-i超级混动技术的过渡桥梁，再到e平台3.0的纯电架构。<strong>这条路径的核心不是颠覆性体验，而是可靠性与性价比的平衡。</strong></p><p>与此同时，产品<a href=\"https://laohu8.com/S/301365\">矩阵</a>的差异。当特斯拉依然依赖四款主力车型（3/Y/S/X）打天下时，比亚迪已经形成了覆盖微型车到豪华车、轿车到SUV/MPV的完整产品线。海豚面向都市青年，海豹对标中级轿车，汉/唐覆盖中高端市场，腾势、仰望品牌则冲击豪华领域。这种“全面战争”的打法，让特斯拉的单一产品线显得薄弱。</p><img src=\"https://inews.gtimg.com/om_bt/O89vxwlohaa07jjHTt096SyMiFeURqrl8pEt-Smm86xYUAA/0\"/><p>不过，更强劲的攻势来自，<strong>精准的全球市场扩张。</strong>在欧洲，比亚迪并未贸然强攻BBA的豪华堡垒，而是以ATTO 3（元PLUS）这款精品家用车切入主流市场，凭借高于预期的品质、安全性和具有竞争力的价格建立口碑。随后推出的海豹（Seal）直接对标Model 3，在欧盟严苛的安全测试中获得高分，彻底改变了欧洲消费者对中国汽车的刻板印象。这是一场精心策划的侧翼包围与正面攻坚相结合的战略胜利。</p><img src=\"https://inews.gtimg.com/om_bt/ObsEFGAd9BeJijAThQfcwMS2feQvx4OnYaZMolG272kd4AA/0\"/><p>14年时间，足以让河东变成河西。</p><p>而新能源汽车市场的下一个14年，将不再有永恒的王者，只有持续的创新、适应与变革。由此，当比亚迪站上销量榜首，它所需要思考的，已非如何超越特斯拉，而是如何避免重蹈后者创新减速、路径依赖的覆辙，并对未来潜在的、未知的颠覆者保持敬畏与警觉。</p></article></body></html>","source":"tencent","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" 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margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\n特斯拉vs比亚迪：销冠易主，棋至中盘\n</h2>\n\n<h4 class=\"meta\">\n\n\n2026-01-06 20:00 北京时间&nbsp;&nbsp;&nbsp;<a href=http://gu.qq.com/resources/shy/news/detail-v2/index.html#/?id=nesSN20260106200408a4a35c45&s=b><strong>扉旅汽车</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>30年河东，30年河西。然而，在极度高速变革的新能源汽车市场，竟缩短至14年。遥记2011年，特斯拉CEO埃隆·马斯克在接受媒体采访时，曾嘲讽称，“并不认为比亚迪是特斯拉的竞争对手”。他还直言不讳地表示，“比亚迪没有出色的产品，吸引力不足，技术不强。”而2025年，这家曾高高在上，并拿下全球纯电销量三连冠的车企，正是被其“看不上”的竞争对手比亚迪拉下神坛——两者差距高达62万辆，不仅是一个数字，...</p>\n\n<a href=\"http://gu.qq.com/resources/shy/news/detail-v2/index.html#/?id=nesSN20260106200408a4a35c45&s=b\">网页链接</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"LU2756315318.SGD":"ALLIANZ INCOME AND GROWTH \"AMG\" (SGDHDG) INC A","TSYW.SI":"TESLA 3xLongSG261006","LU2023250330.USD":"ALLIANZ INCOME AND GROWTH \"AMG\" (USD) INC","LU0348723411.USD":"ALLIANZ GLOBAL HI-TECH GROWTH \"A\" (USD) INC","BK4581":"高盛持仓","BK4543":"AI","LU1720051017.SGD":"Allianz Global Artificial Intelligence AT Acc H2-SGD","BK4511":"特斯拉概念","BK4534":"瑞士信贷持仓","LU0823411888.USD":"法巴消费创新基金 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ACC"},"source_url":"http://gu.qq.com/resources/shy/news/detail-v2/index.html#/?id=nesSN20260106200408a4a35c45&s=b","is_english":false,"share_image_url":"https://static.laohu8.com/9a95c1376e76363c1401fee7d3717173","article_id":"2601894203","content_text":"30年河东，30年河西。然而，在极度高速变革的新能源汽车市场，竟缩短至14年。遥记2011年，特斯拉CEO埃隆·马斯克在接受媒体采访时，曾嘲讽称，“并不认为比亚迪是特斯拉的竞争对手”。他还直言不讳地表示，“比亚迪没有出色的产品，吸引力不足，技术不强。”而2025年，这家曾高高在上，并拿下全球纯电销量三连冠的车企，正是被其“看不上”的竞争对手比亚迪拉下神坛——两者差距高达62万辆，不仅是一个数字，更是一个时代的交接标志。根据比亚迪和特斯拉2026年1月初公布的数据，比亚迪2025年纯电动汽车销量约为226万辆，同比增长27.9%。相比之下，特斯拉全球销量约164万辆，同比下滑9%。同时，值得一提的是，这已是特斯拉交付量连续两年下滑，同比减少8.6%；而反观，比亚迪却保持着近28%的高速增长。更为关键的是，这场超越并非发生在比亚迪的“主场”，而是在特斯拉长期占据优势的欧美成熟市场。特斯拉“让位”对于特斯拉的跌落，外界并不意外。曾几何时，市场上的新能源车只有两种，一种是特斯拉，另一种是其他。回顾2016年，Model 3甫一上市就狂揽40万辆订单，此后一路高歌坐上销量火箭，生产多少就卖多少，从未见需求疲软。而消费者买单的理由，也仅仅因为TA是特斯拉。彼时，由于特斯拉在智能驾驶、续航里程以及性价比方面建立的领先地位，Model 3和Model Y在中国一度没有竞争对手。特斯拉宛如一条鲶鱼，搅动着国内新能源市场的进程。然而，其早期确立的优势，在后续创新节奏放缓后，反而为所有竞争者树立了最清晰的“狙击”坐标。产品老化与迭代失速，是其面临的最直接挑战。在智能电动车领域，“三年一换代，年年有改款”已成行业常态，但特斯拉的节奏明显迟缓。目前，其超95%的销量依赖Model 3和Model Y这两款“老兵”。尽管Model 3推出了焕新版，但在核心的智能化架构、三电技术等方面并未带来代际跃升。Model Y L作为针对中国市场的六座SUV，只能满足细分需求，无法担当走量大任；而被寄予厚望、无方向盘的特斯拉Cybercab（Robotaxi），在法规与基础设施成熟前，注定是一个遥远未来的符号，而非当下拉动销量的引擎。尽管产品更新节奏的迟缓，削弱了市场吸引力，但更深层次的危机，在于其曾经坚不可摧的品牌光环与技术护城河，正被一群虎视眈眈的“友商”以惊人的速度侵蚀甚至跨越。当前无论是小鹏、智己还是阿维塔、极氪，都在以特斯拉为核心竞品。大家在定义新产品新车型、制定销售政策、拓展渠道和打磨营销话术上，都在围着特斯拉打。而当对手们以你为蓝本，并针对你的短板进行针对性强化时，你原有的优势便从“独有”变成了“标配”，甚至可能因路径依赖而成为追赶的包袱。由此，不难总结，早期凭借颠覆性技术登顶，如今却因技术迭代放缓与路径依赖而陷入困顿，特斯拉若要打破僵局，仍需在下一代技术上实现真正突破。比亚迪“登峰”比亚迪，走的是一条与特斯拉截然不同的技术路径。如果说，特斯拉选择了“自上而下”的路线：用Roadster树立高端形象，再用Model S/X巩固豪华定位，最后用Model 3/Y实现规模扩张。这种路径依赖强大的品牌塑造能力和软件创新能力。而比亚迪则选择了“自下而上”的务实策略：从磷酸铁锂电池（刀片电池）的极致安全出发，到DM-i超级混动技术的过渡桥梁，再到e平台3.0的纯电架构。这条路径的核心不是颠覆性体验，而是可靠性与性价比的平衡。与此同时，产品矩阵的差异。当特斯拉依然依赖四款主力车型（3/Y/S/X）打天下时，比亚迪已经形成了覆盖微型车到豪华车、轿车到SUV/MPV的完整产品线。海豚面向都市青年，海豹对标中级轿车，汉/唐覆盖中高端市场，腾势、仰望品牌则冲击豪华领域。这种“全面战争”的打法，让特斯拉的单一产品线显得薄弱。不过，更强劲的攻势来自，精准的全球市场扩张。在欧洲，比亚迪并未贸然强攻BBA的豪华堡垒，而是以ATTO 3（元PLUS）这款精品家用车切入主流市场，凭借高于预期的品质、安全性和具有竞争力的价格建立口碑。随后推出的海豹（Seal）直接对标Model 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