Specialist
Senior Auto Industry Independent Consultant
Agenda
- Tesla’s sales performance and fire incident’s impact on sales
- Interpretation of sales model switch from offline to online and price reduction strategies
- Production capacity analysis including interpretation of Panasonic and Tesla’s paused plan, progress of Gigafactory 3 in Shanghai and impact of Tesla’s domestic production in China
- Reduced subsidies’ impact on new energy vehicle industry
Questions
1.
According to China Automobile Dealers Association, China’s Vehicle Inventory Alert Index reached 61% in April 2019, higher than the alert level. Statistics from China Passenger Cars Association show that the total sales volume of passenger vehicles decreased by 14% in Q1 2019. What are your thoughts on new energy vehicle (NEV) sales in 2018 and the first four months of 2019?
2.
Tesla sold 9,273 cars in China in March 2019, including 7,515 Model 3 vehicles, reflecting a month-on-month growth of 1,400%. Do you think the sales growth is in part attributed to the company’s price reduction policy? What is the average price of Model 3 at the moment?
3.
Earlier this year, Tesla CEO Elon Musk announced that the company would switch from offline sales to online sales. But on its earnings call, he said Tesla would continue to operate physical stores and expand offline sales network. What do you think of that?
4.
How much may online and offline channels contribute to Tesla’s sales in China and around the world?
5.
As Tesla switches to online sales, how does it ensure proper after-sales services?
6.
Tesla has reaffirmed its target to deliver 360,000-400,000 units in 2019. About 150,000-160,000 vehicles are projected to be delivered in the first half. What do you think of its deliveries in the second half?
7.
Apart from battery, are there any other factors that could restrict Tesla’s production capacity? What should it do to solve those problems?
8.
Do you think Lishen Battery has a price advantage over Panasonic when supplying to Tesla?
9.
What is the positioning of Gigafactory 3 in Shanghai? Is it targeting only the domestic market or the global market? As far as we know, it is going to produce entry level Model 3 and Model Y. Do you have any more information about that?
10.
When Tesla did business accounting for Gigafactory 3 in Shanghai, it pointed out that the unit cost of the production line in Shanghai is lower by 50% than the same in its other two factories. What are the reasons for the lower cost? Will Gigafactory 3 in Shanghai have the ability to manufacture Tesla car models with long driving range or with high performance?
11.
Once Tesla’s factory in Shanghai is completed, how would Tesla build the logistics system at home and abroad? How will it make sure of the time-effectiveness and overcome the severe logistics challenges brought up by Musk?
12.
I have seen reports saying that Tesla is planning to upgrade its charging piles to V3. Could you share with us some information about the coverage area, density of Tesla charging piles in China and the cost for future upgrade to V3 charging piles?
13.
Which part of the NEV industry chain will receive the biggest impact from the state’s reduced subsidies on NEVs? Will auto manufacturers lower the costs or raise the prices to cope with this kind of situation? Once auto manufacturers lower the costs, how will the upper and middle stream stakeholders in the NEV industry value chain be influenced?
14.
You have mentioned that joint venture auto manufacturers such as Toyota and Audi are introducing their NEVs. Does that mean that the competition in the entire NEV market will grow fiercer this year or in 2020? What is Tesla’s core competitive advantage and its outlook in 2019 and 2020?
15.
Do you think there are still areas we have not covered yet? Is there any more extra information you want to share with us?
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