GEELY AUTOMOBILE - jetzt hat es einer bemerkt (Seite 762)
neuester Beitrag 07.02.16 00:48:11 von
Ich erspare Euch den "Konfuzius-Text" und stelle nur den Link ein ....
By Michael Dunne
“Should I invest in BYD?” a wealthy American entrepreneur on his second visit to China asked me while looking over BYD’s E6 electric vehicle on display at Shanghai Auto Show last month. “Buffett‘s invested, right?”
I was tempted for a variety of reasons to tell him to go ahead and put some money in. But then Facebook and its underwhelming 2012 IPO flitted across my mind.
A globally dominant social network may seem to have little in common with a small Chinese automaker, but the two are similar in some fundamental ways: Like Facebook before it went public, BYD is a young company riding a wave of tremendous hype. And like the social network, it threatens to get knocked into the surf once under tight scrutiny.
Don’t get me wrong. There are some very good reasons to believe in the BYD story, especially at first blush. The Shenzhen-based carmaker runs a joint venture with the esteemed Mercedes-Benz that’s set to produce electric vehicles under the Denza brand later this year. Warren Buffett, one of the world’s most celebrated investors, has remained a steadfast supporter ever since taking a $250 million stake in the fall of 2008. And earlier this week, the city of Long Beach, Calif. signed a $12.1 million contract to purchase assembled-in-America BYD electric buses.
The Long Beach deal marks the first time a Chinese car company will produce vehicles on American soil. It also means BYD will making buses for a market that boasts the strictest emissions standards on the planet – an excellent branding opportunity for a company with dreams of one day leading the climate-friendly car market.
Perhaps most compelling: People who have met BYD Chairman, billionaire Wang Chuanfu, consistently come away calling him a genius. In the early 2000s, Wang built BYD into the world’s No. 1 maker of cell phone batteries, stunning incumbent powerhouses like Motorola – and has threatened to pull off a triumphant surprise in car batteries, too. “This guy is a combination of Thomas Edison and Jack Welch,” said
Charlie Unger, Buffett’s partner at Berkshire Hathaway BRKB +1.11%, told Fortune in 2009. “I have never seen anything like it.”
But exceptional brain power alone does not guarantee a successful company. So when it comes to assessing BYD, the key is to separate image from reality, which means taking a closer look at the company’s business performance.
And here is where the some of the shine starts to come off.
Profits are the most obvious blemish. BYD’s earnings cratered 94% in 2012 due to weak demand for its cars. In the first quarter of 2013, BYD proudly announced that it was back in the black. But in the investment-intensive auto industry, BYD’s $18 million profit so far this year is the equivalent of wood chips.
Money woes can sometimes be forgiven when a company is promising to unleash breakthrough technology. BYD was expected to be an electric car champion, blazing a Chinese trail to global leadership. Sadly, BYD’s electric car sales have been a flop. In 2012, sales did not even reach 5,000 cars, and most of those were purchases by government agencies and taxi fleets.
BYD has yet to solve the very same limitations that have sent the likes of Fisker A123 Systems AONEQ -4.00% (now known as B456) and Coda Automotive to early graves: expensive batteries, limited range and a dearth of charging stations. Basically, the average consumer is not inclined to gamble on a car that costs $35,000 or more and might leave them stranded miles from the next electrical outlet.
And then there are the question marks that always seem to mark Chinese products. BYD ranks “below industry average” in quality, according to a study by J.D. Power and Associates. In 2012, BYD watched in dismay as demand for its once ultra-popular F3 compact sedan dropped like a stone amidst complaints about BYD reliability.
Using standard business metrics, BYD is a risky bet. Many investors have already been burned. The BYD stock traded at $88 a share in 2009, fell to $12 in the darkest days of 2012, and now swings up and down in the $20 range.
And yet, Buffet has said he plans to hold his stake in the company until at least 2020.
Maybe the billionaire figures he can afford to be patient. BYD has been in the business of building cars for less than 10 years. It took famously fastidious Japanese car companies like Toyota much longer to get product quality right — and many years more before assuming leadership in new car technologies like hybrids.
Or maybe Buffett sees Wang Chuanfu as an older Chinese version of Mark Zuckerberg: a genius with big ideas who is human enough to get carried away by — and sometimes even feed — sensational promotion.
BYD is no giant-killer today — not even close — even as it readies production in California. But who can resist the temptation to be like Buffet, to bet on a guy with the talents of Edison and Welch?
When the eager American entrepreneur pressed me for a call on BYD, in or out, I paused before asking him a question back: “How does your luck run when at the craps table in Las Vegas?”
Der Akku von BYD (den BYD auch anderen Firmen zur Verfügung stellt, denn BYD ist auch Batterie-Firma!), würde nach 3 Jahen und 300 000 km noch immer klaglos seinen Dienst verrichten. (Siehe Forum über BYD.) Was wäre mit Volvos mechanischem Teil?
Warum muß in jedem Beitrag BYD von dir erwähnt werden???????
Deine Beitrag Nr. 7614 war gut, aber warum wieder BYD, BYD, BYD ?????
Es nervt, Geltungsbedürfnis hin oder her auch mal Klappe halten hat was mit guter Erziehung zu tun.
bin ja mal gespannt, was da noch kommt ...
"China to give away subsidies to new energy vehicles in 1H2013
The four ministries including the Ministry of Finance and the Ministry of Industry and Information Technology have already reached consensus to give away subsidies to new energy vehicles in the first half of 2013, Shanghai Securities News reported. The spokesperson for China Association of Automatic Manufacturers said the ministries are examining the subsidies, which are expected to be introduced very soon.
AAStocks Financial News
Web Site: www.aastocks.com
News Provided by AASTOCKS.com"
STOCKHOLM (dpa-AFX) - Der schwedische Autohersteller Volvo Cars kämpft mit Verlusten. Wie das seit 2010 zum chinesischen Geely-Konzern gehörende Unternehmen am Freitag in Göteborg mitteilte, brachte das Jahr 2012 einen Nettoverlust von 480 Millionen Kronen (56,3 Mio Euro) gegenüber einer Milliarde Kronen Gewinn im Jahr zuvor.
Die angepeilte Verkaufszahl von weltweit 480.000 Personenwagen verfehlte Volvo mit 420.000 Einheiten deutlich und lag sogar noch um 30.000 unter dem Ergebnis des Vorjahres. Beim operativen Geschäft meldete Volvo einen bescheidenen Gewinn von 18 Millionen Kronen.
Seit der Volvo-Übernahme vom US-Konzern Ford durch Geely gilt als Ziel bis 2020 der Absatz von 800 000 Wagen, davon die Hälfte in China. Konzernchef Håkan Samuelsson nannte den bisherigen Einstieg auf dem Stammmarkt von Geely "nicht ganz nach Plan". 2012 verkauften die Schweden hier mit einem Marktanteil von 0,26 Prozent knapp 43.000 Wagen und damit sogar 10,9 Prozent weniger als 2011.
In den ersten drei Monaten dieses Jahres sei der Absatz in China um 27 Prozent gestiegen, hieß es weiter. Volvo will das erste eigene Werk im südwestchinesischen Chengdu mit einer Kapazität von 170.000 Autos im Juni einweihen./tbo/DP/stb
May 3 2013, 07:57 | includes: BYDDF.PK, GELYF.PK, KNDI, TSLA
Disclosure: I am long KNDI. (More...)
After spending close to 100 hours researching, developing and publishing a lengthy two part article matching the similarities between China-based NASDAQ Kandi Technologies (KNDI) and Tesla Motors (TSLA), including KNDI's new 50-50 JV partner China's #1 passenger car maker Geely Auto (GELYF.PK), I have come to realize that TSLA should also be a natural partner for Geely in China. Contrary to my normally lengthy articles, I am keeping this article very short and referencing interested investors to my recent two articles which heavily cover all three companies and their controlling shareholders. (Geely is extensively covered in Part 2):
Why Geely and TSLA are a "Natural" as JV partners.
The founders/chairmen of all three companies are self-made entrepreneurs who can totally dictate the direction of their independent international public companies. A cross relationship can only help each Company's stock market exposure.
TSLA's Chairman Musk has already announced his serious interest in entering the "highly political" China Market. Geely can open a lot of early doors. As a long standing member of both of China's primary political arms, the National People's Congress (NPC) and Chinese People's Political Consultative Conference (CPPCC), Geely's Chairman Li Shufu's political clout and EV advocacy is strong. Geely, on the other hand, would likely gain U.S. government respect by giving further security to U.S. politicians who still "question" the DOE loan to TSLA.
Geely's chairman has made it quite clear he wants U.S. exposure, even if it is exclusively for EVs (as proven by his almost buying control of Fisker last month, but then backing out.) While KNDI is Chinese, it certainly has roots in the U.S. as well.
While gaining its #1 passenger car position in China, Geely's has achieved this position in a very short time through building moderately priced cars for the middle class. It now has the KNDI JV to cover the lower end consumer, but needs a high-end entrée to gain total automaker respect in China. TSLA with its notoriety and International exposure would be perfect.
TSLA will, at least for some years out, have plenty of excess auto manufacturing capacity in its Fremont CA. Nummi Plant, should Geely get to a point of manufacturing in the U.S.
The cost to TSLA's doing business in China could be considerably reduced as Geely has close to 1000 dealerships in China, which could showcase and service TSLA's EVs..............