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扫码加钉群 十万创业者 与你为伴

法拉利兰博基尼最后的倔强:改电可以,自动

买车,不是为了享受低配电脑。

作为燃油车最后的、也是最昂贵的堡垒,法拉利和兰博基尼也开始打造电动车。当然,这些超级电动跑车,既要能激发和过去一样的「乐趣」,也要收获和过去一样的价格。 

大势所趋:油改电,智能化 

整个汽车行业的趋势,就是「油改电」和「智能化」。 

特斯拉已经挑战了法拉利和兰博基尼的「速度」优势。前者的 Model S Plaid,可以在两秒左右加速到百公里每小时,比任何一辆法拉利和兰博基尼都快。 

特斯拉的 Model S Plaid,两秒左右就能加速到百公里每小时

对于超级跑车制造商来说,随便拼凑一辆电动跑车,再贴个自己的标,说不过去。超级跑车是汽车行业的标杆,要改电,也得当世界级领先者;更要对得起绝大多数人都高攀不起的价钱。 

法拉利从 2019 年推出了插电式混合动力车 Stradale,但纯电动车要到 2025 年才会上市。该公司在 6 月公开了投资计划,表示会自行生产电机、逆变器和电池组。首席执行官 Benedetto Vigna 说,「电动法拉利是一辆真正的法拉利。」 

法拉利预计,2025 年纯电动汽车的销量将占其总销量的五成;2030 年,这一比例将达到四成。那时,电动汽车和混合动力汽车将占法拉利总销量的八成。 

法拉利博物馆展出的方程式赛车,每年都有很多游客在附近的私人租赁公司租一辆法拉利过过瘾

法拉利也会从自身的赛车队里提炼技术,但依然不会参加电动汽车一级方程式赛车。 

兰博基尼的总部离法拉利只有半个小时车程,但动作比法拉利要慢。其将于 2024 年推出首款插电式混合动力车,并预计在 2030 年推出纯电动汽车。 

既然速度优势不再,法拉利和兰博基尼只能保住声浪和动力优势。 有传言称,著名奥地利指挥家卡拉扬曾说,法拉利的 12 缸发动机实现了「大师无法演奏的和谐」。内燃机的「嘈杂」,和动力反馈的「强劲」,在很多专注驾驶的人看来是无可替代的标志。 

而对于电动车来说,如果不是有意设计以便提醒行人,实现完全「无声」也非常简单。阿斯顿马丁的前首席执行官跳槽去了Switch Mobility。他说,「如果无法根据声音区分,跑车还会存在吗?」 

改电可以,但不要智能 

改电不可避免,但超级跑车没打算向「智能化」妥协。 

法拉利不会为电动汽车开发操作系统。传统汽车制造商梅赛德斯早就表示,打造一个运行汽车、管理 OTA 升级、收集驾驶员习惯的操作系统特别重要。但法拉利的首席执行官 Vigna 表示,「我永远不会开发法拉利操作系统,你必须专注于你擅长的领域。」 

法拉利也在研究下一代高能量密度固态电池。现在的电池给普通电动车用问题不大,但给电动跑车提供动力,根本无法和内燃机同场较量。要想不降低电动跑车的动力性能,提高电池的能效乃当务之急。 

意大利马拉内罗的法拉利工厂,专为电动跑车设计的新一代高能量电池也在研制之中

法拉利也不打算搞自动驾驶,和特斯拉、大众等追求不需人工干预的 L5 级自动驾驶不同,它将汽车的自动驾驶限制在 L2 级。自动驾驶的分级制度是由美国高速公路安全管理局(NHTSA)和美国汽车工程师学会(SAE)提出的,把自动驾驶分为 L0 到 L5 五个等级。 

L2 级别属于部分自动驾驶,基本操作由车辆完成,驾驶员负责周边监控和随时接管车辆,主要包括功能有 ACC 自动巡航、自动跟车、自动泊车等等。目前市面上绝大部分汽车都能达到这一级别。 

「没有客户在汽车上花钱是为了享受电脑,他们是为了享受驾驶过程,」Vigna 表示,「实现以人为中心的价值才是根本的。」 

大众集团旗下的兰博基尼去年曾表示,将投资 15 亿欧元,在 2024 年底前将其现有车型——Huracan 和 Aventador 跑车以及 Urus 运动型多功能车——转换为油电混合动力系统。几天前,首席执行官 Stephan Winkelmann 表示这一数字是 18 亿。 

兰博基尼打算量产的纯电动车,最近据设计总监 Mitja Borkert 透露像「宇宙飞船」,大概类似之前的限量版超跑 Sian FKP 37——源自 2017 的概念车 Terzo milleno,是搭载了超级电容器的 V12 油电混动车型。 

Sian FKP 37,Sián在博洛尼亚方言中的含义是「闪电」,其最高速度可超过 350 公里/小时

电动车车主和电动车爱好者,喜欢对燃油车大洒同情的眼泪,有点类似广州南沙业主嘲笑淘金业主「闲坐说玄宗」的心情。 

实际上, 法拉利和兰博基尼赚钱得很。法拉利由意大利阿涅利家族控制,家族旗下还有尤文图斯足球俱乐部、高纬环球、菲亚特集团,2015 年在纽约交易所上市。2022 年前三个月的净利润为 2.5 亿美元,销售额 12 亿美元。 

兰博基尼在 2022 年第一季度,为大众汽车贡献了 1.8 亿欧元的税前利润,销售额 5.92 亿欧元。 

去年,法拉利卖出 1.1 万辆汽车,兰博基尼卖出了 8300 辆。这样的回报率,放在薄利多销的汽车行业,是相当亮眼的成绩。 

大竞争,小竞争 

法拉利和兰博基尼代表着意大利的声望和工业实力。 

虽然意大利的汽车行业已经江河日下,菲亚特在欧洲的市场份额只剩下 4 %,但超级跑车还是靠上流阶级的追捧撑起一片天地。一辆超级跑车动辄数十万美元,最独特的型号则拥有数百万美元的价签,买家通常还要等上一年。 

意大利的日子并不是很好过。民粹主义者和中左翼建制派的联盟摇摇欲坠,关于上百亿欧盟救助基金的争吵永无休止。 今年以来,受战争影响,意大利的天然气进口大幅减少,可能导致整个制造业停工停产——超级跑车制造商也不能例外。

兰博基尼在博洛尼亚的工厂,首席技术官 Rouven Mohr 说「汽车知道你想要什么」 

年初,美国政府公布了电动汽车补贴计划,用联邦资金建造充电站的方案也提上了日程。 6 月底,欧盟 27 国环境部长在卢森堡通过议案,决定从 2035 年起逐步淘汰化石燃料新车的销售。意大利和其他四个成员国一起,为一部分汽车制造商寻求豁免权。 

一部分汽车制造商,就包括法拉利和兰博基尼。二者已经在碳排放方面,做出了诸多让步。然而 2035 「内燃机落幕」的大限,还是躲不过去。 

各国推广电动汽车,主要目的是减碳——减少尾气排放,它是二氧化碳和烟雾的主要来源。当然,电池制造的能源和原材料也不是百分之百绿色,但据统计好过燃油车。 

同时,激烈的区域竞争也在这一行业展开。日本丰田本来是混合动力汽车的先驱,但发展十分缓慢,今年上市的 bZ4X 顶了一块太阳能充电板,也没什么吸引力。 

而保时捷的 Taycan 电动车,去年销量超过了 911。梅赛德斯-奔驰去年卖出了近 10 万辆电动汽车加电动货车,比上一年增加了九成。 

丰田想靠 bZ4X 翻身?看起来有点难

美国的特斯拉,和新涌现的 Lucid、Rivian,以及中国的造车新势力,正在大口吞食日系、德系汽车的地盘。拥有英国名爵品牌的上汽,也在利用技术转移进入欧洲市场。 

产业链上,电池的竞争也日趋白热化。 比亚迪向特斯拉供应电池,直接将公司市值送上 1 万亿元大关。而且这一消息也没撼动「宁王」(宁德时代)的股价上涨趋势,反映出市场对新能源汽车产业链的充足热情。 

相比之下,德国反对「2035 禁令」也就可以理解:以锂电池为例,欧洲电池产业在人才、技术积累、原材料供应乃至产业链构造上,全面落后。 

美国密歇根州,福特的 Dearborn 卡车工厂,其 2022 F-150 Lightning 电动皮卡销售十分火爆

法拉利在去年打破传统,任命 Vigna 为首席执行官,不是没有道理。 Vigna 从没在汽车这一行干过,之前是半导体制造商意法半导体的高管。他的上任,标志着芯片成为法拉利的关注核心。Vigna 和苹果、特斯拉的人很熟,能为法拉利带来深厚的科技基因。 

其实,采用电池也为跑车设计提供了一些好处。电动汽车不需要长长的驱动轴,笨重的变速器,电动机比内燃机小很多,这些组件可以重新排列,优化重量配置。每个车轮都可以有自己的电动机,经过编程就能以稍稍不同的速度运行,以便最大限度提高转弯的操控性。 

最后的堡垒? 

兰博基尼首席技术官 Rouven Mohr 说,我们的「Aventador 让你感觉自己是一位驾驶者,是一名英雄」,在电动汽车中重现这一感觉,「是我们的主要任务」。 

每一辆跑车的设计者都会这么想。在英国,阿斯顿马丁会在 2025 年推出首款纯电动汽车,迈凯伦会在 2028 年推出第一辆纯电车型。 

在 xBox Series S 上玩《极限竞速:地平线 2》,我们穷人也可以当一回詹姆斯·邦德,开阿斯顿马丁,喝不喝 Dry Martini 就丰俭由人了

从历史上看,一个行业趋势,确实不可避免。 但趋势有一定的刚性,往往导致了生产、设计上的同质化。在手机领域,自从苹果「封王」,市面上已经很难找到不像 iPhone 的手机了——千篇一律的「美」,扼杀了很多创造者的创造力,也扼杀了消费者的感受。 

有机会你去开一辆「本世代」的沃尔沃,雷神之锤、维京之斧概念的头尾灯,7 英寸的小显示屏,瀑布式的控制面板,回馈适度的物理按键,还有强劲的动力,都和那个时代的诺基亚手机一样,充满了包豪斯和极简主义的简洁风格,「物尽其用」的实用态度,特别是「所触即所得」的安全感,还有「一切任我控制」的秩序感。 

本世代沃尔沃中控,清晰简洁。虽然电动汽车都推崇极简主义,但大家能不能不要极简到长得大同小异……

这比如今一个模子刻出来的斗大液晶屏、贯通式尾灯,有的还要自己配天窗遮阳帘,体验好上很多。 

也许,电动汽车最后的审美希望,也只能寄托在超级跑车身上了。