2025年1～6月的全球新车销量排行榜中，日产汽车首次跌出前十。日产的销量同比减少 6%至161万辆，为16年来的最低水平。排名还首次被两家中国车企超越。销量榜首是…… 2025年1～6月的全球新车销量排行榜中，日产汽车首次跌出前十。日产的销量同比减少6%至161万辆， 为16年来的最低水平。排名还被比亚迪（BYD）和铃木超越。日产计划2025年内在日本推出纯电动汽 车（EV）"LEAF（中国名：聆风）"的新款车型以扭转局面，但如果销售能力无法恢复，经营重建将面 临严峻挑战。 日本经济新闻（中文版：日经中文网）对各公司发布的信息以及调查公司MarkLines的数据进行了汇 总。日产销量同比减少6%，仅161万辆。跌至2009年雷曼危机（154万辆）以来，16年来的最低水平。 自2004年有数据以来首次跌出全球销量前十。 日产2025年4～6月的合并财报显示，最终损益为亏损1157亿日元（2024年同期为盈利285亿日元），连 续四个季度出现亏损，经营状况持续低迷。日产的销量下滑导致工厂等固定成本对收益造成压力。 日产在主力的中国市场明显低迷。销量同比减少18%，仅27万辆，与高峰时期的2018年（72万辆）相 ...

Core Viewpoint - Nissan is reintroducing the LEAF as a compact SUV with significant improvements in range and charging efficiency, aiming to regain its presence in the competitive EV market [1][2]. Group 1: Product Overview - The third-generation LEAF features a range increase of 30%, exceeding 600 kilometers, making it one of the best in the world [1][2]. - The new LEAF can be charged to meet daily usage needs in just 35 minutes [3]. - Nissan plans to sell the new LEAF in the U.S. starting in fall 2025, followed by Japan and Europe [2]. Group 2: Market Positioning - The LEAF is positioned as a standard vehicle within Nissan's EV lineup, alongside other models like the "Sakura" and "ARIYA" [2]. - The shift from a hatchback to a compact SUV format is expected to enhance consumer appeal, as SUVs are increasingly popular globally [2]. Group 3: Competitive Landscape - The new LEAF's range surpasses competitors like BYD's "ATTO3" and Volkswagen's "ID.3," which both have ranges below 600 kilometers [2]. - The first-generation LEAF was a market leader, but Nissan has fallen behind competitors like BYD and Tesla in price and performance [4]. Group 4: Strategic Challenges - Nissan's recent operational restructuring includes significant personnel adjustments and the abandonment of plans to build a domestic battery factory in Japan, which could impact cost competitiveness [4]. - The pricing strategy for the new LEAF remains a key focus, with Nissan aiming for competitive pricing while ensuring profitability [4].

Core Viewpoint - The article highlights the challenges faced by Japanese automakers, particularly Nissan and Toyota, in establishing domestic EV battery production facilities, while Chinese companies continue to dominate the global EV battery market [1][2][3]. Group 1: Nissan and Toyota's Battery Plans - Nissan has announced the abandonment of its plan to build its first EV battery factory in Japan due to poor performance and the inability to make significant investments, despite having signed a site agreement just three months prior [1][2]. - Toyota has also decided to postpone the construction of its battery factory originally planned for spring 2025 in Fukuoka Prefecture, which was intended to produce batteries for next-generation EV models [2][3]. Group 2: Investment Challenges - The investment burden for EV batteries is substantial, with Nissan's planned investment amounting to approximately 153.3 billion yen, seeking a subsidy of up to 55.7 billion yen from the Japanese Ministry of Economy, Trade and Industry [2]. - The failure of Nissan and Toyota to proceed with their battery factory plans poses significant implications for the growth strategies of Japanese automakers and the Japanese government's goal of establishing a domestic battery supply chain [2]. Group 3: Market Position and Competition - In 2024, CATL, a Chinese company, is projected to hold a 37.9% share of the global automotive battery market, with six out of the top ten companies being Chinese, while Panasonic ranks sixth among Japanese firms [3]. - Japanese companies are currently lagging behind Chinese firms in the battery materials sector, with Chinese companies holding dominant market shares in key components such as cathodes (89.4%) and anodes (93.5%) [4]. Group 4: Broader Industry Implications - The Japanese government has set a target to increase domestic battery production capacity to 150 GWh by 2030, but the recent setbacks from Nissan and Toyota make achieving this goal more challenging [2]. - The article draws parallels between the current situation in the Japanese automotive industry and past struggles in the Japanese electronics sector, suggesting that prioritizing short-term gains over long-term investments could lead to similar declines [6].

Group 1 - Nissan is considering closing two factories in Mexico and two in Kanagawa, Japan, along with one factory each in South Africa, India, and Argentina, as part of a global strategy to reduce production capacity [2][3] - The company aims to shift focus from emerging markets to core markets such as Japan, the US, Europe, and China, marking a significant change in its previous growth strategy [2][3] - In the fiscal year 2024, Nissan plans to produce 3.1 million vehicles, with Mexico contributing 670,000 units (20%), India over 150,000 units, Argentina nearly 20,000 units, and South Africa 10,000 units [2] Group 2 - The company is facing intense competition in China, particularly from local firms like BYD, and is focusing on improving production efficiency while launching new AI-equipped electric vehicles [4] - In the US, Nissan is struggling with sales due to its inability to launch hybrid vehicles, while also facing challenges from tariffs that necessitate increased local production [4] - Nissan plans to reduce the number of vehicle platforms from 13 to 7 by 2035, aiming to streamline its global product strategy [4] Group 3 - The company intends to cut the number of components by 70% to enhance development efficiency, with a target to reduce fixed and variable costs by 500 billion yen by fiscal year 2026 [5] - The planned layoffs will increase to 20,000, aligning with the scale of the previous revival plan proposed by former chairman Carlos Ghosn [5] - The company’s president, Ivan Espinosa, emphasizes the need to leverage the brand's popularity while balancing corporate strength and product appeal [5]