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The all-Russian hysteria with a full transition to electric vehicle production, which began after the departure of foreign manufacturers from the country, continues. However, when confronted with reality,
After the imposition of sanctions against our country and the departure of the vast majority of car manufacturers home, the car world of Russia broke loose. Suddenly urgently impatient to produce electric vehicles. And this despite the fact that before the outbreak of the crisis, the problems of “environmentally friendly” transport in quotes did not bother anyone in general.
The AvtoVzglyad portal has already written about what motivated the business leaders, who competed with each other to assure the government of their intentions to make a breakthrough in the field of electric transport. But the dog barks, the wind blows and the caravan moves inexorably.
Small businesses are free to dream about how they will succeed on this slippery slope and shake the media space with loud statements. But large volens-nolens companies have to think about the people who work there and want to be paid at least sometimes. Yet almost a year has passed in inactivity and empty thoughts about the fate of the industry.
Remember what the head of the Ministry of Industry and Trade Denis Manturov said last year. Production of electric vehicles at the Moskvich plant should begin in 2022. Perhaps it has begun – and somewhere in the deep catacombs beneath the workshops, electrical revolutionary workers are secretly assembling rotors with stators. Because on the official website of the company, the technical data of only cars with internal combustion engines are posted. As for everything else – just a nasty rule: “Moskvich 3 is also available with an electric motor.”
It’s one thing to change JAC nameplates to purely patriotic ones and make your own profit from the release of some crossover, it’s another thing to trust that the numerous factory employees will feed themselves on one-off sales of eco-friendly toys for rich posers.
Kaliningrad Avtotor was in exactly the same situation. His superiors remained in limbo for a long time, hinting at the imminent launch of “new models adapted to the new conditions for the development of Russia as a whole.” In addition, it was planned to create 50-60 thousand electric cars annually, for which seven (seven, Valera!) Plants would be built from scratch.
Thank God, when it came down to it, all these slanderous ideas disappeared from the minds of high-ranking managers for a while or completely. They were engaged in the same thing as the rest – screwdriver assembly of Chinese car kits. But the Kaliningraders still managed to surprise us. As a partner, they chose a small company called Kaiyi.
The production capacity is 150,000 cars per year, which is quite a lot for China. In addition, it only sells about 3,000 cars per month within the PRC, with the rest exported to Peru, Libya, Kuwait and Iraq. And now – to Russia.
I must say that before its revival Avtotor chose not the most trump models as support for the automotive industry. Now he is releasing the Kaiyi E5, which debuted a year and a half ago, but is actually a restyling of the Chery Arrizo 7 golf-class sedan, whose life cycle ended in 2019.
In the near future, the factory will also assemble a few more models: the compact crossovers Kaiyi X3 and X3 Pro. They were called no Xuanjie 2023 and Xuanjie Pro and were built based on Tiggo 4.
Models, to put it mildly, are not very fresh – from those times when the Chinese had not yet mastered to do something similar to a modern car. Yes, and the price tag in the light of current market trends can be expected, if not horse, then very high. But still, these will be utilitarian vehicles, and not useless metal and plastic incarnations of the dreams of Western “greens”.
After the imposition of sanctions against our country and the departure of the vast majority of car manufacturers home, the car world of Russia broke loose. Suddenly urgently impatient to produce electric vehicles. And this despite the fact that before the outbreak of the crisis, the problems of “environmentally friendly” transport in quotes did not bother anyone in general.
The AvtoVzglyad portal has already written about what motivated the business leaders, who competed with each other to assure the government of their intentions to make a breakthrough in the field of electric transport. But the dog barks, the wind blows and the caravan moves inexorably.
Small businesses are free to dream about how they will succeed on this slippery slope and shake the media space with loud statements. But large volens-nolens companies have to think about the people who work there and want to be paid at least sometimes. Yet almost a year has passed in inactivity and empty thoughts about the fate of the industry.
Remember what the head of the Ministry of Industry and Trade Denis Manturov said last year. Production of electric vehicles at the Moskvich plant should begin in 2022. Perhaps it has begun – and somewhere in the deep catacombs beneath the workshops, electric revolutionary workers assemble rotors with stators in the strictest secrecy. Because on the official website of the company, the technical data of only cars with internal combustion engines are posted. As for everything else – just a mean rule: “Moskvich 3 is also available with an electric motor.”
It’s one thing to change JAC nameplates to purely patriotic ones and make your own profit from the release of some crossover, it’s another thing to trust that the numerous factory employees will feed themselves on one-off sales of eco-friendly toys for rich posers.
Kaliningrad Avtotor was in exactly the same situation. His superiors remained in limbo for a long time, hinting at the imminent launch of “new models adapted to the new conditions for the development of Russia as a whole.” In addition, it was planned to create 50-60 thousand electric cars annually, for which seven (seven, Valera!) Plants would be built from scratch.
Thank God, when it came down to it, all these slanderous ideas disappeared from the minds of high-ranking managers for a while or completely. They were engaged in the same thing as the rest – screwdriver assembly of Chinese car kits. But the Kaliningraders still managed to surprise us. As a partner, they chose a small company called Kaiyi.
The production capacity is 150,000 cars per year, which is quite a lot for China. In addition, it only sells about 3,000 cars per month within the PRC, with the rest exported to Peru, Libya, Kuwait and Iraq. And now – to Russia.
I must say that before its revival Avtotor chose not the most trump models as support for the automotive industry. Now he is releasing the Kaiyi E5, which debuted a year and a half ago, but is actually a restyling of the Chery Arrizo 7 golf-class sedan, whose life cycle ended in 2019.
In the near future, the factory will also assemble a few more models: the compact crossovers Kaiyi X3 and X3 Pro. They were called no Xuanjie 2023 and Xuanjie Pro and were built based on Tiggo 4.
Models, to put it mildly, are not very fresh – from those times when the Chinese had not yet mastered doing something similar to a modern car. Yes, and the price tag in the light of current market trends can be expected, if not horse, then very high. But still, these will be utilitarian vehicles, and not useless metal and plastic incarnations of the dreams of Western “greens”.
Source: Avto Vzglyad
Donald Salinas is an experienced automobile journalist and writer for Div Bracket. He brings his readers the latest news and developments from the world of automobiles, offering a unique and knowledgeable perspective on the latest trends and innovations in the automotive industry.
