The tax-free era of new energy vehicles may really be coming to an end. Let me start by asking you a question: if I tell you that your lithium batteries will have to pay consumption tax like gasoline in the future, and if you plug in a hybrid or extended range car, even if it is a stock car bought three years ago, you will have to pay a new car and ship tax when the insurance is renewed in 2027. Do you think that this wave of "backsliding" has come a bit fiercely? In just half a month, the state threw out two documents in a row. On July 2, the car and boat tax concessions were cancelled if they were cancelled, and on July 17, the battery consumption tax was restored if it was restored. This is not a coincidence. In today's issue, we will clarify three things: who should pay this money, why it is now, and what kind of big chess is hidden behind this "concession ebb". For more exciting videos, please visit Car House Video Platform 1. Battery tax is the most direct one - battery consumption tax. From September 1 this year, mature products such as lithium-ion batteries, which have been running everywhere, will first be subject to a 2% levy, and then rise to 4% on September 1 next year. New technologies that are still climbing, such as sodium-ion batteries and solid-state batteries, will continue to be tax-free until the end of 2028. It should be noted that the consumption tax is not collected directly from the owner, but is a tax paid in advance by the battery factory or the car company in the production, commissioned processing or import process. However, whether this cost will be transferred to the final car price depends on how the upstream and downstream of the industrial chain play. Calculate an account: A pure tram with an 80-degree battery pack costs about 50,000 yuan, and the cost of each car under the 2% tax rate is about 1,000 yuan, and 4% is 2,000 yuan. Interestingly, who should pay this tax, in fact, the industry has not yet understood the quarrel. Some experts believe that if car companies develop their own batteries, they can do so without repeated payment, which is good for car companies like BYD. Some people in the industry believe that the original meaning of the clause is that "the same link of production only pays one tax". If the car company purchases the battery cell and assembles the battery pack itself, the tax battery factory in the battery cell link has already paid, and the car company may have to pay it again in the battery pack link. Specifically, how to share, and still have to wait for the official rules to land. But one thing is certain: now the new energy track has become a twist. Whoever starts to raise prices first, the customer will turn around and pick up the car next door. There is a high probability that car companies and battery factories will break their teeth and swallow it themselves. The bargaining power of car companies to battery factories is generally not strong. In the first five months of this year, the profit margin of domestic vehicle companies was only 1.5%, and selling a new car of 100,000 yuan only earned 1,500 yuan. In the same period, battery leaders such as the CATL era, the profit margin in the first quarter of this year was as high as 16.1%. In this "internal digestion", the probability of loss is still the car company. Second, if the battery tax is still just a "hidden cost", then the adjustment of the vehicle tax is clearly written in your renewal policy. The policy is clear: from January 1, 2027, the vehicle and ship tax will be reduced by half for energy-saving vehicles, and the exemptions for pure electric commercial vehicles, plug-in hybrid vehicles (including extended range), and fuel cell commercial vehicles will be cancelled. Do pure electric vehicles mainly not panic? The answer is no. Vehicle and ship taxes are essentially taxed according to engine displacement. Pure electric vehicles do not have engine displacement at all, so they are not taxed by legal definition. What really needs to pay this money is the hybrid, plug-in and extended-range models with "engines in their stomachs". The official rationale is straightforward: promote tax fairness. These cars usually burn oil, have the same maintenance and emissions, but enjoy the same "zero tax" treatment as pure trams, which makes the fuel owners of the same price point think? Of course, paying a few hundred dollars more a year will not affect your decision to buy a car. But the meaning of this money was never "painful", but "unchanged". Inserting and mixing and extending the range as a "transition technology" status is equivalent to being officially stamped. Since it is a transition, you will not always enjoy the ultimate form of preferential treatment. 3. Why now? Seeing this, you may ask, these discounts have been implemented for more than ten years, why is this time point concentrated in the decline? In the first half of this year, the sales volume of domestic fuel vehicles fell by 26%, much higher than the 20% decline; the penetration rate of new energy exceeded 60% in the same period, and it is expected to rush to 70% in the whole year. The fuel truck did not sell well, and there was a clear gap in the consumption tax on refined oil products attached to it, and the fund pool for road maintenance fees was tight. More notably, NEVs are getting heavier. According to the data of the car home model garage, China's new energy vehicles are "Fa Fu" at a speed that is visible to the naked eye. The so-called "two tons starting, three tons is not unusual". Vehicle weight is precisely the key factor of road wear. There are more and more new energy vehicles on the road, but they basically do not bear the cost of road maintenance. This contradiction must be put on the table sooner or later. Therefore, the battery tax and the car and ship tax are just two pieces in the "oil and electricity equal rights" game. Looking forward, the new energy purchase tax has been changed from completely exempt to halved at the beginning of this year. Looking back, this retreat is phased and rhythmic, and it is slowly tightened like a tap. In the final analysis, all of this is to announce one thing: the competition in the automotive industry in the future is no longer limited to the stacking coils of terminal models, but extends upward to the entire industry chain such as batteries and supply chain. Whoever has the right to speak is more likely to survive this knockout round. What do you think of the countdown to the day when trams save money? (By/Automobile House Peng Fei).