This is how the the psychopathic gangsters in the pirate City of London...

Editor's note: ...think and operate. When reading this excellent essay on the politics of electric cars (EVs) take notice the essay makes reference to the central bankers located in the pirate City of London. Just like we find central bankers behind the British (British brains; American muscle) commercial proxy war on Russia (NYT is doing their exit strategy) using Ukraine (war criminals). What is President Trump's solution? Extend the US into Canada and Greenland to offset the massive losses of losing Russia's resources they planned on using to "balance their books." By the time they try balancing their books, or their financial system, it will likely require more than 1.5 million dead Ukrainian soldiers. Most people cannot comprehend this kind of loss of life. They lost Ukraine and the Europeans do not like that prospect one bit. Who is behind trashing Tesla EVs in the US? Take a guess.
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CN — LARRY ROMANOFF: 电动汽车（EV）的政治 — The Politics of Electric Cars (EVs)

电动汽车（EV）的政治 — The Politics of Electric Cars (EVs)

March 7, 2025 | By Larry Romanoff

Why are the Western countries not flooded with electric vehicles today? The reason is simple: there are some very powerful people who don't want electric cars. These powerful people control much of the extraction of petroleum as well as most of the marketing, and they also control major auto manufacturers like General Motors and have their hooks deeply into many others. These same people also have a virtual 100% policy control over the governments of the Western countries, as well as much of Eastern Europe and Japan. They also have a virtual monopoly on the Western world's mass media and, through this control of the microphone, they severely limit the kind and amount of information that is publicly available. From this media monopoly, they can set the agenda and control the debate. They can more or less ensure that the crucial facts and details regarding EVs and auto fuels never come to light, thus preventing us from obtaining anything resembling an accurate picture of the world of private transportation.

为什么西方国家今天没有被电动汽车淹没？原因很简单：有些非常有权势的人不想要电动汽车。这些有权势的人控制着大部分石油开采和大部分营销，他们还控制着通用汽车等主要汽车制造商，并与许多其他制造商有着密切的联系。这些人实际上对西方国家以及东欧和日本的大部分政府拥有100%的政策控制权。他们还几乎垄断了西方世界的大众媒体，通过对麦克风的控制，他们严格限制了公开信息的种类和数量。从这种媒体垄断中，他们可以制定议程并控制辩论。他们或多或少可以确保有关电动汽车和汽车燃料的关键事实和细节永远不会曝光，从而阻止我们获得任何类似私人交通世界的准确情况。

You should, of course, naturally ask (a) Who are these people? and (b) why don't they want electric autos to become the world's default method of transportation? Let's first deal with (b); the reasons.

当然，你应该自然地问（a）这些人是谁？（b）为什么他们不希望电动汽车成为世界默认的交通方式？让我们先处理（b）；原因。

根深蒂固的利益 — Entrenched Interests

You might loosely want to term this "self-interest" or "self-preservation". We could accept the first definition, and at least understand the second, but these definitions cannot be excused, primarily due to the vast implications they contain for us all. In simple terms, the self-interest, or even the (financial) self-preservation of a small number of individuals cannot be permitted to take precedence over the welfare of the entire world's population. Yet, that is precisely what is happening. The entrenched self-interest of a very small number of very powerful people has been dictating the environment and landscape of private transportation for more than 100 years, with calamitous results that are at best only dimly understood by the general public in any country.

你可能想笼统地称之为"自我利益"或"自我保护"。我们可以接受第一个定义，至少理解第二个定义，但这些定义不能被原谅，主要是因为它们对我们所有人都有巨大的影响。简单地说，不能允许少数个人的自身利益，甚至（财务）自我保护优先于全世界人口的福利。然而，这正是正在发生的事情。100多年来，极少数非常有权势的人根深蒂固的自身利益一直在支配私人交通的环境和景观，造成了灾难性的后果，任何国家的公众充其量只能模糊地理解这些后果。

汽车零部件与融资 — Auto Parts and Financing

One of the main challenges is that the major auto makers, most notably General Motors, derive far more profit from financing vehicle purchases and the sale of auto parts than from the sale of new vehicles. Prior to its bankruptcy, GM was making three times as much profit from both its finance arm and auto parts divisions, than from making and selling cars. Essentially, they discovered that usury and price gouging were each three times more profitable than was manufacturing.

主要挑战之一是，主要汽车制造商，尤其是通用汽车，从汽车购买和汽车零部件销售融资中获得的利润远远高于新车销售。在破产之前，通用汽车从其金融部门和汽车零部件部门获得的利润是制造和销售汽车的三倍。从本质上讲，他们发现高利贷和价格欺诈的利润都是制造业的三倍。

While auto companies like GM have very much become "financialised", the price gouging is by no means immaterial. Replacement parts are priced so high that to assemble a car from parts would cost at least ten times as much as purchasing the vehicle from a dealer. Auto makers like GM have resorted to extreme forms of extortion to protect these unconscionable profit levels. It was obvious to manufacturers everywhere that they could make replacement parts for the major auto brands, sell these parts for far less and still make huge profits. The auto-makers immediately responded by threatening to void the warranty on any car that used replacement parts from another supplier. That act should qualify as criminal extortion, but the auto companies were able to avoid prosecution.

虽然像通用汽车这样的汽车公司已经"金融化"，但价格欺诈绝非无关紧要。替换零件的价格如此之高，以至于用零件组装汽车的成本至少是从经销商那里购买汽车的十倍。通用汽车等汽车制造商采取了极端形式的敲诈勒索来保护这些不合情理的利润水平。对于世界各地的制造商来说，很明显，他们可以为主要汽车品牌制造替换零件，以更低的价格销售这些零件，仍然可以获得巨额利润。汽车制造商立即做出回应，威胁要取消任何使用其他供应商替换零件的汽车的保修。该行为应被视为刑事勒索，但汽车公司得以避免被起诉。

There is more here. The auto industry, especially in North America, and again especially General Motors, were renowned for poor quality of manufacture. This was so true that former GM employees testified that auto parts were designed "to last only as long as the warranty period". Many other observers swore this to be the normal manufacturing strategy: make the parts as cheaply as possible so they required constant maintenance and repeated replacement.

这里还有更多。汽车工业，特别是北美的汽车工业，尤其是通用汽车，以制造质量差而闻名。这是如此真实，以至于前通用汽车员工作证说，汽车零部件的设计"只适用于保修期"。许多其他观察家发誓这是正常的制造策略：尽可能便宜地制造零件，因此需要不断维护和反复更换。

Auto dealerships share this price-gouging model, where service and parts sales constitute less than 10% of their revenue but 50% of their profit. The systemic problems here are extremely serious. Electric vehicles have less than half the number of parts as their gasoline-powered relatives, and very few moving parts – almost none of which break or need regular replacement. EVs are more reliable and require much less maintenance or service than do gasoline-powered vehicles. As we all know, it isn't only the cost of the repairs and replacement parts, but the labor and service charges levied during maintenance and repair, that make gasoline-powered autos so expensive to maintain after a few years. If the Western world were to move to electric cars, this one factor alone would eliminate a major portion of the revenue – and the bulk of the profits – of both manufacturers and their dealers, forcing a massive reorganisation of the entire auto/transportation industry.

汽车经销商也有这种价格欺诈模式，服务和零件销售占其收入的不到10%，但占其利润的50%。这里的系统性问题极其严重。电动汽车的零件数量不到汽油动力汽车的一半，运动部件也很少——几乎没有一个会损坏或需要定期更换。电动汽车比汽油动力汽车更可靠，需要更少的维护或服务。众所周知，不仅是维修和更换零件的成本，还有在维护和修理过程中收取的劳动力和服务费，使汽油动力汽车在几年后的维护成本如此之高。如果西方世界转向电动汽车，仅这一因素就将消除制造商及其经销商的大部分收入和大部分利润，迫使整个汽车/运输行业进行大规模重组。

Below is a diagram for which I have lost the source. It displays some of the parts comprising a gasoline-powered auto, and by no means are all the parts displayed here.

下面是一个我已经失去来源的图表。它显示了汽油动力汽车的一些部件，但绝不是这里显示的所有部件。

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