Nothing better describes this current time period than the Federal Government dragging their feet on CLARITY Act while at the same time finding out that same government sped through legislation that requires you to ask the cashier in the fast food drive thru lane for a straw or else theyre not allowed to give you one.

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Man I glad I sold all of that in June. Wish I did that with everything else

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Hate to break it to you but they get these jobs done cheaper, faster and more reliably than everyone else. The Falcon 9 is the cheapest option on the planet, with the most launch cadence and reliability. You can look it up and compare.

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Or else what?!

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STOP REACTING TO MY MESSAGES OR ELSE

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just playing till everyone else gets bored and wants to leave...smort

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Agree, but also does he seem to have the type of ego where he might want to go into the history books for using a newk? He knows everything else he has done will be forgotten in 2 years from now as soon as the door hits him in the ass on the way out. But he can be remembered forever if he does that.

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probably bailout the banks underwriting em, everyone else get fucked

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One thing I think this thread is showing is that the question is becoming bigger than simply "Chinese cars are cheap because Chinese workers are cheap." Wages and subsidies matter. But Chinese manufacturers are increasingly moving production outside China, which gives us a chance to test that explanation in the real world. Brazil is a particularly interesting example. For decades, the market was dominated by established American, European, Japanese and Korean manufacturers with local factories, suppliers, dealerships and huge brand recognition. Chevrolet was enormously strong, and the Onix spent years as the country's best-selling car. Now the structure is changing. BYD took over Ford's former industrial complex in Camaçari and is progressively localizing production. GWM took over Mercedes-Benz's former factory in Iracemápolis. Renault and Geely are expanding their industrial partnership and investing together in Brazil. And it gets stranger than simply "Chinese companies versus legacy automakers." GM itself is assembling Chinese-developed Chevrolet EVs in Brazil. The Spark EUV and Captiva EV are being assembled in Ceará using products originating from GM's Chinese ecosystem with SAIC and Wuling. Toyota has a 50/50 EV R&D joint venture with BYD. Nissan has a long industrial relationship with Dongfeng in China. Renault is partnering with Geely. So the borders between "Chinese" and "traditional" manufacturers are becoming increasingly blurry. Europe may become an even better test. Chinese manufacturers are actively looking for existing European factories rather than simply exporting everything from China. BYD says that, longer term, it expects to need three vehicle assembly plants and a battery plant in Europe. That is why I don't think the wage argument settles this. If BYD builds cars with Brazilian or European workers and most of its price advantage disappears, then labor costs, subsidies and producing in China were obviously doing a huge amount of the work. But if a substantial advantage remains, we have to ask what else explains it: battery costs, vertical integration, platform design, automation, supplier organization, scale, development cycles, margins, or some combination of them. And this is where I come back to Detroit. The US doesn't have to allow unlimited Chinese imports to test this. Require local production. Require American wages. Require US safety and environmental standards. Apply trade safeguards. Then let the products compete. Protection can give an industry time to adjust. But the important question is what Detroit does with that time. Because Chinese manufacturers aren't standing still outside the US. They're localizing production, buying or reusing factories, forming partnerships with established manufacturers and becoming part of the same global supply chains that legacy automakers use. Brazil is already experiencing that transition. Europe increasingly is too. Renault and Geely, for example, just announced another €319 million investment in their Brazilian partnership. If an American-built Chinese EV eventually costs roughly the same as an American-built competitor, we'll have learned something important about the original Chinese cost advantage. But if it can still compete aggressively on price and equipment while paying American production costs, then keeping the imported version out didn't solve Detroit's underlying competitiveness problem. It just postponed the test.

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Guy just casually disregards everything else going up in way faster than wages. You need to get out of the fake numbers echo chamber

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