????

????一提到雪佛蘭的金領(lǐng)結(jié)標(biāo)識(shí)，大家就會(huì)聯(lián)想到令人血脈賁張的高性能車——比如科爾維特超跑和大黃蜂科邁羅。因此，這種被動(dòng)感似乎跟這一品牌不協(xié)調(diào)。有些業(yè)內(nèi)人士更是推而廣之地想到，在完全自動(dòng)駕駛的情況下，駕駛者如何才能享受一輛車的動(dòng)力性能呢？傳感器技術(shù)的領(lǐng)軍企業(yè)德?tīng)柛９臼紫夹g(shù)官杰夫?歐文斯表示，“如果我們開(kāi)一輛在任何情況下都自動(dòng)駕駛的車，我們就會(huì)被迫將它的程序設(shè)定為不完全遵守法定限速。”（通用汽車表示，如果駕駛者喜歡更激烈的性能體驗(yàn)，在開(kāi)得較快但仍在法定限速以內(nèi)時(shí)，F(xiàn)NR可以把懸掛調(diào)緊，過(guò)彎時(shí)也更急。）

????要想真正實(shí)現(xiàn)FNR所號(hào)稱的全自動(dòng)駕駛功能，還有大量工作要做。過(guò)去三年來(lái)，有關(guān)自動(dòng)汽車的研發(fā)費(fèi)用在通用汽車70多億美元的研發(fā)費(fèi)用中占了大頭。和其他廠商及供應(yīng)商一樣，通用汽車也逐漸為更多車型搭載了各種主動(dòng)安全技術(shù)：夜視、盲點(diǎn)預(yù)警、變道警示、自適應(yīng)巡航、剎車輔助等等。而這些技術(shù)正是自動(dòng)駕駛汽車的先驅(qū)。明年，通用計(jì)劃在2017款凱迪拉克CTS上實(shí)現(xiàn)車車溝通——汽車能彼此“交談”以避免碰撞，成為首個(gè)達(dá)成這一目標(biāo)的廠商。通用汽車安全戰(zhàn)略與汽車計(jì)劃全球總監(jiān)約翰?凱普表示：“這是一個(gè)逐漸進(jìn)步的過(guò)程——我們2010年和2011年推出的一些功能現(xiàn)在正逐漸用于量產(chǎn)車上。”

????而其他豪華品牌，比如奧迪和梅賽德斯奔馳，則更接近讓自動(dòng)駕駛汽車上路這一目標(biāo)。但通用汽車的高管表示，到了2030年，這可能就無(wú)關(guān)緊要了。通用汽車中國(guó)公司的設(shè)計(jì)副總裁布萊恩?奈斯比特的問(wèn)題是：“消費(fèi)者到底會(huì)如何與這種技術(shù)互動(dòng)并體驗(yàn)它呢——它是真的有利于駕駛，還是會(huì)變成另一種負(fù)擔(dān)？”他說(shuō)，只有那些將所有自動(dòng)駕駛技術(shù)成功整合在一起的廠商才會(huì)獲得領(lǐng)先地位。

????隨著這種整合的進(jìn)展，自動(dòng)駕駛汽車也會(huì)引發(fā)很多有待解決的問(wèn)題。業(yè)內(nèi)專家現(xiàn)在爭(zhēng)論的焦點(diǎn)問(wèn)題是，誰(shuí)將擁有這些車輛產(chǎn)生的數(shù)據(jù)；如何才能讓不同城市和鄉(xiāng)鎮(zhèn)就基礎(chǔ)設(shè)施標(biāo)準(zhǔn)和法律責(zé)任問(wèn)題達(dá)成一致；廠商在為駕駛者提供幾乎完全個(gè)性化體驗(yàn)的同時(shí)，如何才能掌控消費(fèi)者對(duì)相關(guān)汽車品牌的體驗(yàn)。安永咨詢公司汽車分析師珍?弗蘭?特倫不萊表示：“就像耐克公司現(xiàn)在是一家健康服務(wù)公司而不再是制鞋企業(yè)一樣，汽車廠商也將不再只是生產(chǎn)廠商，而是所謂的移動(dòng)服務(wù)供應(yīng)商。”

????上個(gè)月，在Metalcrafters公司那間工作室里，這類宏大思考還顯得太遙遠(yuǎn)。當(dāng)時(shí)，技師們正為了完成原型車全力以赴，他們要把上千塊車身部件的最后一塊拼接好，還要測(cè)試240多英尺長(zhǎng)的LED燈帶。最后，一位技師小心翼翼地遙控著這輛車長(zhǎng)192英寸的杰作駛?cè)胍粋€(gè)特制的船運(yùn)集裝箱——這是它抵達(dá)上海前的小家。（財(cái)富中文網(wǎng)）

????譯者：清遠(yuǎn)

????審校：任文科

??? That passivity can seem incongruous, given that the Chevy bowtie logo has always been associated with high-rev performance—think Corvette and Camaro. Some in the industry wonder more generally what will happen to a driver’s ability to enjoy a car’s dynamic capabilities in an autonomous world. According to Jeff Owens, CTO at Delphi, a leader in sensor technology, “If we get to a car that truly drives itself in all conditions, you’d be hard-pressed to program it not to follow the legal speed limit.” (GM says that for drivers who like an edgier performance experience, the FNR will be able to tighten its suspension and execute tight turns while hitting high but legal speeds.)

??? There’s much work to be done before cars come anywhere close to fulfilling the FNR’s fully autonomous promise. Autonomous-vehicle research has accounted for a significant share of the more than $7 billion GM has spent annually on research and development over the past three years. And like other manufacturers and suppliers, GM has gradually loaded more vehicles with active-safety technologies that are precursors to a car that could pilot itself—night vision, blind-spot alerts, lane-change warnings, adaptive cruise control, brake assist. Next year GM aims to be the first automaker to bring vehicle-to-vehicle communication—cars “talking” to one another in an effort to avoid collisions—to market, in a 2017 Cadillac CTS. “It’s a step-by-step progression—some of the things we introduced in 2010 and 2011 are now trickling down into our production cars,” says John Capp, GM’s global director of safety strategies and vehicle programs.

????Other, more luxury-oriented companies, including Audi and Mercedes-Benz, are closer to putting autonomous vehicles on the road. But GM executives say that by 2030, that may not matter. “How will the consumer interface with and experience all this technology—will it really help, or will it become a secondary burden?” asks Bryan Nesbitt, GM China vice president of design. The automakers that integrate the tech most successfully, Nesbitt says, will come out ahead.

????As integration advances, self-driving cars will generate myriad problems that will have to be solved. Industry experts are now debating who will own the data autonomous vehicles will generate; how to get cities, counties, and countries to agree on infrastructure standards and liability issues; and how carmakers can own a consumer’s experience at the brand level while offering near-complete personalization to drivers. Says EY automotive analyst Jean-Fran?ois Tremblay: “Just as Nike is now a wellness company and no longer a shoemaker, carmakers are no longer just manufacturers but also mobility-service providers.”

????Back at Metalcrafters last month, such macro musings seemed far away as the craftsmen raced to finish the prototype “build,” attaching the last of the thousands of hand-painted body panels and testing the more than 240 feet of LED lighting. At last, one technician delicately remote-controlled the 192-inch-long wonder into a specially built shipping container—its home until its arrival in Shanghai.