Komunitas
lemmy.blahaj.zone
Serious, honest question: why are we bringing gender into this? I’ve never considered the idea of one gender being any more likely to commit piracy than any other. Is there some kind of piracy subgroup of people in Indonesia or elsewhere who claim men are more likely to pirate music than other genders, particular women? Again, this is a serious question, with no malicious subtext. I’m genuinely wondering where in the hell this question came from, because it seems to me like it came out of nowhere.
Komunitas
hexbear.net
Apparently there’s some horrific footage of massacres in/around the Indonesian hospital in Gaza that a nurse managed to smuggle out, and it’s being heavily censored on twitter
Komunitas
lemmy.world
I found this story googling. I met Barack Obama at a State Department reception early in his presidency. A colleague who wanted to test his skills at Indonesian asked him, “Mr. President, did you know that in Indonesia they still call you ‘anak Menteng’?” “Anak” means “child of” and Menteng is a neighborhood in the capital of Jakarta where many of the country’s elite live. President Obama quickly answered. “Oh, saya bukan anak Menteng. Saya anak Menteng Dalam.” (Oh, I’m not a Menteng kid. I’m a kid from Inner Menteng.”) In Indonesia, this roughly means “I’m from the back streets where the workers and servants live.” The US equivalent might be “I’m not from Park Avenue. I’m from the alley behind Park Avenue. https://www.quora.com/Could-Obama-speak-Indonesian I know Quora is not a primary source, but I’m just googling.
Komunitas
hexbear.net
China’s EV surge is dismantling Japan’s auto empire in Southeast Asia ::: spoiler article If you’ve taken a Grab or used another ride-hailing app in Southeast Asia recently, you’ve likely noticed a change. A growing number of drivers are no longer driving just Japanese gasoline-powered autos, but a string of unrecognizable electric vehicle (EV) models made by other countries. Make no mistake, these fashionable looking cars might not be recognizable, but their manufacturers, notably Chinese and even Vietnamese, are aggressively taking market share away from legacy Japanese automakers. According to the PwC ASEAN-6 Automotive Market Snapshot, EV adoption in the region rose from 9% in 2023 to 13% in 2024. This growth is being led by Chinese manufacturers, who are boldly challenging Japanese incumbents. Chinese automakers like BYD aren’t just selling cars using deep discounts, they’re underwriting regional assembly and supply chain integration, displacing Japanese market share that long anchored ASEAN as a quasi-domestic market for legacy automakers Toyota, Nissan and Honda. Added to the fray for Japan, the industry’s relatively slow transition to fully electric models created a vacuum that Chinese brands have filled with technologically advanced, affordable alternatives. Thailand and Vietnam are now established EV hubs, with Indonesia and Malaysia reportedly soon to follow suit. This comes as several ASEAN members continue to leverage free trade frameworks to optimize regional production networks, attract capital and underscore structural shifts in industrial alignment. Worse yet for Japanese automakers, the move by their ambitious competitors to produce more EVs represents not just product evolution but a successful challenge to entrenched industrial leadership. What can Tokyo do? It depends on whom you ask. According to recent reports, the loss of market share is creating a ripple effect that threatens an extensive regional supply chain, which includes over 2,700 Japanese parts manufacturers. As sales of Japanese internal combustion engine (ICE) vehicles slump, major automakers are being forced to restructure. Honda, for its part, has consolidated its Thai factories, while Mitsubishi Motors suspended production at key plants to cut losses. This reduction in output directly impacts local subcontractors, who rely on high-volume orders from these finished vehicle plants. To counter this “Chinese assault,” Japanese firms are also pivoting toward hybrid vehicles, a segment where they still maintain a competitive edge. They are also seeking closer cooperation with several ASEAN governments to develop a long-term road map for regional auto production. But it’s not just Chinese EV makers creating the shift in ASEAN auto markets, Vietnam has also joined the top tier. New automaker VinFast remains the most ambitious – and controversial. The company has been accused of design and manufacturing flaws that have led to accidents, and even fatalities. Despite this, VinFast, long on the periphery of Asia’s auto narrative, is now at a strategic pivot. By the end of 2025, VinFast had achieved a dominant, record-breaking position in Vietnam, accounting for 35% of the country’s auto market share, according to Automotive Logistics. VinFast is also a leading EV manufacturer in Southeast Asia and has a new footprint in India, where it is investing $500 million in a new manufacturing plant in Thoothukudi, Tamil Nadu. VinFast is now considered the largest electric car brand in the country, competing heavily with Chinese EV manufacturers. However, the story isn’t only about individual EV brands, governments in the region are also taking action. According to FDI Intelligence coverage, Thailand, Vietnam, Indonesia and Malaysia have deployed a battery of tax breaks, subsidies and investment incentives to lure EV manufacturing and supply chain investment. These moves do more than attract plants, they signal a shift in Asia’s broader industrial strategy away from legacy export networks toward new energy vehicle ecosystems. In practice, this means Japanese automakers can no longer rely on preferential treatment or historical scale alone. Chinese brands with aggressive market pricing and government-aligned deployment strategies are capturing assembly footprint and downstream volume, while Vietnamese players layer in localized demand growth and regional supply chain diversification. This structural repositioning matters for Tokyo because it erodes not just market share, but capital-incentive gravity. Behind closed doors, it appears executives at Japanese automakers are sounding the alarm. Bloomberg recently reported that Japan’s “wait-and-see” approach to full EVs has moved from a conservative strategy to a critical risk as Chinese manufacturers (led by BYD) achieve unprecedented vertical integration and scale. Not only have Japanese auto brands lost significant market share in Southeast Asia to Chinese brands but their combined share in Thailand, a key market, plunged from nearly 90% five years ago to 69% in 2025. Ultimately, Japanese auto brands simply can’t compete on price. Chinese EV automakers BYD and Xiaomi can slash new auto prices far below what Japanese automakers offer because they lack the in-house battery supply chain that Chinese firms have access to. As noted, Japan’s survival currently hinges on its dominance in hybrids. But Bloomberg warned this is a “gilded cage.” While hybrids are profitable now, they simply can’t help Japan develop the software-defined vehicle (SDV) capabilities where China is currently leading. Moreover, Chinese EVs are being marketed as “smartphones on wheels.” Bloomberg highlights that Japanese automakers are still struggling with software integration, leading to a perceived “tech gap” among younger consumers. This leads to an inevitable reality for Japanese automakers: simply concede that they will have to survive as smaller niche players in an increasingly competitive and crowded market. The threat is no longer theoretical; it’s an active displacement of Japanese industrial influence – something Tokyo will find politically unnerving. ::: In Malaysia, While several EV brands have begun local assembly in Malaysia, the industry will only benefit meaningfully if critical components such as battery packs and electric motors are also localised, says Azrul. Brands like Mercedes-Benz, Volvo, Chery, Zeekr and TQ Wuling have initiated CKD programmes for their respective EV models in Malaysia. Other Chinese marques such as BYD, XPeng, SAIC Motor’s MG brand and Great Wall Motor are also moving towards local assembly. French auto giant Stellantis is set to assemble Leapmotor EVs at its Asia-Pacific hub in Gurun, Kedah. The localisation rate of locally assembled EVs remains relatively low at 20% to 30%, compared with up to 70% for foreign ICE models and nearly 100% for domestic brands. This is largely because two key EV components — battery packs and electric motors — are not manufactured or assembled locally for domestic consumption. Together, they account for more than 50% of an EV’s total cost Generally about 60% of sales are from the two national brands, which has seen a resurgence since an all-time low of about 45% 10 years ago. A key part of this story is the acquisition of a 49% stake of national car company Proton by Geely.
Komunitas
hexbear.net
Hey, how did Putin come to power agan? Communism. He’s always been a Communist. Everything about Russia is Communist. We have been at war with the Communists since the start of Russia in 1914 as a Communist dictatorship. He’s trying to take over the world and only we can stop him. The man’s ambition knows no bounds. So anyway, we’re sending $40B in military aid to Pakistan in order to open up a border war with Iran to weaken Yemen and reclaim the Red Sea so we can retake West Africa from the Chinese and bring the Sub Saharan states to heel in order to cut off trade to Latin America and completely crush the anti-colonialist resistance that will free up lithium for our factories in Indonesian sweatshops. And Russia could ruin all of that! They’re out of control! They’re megalomaniacs!
Komunitas
hexbear.net
And Indonesians have a swim speed, and Mexicans have fire resistance, and the Welsh get +1 animal handling.
Komunitas
hexbear.net
Let’s bracket the “was the USSR in the right?” question, and let’s ask the “how brutal was the Soviet clampdown on these two uprisings?” 1956 Hungary: 2000-3000 killed by the USSR 1968 Prague: 137 killed by the USSR How does this compare to clampdowns by NATO countries (excluding the US)? Indonesian National Revolution against the Dutch: 100 000 Indonesians killed by the Dutch Algerian War of Independence: 250 000 killed by the French (French estimate) - 1.5 Million (Algerian estimate) French War against Vietnamese Independence: 200 000 dead Portuguese Colonial Wars: 70,000–110,000 civilians killed by Portugal Mau Mau Uprising against the UK: "Officially the number of Mau Mau and other rebels killed was 11,000, including 1,090 convicts hanged by the British administration. The Kenya Human Rights Commission has said 90,000 Kenyans were executed, tortured or maimed during the crackdown, and 160,000 were detained in appalling conditions. " This is a non-exhaustive list with estimates. The actual brutality is not conveyed. The war crimes are often comparable to the Waffen SS. You get the idea: the colonial powers were incomparably worse.
Komunitas
lemmy.ml
Israel’s been imprisoning 2 million Gazans for decades. The spirit of revolution in the region is similar to that of the Americans over the British, the French over the Ancient Regime, the Haitians over the French, the Russians over the Tsardom, the Chinese over the Qing dynasty, the Indonesians over the Dutch, and countless other times where the principles of sovereignty and self-determination prevailed over a hostile governing power and gave power to the people. In places of great inequality, revolutionaries congregate. Israel only has themselves to blame for this mess.
Komunitas
lemmy.ca
Jakarta is seeking to boost investment from foreign tech companies with restrictive measures that require their phones to be 40 per cent sourced from parts in Indonesia. Absolutely ridiculous policy. Imagine if every country pulled this stunt.
Komunitas
lemmy.world
I love this. I recently had someone from Indonesia apologize for their English which, as often is the case was fantastic. I always tell people like that, I know one language, and you know more than one, never apologize for that.