Ten years of the "WTO accession" examination of the automotive industry to solve the three major problems to be solved

The lack of attention to technological innovation, insufficient attention to the parts and components industry, and inadequate estimates of the speed and scale of growth in the auto market.

Ten years ago today, Sun Zhenyu, former vice minister of foreign trade and economic cooperation and president of the China World Trade Organization Research Association, is anxiously waiting for the opening of the Fourth Ministerial Conference of the World Trade Organization (WTO) three days later. What's more, once the country is open, the weak Chinese auto industry is good or bad.

Ten years later, like agriculture and finance, China’s auto industry has not suffered a catastrophe. On the contrary, with China’s accession to the WTO, the government has liberalized the control of private capital’s entry into the auto industry. Geely, BYD, and Great Wall Motor have been privately managed. The depot has entered the market competition and has achieved certain results. What surprised Sun Zhenyu at that time was that China’s new car sales have already ranked first in the world.

After ten years of development, the fundamentals of the Chinese auto industry have not been subverted and changed. However, with the continuous influx of foreign capital, the degree of concentration of the industry has been increasing at a very slow rate. Local protectionism is still largely disorganized throughout the industry. Poor maintenance.

Researchers at the automotive industry made it clear at the China Automotive Industry Internationalization Symposium held last week that China’s automobile industry has left three obvious shortcomings in the development of China’s automobile industry after its accession to the WTO: insufficient attention to technological innovation, insufficient attention to parts and components industry, and The speed and scale of the growth of the auto market are underestimated, leading to traffic congestion and other “auto-social diseases” in big cities.

The inability of independent brands, the irritability of foreign brands, and the faltering overseas exports are still problems that cannot be circumvented by the Chinese auto industry.

There is a loss. Beijing's consumer Wang Peng still clearly remembers that the first car bought ten years ago was Xiali, who spent most of his savings, about 130,000 yuan. The price of Xiali cars on the market today is only about 40,000 yuan. Not long ago, he bought a BMW MINI and spent only 200,000 yuan.

The price of automobiles is in line with the world, and it is the feeling of ordinary consumers in China that they have purchased automobiles after China's accession to the WTO. Before the accession to the WTO, the Chinese auto market was not very active because the government did not completely liberalize the consumption of private cars. Although the auto giants such as Volkswagen and General Motors have established joint ventures in China, the main consumer groups in the car market are various levels of government agencies and institutions. In addition, it is a small number of rich business owners.

The real opening of the Chinese auto market in a full sense and the formation of a globalized competitive landscape is one of the biggest changes since the accession to the WTO. Over the past decade, the sales volume of Chinese automobiles has grown from 2 million units in 2000 to 18.26 million units last year, and is expected to reach 20 million units this year, almost 10 times. The proportion of China’s automobile production in the world has also increased from 3.5% in 2000 to 23.5% in 2010.

China’s accession to the WTO has brought a feast to global automakers including domestic auto companies. The WTO’s game rules are to build a new industry structure for survival of the fittest in an open competitive environment. Behind this new pattern, It is a contest between the real life and death of enterprises.

Multinational companies are making every effort to seize the Chinese market. In a short span of ten years, global giants such as GM, Volkswagen, Nissan, and Hyundai have all sold more than 1 million vehicles in China. Domestic auto makers including Chery and Geely have only produced more than 600,000 vehicles as of last year, and state-owned auto companies that enjoy more policy resources have become “pale” in their own brand sales.

With the long drive of multinational car companies, the survival space of Chinese local car companies is being eroded little by little. In the past two years, foreign brands have launched “localized” automotive products and taken the low-end route. This has left the low-end market, which has long been dominated by local auto companies, “in jeopardy.”

The near failure of "market-for-technology" has made it harder for Chinese cars to go abroad. Statistics show that in 2010, China’s total automobile production reached 18,260,000 units, and the export volume was only 540,000, accounting for only 2.98%. This proportion is even lower among major automobile manufacturers in the world than India, Brazil and other BRICS countries. .

In contrast, Germany exported approximately 4.24 million vehicles in 2010, accounting for 76.29% of production; Japan exported nearly 5 million vehicles in 2010; and 2.77 million vehicles in South Korea. Compared with the Chinese auto industry, the gap is huge.

In terms of international mergers and acquisitions, the cases that took place in the past 10 years include SAIC acquired controlling Ssangyong Motors, Geely's acquisition of Volvo Car Corporation, and Jingxi Heavy Industry's acquisition of Delphi's business, which are also mixed.

According to a survey conducted by the newspaper and Gasgoo.com, on the question of “how do you think about the impact of China's entry into the WTO on the Chinese auto industry?”, 60% of people positively confirmed this, and believe that the WTO entry will bring about the Chinese auto market. The unprecedented prosperity has accelerated the pace of the overall development of the market. Compared to the years before China's accession to the WTO, China's auto industry basically remained on the spot, the entire auto industry would be truly revitalized after China's accession to the WTO, which will accelerate the upgrading of its industrial structure.

However, at the same time, 26% of people believe that the accession to the WTO has had a negative impact on the development of the Chinese auto industry. It is believed that the development of autonomous auto industry has not been well protected by the government after China's accession to the WTO, and independent brands still act as followers and are squeezed in the market. The role of pressure.

Some studies believe that the Chinese auto industry after China's accession to the WTO has formed a development model of "establishing the competitive advantage of big countries in opening up." It is different from the independent development model represented by Korea, etc., and the completely open model represented by Brazil, Spain, Canada and other countries. China can only seek integration from the “automobile power” to the “automobile powerhouse” during the globalization process. "The transformation.

But how to take a good road to transformation, China's auto industry is still struggling to explore.

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