At present, China has become the world's largest auto market, but it is basically the joint venture and imported cars that dominate the world, lacking national brands. In fact, the voice of “autonomous development” in China’s auto industry has been long overdue, but after all, it is thunderous and rainy.

The reason for this bleak reality is that the Chinese auto industry has independently developed "under-inflation". Document.write("");ad_dst = ad_dst+1;

One of the reasons for the development of unprovoked gas is the lack of incentives for companies to develop their own interests.

Nowadays, China's big auto companies are all joint ventures with a background of state-owned enterprises. Most of the managers are appointed by the government. Their assessment criteria mainly depend on how much the profits increase during the term.

In the current government incentive measures, the research and development of new products are judged by the economic efficiency after the production, rather than the strength of the company's R&D. For Chinese operators, only by generating the most profit in the shortest period of time can they show performance and thus gain or reward.

Long-term independent research and development cycle, high investment risk, long-term behavior. However, for any joint venture car company Chinese operator, this long-term behavior is generally not considered, because if it directly takes the existing foreign vehicle production model, even if the market performance is not good, China does not need to bear responsibility, but if the independent research and development of products The efficiency is not ideal. Chinese operators must take responsibility. It is the code of conduct for the Chinese operators of joint ventures to accept as little responsibility as possible and enjoy the high income derived from joint ventures.

The “origin” of Chinese operators in large-scale automobile companies in China has determined that it is difficult for them to agree on their own development. Even if some companies develop products, most of them adopt the method of buying foreigners to design such a “quick and quick” approach. The Chinese elements of the products are not obvious, and the technical strength of enterprises has not been substantially improved. No wonder some people say that some auto brands in China are "property rights, no knowledge."

The second reason for the lack of development is the lack of a development culture.

The decisive factor for the self-development of enterprises is talent, and creative talents are the most lacking of Chinese auto companies. The unification of the cultural background and the penetration of the official-oriented culture bound the creative spirit of the technical staff of Chinese auto companies. It is difficult for technical personnel with talent and personality to coexist in the traditional technology management system.

The author interviewed FAW Group two years ago and saw many technical staffs learning English during working hours. Someone told reporters that going abroad and jumping to foreign companies has become a common practice. Some technicians said that although the income of FAW-Volkswagen is high, the work only translates German data and creativity cannot be realized at all.

In the technical department of the veteran state-owned company Beijing Jeep, it is difficult to see the technicians who entered the company in the 1980s and 1990s, and the majority of talents jumped. One of the chief designers has already commented on the nation’s May 1 model of labor, and the advanced deeds were soon discovered and taken away by a private car design company.

At present, China's private automotive design companies are emerging, and backbone technicians have almost completely jumped from China's big auto companies. For example, most of Chery Automobile's general managers and technical backbones come from big auto companies such as FAW and Dongfeng. At present, there are more than 100 technical backbones that FAW jumps to Chery. In Geely Group, many FAW engineers and technicians from Tianjin FAW can also be seen.

Giving full play to creativity, gaining self-confidence and self-esteem are the more important reasons for the job change than the increase in income. Many technicians who left large-scale joint-venture auto companies believe that in the original unit, they were only the tools of the administrative machinery.

The development culture of those auto companies that have produced brand names for more than a century has all come from the relaxed corporate culture and the independent personality of the designers. This is exactly what China’s largest auto companies lack.

The third reason for the development of unenviable gas is that the component base is too weak.

Due to different interest mechanisms, Chinese private auto companies have strong self-development enthusiasm, but after years of hard work, they have had little success. The important reason is that the national auto parts industry, which is the basis for development, is being squeezed out.

The weak development of the national auto parts industry has already constrained the autonomous development of the Chinese auto industry. With the rapid development of vehicle joint ventures, foreign spare parts industry has also been following up quickly. Foreign-funded vehicle companies have brought in most of the original domestic supporting enterprises after joint ventures to form an almost closed supporting system. Extremely difficult to enter.

Taking Beijing Hyundai as an example, the company has brought in a large number of Korean parts and components companies. Among the 50 supporting factories, 40 are Korean-owned enterprises. The overwhelming majority of Beijing's more than 100 auto parts companies have not entered the Beijing auto vehicle support system. After a joint venture between Tianjin FAW and Toyota, Toyota also brought in a number of Japanese spare parts companies. If Tianjin Auto's auto parts companies want to support vehicles such as VITZ and Vios, they must qualify for a joint venture with Toyota's original accessory parts companies in Japan. At present, the production plants of key components such as engines and motors have all become joint ventures with Japanese parts companies.

The Chinese partner of the joint venture parts and components company has very weak discourse power and the hope of localization is low, causing the joint venture between Tianjin FAW and Toyota to be expensive. More than 50 auto parts enterprises of Tianjin Automotive Industry Co., Ltd., only a dozen of them entered joint systems through joint ventures, and laid off tens of thousands of employees.

The veteran joint venture company, FAW-Volkswagen, did the same with its German partner. FAW-Foooo Components Co., Ltd. affiliated 22 companies and 9 of them were required to establish joint ventures with German parts companies. Tian Tian, ​​general manager of FAW-Foot Automotive Parts Co., Ltd. said: "Parts and components companies that have truly earned high profits in China are not national brands."

According to relevant sources, when Shanghai Volkswagen, Dongfeng Citroën and other companies signed a joint venture agreement, there was an additional clause: Parts and components purchased by the joint venture company must be manufactured and manufactured by foreign domestically imported equipment.

Not only the development of local parts and components companies is subject to the will of foreign investors, but also the national equipment industry has become the same fate.

Of the 5,000 automobile parts and components companies in China, 1,200 are foreign-funded enterprises, and all of them are companies that produce key parts and components. Key parts of automobiles, such as environmentally friendly diesel engines and automotive electronic systems, must rely on foreign investment and joint venture production.

In 2005, Bosch, Delphi, Citroen, Denso, Siemens and other multinational companies were required to produce key components such as EFI diesel engines in China. Of the nearly 1,000 major supporting enterprises in China, most of them are foreign-funded enterprises, and local parts and components companies are all at the lowest level of the automobile supporting value chain.

As the Chinese vehicle joint venture company lacks the right to speak, it is difficult to realize the development of the Chinese auto parts industry with the development of the vehicle. With such a vicious cycle, the autonomous development ideals of Chinese cars are more like fantasy.

The fourth reason for the development of unsolicited gas: lack of national policy support.

Chinese auto companies do not actively develop themselves and lack of strong policy support is one of the important reasons. After the announcement system replaces the directory system, the access threshold for large-scale joint venture products is basically zero, while private enterprises have been able to get "grant licenses" for car repair but it is still extremely difficult.

Recently, private enterprises like Jinhua Youth Group, Oaks, Lifan, and Bird Technologies have developed new automotive products, but they have all been announced outside the automotive industry. The announcement stuck with the self-development of the most active privately-owned auto companies, and numerous joint ventures have begun to establish a second factory in China.

In the current tax system in China, the income tax of state-owned auto companies and private auto companies is as high as 33%, while the joint venture is only 17%. The joint venture enjoys all preferential policies, but it does not have any preferential policies for local automobile companies. Jin Luzhong, a car expert at the China Science and Technology Promotion and Development Research Center of the Ministry of Science and Technology, said: “The Chinese auto industry adopts a policy of “supporting the ocean and relenting”.”

From this point of view, China's auto-development may stop forever in a beautiful slogan without supplementing its strength.

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