China's auto parts industry is facing a decline in efficiency due to increased costs and external competition, but this is not the worst. In the “Auto Blue Book†issued by the Development Research Center of the State Council on June 30, a large amount of detailed data shows that In the field of core parts and components that have almost been monopolized by foreign capital, it is difficult for domestic companies to achieve major breakthroughs and the development of the industry is worrying.
The Blue Book was co-edited by the Department of Industrial Economics of the Development Research Center of the State Council, the China Automotive Engineering Society and Volkswagen China. According to the statistical data in the book, the proportion of large-scale domestic auto parts enterprises in the whole industry is still less than 1%, and large and medium-sized enterprises are also less than 15%, and 90% of the market share and manufacturing capacity of domestic-funded parts and components enterprises are concentrated. In the low-end products, the remaining 10% of domestic-funded enterprises involved in high-end products also have joint ventures with foreign companies.
“This is related to China’s lack of systematic planning on the direction and policies for the transformation and upgrading of the auto parts industry.†Fu Yuwu, deputy director of the editorial board of “Auto Blue Book†and the secretary general of the China Automotive Engineering Society, said in an interview with this newspaper. .
For the previous 12 domestic vehicle companies under the leadership of the National Development and Reform Commission, and US BorgWarner jointly developed to break the domestic automatic transmission technology bottleneck attempt, Fu Yuwu said that this is not a good model, "Borg Warner With up to 66% of the shares and the only source of technology, it is hard to imagine what key technologies Chinese companies can obtain from them."
Foreign capital strengthens control
The huge impact of the financial crisis on the world auto industry directly led to the deterioration of the financial status of many auto parts suppliers. According to the forecast data released by Roland Berger International Management Consulting Co. in March this year, the profit rate of global auto parts suppliers will drop sharply in 2009, and the pre-EBIT margin may be zero.
This cruel reality has accelerated the strong expansion of foreign-owned component companies in China. From the fourth quarter of last year, GKN, BorgWarner, Johnson Controls and other world-renowned spare parts companies have all established wholly-owned or joint venture factories in China.
Although China's auto parts industry has continuously increased its total industrial indicators and its export volume has grown rapidly, the development of domestic-funded parts and components enterprises still lags far behind companies with foreign investment backgrounds. Production is concentrated in low value-added, low-tech and high energy consumption. On labor-intensive products, profitability is clearly insufficient.
According to the data, in China, 72% of the auto industry’s auto parts companies accounted for 72% of the entire industry. Of these foreign suppliers, 55% owned foreign-owned enterprises and 45% of Sino-foreign joint ventures, meanwhile, foreign capital also controlled Most of the market share, the sales revenue of domestic-funded parts and components only accounted for 20% to 25% of the entire industry.
The tendency of foreign companies to increase capital and sole proprietorship has become even more obvious. Only the Bosch family has invested in 18 wholly-owned or controlled companies in China, forming a complete industrial chain from R&D, production, sales to services. Of the 19 new foreign-invested parts and components companies that were established in 2007, 74% of them chose sole proprietorship.
In addition, the key technology market is also almost monopolized by foreign companies. The data shows that in the production of key components such as automotive EFI systems, engine management systems, ABS and airbags, the proportion of foreign-funded enterprises is 100%, 100%, 91% and 69% respectively. Imported automatic transmissions are The share on the domestic market is also as high as 78%.
Although the national industrial policy sets a standard for the localization rate of foreign-made brands, the foreign investment in the domestic core components such as parts and components and high-end products occupies a monopoly position, and foreign investment in the supply of domestic OEMs Obviously prevailed.
According to a survey conducted by the National Information Center, it is very difficult for a complete Chinese-funded enterprise to enter the first-tier suppliers of joint venture products, of which 100% of the component suppliers selected for the US-based models in China are foreign-funded enterprises, while the German- The proportion of Japanese models and domestic self-owned brand models is also 88.9%, 89.5%, and 52.8%, respectively.
One noteworthy new situation is that before the industry generally believed that new energy vehicles could become a breakthrough point for China's auto industry to achieve leap-forward development, but since 2008, China has begun to adopt more and more imported key technologies in new energy vehicles. Parts.
“The speed is not enough. This kind of take-off seems to be a shortcut to realize the industrialization of new energy vehicles. However, local parts companies will lose their opportunities for development. From a long-term perspective, it is likely to become independent innovation of new energy vehicles. Constraints." Fu Yuwu said.
Policy vacancies
After China implemented the "Administrative Measures for the Import of Automobile Parts that Constitute the Characteristics of the Whole Vehicle" in 2005, the parts and components industry has become China's industry with the highest level of openness and marketization, and has also opened the door for foreign investment.
Fu Yuwu believes that the lagging development of the overall strength of China's automobiles is closely related to the low degree of attention of national policies. “From the perspective of the policies issued by various departments and local governments, the degree of attention to vehicle development is much higher than that of automobiles. part".
The data shows that except for the proportion of the output value of auto parts in the Yangtze River Delta region that can account for 37.2% of the country, the proportion of production value of other key auto parts distribution regions only accounts for 6% to 12% of the national total, and due to the financial crisis and the reduction of the number of OEMs. With the dual pressure of cost, a large number of parts and components companies have already closed down.
Although the automobile industry policies in 1994 and 2004 all talked about the development of auto parts, there is still a lack of systematic strategic design and policy design. Although it was clearly stated in the “Rejuvenation and Adjustment Plan for the Automotive Industry†released earlier this year, The "core component autonomy" has been proposed, but there is still a lack of specific policies that are implemented.
This has led to the overwhelming majority of domestic-funded parts and components companies lacking the support of funds and technology due to lack of policy guidance and specific incentive measures. They have also been unable to form a stable supplier relationship with OEMs, and have not developed product enthusiasm. Breakthroughs in technology will soon become the goal of foreign-owned component companies.
A typical example is that Wuxi Weifu used to be the “boss†of domestic high-pressure pump production for many years, but in 2004, after the company’s joint venture with Bosch with a share ratio of 33%:67%, Weifu was essentially It has been controlled by foreign investment through a joint venture. It is now only a supplier to the joint venture company.
The problem of policy deficiencies has not only led to the formation of a monopoly by foreign capital for the domestic parts and components market, but has also led domestically funded parts and components companies to lag behind foreign suppliers of parts and components in terms of capital investment and product development, and has lagged behind the development of the entire vehicle.
The data shows that the ratio of R&D input from domestic auto parts companies to sales revenue is only about 0.6% for several consecutive years, but the proportion of multinational parts companies can reach 7% to 10%.
In fact, the main technical sources and technical support of existing joint ventures and wholly-owned parts and components companies are from inside the Group or the Group’s holdings or even holdings of the entire automobile plant. There is no between the domestic-funded parts companies and vehicle companies. Form a close strategic partnership and lack the platform for the collaborative development of common technologies.
In addition, the industrial clusters of parts and components that have been built have not yet formed professional division of labor and joint development. Zero-to-zero cooperation in different vehicle systems is a self-contained entity. It is difficult for domestic suppliers to obtain the necessary technical nutrients from them.
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