From the implementation of the National III emission standards, to the Olympic Games set off an upsurge of new energy vehicles, more and more people have found that restricting the rapid and healthy development of China's self-owned brand vehicles is not just vehicle R&D and manufacturing technologies, but also basic components.

Discussions on the commercial vehicle III engine and automatic transmission technology line have continued for almost a full year. This discussion has gone beyond the technology itself, but also related to related interests, and even government management issues. Regardless of the outcome, such a large-scale open discussion of major issues concerning the fate of the industry is in itself an advancement. Industry media play an important role in this.

This year, for the first time since China's accession to the WTO, it suffered a loss in the trade dispute and it also happened in the auto parts industry. However, the Chinese parts industry, which has been baptized with globalization, has faced this result with surprisingly mature calm.

When we scan a few pictures of China's auto parts industry this year, and use keywords to connect them together, we outline the basic outline of the development of the parts industry in 2008.

Keywords - controversy

This year's two technical line struggles in the field of parts and components are very Chinese characteristics.

From July 1st of this year, all commercial vehicles of 3.5 tons or more will implement State III emission standards, and new vehicles that do not meet the standard must not be sold. This news made some commercial vehicle and engine companies that had hoped to postpone the implementation of the standard immediately feel tremendous pressure.

The core technology of the self-owned brand engine company to achieve the national III emission - the electronically controlled fuel injection system is seriously missing. The German Bosch State III EFI system accounts for 60% of China's market share, followed by Delphi, Denso, and Siemens. Local EFI companies have less than 5% of the market share, and foreign companies have the absolute right to speak.

The engine manufacturers of self-owned brands decided to catch up, but they were plagued by complicated technology routes. The National Development and Reform Commission has identified three recommended main technical routes: electronically controlled high pressure common rail, electronically controlled monomer pump and electronically controlled pump nozzle technology. Whether or not the technical line should be recommended by the government management department itself has caused some controversy. However, the electric-pump pump and EGR engine launched by CNHTC were again announced as “cases”. In this way, the industry initiated a major discussion on the “fourth line” of the State III engine.

The "story" that occurred in the transmission field this year is strikingly similar to the National III engine.

The automatic transmission in the field of passenger vehicles in China is currently dominated by a few multinational companies and is called the “last bastion” in the field of technology. With the increase in demand for automatic transmissions in the market, the lack of core technology in automatic transmissions is also particularly serious. At the beginning of the year, the Industry Development and Reform Commission hoped to organize the news of the joint development of DCT by automotive companies. The technical route of the transmission industry immediately became the focus of discussions: AT, AMT, DCT, and CVT. There are many opinions about the advantages and disadvantages of these four technologies.

On November 25, under the leadership of the National Development and Reform Commission, 12 auto companies formed a joint venture with BorgWarner to jointly develop DCT. BorgWarner took up 66% of the equity of the joint venture company. These 12 companies accounted for more than 90% of the market share of domestic autonomous passenger vehicles.

Some people have applauded this combination, and others have expressed concern about the desperation in the technical field.

The world's automobile technology has accumulated for nearly a hundred years. As a late-starting country, the lack of core technologies for auto parts in China can be partly attributed to historical reasons. In order to accelerate the catch-up of the world's advanced level, the government has helped companies make choices so that they can focus their industrial forces on conquering the difficulties. However, the government’s choice of alternatives to market choices, and how much risk such options pose, are required to be tested through practice.

Keywords - Lost

On February 23 this year, the WTO preliminarily judged that China collected taxes on imported vehicles that exceeded 60% of the policy, and violated the relevant trade rules. From this day onwards, concerns about the fate of China's auto parts have become more and more serious both inside and outside the industry. On July 18, the WTO announced that China’s parts import policy violated WTO rules.

This is the first time that China has lost in trade disputes since it entered the WTO in 2001.

In 2005, following the implementation of the "Administrative Measures for the Import of Auto Parts That Constitute the Characteristics of Complete Vehicles" in China, multinational companies set off an upsurge of investment in China, and the contracted investment in China's auto parts industry reached 4 billion U.S. dollars. Among them, key assemblies and their related investments in engines, transmissions, chassis, brake systems accounted for the bulk of the total investment in the year. In 2006, multinational parts companies invested nearly 30 billion yuan in China.

Some people think that this defeat will make CKD rejuvenate once again, and auto parts companies face more severe challenges.

However, the pace of investment by multinational component companies in China does not appear to have slowed down. The mere construction of production plants can no longer meet their needs. Many multinational parts and components companies have started to further their strategy for China, namely the establishment of a Chinese technology center. Continental's new Asia headquarters and technology center has started construction in Shanghai, with a total investment of 60 million euros. It is expected to be completed by May 2009. Japan's largest bearing manufacturer, NSK, decided to establish a large-scale technology center in Kunshan, Jiangsu Province with an investment of approximately JPY 4.4 billion and plans to put it into use in 2009. US BorgWarner also established a technology center in Shanghai with a total investment of US$35 million. Earlier this year, Magna officially opened its second laboratory at the Powertrain Technology Center in Changzhou, Jiangsu.

In terms of investment environment and market capacity, the Chinese market is still one of the best investment regions in the world. This is even more evident in the increasingly fierce financial crisis. Even if there is no policy restriction, foreign-funded enterprises will continue to increase the localization rate of parts and components from the overall consideration of interests.

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Keywords - Penetration

Compared with passenger cars, the parts and components in the commercial vehicle sector in China have been relatively self-sufficient. However, this seemingly calm natural economy has begun to face challenges from multinational component giants this year.

The German component giant Continental Group has signed a strategic cooperation agreement with Chinese truck manufacturer China National Heavy Duty Truck Corporation. ZF, the world's leading transmission component manufacturer, has signed strategic cooperation agreements with Futian and Yutong respectively this year.

Some people in the industry have exclaimed that commercial vehicle supporting companies are facing an increasingly dangerous situation. Multinational companies have spent more than 20 years completing the layout of the passenger vehicle market in China. Now it is the commercial vehicle that is the “cake”.

While the parts and components industry calls on commercial vehicle companies to “left a space for growth for local parts and components companies,” people are also concerned about how local parts and components companies can grow up as quickly as possible, how to get rid of the original price advantage and form a true technological advantage. .

Keywords - New Energy

With the continuous fluctuation of international oil prices and the success of the Olympic environmental protection car demonstration project, new energy vehicles have brought new development opportunities to the parts and components industry.

Energy-saving and environmental-friendly lithium batteries have become the focus of attention. Since June this year, a number of international auto companies and electronics companies have jointly conducted large-scale lithium battery investments, including Toyota and Panasonic, Nissan and NEC, Volkswagen and Sanyo, Bosch and Samsung.

Under the background of the global investment in lithium batteries, China's emerging lithium battery companies are eager to seize new opportunities.

Companies such as BYD and Shenzhen BAK currently have the capability of small-scale industrialization of power batteries. It is estimated that in the next 2 to 3 years, China will invest about 2 billion yuan in funds for the production of lithium batteries and strengthen the research and development of industrial technologies and processes. It is estimated that around 2010, there will be a big breakthrough in China's lithium battery industry. There will be 200,000 to 300,000 vehicles equipped with lithium batteries, which can meet the current demand for hybrid batteries and small pure electric vehicles. At the same time, the price will also drop substantially, and the reliability and service life of the battery will further increase.

In addition to batteries, multinational companies have begun to lay out other parts related to new energy vehicles. Delphi, for example, announced this year that it will start production of key components for hybrid vehicles in China in 2009. Denso, Johnson Controls and other companies all attach great importance to the development of new energy auto parts and components, and attach great importance to opportunities for China to develop new energy auto parts and components.

Cross-border parts and components companies are using new energy vehicles as a battlefield, and they are constantly expanding into the Chinese market. However, there are few new energy vehicle support companies in China. Only by strengthening the strength of local parts suppliers can China's auto companies stand in the same starting line with transnational giants in terms of new energy vehicle technology competition.

Keywords - "crises" and "machines"

The financial turmoil swept the world, and many small and medium-sized component enterprises went bankrupt under the severe test of the sharp drop in exports and the tightening of the capital chain. When we view this financial crisis dialectically from a higher perspective and in a longer period of time, we find that this is indeed a special period when "crisis" and "machinery" coexist.

The international financial crisis has not only brought great impact on the world's component giants, but also gave China's growing parts companies a rare opportunity. According to a survey conducted by an authoritative organization in the United States, 20% of the world's 80 major auto parts companies will have major financial problems in one year and one third of US parts and components companies will be in poor financial condition. Issues such as rising prices of raw materials, rising labor costs, and rising welfare costs for retirees are becoming a heavy burden on international large-scale component companies, pushing some companies to the brink of bankruptcy. Many industry experts have appealed that Chinese parts companies should learn to achieve rapid growth through cross-border mergers and acquisitions.

With the changes in the economic environment at home and abroad, the subtle relationship has also undergone subtle changes.

The zero relationship in the Chinese auto industry has not been normal, and many people call it the "father and son" or "master-servant" relationship. In the procurement process of vehicle companies, excessively reducing the purchase price of parts and components will, in the long run, be detrimental to the development of the parts and components industry, and will also indirectly affect the development of the entire vehicle company. In this case, it is very difficult for parts and components companies to have advanced development capabilities and independent innovation will lose its direction.

The financial crisis has made it difficult for a parts and components company, which previously had to rely on cost advantages such as labor and raw materials, to sustain. The companies that have survived are those with technological strength. This is likely to change the structure of parts and components, but at the same time it will change the relationship between zero and make parts companies gain more say.

According to recent news, due to unreasonable purchase prices, a Shanghai-based parts and components company has begun to refuse to support a large-scale domestic vehicle company. This was unthinkable in the past.

Under the influence of the financial crisis, the zero-relationship between China's auto industry may develop in a healthy direction.

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