China's companies that do not lack car manufacturing are lacking in manufacturing parts companies.

Although China has been the world's largest auto market for nine consecutive years, and the market share of Chinese auto brands is close to half, the Chinese auto industry is still weak.

Starting from the official large-scale entry of Chinese family cars into Chinese families, China's automobile industry has also been able to win the position of the world's largest automobile industry in just a few years, driven by the huge domestic demand in the Chinese market. Behind this is the prosperity of the entire basic industry driven by the entire automotive industry. With an annual output of more than 25 million vehicles, it is really not the country that can achieve it.

Nowadays, local brand products have reached a considerable magnitude in both products and the market. On the road to catching up with joint venture brand products, local brands are not slow. Even so, China's auto industry and China's local brands still do not have the ability to achieve self-development, and the distance is still strong, there is still a long way to go.

This problem lies in the parts industry. It can be said that China's entire automobile industry system does not have a sufficiently strong component system to support the development of Chinese automobiles.

In March of this year, the 2017 global auto parts supplier list was officially released. Unsurprisingly, the German Bosch Group continued to rank first with more than US$46 billion in revenue, and the same gearbox supply in Germany. Shangqiu Afu rose to the second place. The third to tenth parts companies ranked Magna, Denso, China, Aisin, Hyundai Mobis, Faurecia, and Lear.

If we look at the countries of the top ten auto parts companies, we will find that the corresponding countries include Germany, the United States, Japan, South Korea and Canada. In addition to Canada, the other few are all export-oriented industries. The Magna Group in Canada is, in essence, rooted in the North American automotive industry.

In this ranking, the highest ranking of China's parts and components companies is Yanfeng's automotive interior system, and then it reached the 71-ranked CITIC Daika. It is worth noting that China's short-listed parts companies are dominated by a single component. For example, the main product of CITIC Daika is the wheel hub.

And Bosch, Magna, Denso and other parts and components companies are comprehensive parts and components, and the products involved include all the parts of the vehicle's power, chassis, body and electrical appliances. Magna can even provide OEMs with complete vehicle development and vehicle production. For example, the vehicle development of Qoros is done by Magna.

Unfortunately, so far, China's auto industry has not yet produced such a comprehensive auto parts supplier. In this contrast, the current situation of the weak component industry in China is clear at a glance.

Therefore, after the local brands have made great progress in recent years, the local brands that we often see will put the world-class supplier system on the page of quality promotion. This is also quite helpless. It is not supported by independent parts and components. The models of local brands are no better. They can only be assembled like computers, it is difficult to get to the top, and it is even harder to talk about export-oriented extroversion. Industrial system.

Parts are very important, in fact, from the era of market-for-technology in the 1980s.

What we have to admit is that when the market-for-technology auto industry development strategy was formulated from the beginning, the starting point and the implementation steps were very good. Therefore, in the previous cooperation cases, the localization rate of parts and components has been very high. Shanghai Volkswagen, which realized the increase in the proportion of parts and components in the early days, survived, and Guangzhou Peugeot, which has been holding CKD, has become a history.

This period can basically be regarded as the period when the Chinese parts industry system was established. Because of the domestic production of Santana, some low-end local auto parts systems began to be established in the Yangtze River Delta, which also constitutes the cornerstone of the local parts companies. .

For example, Lu Xiang, the largest supplier of exterior mirrors in China, and Fuyao, a glass supplier, grew up at that time.

Therefore, the establishment of a modern Chinese domestic auto parts supplier system was not normal from the beginning.

When the time entered the 21st century, with the arrival of the second round of joint venture boom, foreign auto parts companies began to follow the lead factory's entry into the country and began the second round of development of the parts industry. In this era, the parts of the joint venture model CKD began to be put into production in China. At this time, foreign auto parts companies that came to China have two kinds of living conditions in China.

The first is a joint venture with large state-owned auto companies such as FAW, SAIC, and Dongfeng, and is a joint-venture component company mainly based on these major state-owned auto enterprise groups. This can be seen as being pressure-based, so the scale is often small.

The second is a branch wholly owned by foreign auto parts companies in China. Unlike the vehicle manufacturing industry, the state does not regulate the share ratio of auto parts companies and the number of companies. Therefore, according to the different business segments, the wholly foreign-owned parts and components companies branch all over the country where cars can be built. Among them, the density of the Yangtze River Delta is the highest, followed by the Pearl River Delta.

The most important issue is that most of these wholly-owned auto parts companies supply the most costly and technically advanced black box parts. For example, Takata's airbags, Bosch's electronic control, Aisin's gearbox, and so on. Compared with Fuyao's glass, these requirements for the performance matching of the whole vehicle are much higher. These are not only the selling points of local brands, but also the biggest shortcomings of local brands.

How much influence does the parts and components have on the local brands?

I remember that when WEY VV7 was launched, Wei Jianjun, the chairman of Great Wall Motor, mentioned the VV7's full LED headlights in an interview. At that time, the factory price was 8,000 yuan, which was unacceptable. Later, Great Wall Motor made it. This headlight group.

Practically speaking, the pricing of 8,000 pieces is reasonable for local brands. It can even be said that this price is not expensive for the Great Wall. If it is replaced by another small local brand, this supply price may increase. However, the same LED headlights, if given to the joint venture of the same country, can at least make a 50% discount.

On the one hand, it is because the products put into production by the joint venture do not need to bear the apportionment of development costs. After all, the products in the same industrial system have been developed globally. This only requires production.

On the other hand, because most of the foreign auto parts companies in foreign countries have a certain share ratio with the auto companies in their respective countries, the cost of such parts is equivalent to that the auto companies themselves can digest. For example, Toyota's Aisin Seiki.

Obviously, relying heavily on foreign parts and components will make cost an important shortcoming that restricts the profitability of local brands. The reason why Great Wall Motor can launch high-quality WEY brand through low price, in addition to its own sense of volume, independent component development capability is also an important guarantee.

The second problem is the structural system of the whole vehicle. Although we say that the automobile industry is becoming more international, there are still differences in the four major automobile industry systems of Germany, Japan, South Korea and the United States.

For example, the headlight switch of a German car is placed on the dashboard, while the Japanese car is placed on the lever. This is not a question of the cost of the structure, but which form is most suitable for low-cost operation, as well as the anti-human knob of the Volkswagen to adjust the backrest angle structure. Therefore, this makes it possible for vehicles under different industrial systems to have different personalities.

China's local brand cars are now obviously a bit chaotic. They used the Japanese road to do the project in the early stage, and later made the modeling section according to the European way. Putting together a lot of core component suppliers, this will make the local brand model development encounter more matching problems. For example, Bosch's electronic control equipment has encountered the actuator of Denso. How can it be possible without problems?

I remember that when WEY launched VV7, it was not the WEY VV7 car itself that was shocked to me. Instead, the R&D and production department of Great Wall could make such a new LED headlight. Nowadays, many people discuss why WEY is successful from all angles. Only one thing is forgotten that people can make parts.

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