The price of raw materials keeps rising, and many industries have chosen prices for decompression, but the auto industry is “cautiousâ€â€”only among auto parts, auto production, and auto trading that make up the auto industry chain. The tire is a rare dare to increase prices, and its emboldened from the relative monopoly of technology and market.
Like autos, auto parts that are squeezed by both cost and price are also at the threshold of life and death choices. According to the latest research results of Al-ixPartners, a global business consulting company, due to the appreciation of the renminbi and the rise in raw material prices, the export costs of some of China’s parts and components have increased by 16%. The interest of foreign buyers in Chinese parts has begun to decline, gradually decreasing. Purchase size in China. Due to the lack of high value-added products, there will be 16 billion US dollars of spare parts orders "escaped" from China in 2010.
In front of cruel reality, how will the Chinese auto industry respond?
Crude oil prices exceeded US$130; global auto sheet giant Nippon Steel raised the price of Toyota by 30%, selling for more than 100,000 yen per ton, the highest price in 26 years; on the Tokyo Stock Exchange, rubber hit a record since June 2006 New high ... In the context of the continuous rise of important raw materials and energy, there are different reactions from manufacturers on the components of the automotive industry chain: tire giants have not hesitated to choose price increases, and most auto parts companies can only choose to maintain Original price.
The profit distribution of the international automobile industry chain is about 5:3:2, that is, the parts and components companies account for about 50% of the total profits of the automobile industry chain; the vehicle production companies account for about 30%; and those engaged in automobile trades receive about 20% of profits. However, due to the large number of parts and components companies and their lower concentration than the entire vehicle, the average investment return rate of the parts and components companies is lower than that of the entire vehicle, that is, they are arranged in descending order of rate of return, followed by automobile trade, Vehicle production, auto parts.
Because of this, car dealers have not reacted strongly to the prices of raw materials, but vehicle manufacturers have shown mixed performances. "Only from the impact of the increase in steel prices, the heavier the car is, the greater the impact will be." Sun Muzi, an analyst at Anson Securities, points out that "the impact of rising steel prices on commercial vehicles is greater than that of passenger cars, and the weight of steel accounts for the weight of trucks. From 70 to 80% of the total; in passenger cars, the increase in steel prices has a greater impact on the economics of low prices."
Geely Automobile CEO Chen Wenkai also supported this statement: The rising cost of raw materials, the impact on high-end brand cars is significantly lower than the low-end car. This is determined by the value-added factors that exist in the automotive industry. A car undergoes assembly, logistics, and sales. While the proportion of raw material costs for high-end brand cars is not high, the recent increase in raw materials is only equivalent to 0.5% to 1% of the price; and high-end brand cars can pass the scale. Effects and technological innovation to digest this part of the cost pressures. However, the low-end and mid-range cars are completely different. A car with a price of around 30,000 yuan may eat up 5% of its terminal price.
As with the entire vehicle industry, auto parts companies have different capacities to resist cost pressures. Sun Muzi pointed out that two types of parts and components companies have the ability to transfer cost pressures. First, in the relatively monopolized market segment, such as the tire industry. Second, companies that have entered the vehicle's supporting system and have core intellectual property or competitiveness, such as Bosch Automotive and Denso Japan.
Other auto parts companies complained. In an interview with a reporter, an automotive chassis manufacturer stated that the negotiations with the entire vehicle companies have been unhappy each time. The raw materials supplied by Baosteel have risen by nearly 10%. We demand sharing with the entire vehicle company, but we cannot always agree.
In overseas markets, the crisis has also begun to hit the Chinese auto parts industry. According to a survey conducted by global consulting firm PAC Group, in 2008, the purchase price of spare parts of three auto giants such as General Motors, Toyota Motor, and Ford Motor Co., Ltd. in China will be reduced by US$8 billion from the expected value; in 2010, three auto giants were China’s purchases may be reduced by US$16 billion.
The main reason for the multinational auto giants' purchase steering is that Chinese auto parts mainly win at low prices and do not possess core competitiveness. Once the price rises, it loses its appeal. The latest research results from global business consulting firm Al-ixPartners show that in less than a year, due to factors such as the appreciation of the renminbi and rising raw material prices, part of China’s export costs for parts and components increased by 16%. The Gasgoo.com survey report further pointed out that due to the lack of suppliers of parts that are in compliance with standards and low prices in China, more than 80% of multinational auto giants have not achieved the goal of purchasing in China and reducing costs.
For the plight of the parts and components companies, Dong Jianping, deputy secretary-general of the China Association of Automobile Manufacturers, did not hold sympathy. At the 63rd National Auto Parts Trade Fair held in Harbin, Dong Jianping used metaphor for “copying homework†as a metaphor. He pointed out sharply that in the past, what we did was the one with the lowest added value, and did not involve more money-making parts. . The work of copying someone else cannot graduate.
Dong Jianping believes that Chinese auto parts manufacturers must carry out technological innovations. Only by developing high-value-added products can China's auto parts and components get rid of the “increasing marginalization in production, technology, and technology research and developmentâ€. From another perspective, the current cost pressures more urgently reveal the necessity and urgency of “made in China†to “created in Chinaâ€.
Product Description
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