Commercial vehicle passenger cars rush to the core technologies of joint ventures relying on foreign countries
“Building trucks is at the elementary school level and making cars is at the university level.†This was a famous saying of the Chinese auto industry. The implication was that China was able to build trucks at the time, but it did not have the ability to build cars, so the development of the sedan industry was a joint venture. Market for technology.
However, 30 years after the joint venture, today, we have surrendered more than half of the market in the passenger car market dominated by cars, but failed to grasp much of the core technology. We once thought that as long as we build trucks at the “primary school level,†we also seriously underestimated the technological content of commercial vehicles. As a result, Chinese and foreign commercial vehicle companies have embarked on the path of technology import and Sino-foreign joint ventures.
Step onto the commercial vehicle joint venture passenger car followed the road <br> <br> in the field of commercial vehicles, there are two recent news of concern: its joint venture partner Dongfeng Cummins in Wuhan launched a new generation of Dongfeng Cummins ISZ engine power "Genesis "Truck cooperation project; Foton announced in Shanghai that the "Super Truck" jointly developed with Daimler and Cummins was officially launched.
Dongfeng and Futian are both leading domestic commercial vehicle companies. Their new products often represent the development direction of commercial vehicles in China. However, under the cloak of Chinese brands, Dongfeng and Fukuda are inseparable from the support of transnational companies such as Cummins, Mercedes-Benz and ZF in the most critical powertrain and vehicle matching technologies for commercial vehicles.
In fact, the reference, introduction and joint venture are not new in the field of commercial vehicles in China. In the 50s and 60s of the 20th century, truck manufacturers in China used the Soviet Union and Eastern European trucks as models for reference; in the 1980s, they began to introduce Steyr, Isuzu, and Mercedes-Benz technologies; today, the world's major commercial vehicle vehicles, engines, and transmissions Both Axle and Axle entered China in the form of joint ventures or wholly-owned enterprises.
Like China's nine Ariston refrigerator production lines in China, the German MAN Group (now owned by the Volkswagen Group) also "achieves" many commercial vehicle companies in China: In 1983, CNHTC introduced Steyr (after Mann Technology acquisition has filled the gaps in China's heavy trucks; in 2000, Jinhua Young and Man founded Jinhua Neoplan. The former soon became one of the top ten domestic passenger car companies; in 2002, Yutong and Man founded the lionbus (7 years after the termination of the joint venture). In 2003, Shaanxi Automobile introduced Mann heavy truck technology and developed the DeLong F2000 heavy truck. In 2006, Dandong Huanghai introduced Manchester City bus technology. Afterwards, Beijing purchased a large number of Huanghai brand buses; in 2009, Sinotruk introduced Manzhong Zhonghe. Heavy truck technology, followed by the launch of a new generation of Howard, Jude card and so on. In August of this year, JAC Logistics launched a heavy-duty truck with Man Power Technology.
According to the report, existing Chinese and foreign vehicle joint ventures include Qingling, SAIC Iveco Hongyan, GAC Hino, FAW-GM, Foton Daimler, Jiangxi Isuzu, Sichuan Hyundai, Dongfeng Commercial Vehicle, and Sunwin; the engine joint venture includes Dongfeng Cummins, Chongqing Cummins, Xi'an Cummins, Foton Cummins, SAIC Fiat Red Rock, JAC Navistar.
Foreign joint venture is deemed to snatch the Chinese market platform <br> <br> Chinese commercial vehicle sector has a joint venture with the introduction of so many acts, how market position in China's commercial vehicle brands? Does China's commercial vehicle industry still have autonomy for development? From different perspectives, these problems will lead to different answers.
The fact is that Chinese local companies started late and were weak. Through the introduction and joint ventures, they have indeed improved their technological level in a relatively short period of time, shortened the gap with the world, and met market demand. And a group of excellent commercial vehicle parts companies, such as Weichai, Yuchai, and Xichai, can also compete with foreign engine giants in market share.
However, unlike the case of passenger vehicles, Chinese commercial vehicle companies have conducted joint ventures or technology introductions, but they have not caused foreign brands to flood the local market. Local brands have always dominated the market. One reason is that passenger car joint ventures mainly produce foreign brand vehicles, but some commercial vehicle joint ventures and technology import companies mainly produce local brands. For example, the Dongfeng Commercial Vehicle, a joint venture between Dongfeng and Volvo, broke the 50:50 joint venture than traditional, and only produced Dongfeng.
In addition, in China, passenger car multinational companies are "better than" multinational commercial vehicle companies. The imported foreign trucks and buses have a small market share in China. The main reason is that imported cars are too expensive, while Chinese users generally do not accept high costs. Due to the fact that product positioning is not adapted to China's national conditions, differences in interests between Chinese and foreign parties, and other reasons, some commercial vehicle joint ventures such as Yutong and Mann's lionbus buses have been in trouble or even failed. This has led some multinational corporations to see that entering the Chinese market with the sale of parts and technology transfer may be more affordable than setting up a joint venture.
However, the above facts do not mean that the prospects for the development of commercial vehicles in China are very optimistic. Under the image of Chinese companies and brands occupying the bulk of the market, there are still hidden concerns.
Yang Zaiyu, secretary general of the Commercial Vehicles Division of the National Automobile Market Research Association, said that in recent years, some Chinese commercial vehicles have jointly increased their discourse power, but the lack of confidence is due to the large gap between Chinese and foreign technology, R&D, and management. . In particular, China’s heavy trucks have serious flaws in their core technologies. For example, the technology and R&D of powertrains, electronic control systems, brake safety systems, and the optimization of the structure of the car body and chassis are weak, leading to upgrading of any product technology. More or less dependent on foreign parties.
Yang Zaiyu said that although domestic heavy trucks are known as "own brands," but many models from the engine to the gearbox, and then to the cockpit, as long as it is a high-tech place, are both imported technology.
However, multinational corporations regard the joint venture as a platform for China's “enclosure†to snatch up the market.
"Technology is foreign, and the brand is its own. Does it mean that our commercial vehicle development is autonomous and controllable? This is a ridiculous logic." Jia Xinguang, a senior expert in the automotive industry, said that the reason why foreign commercial vehicle companies have joint ventures with Chinese companies is. Cooperation is because imported vehicles are too expensive to sell in China, so they will enter China through technology transfer, sale of parts, or joint ventures.
"Whoever knows where technology is in place will have the initiative," said Zhang Zhonggang, dean of the Jianghuai Automobile Company's Light Commercial Vehicles Research Institute. Although there are also excellent commercial vehicle engine companies in China, some of the engine's core technologies also rely on international brands. For example, the engine common rail system technology is mainly controlled by German Bosch and Delphi.
An executive who once worked in Weichai told reporters that with the upgrading of emission standards, the added value of engines and their core components is getting higher and higher, and even a popular phrase in the commercial vehicle industry says that vehicle companies work for engine companies. Engine companies work for Bosch in Germany. It can be seen that mastering the core technology is equivalent to occupying the high point of the industrial chain. No wonder some foreign companies have a steady stream of profits in China.
Emission standards upgrade or the road to joint venture goes further and further
China's commercial vehicles have also embarked on the path of introduction and joint ventures. Is this what foreign technology "dependence" is doing or is it an inevitable choice in reality?
Industry experts believe that history has shown that the introduction of a joint venture is by no means the only way to build a powerful automobile country. Chinese companies should gradually embark on the road to independent innovation. However, increasingly stringent domestic emissions policies have brought great pressure on local commercial vehicle companies. Many companies have had to either “continue to use†the latest foreign powertrain technologies. This just proves that these companies can't extricate themselves from the cycle of "backward-introduction-backward-re-introduction".
A well-known automotive R&D expert said that today, when the country emphasizes independent innovation, it should not be a waste of effort to “take the road to joint ventures or autonomyâ€. The history of the development of passenger vehicles in China has proven that joint ventures and cooperation can not allow us to catch up with the West and continue to rely on imports and joint ventures without autonomy. This shows that companies are willing to sacrifice the long-term competitiveness of enterprises and even the country for short-term immediate interests.
He said that China's commercial vehicles can't take the old road of "taking it for a ride" by passenger cars. If they don't master the key core technologies, enterprises will become increasingly passive as energy-saving and emission-reduction policies become stricter.
The national, national, and national emission standards that have been and will be implemented by the state have indeed brought a series of problems to local commercial vehicle companies. Many people in the industry report that with the upgrading of emission standards, the core technology of automotive powertrains is a major issue. Advanced energy-saving and emission-reduction technologies are in foreign countries, and domestic companies cannot complete overnight due to lack of technological accumulation. At the same time, many companies have made great efforts from the fourth to the fifth, and now they have just prepared the five products. The investment has not yet been recovered. The implementation of the National Six has entered a three-year countdown, which makes the company exhausted. In order to meet product standards, the engine technology, manufacturing and testing equipment of local commercial vehicle companies must be imported from abroad, and a large amount of profits are earned by foreign companies.
In fact, these fears have become a reality. Even the most powerful state-owned large group is no exception. For example, the Dongfeng "Genesis" truck is a new generation of trucks developed by Dongfeng and Cummins under the US "super truck" project (to promote truck energy-saving and emission reduction). The delivery time is 2020, and it closely follows the "National VI" implementation schedule.
Jia Xinguang said that compared with ordinary passenger car engines, commercial vehicle engine development is certainly more time-consuming and more difficult, but the introduction and joint venture are only expedient measures, not the last solution to the problem, otherwise we will be difficult to achieve industrial transformation and upgrading. In the face of increasingly stringent energy-saving and emission-reduction standards, domestic companies must engage in powertrain technology and new energy technologies. In the face of the urgent needs of modern logistics industry for autonomous driving and networked networks, relevant technologies should be tested first in the truck industry. . The development and implementation of these new technologies will ultimately require major groups to work hard.
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