洋眼看中国：老外评中国汽车工业

Aharon

在附件中, 请下载。
  
鼓励！

Aime

我来贴出来！
  
China: Will It Erode the Parts Industry Further?
by Maryann Keller
  
A few weeks ago the New York City police staged a mid-day raid at several Chinese owned shops on Canal Street known to sell counterfeit designer handbags. They hauled off thousands of fake Gucci, Prada and Louis Vuitton merchandise in front of dozens of would-be customers who know where to buy “luxury” brands at Wal-Mart prices.
  
It seems that these raids are held often enough to make the point that authorities are trying, but little is actuallyaccomplished in stemming the tide of fake goods or dissuading buyers that they are abetting law breakers.
  
Fake watches, handbags and shirts have been a problem for famous designers for years. Counterfeit software,DVDs and compact discs have gotten U.S. government attention but the losses continue to stagger developers. Automotive companies are only beginning to get a taste of China’s penchant for theft of ideas, designs, trademarks and anything else that will generate a sale.
  
As foreign automotive investment increases in China, local Chinese companies will have easier access to up-to-date technology of parts and components as well as entire cars that they increasingly have the skill to
copy. The legal system suggests that foreign companies have little recourse while consumers, be they Chinese or otherwise, care more about the price than they will about the way that goods were developed and brought to market.
  
Counterfeit auto parts have long been a problem, but poor quality seemed to keep them out of the OE supply chain. Now that can change.
  
In the past six months, General Motors contemplated suing a local Chinese auto maker for copying a small car design. The counterfeiter happened to be 20 percent owned by Shanghai Auto, GM’s loyal partner. Last month,
Toyota had its trademark infringement suit thrown out of court. To most casual observers, the Geely logo looked like the Toyota logo, but the Chinese court thought otherwise. So Geely will be able to market its automobiles using a badge that is deliberately similar to Toyota’s.
  
Auto parts companies will find themselves in potentially difficult positions after they set up shop in China. If the Chinese can copy an entire car, albeit not with acceptable quality for western standards, they will get closer to that goal with the flood of component company investments.
  
While this may seem like a great chance to reduce costs, I can also anticipate other problems as local companies replicate their products. Foreign auto companies could themselves be placed in the role of the
bargain hunter. Will U.S. auto companies complain if a local Chinese company offers them a copy of a part at a fraction of the price they were paying to the company that did the engineering and design work originally? Or will they act like the ladies on Canal Street simply waiting for the cops to go away so that they could go on with their Christmas shopping? My guess is that price will win and they’ll rationalize their decision on the basis that they had to do it to keep the vehicle costs competitive.
  
The only way that the parts industry can control its destiny is to be sure that its best technology and the best production methods are not used in China.
  
With no legal protections, current engineering and designs will be replicated instantly, turning local Chinese companies into low cost competitors. Furthermore, auto parts companies will probably not find much support from their customers if it means they pay more for the parts.
  
Maryann Keller is a veteran auto industry analyst and author of the books“Rude Awakening: The Rise, Fall andStruggle to Recover at General Motors” and “Collision: GM, Toyota and Volkswagen and the Race to Own the 21st Century.”
  
Automotive Industries, 24901 Northwestern Highway, Suite 505, Southfield, MI 48075

秋之剑

是啊。有的 时候是中国人自己在毁灭中国啊。盗版、假货、水货
充斥着中国的市场。那是不是仅仅是因为市场管理上的不完善呢？
不是吧。那些原装进口的东西，那些正版的软件我们是买不起啊。
想想看，微软的一套操作系统在我国的售价和在美国的售价基本
上是没有什么差距的。要千多快钱啊。买的起吗？我们。
要是他的软件只卖到个两三百的人民币，要不五百以内，我看人们
谁还会去买盗版啊。

Aharon

洋眼看中国：老外评中国汽车工业 II
在附件中

dNw

The only way that the parts industry can control its destiny is to be sure that its best technology and the best production methods are not used in China.  
  
其实洋鬼子一直都在这么做！

realblue

好文章，顶上来！

billyboy

Fuel Economy:  
It Matters Everywhere But Here by Maryann Keller Recent reports from China indicate that the government will set tough fuel economy standards based upon vehicle weight starting in 2005, with a further tightening in 2008. China’s standards will force each model to comply with a target fuel economy rather than using a formula that permits averaging as in the United States. The consequences to foreign auto companies operating in China are significant and include changes in their sales mix, profit potential and market share. In the short run, the scales tip in favor of the Japanese, who have hybrid cars in production, and the Europeans, who produce the most efficient and cleanest diesels. In the long run, all foreign producers might be the losers as China uses responsible regulation of fuel economy to ensure that the most up to date technology is incorporated in locally built cars. Small local Chinese auto companies will also be forced to consolidate, another goal of the central government in the quest to improve the efficiency of its industry. Chinese consumers and the Chinese economy are the beneficiaries of the fuel economy mandates. China will join a long list of industrialized nations in setting standards that force the introduction of advanced technology into vehicles to keep energy consumption in check. China’s decision reflects the fact that it doesn’t want to encourage a population of mammoth cars that swell energy imports and worsen already terrible air quality. In addition, China recognizes that its energy policies will necessitate technology transfer that will accelerate the development of an internationally competitive industry. Auto companies have been reluctant to share advanced technology with the Chinese because they rightfully wonder how they can protect their know-how from being copied and how they can prevent their Chinese partners from becoming their competitors after they have extracted what they need to learn. This law hastens the day when Chinese cars will be exported into global markets. The impact of China’s policy will be more adverse on General Motors and Chrysler than it will be on Honda or Toyota. Even though GM is assembling some small cars from Daewoo, the company is making most of its profits from Buick Regal, which is ancient by anyone’s standards in terms of vehicle engineering. GM also produces Chevrolet Blazers and plans to sell Cadillac and Saab models. The Jeeps produced in Beijing will need significant improvement to meet the targets. Even as vehicle tariffs fall in compliance with WTO rules, fuel economy standards will restrict imports of classic American light truck and luxury cars. While trade pressures are probably behind China’s recent announcement to allow the direct import of some 15,000 Cadillacs and other typically American products, in the long run GM is going to find it difficult to sell these models. How profitable GM will be selling small cars in competition with Honda, Toyota and others remains to be seen since GM has argued time and again that it can’t improve the fuel economy of its big cars, SUVs or pickup trucks. Just as the domestic auto companies have lost the public relations battle over fuel economy in the United States, they might lose it in China as well. The emergence of China as a major automotive power should be of great concern to European, Japanese and American auto companies. It is fascinating to see how effectively the Chinese are setting policies that are in the best interests of the country in its goal of creating a globally competitive automotive industry. China has found a way to ensure that local production is dedicated to advanced vehicles. In the process, short cut expensive and time-consuming research in fuel economy and have the technology that ensures globally competitive Chinese vehicles by the end of this decade.  
  
Maryann Keller is a veteran auto industry analyst and author of the books “Rude Awakening: The Rise, Fall and Struggle to Recover at General Motors” and “Collision: GM, Toyota and Volkswagen and the Race to Own the 21st Century.” Automotive Industries, 24901 Northwestern Highway, Suite 505, Southfield, MI 48075

BLUELAVA

谢！

Sunday007

如此看来，在中国学汽车技术方面的还是有饭吃的