The car-based anti-monopoly investigation was in full swing, and the first ticket was finally put on the ground. Previously, people thought that Chrysler was not Audi.
In countless interpretations of antitrust, zero ratio is the most probable vocabulary, but why is it so high that no one gives the answer. Judging from the list of car companies that have announced price cuts, the anti-monopoly seems to point to high vehicle prices, but this is not the case. Behind the price of after-sales parts, the essence is a price rectification of the auto parts market, or more accurately, a refinement of the major mistakes caused by the “abandonment policy†of parts and components over the past 15 years.
When China first joined the WTO in 2001, the relevant industrial policies only clarified the restrictions on the joint-stock ratio of vehicle manufacturers, and did not involve restrictions on the share ratio of joint ventures for auto parts. In 2004, the “Automobile Industry Development Policy†issued by the National Development and Reform Commission cancelled the share-based ratio of foreign-invested parts. As a result, foreign auto parts companies have been able to drive straight into the Chinese market. China's weak auto parts industry base is simply not likely to compete with these asset tycoons. The huge market cake can only be watched by others.
According to the data, in 2012, auto parts manufacturers with foreign investment accounted for more than 75% of the entire industry. Among the manufacturers, the sole proprietorship accounted for 55%, and the Sino-foreign joint ventures accounted for 45%. It can be said that China's auto parts sales The vast majority of market share has been monopolized by foreign capital. This phenomenon is common in the supply system of parts of Shanghai Volkswagen, FAW-Volkswagen, Beijing Hyundai and even self-owned brands, which is the main reason why China's zero ratio has remained high. There is a saying that where the modern Kia factory is going, where is MOBIS going. MOBIS is one of the three main players of the Hyundai Group. It involves a wide range of businesses. Except for tires, glass and body-in-white, there are no auto parts products that are not involved.
Beijing Hyundai Mobis and Beijing MOBIS Transmission Co., Ltd. are modern wholly-owned enterprises, mainly producing core components such as manual transmission and automatic transmission transmission and most of the auto parts, and supply two partners of Hyundai-Kia in China. Two years ago, the domestic DSG gearbox factory invested by Volkswagen in Dalian was also used exclusively for the North and South Volkswagen. It is not difficult to understand why Volkswagen and Audi together only accounted for 40% of FAW-Volkswagen, but Volkswagen's profits in China have risen steadily.
In April this year, according to the “Zero Ratio†coefficient research report released by China Insurance Industry Association and China Automobile Maintenance Association, the zero ratio factor of Beijing Benz C-class W204 model is as high as 1273%, which means assembling a car with parts. You can buy 12 complete vehicles. Other zero ratios such as Yaris and BMW 3 series are as high as 600% and 700%, and Camry and Mercedes-Benz S grades are as high as 503% and 441%. In the international arena, the general zero ratio will not exceed 300%. The “abandonment†of the parts and components policy in the past caused the fact that the parts and components enterprises were monopolized by foreign capital. If we say that this anti-monopoly is a revision of the past parts policy, its effect is nothing but a cool oil that cures the symptoms. Behind the "swelling" of foreign-funded parts and components, it should also be our reflection on the revision of China's parts and components enterprises policy.