The test results explain that “the product basically passed the inspection. After the vehicle has traveled for a certain distance, there may be some kind of odor that may cause some discomfort to the human body.†“This is obviously an ambiguous test result.†Wang Kenya is special Angry, "The purpose is very clear, whether the product is fully qualified in the hands of the Japanese." Product sent to origin inspection Is the product sent to Japan for inspection and evaluation? Wang Kenya's answer is: “We invested in the establishment of automobile parts and components factory in Guangzhou. We mainly supply to Japanese OEMs such as Honda, Toyota, Nissan, and Mazda. In order to get the accessory rights, we must send the production products to the manufacturers. The original place of production (Japan Headquarters) Spare Parts factory is inspected. If the inspection result fails, then this year's supporting project will be lost." In order to obtain a few proofs of the test, Wang Kenya repeatedly rushed to and from the negotiations between Guangzhou and Japan, this time spent 2 million in technology transfer fees. Whether or not this technology transfer fee is worth it, Wang Kenyan is unwilling to do so, but there is no alternative. "In order to obtain certification, I ran a number of departments in many Japanese original factories. I feel very tired. Every single business has to go back and forth between Guangzhou and Japan. In order to obtain certification, every time I spend a lot of money on technology transfer fees. This is our production cost. The technology transfer fee for each model is divided and it represents 7% to 8% of sales." Shouldn't this transfer technology transfer fees? From the development to the mass production of automotive products, it takes two and a half to three years, and a factory that has the power of technology planning plans product development in the next few years. The development of models, the main engine plant to seek the development of various parts suppliers, such as how to achieve the safe configuration, interior assembly, and send out to all suppliers. Another example is how the performance of the interior trim part can be achieved. After the entire development proposal is passed, each supplier submits sample parts and submits test standards. The main engine manufacturer does a lot of tests and the models are basically formed. Then the original manufacturers involved in the design have the right to guide and intellectual property rights. When the models are sold globally, they are charged with the technology transfer fees of the local production companies. This is the rules. Do not underestimate this 8%, the accumulated amount is the high cost of the car. “At present, the high price of the vehicle means that most of the profits go out through technology transfer. Not only the technology transfer fee will be paid, but also part manufacturers will be making purchases of many raw materials. To a certain extent, raw materials can only be purchased from foreign original suppliers. Otherwise, it is not even qualified for production. In fact, raw materials are available in China, but foreign parties are reluctant to disclose the product's test standards, testing environment, test methods, etc. Chinese-funded enterprises do not know whether they meet the requirements and retain the right to make judgments. Industry standards, foreign investment only say one standard, not to mention the key, Chinese-funded enterprises are very subject to restraint in this regard, in the commercial negotiations do not know where the foreign party will attack.†Wang frankly in negotiations with foreign trade Encountered a lot of weaknesses. “We have tried to produce an interior trim. Obvious domestic raw materials are better than designated imported materials. And the foreign party knows that the raw material is the same place, the same factory equipment, but the production area is different, one is China and the other is Japan. So why do you have to import Japanese raw materials? There are a lot of unspoken rules on the market, and others have already given you a lot of hints. To negotiate this business, you must buy raw materials." Director of the Enterprise Research Institute of the Development Research Center of the State Council, Director Chen Xiaohong, stated that you have to provide support for Japanese models and that Japan must provide technical guidance and other information. Some contain patents, some do not have patents (also have intellectual property rights), and delivery of technology transfer fees is normal. In general, costs are divided into project royalty and cost. "You give others support, others have to give you product design drawings," Jia Xinguang, chief analyst of China Automotive Industry Development Consulting Co., Ltd. analyzed, "Unless you refer to the OEM's manufacturing standards, R & D matching products are accepted by the OEM, you can set Standards, but I think it is difficult. Domestic companies are far from the level of production of international component giants. Delphi, Bosch, these giants have survived the survival of the fittest for many years, they continue to increase R & D investment, it is too difficult to surpass them." In fairness, at the time of the WTO negotiations, it was already very good to be able to seize the 50:50 equity ratio, if parts and components were to be wholly owned by foreign companies, the foreign parties would not enter Chinese production. As a result, foreign investment in Chinese cars was impossible. The research standards and achievements that have been spent for many years have been given to China, but automotive technology has always been leaked, and the level of China's auto parts industry is still positive. Others' research and development results will result in the transfer of technology for intellectual property protection or profit transfer. This is also normal," said a senior analyst who retired a joint venture car company. . In order to protect themselves and safeguard their own interests, joint ventures will make some profit transfers, deliberately establish wholly-owned spare parts in foreign countries, and establish joint-venture vehicle companies in China. The money earned by the joint venture company is distributed to part of the Chinese, but the profit earned by the wholly owned parts and components company in the country is entirely its own. If the outside world wants to provide support to the Chinese joint venture company, it must obtain the inspection and certification of the foreign parts headquarters. Profit transfer. Certification is a means and can only be produced through certification in order to produce its components in China. Otherwise, it is not possible to purchase components in China. This is the so-called "first-class enterprises rely on certification, second-rate enterprises rely on the brand." This is a tool for foreign companies to earn money. The product development foundation is weak? In the workshop, Wang Kenyan pointed to a skilled worker not far away and said, "This is stealing technology." "Stealing technology?" Thought that hearing errors. "Yes, such a machine needs 1.3 million yuan to be imported from Japan, and domestic manufacturers only need 300,000 yuan. We, of course, buy domestic machine tools, and then continue to research and improve with reference to imported machine tools, and strive to minimize the production product error. Well, it will always be successful.†“Is there any possibility of early participation in the development process for local manufacturers in China? That is to say, in the first stage of vehicle development, local manufacturers have not participated in the research and development. Sexuality?†Wang put forward his own thoughts. “If we can participate in this, there will be three to five years of development and training, and the manufacturers will be able to grow. The real automobile industry foundation is not the problem of the main engine plant, but the component manufacturers. Japanese-style models are the main parts, with Japanese-based parts and most of the joint ventures or wholly-owned holdings, and all of the technological dominance is on the Japanese side. In the long run, if the country has dominance in the vehicle market, there is no dominance in parts and components. It is a headache for the development of Chinese-funded enterprises. The entire industry base is still weak and there is no technology to take root." "Honda, Toyota, Nissan, etc. settled down. , presumably for local companies is unlimited business opportunities, but Honda has established the Nanhai Honda Industrial Park, most of which are joint ventures, local companies can not obtain matching projects, while the Guangzhou Toyota Project is established in Nansha, Guangzhou Merchants directly to Japan to attract investment Mainly for important large-scale high-tech parts and components, regardless of the capabilities of local companies, it has caused a great impact on our local automotive supplies market,†said Luo Xiaotao, president of Guangzhou Automobile Parts Supply Industry Association. Industry development puzzles. Lu Zhifeng, general manager of Guangzhou Automobile Industry Group Co., Ltd. believes that the government has the intention of investing in projects for the parts and components industry. In the future, spare parts manufacturers, whether they are state-owned enterprises or privately-owned, must adapt to the development trend of spare parts. First, by enhancing its core competitiveness, integrating into the international spare parts system, participating in the international division of labor, and having the ability to participate in the international division of labor. Secondly, with the improvement of the entire industry's technological level, the entire production process will be enhanced not only by producing individual parts, but more importantly by having systematic production support capabilities. "If spare parts manufacturers can meet these two requirements, whether state-owned or privately owned, there will be very good prospects for development," said Lu Zhifeng. "The current products are mainly foreign and the products themselves are in the process of development. Many of them are original." All accessory manufacturers are involved in the ownership of parts and components, as well as intellectual property rights, and if they do not enter the supporting system, they can focus on the second and third-tier supporting factories of these existing supporting manufacturers and strive to become lower-level manufacturers, when the entire production product quality and cost When meeting the needs of the vehicle factory, we can call the board’s original superior supplier and strive to become the supporting right of the vehicle manufacturer.†“International future development is not a single-brand product development of the automaker, and modular development will be implemented in the future, so a product Development requires parts and components manufacturers to play part of the development. When our parts and components manufacturers grow and develop, they have the ability to bid and enter the ranks of the development of vehicle products. Then this component factory will succeed,†Lu Zhifeng reminded, “regardless of the state-owned Or private, key to enhance the core competitiveness, the most important is the ability to develop products Parts and components must have the ability to participate in the international division of labor. Otherwise, there is no way to create a space for their own survival and development.†“Our parts and components companies want to integrate into the international supporting system, not through the protection of the government to enter, but their own competitiveness. Now, the automotive industry Globalization must have the ability to participate in the international division of labor. Otherwise, there is no way to create a space for survival and development. The government only provides an investment environment and living environment to allow more joint venture companies to settle in Guangzhou. Whoever cooperates with them will be determined by both partners, and the government cannot impose a demand. ." Luo Xiaotao had to admit that most of our spare parts products only reached the IS9000 certification standard, and the highest international standard was Germany TS16949. Measured according to this highest standard, China’s even 1/1000 of the standard has not been achieved, and now we need to get Honda International. Certification is not an easy task. This exposes an industry issue. That is, the government has not attracted a high degree of attention and has not placed a heavy emphasis on our automotive supplies companies. Chen Xiaohong pointed out that as long as he has the ability to research and develop technology, he is not afraid to “become true†with foreign investment in cooperation production and improvement. Tianjin Daihatsu is a Toyota system and has no plans to purchase parts locally. In the process of joint development of parts and components between Chinese and foreign parties, FAW organized several hundred R&D institutions. Dafa made several hundred suggestions for improvement of parts and components, and some of them received opinions from Chinese reformers because FAW has R&D and design capabilities and FAW system The strength of component manufacturers has made Daihatsu admire and Daihatsu has adopted its supporting system. The Chinese auto industry has gone for decades. Where is the dominant power? Looking back, China’s telecommunications market has set 3G standards domestically. Motorola, Huawei, ZTE, etc. have invested hundreds of billions of research systems and compete in accordance with standards. Huawei, ZTE and other companies are likely to participate in sovereign countries. Work in the field of communications. In Japan, Motorola and Ericsson are not seen. They are all mobile phones produced in the country. Standards are different from those in the world. They must purchase local Japanese mobile phones and use their mobile phone cards to talk. Like this technical barrier, sovereign nations can be established. Parts fall behind Jia Xinguang believes that China's auto industry "rebuilds vehicles and light fittings," and that many domestic parts and components industry procurement systems are local protection policies that actually protect backwardness and hinder industrial development. If the joint venture can not be matched, it can only be supported by domestic small and medium-sized automobile manufacturers. Once these main-plant enterprises are merged, acquired or bankrupted, the supporting plants will not be able to escape the doom. The policy allows for spare parts investment. It was not at that time that the development prospects were not taken into consideration, but that when the WTO entered the WTO negotiations, it was ensured that the entire vehicle was not controlled and parts were given up and “discarded and maintainedâ€. From a foreign point of view, the stock ratio of China's auto vehicle joint venture companies should not be more than 50:50, and there are too many concessions to China in terms of whole vehicles, and parts are firmly under control. “If the automaker models are not made domestically, and global procurement is implemented, the cost will drop by 30% immediately because parts and components purchased abroad are still lower than domestic production costs,†said an industry expert who did not wish to be named. “Toyota Motors is also global Procurement is not only in Japan, but also in Germany, etc. Why buy parts at high prices?Because the parts tariffs are lower than the finished vehicles, the profits are even half the share with the Chinese 50:50, preferring to transfer profits through parts and components. Manufacturers must make materials and products for the OEM. It is very dark here." He further pointed out that domestic parts manufacturers want to obtain the right to supply parts for joint ventures, purchase original technical drawings from foreign original parts suppliers, pay customs duties and technology transfer fees, etc. This is the transfer of profits from joint ventures. If calculated from the source of parts and components, it is always counted as tariffs, value-added taxes, purchase taxes, etc., and the parties are only divided into 15% of profits. Foreign capital has played very well with abacus, and the scale efficiency of component imports is obviously higher than that of the whole vehicle. At present, the average tariff of 35% of imported vehicles is equal to the average tariff of more than 10% of parts and components, and most of the joint ventures Of course, manufacturers are more willing to assemble parts and components in China and turn that tariff difference into a production profit. In order to protect themselves and safeguard their own interests, joint ventures will make some profit transfers, deliberately establish wholly-owned spare parts in foreign countries, and establish joint-venture vehicle companies in China. The money earned by the joint venture company is distributed to part of the Chinese, but the profit earned by the wholly owned parts and components company in the country is entirely its own. If the outside world wants to provide support to the Chinese joint venture company, it must obtain the inspection and certification of the foreign parts headquarters. Profit transfer. Certification is a means and can only be produced through certification in order to produce its components in China. Otherwise, it is not possible to purchase components in China. This is the so-called "first-class enterprises rely on certification, second-rate enterprises rely on the brand." This is a tool for foreign companies to earn money. An executive who has worked in a general-purpose system also pointed out some insider parts procurement. Domestic parts and components companies have only production rights and have no technical right. Shanghai Volkswagen models need to change a screw, but also get the German public certification. Although apparently, the joint venture’s stock ratio is 50:50. Actually, the technical department is controlled by foreign parties, or the foreign party holds the majority of the right to speak. Even if the parts and components technology of China pass, but the foreign party does not approve, you do not have the right to speak. For example, the person in the same year, the leather seat of a GM model needs to be imported from the United States, and the import of leather is more than 6000 yuan. The Chinese propose that the leather can be purchased locally, the foreign party considers purchasing from South Korea, and the Ningbo manufacturer provides good quality. In the case of cowskin, the United States needs a Ningbo company to go to the United States for certification. The cost will probably be 100,000 U.S. dollars. Ningbo enterprises have no objections and are ready to leave for the United States. They hope that the foreign party will provide inspection standards. The United States has thrown the sentence, "You are not our suppliers, we can not give you the standard." "In fact, the United States does not want domestic companies to send products to the United States for testing. Finally, the use of Korean cowhide." Once involved in this The CEO of the secondary leather procurement business believes that the supporting negotiations are unreasonable and that the purchase of parts and components is always controlled by the other party, and success or failure is only a matter of thought. Recently, industry insiders joked about an unproven message in the industry. “Do you know why the Passat, originally produced at Shanghai Volkswagen, was said to have produced a new model B6 in Changchun (FAW-Volkswagen headquarters)? Passat needs a technology transfer fee of more than 100 million US dollars, and B5 is a purchase from SAIC to German Volkswagen 1 The technology transfer fee of more than 100 million U.S. dollars cannot be shared by SAIC until it is reproducible for ten years, unless the accrued cost is based on the car price, but the market does not accept it.Not to mention that B6 is an improved version of B5. Therefore, SAIC and the German public will discuss whether it can produce B6 at Shanghai Volkswagen without having to pay the technology transfer fee. This idea has not been approved." "However, FAW is willing to pay this expensive technology transfer fee. Therefore, there are four rumors in the industry, and B6 may fall into the production of FAW-Volkswagen. If FAW-Volkswagen can use the B6 to start the market, that is, the same room to slap, thereby taking the weight of Shanghai Volkswagen." Industry standard feasibility dialect Wang Kenya deeply lamented that the Chinese auto industry has taken decades. Where is the right to dominate? Looking back, China’s telecommunications market has set 3G standards domestically. Motorola, Huawei, ZTE, etc. have invested hundreds of billions of research systems and compete in accordance with standards. Huawei, ZTE and other companies are likely to participate in sovereign countries. Work in the field of communications. In Japan, Motorola and Ericsson are not seen. They are all mobile phones produced in the country. Standards are different from those in the world. They must purchase local Japanese mobile phones and use their mobile phone cards to talk. Like this technical barrier, sovereign nations can be established. “Is there any consideration for China to go to the appeal and spend 10 or 20 years in research and development to set technical standards? China can develop even complex atomic bombs. It's as simple as why cars cannot be developed. We can set some Technical standards, as long as the country feels it is necessary to go this route, it is fully capable to do so by recruiting a large number of skilled personnel from abroad." However, Chen Xiaohong believes that it is difficult for the Chinese automobile industry to set an industry standard because the model design is determined by the main engine plant. The auxiliary plant must be produced according to the models designed by the host vehicle. The reason why Chinese mobile phones can set 3G standards is because domestic manufacturers produce mainframes and involve product development. If it is for the FAW, Dongfeng truck series support, of course, can be implemented in accordance with the standards set by domestic manufacturers, but now the supporting supply is a joint venture company, and technology patents are in foreign countries. In fact, the domestic mobile phone 3G standard is actually set by Siemens, when Siemens and Nokia competed for the standard, Europe accepted the Nokia standard, China is also setting standards, citing Siemens, how much the future market is a question mark, a standard does not mean that there is a market. The standards are divided into three categories. One is the de facto standard. The industry default standard, such as Microsoft's WINDOWS, if you develop new software and operate in WINDOWS, you cannot operate without the WINDOWS technology transfer fee. The second is the group standard, not the government. It is not a single company. Other companies accept the standard according to personal wishes, but when such standards occupy the world and do not accept standard product sales, the other manufacturers cannot help you or the individual companies have little market, and other manufacturers are unwilling to help enter the supporting field. The third category is the open public standard set by the government, but it needs to pay the patent fee recognized by the standard. The problem of Chinese-funded plants is a de facto standard. In fact, you are supporting the main engine factory and the standard is based on the main plant. Jia Xinguang believes that the automotive industry standard is technology, not a sector can be the same as the industry standard. Standard setting is difficult. Any enterprise considering the risk of venture capital investment, if invested 50 million R & D funds, can earn 100 million yuan, many companies are willing to invest. The key is who will lead the auto industry and who will initiate the establishment of industry standards. It may be that China’s auto industry standards, which are promulgated by the Chinese auto industry, are temporarily incapable of power, but this is the direction of development of the industry. "In the technology industry, if there is no technical ownership, there is no chance of survival. In the future, the entire automobile industry chain may not be able to control it at all." “Domestic manufacturers simply do not have the ability to compete. If China hopes to export after 20 years, it is simply not possible. Now exports are also low-end models limited to exports to third-world countries. On the one hand, we seize the technological dominance, on the other hand, National policies should establish standards, and participate in the rules of the game on the same standard line. Through fair competition, product prices can be made transparent. The establishment of industry standards will help the industry upgrade and local suppliers participate in competition." The sadness behind the extreme joke This year, Dongfeng Motor Co., Ltd. (hereinafter referred to as "Dongfeng Limited") has identified the address of the new passenger car R&D center in Huadu, Guangzhou, with a total investment of 330 million yuan (US$40 million). Can the establishment of R&D institutions really play a role? Now the policy does not require each OEM to set up an R&D center. However, the longer-term operation is that GM’s Pan-Asian Design Institute has been established for five years. However, which model is developed by Pan-Asian? We question the policy face of R&D institutions. One is not able to do it, and the other is not to do it. Of course, we cannot say that R&D institutions do not have R&D. They just say that they have not reached people's expectations. "I say that today, instead of counting on formulating policies and industry standards tomorrow, I hope to open up the situation through the efforts of a generation. How many people think that this direction is correct, and how much money the government needs to invest in this direction, we can work in all directions. Perhaps one day we can sell technology, but there is no possibility of selling technology. Now we can only tolerate tens of millions of dollars in investment and construction. In the initial stage of market access, to obtain a certain project for the operation, we must do everything at all cost to occupy the market. This is the short-term behavior of the company. If this is the long-term behavior of the entire industry, Then the outcome is unthinkable. If the Chinese government stipulates that all automotive products produced and sold in China must be Pan-Asian designed, tested, and certified products before they can be manufactured and sold in China. Pan Asia must push a new car every year. This is true. Since the policy came out, the company immediately recruited a large number of outstanding international automotive technology professionals and immediately invested hundreds of millions of dollars in R&D to launch new products. As long as the country has such mechanisms and policies, let all manufacturers participate in the R&D system competition. Assuming that Pan-Asia has design rights, our spare parts factories can find pan-Asian companies and participate in the development of products at the same time so that all manufacturers can compete in a fair environment. Well, we, the manufacturers of these parts and components, will not feel lonely and helpless, and we can live better among the mortal beings. †Our wide range of hualing capacities and frame styles makes it easy to fit your specific needs, whether you choose a diesel underground loader or truck. 10 Ton Underground Loader,10 Ton Wheel Loader,Underground Mining Machine,Articulated Underground Mining Loader Jinan Lingong Mining& Rock Technology Co., Ltd. , https://www.lgmrt.com
In the early days of December, with clear skies, the general manager of Wang Kenya (a pseudonym) of Guangzhou Jixing Automobile Co., Ltd. (a pseudonym) was full of bleary clouds. When he returned from Japan this time, he did not seem to laugh. The test results of the interior parts that were personally sent to Japan's auto plants for inspection were hand-held in the hand and her eyes were locked. "Do you know what the concept of '0' is? 0 actually failed in the test results," Wang said, pointing to the above test results. "If the toxic gas test item is 0, does it mean that the product passed the test?" The fact is not that this is the case. The result of China's inspection in Japan cannot be a simple explanation of the problem. In this poisonous gas inspection project, our product test was 0.14 and it was judged to be equivocal."
Wang Kenya asked the question, "If the OEM purchases the technology transfer fee of the model, is the component manufacturer also paying the fee? Is this a double purchase? For example, Shanghai Volkswagen's introduction of Touran, first of all to Germany VW’s technology transfer fee for this model, even if it is a production design right, also aims to reduce the cost and introduce localization in order to realize localized production. Suppose a certain factory produces a part and it must develop this product for the German public The original supplier purchased the design drawings, and then the domestic supplier must obtain the technical and production rights of the foreign original supplier and go abroad to buy the production drawings, not only the host plant (the domestic joint venture vehicle manufacturer), but also most of the Manufacturers of parts and components need to pay technology transfer fees to foreign parties.†“For business, every time a new model comes out, I go to Japan to deal with it. For business, sometimes at no expense, I pay more than others for entry fees, Technology transfer fees and royalty fees. Now that spare parts manufacturers have to do this in order to survive, then in the next decade or two, our Industry still operate this way? "He said anxiously.
Wang Kenya emphasized that in order to establish an operating system that competes with Microsoft, the state spent a lot of money to establish national standards, supported many SMEs to develop software, and used independent systems to fight against Microsoft.
Wang Kenya made a joke. "The Chinese government issued a decree some day that only the Pan Asia-designed car can be produced by Shanghai General Motors. I think next year, Pan Asia will launch a complete vehicle. Believe it or not? This is an extreme. An example of why we must go around such a big turn, why not take the local development of technology as the direction of national development, and increase the social foundation of the automobile industry through laws and technical standards."