From the cost counterattack launched by the Japanese car companies, it can be strongly felt that the parts and components companies play a crucial role in the cost control strategy of multinational car companies.
Auto parts and components are platform-based and universal, which can speed up the product development speed of automakers, reduce development, manufacturing, procurement, and use costs and improve product competitiveness. At the same time, spare parts, after-sales service and other aspects are also beneficial and harmless. From this point of view, the standardization of parts and components is the trend of the times.
The rapid growth of the Chinese market has already changed its position in the global market of multinationals. Many starter models of car companies are increasingly considering the needs of the Chinese market, and more and more domestic companies are considering the platform strategy. Parts suppliers.
For those multinational companies that have a sound system of R&D and production in China, the platform strategy is a very good opportunity, but it is definitely a challenge for most local suppliers.
China's spare parts suppliers are not strong enough
To promote the standardization of parts and components requires a competitive advantage in the R&D capability, supply quality, and product prices of parts and components suppliers. The main reason why Chinese parts and components companies are not able to participate in the standardization of parts and components for vehicle companies is that their strength is not satisfactory. .
In addition to the competitive advantages of product prices, China's spare parts enterprises lacked forward-looking R&D plans, insufficient investment, and large obstacles in the implementation of joint development. The internal force of enterprises is not strong. This is the main problem faced by many small and medium-sized auto parts companies. problem.
First of all, in terms of R&D strength, Chinese parts and components companies are not as deep as multinational companies. Although it has always been the dream of many parts and components companies to realize technological breakthrough, in the highly competitive Chinese auto market, some small and medium-sized enterprises must first solve survival problems before they can talk about development. They copy some of the ready-made technologies, convert them directly into products and sell them on the market.
However, R&D cannot be facilitated overnight. It is a long-term process for companies to discover projects and invest in R&D. It is reported that the top technology of many large multinational companies comes from small and medium enterprises. Bosch, Delphi and other auto parts companies, in addition to investing huge sums of money in R&D, are constantly paying attention to and tracking new products and cutting-edge technologies in the industry. The technical engineers of these large-scale enterprises only participate in the early development of these technologies through joint development or mergers and acquisitions, as long as they discover good product technologies, and other technologies are successfully developed and then marketed.
However, this long waiting for profit process requires strong economic strength to support it. At present, China's spare parts companies rarely have such "foresight" and strength to dig and wait for this "future of wealth."
Taking the simultaneous development capability as an example, not only does the company require strong R&D capabilities, but it also requires parts and components companies to have a certain understanding of the entire vehicle plant development system. This includes the engineering language interface, software systems, communication protocols, and patented technologies. , understanding of the original platform technology, etc. In addition, there are also differences and obstacles in time difference, language, and cultural background in the communication and exchange of synchronous development systems among local companies.
In addition, the standardization of such large-scale parts will also bring certain risks. According to Ning Xiaoyang, chief engineer of China Auto Parts Industry Corporation, parts companies need to carry out a large number of market trial verifications, designs, and repeated tests in the early stage of standardization. This kind of technology reduces costs and needs to control customer complaints due to potential quality problems. . However, if there is a problem with a shared part, it is easy to trigger a chain recall incident.
Of these consequences, few Chinese parts companies can afford it.
"Low-end strategy" containment
In order to break the current dilemma, self-owned brands are also launching a platform-based strategy. While building key components, they are more likely to rely on the cooperation of multinational component companies to complete their research and development.
Previously, cross-border component suppliers have used their brand and geographic advantages to monopolize the entire vehicle market for foreign brands. Today, during the transition of self-owned brands, multinational component suppliers have penetrated into the low-end supporting systems of their own brands with their increasingly in-depth localization strategies.
The spare space of China's spare parts companies has been drastically reduced, and the original cost advantage has not been guaranteed. The standardization of parts and components promoted by multinational car companies has intensified the competition in the parts and components market. Under the survival of the fittest, parts of China's spare parts market have been Monopoly by multinational corporations.
Take the automotive instrument industry as an example. Currently, only some of the domestic brands of heavy trucks, passenger cars, mini-vehicles, light trucks, and agricultural vehicles are supplied by self-owned brand instrument companies. Cross-border component suppliers have already competed for China's own-brand passenger cars and some commercial vehicles. For example, German Continental Automotive mainly supplies Geely Dorsett Automobile, Great Wall Motors, and China National Heavy Duty Truck, as well as SAIC, GAC, FAW's own-brand vehicles and Foton heavy vehicles; Germany's Bosch mainly supports Chery Automobile, Changan Automobile, FAW and JAC commercial vehicles. , Has just been involved in Jianghuai passenger car and Great Wall Motor; Johnson Controls Group mainly supports Dongfeng own-brand cars and FAW whole vehicles; Japan Yazaki mainly supports Great Wall Motor; Marelli participated in a series of low-end product development such as Chery, Great Wall, Dongfeng.
At the same time, high pressure common rail technology has also been monopolized by multinational companies such as Bosch, Delphi, Denso. These multinational companies that provide support to multinational companies and participate in platform construction at the same time can not only give some advice to Chinese self-owned brand car companies, but also provide technical support. This is an important factor for independent car companies and is also a part of China. What companies lack.
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