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The city gate caught fire and spread to fish!
The recent anti-monopoly investigations and penalties jointly conducted by various ministries and commissions were based on market facts and were focused on foreign-invested car companies. However, the independent brands had "difficult to say."
A few days ago, the National Development and Reform Commission issued the largest fine in the history of China's auto anti-monopoly investigations. Eight auto parts manufacturers such as Japan's Sumitomo Corporation and four precision bearing manufacturers such as Seiko Co., Ltd. were fined a total of 1.235 billion yuan for manipulating product supply prices.
This is just the beginning. In addition to Japanese car companies, investigations into suspected monopolies by foreign-owned auto giants such as the German, American, and French families are still underway. It is foreseeable that with the gradual deepening of the anti-monopoly investigation and the successive introduction of the penalty decision, the parts and components and vehicle prices of the relevant car companies in the Chinese market are bound to be lowered step by step. In this regard, many people in the industry believe that the living space of independent brands may be further squeezed. The prospects have become more subtle for independent brands that have been surviving.
For the self-owned brand, this may be a “wrongful injury†that has to be faced. However, from the perspective of the development of the Chinese automobile industry in recent years, this kind of “wrongful injury†seems to be common.
In the middle of last year, in order to speed up the construction of the central and western regions, relevant policy departments released the Catalogue of Advantageous Industries for Foreign Investment in the Central and Western Regions (Revised in 2013) (hereinafter referred to as the “Catalogueâ€) and started its formal implementation. The Catalogue explicitly encourages foreign investors. Invest in automotive vehicle manufacturing projects.
The contents of the "Catalogue" show that "in the Sichuan, Inner Mongolia, Guangxi, Chongqing, Guizhou, Yunnan, Shaanxi, Gansu, Ningxia, Qinghai, Xinjiang provinces and autonomous regions to encourage foreign investment accounted for less than 50% of the total vehicle manufacturers" At the same time, according to the “Guidelines on Guiding the Direction of Foreign Investment†(State Council Decree No. 346 of 2002), foreign investment projects that fall under the “Catalogue†will enjoy preferential policies for encouraged foreign investment projects.
It is understood that the preferential policies enjoyed by foreign investment projects encouraged include: Foreign businessmen can enjoy imported import equipment for exemption from import taxes within their total investment; for newly established foreign-invested high-tech enterprises, the first Income tax will be exempted from year to year 2 and corporate income tax will be levied at a rate of 7.5% from the third to the fifth year. After the tax exemption period is expired, it will still be advanced technology. The enterprise income tax is levied at a tax rate of 10%. If the business period is more than ten years, the enterprise income tax may be reduced at a tax rate of 15%. As for the preferential policies for the development of independent brands in the western region, it is difficult to capture the relevant policies.
The release of the above policies has caused a gloomy attitude in the automotive industry: In the days when China's own-brand auto makers continue to suffer market declines and foreign capital pressures, if they lose a fair and equitable market environment, the development of the Chinese auto industry in the future will be worrying.
As early as in 2009, the sales increment of autonomous vehicle enterprises such as Geely, Great Wall, and BYD in the western region was already quite obvious, and the growth rate generally exceeded that of the coastal areas that had previously received the most attention. For example, in 2008, the sales of the pickup trucks of the Great Wall in the southwest region increased by more than 50% compared to the same period of last year. At that time, the growth rate of the pickup trucks in Guangdong, Fujian and Guangxi was only about 12.5%.
For information on the policy of foreign car brands being encouraged to develop the western market, the relevant person in charge of Great Wall Motor once said: “Up to now, sales of passenger cars such as pickup trucks and SUVs have been more absolute in the western market, and the western market is already Our main battlefield, but in this case, the independent brands can not enjoy the same tax incentives and exemptions as foreign capital, we just feel very helpless.†The “joint autonomy†policy is also true.
Around 2010, in order to further solve the problem of "hollowing out" of China's auto industry, government departments began to vigorously promote joint ventures to engage in "joint venture autonomy." To put it plainly, it is in the joint venture to launch new brands that are neither foreign-owned nor self-owned brands. Brands and models hope to achieve a joint development of foreign capital and Chinese in this way, and indirectly enable the Chinese to learn the core manufacturing technology.
After 4 years passed, the joint-venture brand models have mushroomed in the Chinese market. Due to the relatively low prices of such models and the “gene†of foreign brands, the premium capability of independent brands has not been significantly improved, resulting in an increase in market performance. The more they threaten the survival prospects of truly independent brands. Not long ago, Dongfeng Nissan’s self-owned brand Qi Chen also explosively launched a model with a price range of 30,000 yuan, which further reduced the space for self-owned brands to be compressed so that many independent brands began to agonize. Called "wrongful injury"; after many "accidental" occurrences, it seems that we should look for the "necessary" logic behind us.
One thing I have to say is that the reason why an independent brand is frequently “injured†is due to its insufficient ability to resist risks.
After several decades of development, independent brands have indeed made progress, but such vertical comparison is actually meaningless: In these decades, the development or progress of foreign car companies has been faster than their own brands. From this perspective, The gap between self-owned brands and foreign capital has been widened. Blind investment, lack of continuity in strategy, low proportion of R&D investment, performance projects, etc. These accusations of self-owned brands in the industry are actually the eager performance of everyone's “do not contendâ€, and the independent brands themselves really need to be down to earth. Technology and branding work hard, otherwise it may be only a matter of time before encountering the “disastrous†disaster. By July of this year, the market share of self-owned brand has experienced “declining for 11 monthsâ€.
In addition, an unavoidable fact is that self-owned brands have been “falsely injured†for many times, and the lack of systemic and macro-coordination of policy formulation is also plausible.
Objectively speaking, supporting the development of self-owned brands has always been the focus of related policy-making departments that has been considered and promoted. From time to time we can also see some policy provisions that are in line with such spirits, but consider that some other policies have a bearing on the development of self-owned brands. The "unfavorable" impact of the visit should obviously reflect on the linkage and sustainability issues between policies.
At the same time, for some foreseeable unfavorable market conditions, the policy-making departments should also start killing them in advance. For example, similar to the monopoly of foreign-funded enterprises, there are many cases in the international community that are worth learning from and learning from, and should not be left unchecked. After the formation of climate and scale effects, it will be solved again, because it will create relatively large market fluctuations, and the biggest victims of huge market fluctuations may be weaker independent brands.
Just as some industry insiders frankly stated, a good policy must be the result of the overall coordination of the interests of all parties. It must be considered from a holistic point of view. If it is simply to promote the development of a certain field without considering the development of China’s own automobile industry, In the long run, it would be tantamount to "losing watermelon with sesame seeds."
The "necessary" logic behind the "false accidental injury" of self-owned brands