tag:blogger.com,1999:blog-56692659649483296372024-02-20T08:24:57.352-08:00Synergistics LimitedLinks to expert resources on important cross-border topics.
www.synergisticsltd.comUnknownnoreply@blogger.comBlogger568125tag:blogger.com,1999:blog-5669265964948329637.post-37868883067393266942016-03-04T21:46:00.001-08:002016-03-04T21:46:46.614-08:00China Relies on Autos for Growth<div dir="ltr" style="text-align: left;" trbidi="on">
<i>Bloomberg Television, March 2, 2016</i><br />
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<a data-trk="group-discussion-title" href="https://www.linkedin.com/groups/90579/90579-6111755675703005188?trk=hp-feed-group-discussion" style="border: 0px; color: #333333; font-family: Helvetica, Arial, sans-serif; font-size: 12px; line-height: 14px; margin: 0px; padding: 0px; text-decoration: none; vertical-align: baseline;">Bill Russo, Gao Feng Advisory Company's managing director, discusses China's auto market with Bloomberg's Angie Lau on "First Up." (Source: Bloomberg)</a><br />
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<a href="http://www.bloomberg.com/news/videos/2016-03-03/china-relies-on-autos-for-growth">Click here to see the interview on bloomberg.com</a></div>
Unknownnoreply@blogger.com3tag:blogger.com,1999:blog-5669265964948329637.post-578980150397225232015-06-22T19:14:00.002-07:002015-06-22T19:15:39.435-07:00Israeli investors keen to cooperate with China<div dir="ltr" style="text-align: left;" trbidi="on">
<i><span style="font-family: Verdana, sans-serif;">Want China Times, June 6, 2015</span></i><br />
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<span style="font-family: Verdana, sans-serif; line-height: 25px;"><span style="font-size: x-small;">The flags of China and Israel. (Photo/CFP)</span></span></div>
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<span style="font-family: Verdana, sans-serif;">Israel is seeking opportunities to export its technology, and China, with its abundant capital and hunger for innovative technology, has become a prime choice for setting up partnerships, Shanghai-based China Business News reports citing Israeli investment consultants. </span></div>
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<span style="font-family: Verdana, sans-serif;">"From the views of enterprises, compared with Europe and the United States, we prefer to collaborate with Asian nations, particularly China, given the good historic and cultural relations between Israel and China," said Uri Kushnir, a managing partner at Israeli technology transfer company 31 Degrees North Innovation Exchange. </span></div>
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<span style="font-family: Verdana, sans-serif;">Kushnir and his partner Guy Pross arrived in China in late May and signed a strategic partnership agreement in Shanghai with Gao Feng Advisory Company, a China-based international consultancy firm. </span> </div>
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<span style="font-family: Verdana, sans-serif;">Israel and the United States have maintained close ties, but the Israeli government began developing an interest in Chinese firms and the Chinese market in recent years.</span> </div>
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<span style="font-family: Verdana, sans-serif;">China is expected to surpass the United States as the largest overseas participant in the Israeli government's development projects in the next two years, said Avi Luvton, executive director of the Asia Pacific Department at the Israeli Industry Center for Research and Development. </span> </div>
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<span style="font-family: Verdana, sans-serif;">According to Israeli government statistics, technology transfer deals made by companies of the two countries were estimated to have reached US$300 million in 2014, up from US$50 million in 2013. </span> </div>
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<span style="font-family: Verdana, sans-serif;">The two countries have differences, however, including their motivation in pursuing technological innovation, Kushnir said. </span> </div>
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<span style="font-family: Verdana, sans-serif;">Israel's pursuit of innovation has been driven mainly by its limited resources and the pressure on the country for survival. </span> </div>
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<span style="font-family: Verdana, sans-serif;">China is a large country with abundant resources and a massive market that has pursued innovation because of its desire for success and the need to improve its people's livelihood, Kushnir said. </span> </div>
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<span style="font-family: Verdana, sans-serif;">With Chinese enterprises pursuing globalization, Israel's globalization and its innovative ideas may help provide inspiration to China, said <b>Bill Russo</b>, managing director at <b>Gao Feng Advisory Company</b>. </span> </div>
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<span style="font-family: Verdana, sans-serif;">In addition, Israel's advanced technology transfer will help Chinese companies to increase the sale of high-technology products abroad, Russo said.</span></div>
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<a href="http://www.wantchinatimes.com/news-subclass-cnt.aspx?id=20150606000132&cid=1102">Click here to read the original article </a></div>
Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5669265964948329637.post-73813101121057311332015-04-24T00:33:00.000-07:002015-04-24T00:39:22.239-07:00How China Brands Took Over the World’s Hottest SUV Marke<div dir="ltr" style="text-align: left;" trbidi="on">
<i>Bloomberg Business, April 17, 2015</i><br />
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BYD Co.'s Sport-Utility Vehicles</div>
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BYD Co. S6 sport-utility vehicles (SUV) move along the production line at the company's assembly plant in the Pingshan district of Shenzhen, China. Photographer: Brent Lewin/Bloomberg</div>
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<span style="font-family: Verdana, sans-serif;">After years of <a href="http://www.bloomberg.com/news/articles/2014-04-16/china-hunts-down-zombies-in-effort-to-fix-failed-auto-policies">losing out</a> to foreign brands, China’s automakers are winning in the world’s hottest SUV market by employing a tried-and-tested strategy: offering them cheap.</span> </div>
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<span style="font-family: Verdana, sans-serif;">By flooding the market with comparable models at lower prices, Chinese automakers accounted for eight of the 10 bestselling sport utility vehicles in the first quarter, crowding out global nameplates like Toyota Motor Corp.’s RAV4 and Honda Motor Co.’s CR-V.</span> </div>
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<span style="font-family: Verdana, sans-serif;">Chinese-branded SUV sales more than doubled in the first quarter to overtake foreign nameplates in the segment this year, accounting for 56 percent of all deliveries, according to data from the China Association of Automobile Manufacturers. At the Shanghai auto show next week, Honda will unveil a full-sized SUV concept that will compete for attention with local offerings like <a href="http://www.bloomberg.com/news/articles/2015-01-21/buffett-backed-byd-shifts-focus-to-plug-in-suvs">BYD Co.</a>’s new Song and Yuan SUVs.</span> </div>
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<span style="font-family: Verdana, sans-serif;">“A significant number of Chinese consumers are looking for a more affordable alternative to premium-priced foreign SUVs,” said <b>Bill Russo</b>, a Shanghai-based managing director at consultant <b>Gao Feng Advisory</b>. “Foreign automakers now need to price more aggressively as the market matures and becomes more hyper-competitive.”</span> </div>
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<span style="font-family: Verdana, sans-serif;">Almost half of the new and refreshed passenger vehicles slated for debut this year in China are SUVs, with about three-quarters of them from local automakers, according to estimates by Bloomberg Intelligence.</span></div>
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<span style="font-family: Verdana, sans-serif;">Global automakers are competing against names little known outside China: Anhui Jianghuai Automobile Co.’s Ruifeng S3, BAIC Motor Corp.’s Huansu and Chongqing Changan Automobile Co.’s CS35 all rank in the top 10 by sales. Great Wall Motor Co.’s H6, the most popular SUV in China, costs about half the price of Volkswagen AG’s Tiguan.</span> </div>
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<span style="font-family: Verdana, sans-serif;">The average price of the bestselling Chinese SUVs in the first quarter was was 82,900 yuan ($13,380), versus 167,300 yuan for the foreign makes, according to dealership quotations compiled by Autohome, a car-pricing website.</span> </div>
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<span style="font-family: Verdana, sans-serif;">The addition of new models is being accompanied by a surge in production. Annual output of SUVs in China is estimated to reach more than 7.04 million units in 2018, up from 4.32 million last year, according to researcher IHS Automotive.</span></div>
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<span style="font-family: Verdana, sans-serif;">The SUV success represents a rare win for China’s automakers, which have struggled despite heavy government intervention. Foreign companies are required to set up joint ventures with local carmakers to operate in the country, sharing profits and technology.</span> </div>
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<span style="font-family: Verdana, sans-serif;">Utility vehicle sales accounted for 24 percent of the total passenger-vehicle market in the first quarter. Local carmakers have been fast to catch the shift in consumer preference from traditional sedans to more spacious crossovers, and fill the gap in the market for lower-priced alternatives.</span> </div>
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<span style="font-family: Verdana, sans-serif;">“It’s about time Chinese automakers gained back some territory after losing out to foreign brands for so many years,” said Cao He, a Beijing-based analyst at China Minzu Securities Co. “But they have to watch their backs and make sure the growth is sustainable and they don’t put all their eggs in one basket.”</span></div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5669265964948329637.post-87791370906615168972015-04-24T00:12:00.000-07:002015-04-24T00:12:46.246-07:00Bill Russo to chair Automotive CEO Dialogue at J.P. Morgan Global China Summit<div dir="ltr" style="text-align: left;" trbidi="on">
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<em style="box-sizing: border-box;"><span style="font-family: Verdana, sans-serif;">Beijing, China, June 3, 2015</span></em></div>
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<span style="font-family: Verdana, sans-serif;">Gao Feng’s Managing Director and Auto Practice leader <strong style="box-sizing: border-box;">Bill Russo</strong> will chair a panel discussion titled <strong style="box-sizing: border-box;"><em style="box-sizing: border-box;">The Next Golden Age of</em><em style="box-sizing: border-box;"><strong style="box-sizing: border-box;"> </strong>China Auto Industry </em></strong>at 11:15am on Wednesday, June 3.</span></div>
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<strong style="box-sizing: border-box;"><span style="box-sizing: border-box;"><span style="font-family: Verdana, sans-serif;">CEO Dialogue: </span></span></strong><strong style="box-sizing: border-box; line-height: 1.1;"><span style="box-sizing: border-box;"><span style="font-family: Verdana, sans-serif;">The Next Golden Age of </span></span></strong><strong style="box-sizing: border-box; line-height: 1.1;"><span style="box-sizing: border-box;"><span style="font-family: Verdana, sans-serif;">China’s Automotive Industry</span></span></strong></h3>
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<span style="font-family: Verdana, sans-serif; font-size: small;">Hubertus Troska, <span style="font-weight: normal;">Member of the Board of Management, Daimler AG; Chairman & CEO, Daimler Greater China</span><br style="box-sizing: border-box;" />Karsten Engel,<span style="font-weight: normal;"> President and CEO, BMW Group China</span><br style="box-sizing: border-box;" />Jochem Heizmann, <span style="font-weight: normal;">Member of the Board of Management of Volkswagen AG, President & CEO Volkswagen Group China</span><br style="box-sizing: border-box;" /><i style="box-sizing: border-box;"><br /></i></span></h6>
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<span style="font-family: Verdana, sans-serif; font-size: small;"><i style="box-sizing: border-box;">Chair: Bill Russo, Managing Director, Gao Feng Advisory</i></span></h6>
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<iframe allowfullscreen="" frameborder="0" height="510" marginheight="0" marginwidth="0" scrolling="no" src="//www.slideshare.net/slideshow/embed_code/key/tvComj09tD8tll" style="border-width: 1px; border: 1px solid #CCC; margin-bottom: 5px; max-width: 100%;" width="477"> </iframe> <br />
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<strong> <a href="https://www.slideshare.net/wrusso1011/jp-morgan-global-china-summit-2015-event-brochure" target="_blank" title="J.P. Morgan Global China Summit 2015 Event Brochure">J.P. Morgan Global China Summit 2015 Event Brochure</a> </strong> from <strong><a href="https://www.slideshare.net/wrusso1011" target="_blank">Gao Feng Advisory Company</a></strong> </div>
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Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-5669265964948329637.post-27736258103711125532015-04-22T18:18:00.000-07:002015-04-22T18:18:03.982-07:00Executive Shows China’s First Home-Grown Electric Sports Car <div dir="ltr" style="text-align: left;" trbidi="on">
<i><span style="font-family: Verdana, sans-serif;">The Wall Street Journal, April 22, 2015</span></i><br />
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<span style="font-family: Verdana, sans-serif;">A Chinese company’s new electric sports car is aimed at the luxury end of the market, currently dominated by European brands. The WSJ's Colum Murphy reports.</span></div>
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<time><span style="font-family: Verdana, sans-serif;">April 22, 2015 5:54 p.m. ET</span></time></div>
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<span style="font-size: x-small;">CH-Auto's electric sports car, the Event!, is seen at Shanghai Auto 2015, China's annual auto show, in Shanghai on April 20, 2015. <span itemprop="creator" style="font-style: italic;">Photo: Miguel Gonzalez Jr./The Wall Street Journal</span></span></div>
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<span style="font-family: Verdana, sans-serif;">BEIJING—In a quiet technology park near the Chinese capital’s airport, a former Beijing Jeep executive is completing a plan to create China’s first homegrown electric sports car. </span> </div>
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<span style="font-family: Verdana, sans-serif;">Lu Qun’s idea: design and build a battery-powered sports car that is cheaper than imported European gasoline-engine roadsters. If successful, Mr. Lu’s first car would go into production in late 2016 and challenge similar models from much bigger foreign companies. </span> </div>
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<span style="font-family: Verdana, sans-serif;">His CH-Auto Technology Co. has a track record. It has designed gasoline-powered cars for Chinese manufacturers including Zhejiang Geely Holding Group, <a href="http://quotes.wsj.com/CN/XSHE/000550">Jiangling Motors</a> Corp.<a href="http://quotes.wsj.com/CN/XSHE/000550"> </a>and a <a href="http://quotes.wsj.com/HK/XHKG/0489">Dongfeng Motor</a><a href="http://quotes.wsj.com/HK/XHKG/0489"> </a>Group. joint venture. </span> </div>
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<span style="font-family: Verdana, sans-serif;">British auto maker Aston Martin Lagonda Ltd. also has plans for an electric sports car that it will sell in China and everyone from <a href="http://quotes.wsj.com/TSLA">Tesla Motors</a> Inc.<a href="http://quotes.wsj.com/TSLA"> </a>to <a href="http://quotes.wsj.com/JP/XTKS/7203">Toyota Motor</a> Corp.<a href="http://quotes.wsj.com/JP/XTKS/7203"> </a>have big plans to expand electric-car sales here. Aston Martin Chief Executive Andy Palmer said he was aware of at least two other companies in addition to CH-Auto looking into similar electric-car projects.</span> </div>
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<span style="font-family: Verdana, sans-serif;">Electric cars are enticing because the Chinese government has pledged substantial support for their development to address air pollution produced by conventional-engine vehicles. China also hopes adoption of electric cars will bolster energy security by reducing dependency on imported gasoline.</span> </div>
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<span style="font-family: Verdana, sans-serif;">Sales of electric vehicles in China rose to 18,000 units last year, quadruple the number in 2013, according to the China Association of Automobile Manufacturers.</span><br />
<span style="font-family: Verdana, sans-serif;">But success for electric-car makers in China—including Tesla—remains elusive. Shenzhen-based <a href="http://quotes.wsj.com/HK/XHKG/1211">BYD</a> Co.<a href="http://quotes.wsj.com/HK/XHKG/1211"> </a>, backed by renowned investor <a href="http://topics.wsj.com/person/B/Warren-Buffett/641">Warren Buffett</a>, has struggled for years to gain traction. Last year BYD sold around 21,000 pure electric and plug-in hybrid vehicles, according to the company. Tesla sold 32,733 vehicles globally last year. It doesn’t disclose sales figures for China, but for the year, Asia as a whole supplied 15% of Tesla’s sales.</span> </div>
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<span style="font-family: Verdana, sans-serif;">Challenges include the high price of most electric vehicles, as well as difficulty in developing infrastructure such as charging stations for a nation as vast as China.</span><br />
<span style="font-family: Verdana, sans-serif;">Mr. Lu says the solution is to give customers a reason to buy an electric vehicle, which is where sports cars—already high-ticket items popular with wealthy Chinese—come in. Mr. Lu plans to first target the high end of the market with Event, the name of the company’s first battery-powered sports car. Once the brand, with its dragonfly logo, is established, CH-Auto would follow with cheaper electric cars made in greater volumes.</span></div>
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<span style="font-family: Verdana, sans-serif;">This week, CH-Auto displayed three cars, including a high-tech two-seater that it said runs on a 48-kilowatt-hour battery and can go from zero to 100 kilometers an hour in 4.6 seconds. It claims a range of 250 kilometers (155 miles) and can be recharged in six hours using a standard 220-volt power supply.</span> </div>
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<span style="font-family: Verdana, sans-serif;">The company didn’t reveal the price, saying only that it will be significantly cheaper than imported sports cars.</span> </div>
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<span style="font-family: Verdana, sans-serif;">Industry analysts expect the Event to be priced around 700,000 yuan, or about $115,000. A Maserati Gran Turismo sports car, by comparison, costs 1.95 million yuan in China.</span> </div>
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<span style="font-family: Verdana, sans-serif;">Industry watchers say the odds for success are still long, especially for lesser known companies like CH-Auto, which face costly investment in manufacturing facilities and difficulties in creating a brand.</span> </div>
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<span style="font-family: Verdana, sans-serif;">“I don’t think it’s crazy, but the road ahead is fraught with potential pitfalls,” Mr. Palmer said of his potential competitors, which don’t have Aston Martin’s100-plus-year track record.</span> </div>
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<span style="font-family: Verdana, sans-serif;">CH-Auto said it recognizes the challenges but is confident its vision is sound and it can adequately address any obstacles that may arise.</span><br />
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<span style="font-family: Verdana, sans-serif;"><b>‘Can they do what Tesla does? That is a bit of a stretch.’</b></span></div>
<small><span style="font-family: Verdana, sans-serif;"><b>—<phrase name="Russo, Bill" seoname="" significance="PASSING-MENTION" topicid="" type="PERSON" vrtysux="PERSON|Russo, Bill">Bill Russo</phrase>, managing director at Gao Feng Advisory</b></span></small></blockquote>
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<span style="font-family: Verdana, sans-serif;">Mr. Lu has selected Suzhou, in eastern China, for CH-Auto’s production base, and hopes to begin building a factory there this year. The company declined to say how much it is investing. </span> </div>
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<span style="font-family: Verdana, sans-serif;">Eventually, CH-Auto hopes to produce as many as half a million vehicles a year, if it is successful in expanding into mass-market passenger cars, he said.</span><br />
<span style="font-family: Verdana, sans-serif;">To finance production of its first vehicle, the company this summer plans to sell shares in the company on Beijing’s over-the-counter stock exchange that is designed for growth enterprises.</span> </div>
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<span style="font-family: Verdana, sans-serif;">Mr. Lu said CH-Auto plans to go it alone, but he didn’t rule out partnerships with other companies.</span> </div>
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<span style="font-family: Verdana, sans-serif;">Mr. Lu, who was chief production engineer of the Jeep Cherokee in China until 2003, says his dream is for the Event to become as famous as Chinese smartphone maker Xiaomi, online retailer Alibaba and drone maker DJI, and help China graduate from low-cost car-making to true automotive innovation.</span></div>
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<span style="font-family: Verdana, sans-serif;">That is a tall order. China’s giant Internet and technology brands have succeeded by the business-model innovations brought to consumers, said <b>Bill Russo</b>, managing director of consulting firm <b>Gao Feng A</b></span><span style="font-family: Verdana, sans-serif;"><b>dvisory</b>.</span></div>
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<span style="font-family: Verdana, sans-serif;">But <b>Mr. Russo</b> said CH-Auto takes a different approach than China’s internet companies. “Their approach is innovation driven by product and technology. It’s not business-model innovation,” he said. “They probably can make a cool sports car and sell a few hundred, or even a few thousand. But can they do what Tesla does? That is a bit of a stretch” for a small, little-known company like CH-Auto, said Mr. Russo.</span> </div>
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<span style="font-family: Verdana, sans-serif;">“When a technology is disruptive, newcomers have an edge on existing players,” said Oded Shenkar of the Fisher College of Business at Ohio State University. In addition, he said, the Chinese government is eager to nurture national electric car champions by offering assistance ranging from tax breaks to export rebates and preferential status for government procurements.</span> </div>
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<span style="font-family: Verdana, sans-serif;">But for CH-Auto to benefit from such support, it will have to show first that it is viable as there are multiple contenders for such assistance, Mr. Shenkar added.</span><br />
<span style="font-family: Verdana, sans-serif;">—Rose Yu and Lilian Lin contributed to this article. </span></div>
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<span style="font-family: Verdana, sans-serif;"><strong style="font-size: 15px; line-height: 25px;">Write to </strong><span style="font-size: 15px; line-height: 25px;">Colum Murphy at</span><span style="font-size: 15px; line-height: 25px;"> </span><a href="mailto:colum.murphy@wsj.com" style="font-size: 15px; line-height: 25px;" target="_blank">colum.murphy@wsj.com</a> </span></div>
Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5669265964948329637.post-25670575357190344882015-02-23T16:58:00.001-08:002015-02-23T16:58:33.754-08:00Competing in the China Truck Market<div dir="ltr" style="text-align: left;" trbidi="on">
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<em style="box-sizing: border-box;"><span style="font-family: Verdana, sans-serif;">Gao Feng Insights Report, February 2015</span></em></div>
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<span style="font-family: Verdana, sans-serif;">We are pleased to share with you a report titled: Competing in the China Truck Market.</span></div>
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<span style="font-family: Verdana, sans-serif;">While global brands have enjoyed success in China’s passenger vehicle market, the same cannot be said for the commercial vehicle market. This segment has been dominated by local Chinese manufacturers who have relied on sales to local buyers seeking low-priced equipment. However, we anticipate that several factors will be reshaping the market and competitive landscape in the commercial truck sector, creating a “window of opportunity” in China for participation in what has historically been a predominantly local market.</span></div>
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<span style="font-family: Verdana, sans-serif;">We believe that market conditions and regulatory challenges will create a need within China’s truck industry to form alliances with foreign partners to secure capabilities which are lacking in the commercial vehicle sector in China. China’s truck manufacturers will need to upgrade their technology to meet demanding new regulations, and will need to improve their service and distribution business practices as the market matures. The changing mix of products towards a higher concentration of line-haul HT, along with anticipated policy changes brought about from China’s intention to reform its State-Owned Enterprises, are driving forces which will alter the landscape of competition in the commercial truck sector.</span></div>
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<span style="font-family: Verdana, sans-serif;">We welcome your comments and feedback on our report or in general about our firm. We would be glad to meet you in person to share our data and perspectives in a fuller manner. Please let us know if you are interested in meeting and discussing directly how we can help you to operationalize these insights.</span></div>
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<span style="font-family: Verdana, sans-serif;">Thought leadership is core to what Gao Feng does. We will, from time to time, share with you our latest thinking on business and management, especially as it relates to China and China’s role in the world.</span></div>
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<span style="font-family: Verdana, sans-serif;">In this paper, we offer our “deeply rooted in China” perspective to the analysis of the impact of each of these developments.</span></div>
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<span style="font-family: Verdana, sans-serif;">Best Regards,</span></div>
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<span style="font-family: Verdana, sans-serif;">Dr. Edward Tse<br style="box-sizing: border-box;" />CEO, Gao Feng Advisory Company<br style="box-sizing: border-box;" /><a href="mailto:edward.tse@gaofengadv.com" style="-webkit-transition: all 0.15s ease-in-out; box-sizing: border-box; color: black; font-weight: bold; text-decoration: none; transition: all 0.15s ease-in-out;">edward.tse@gaofengadv.com</a></span></div>
<div style="box-sizing: border-box; margin-bottom: 30px;">
<span style="font-family: Verdana, sans-serif;">Bill Russo<br style="box-sizing: border-box;" />Managing Director, Gao Feng Advisory Company<br style="box-sizing: border-box;" /><a href="mailto:bill.russo@gaofengadv.com" style="-webkit-transition: all 0.15s ease-in-out; box-sizing: border-box; color: black; font-weight: bold; text-decoration: none; transition: all 0.15s ease-in-out;">bill.russo@gaofengadv.com</a></span></div>
<div style="box-sizing: border-box; margin-bottom: 30px;">
<span style="font-family: Verdana, sans-serif;">Tel: +86 10 8557 0676 (Beijing); +852 2588 3554 (Hong Kong); +86 21 5117 5853 (Shanghai)</span></div>
<div style="box-sizing: border-box; margin-bottom: 30px;">
<span style="font-family: Verdana, sans-serif;">Gao Feng website: <a href="http://www.gaofengadv.com/" style="box-sizing: border-box; color: black; font-weight: bold; text-decoration: none;">www.gaofengadv.com</a></span></div>
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<strong> <a href="https://www.slideshare.net/wrusso1011/competing-in-the-china-truck-market" target="_blank" title="Competing in the China Truck Market">Competing in the China Truck Market</a> </strong> from <strong><a href="https://www.slideshare.net/wrusso1011" target="_blank">Gao Feng Advisory Company</a></strong> </div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5669265964948329637.post-72284924202782773682015-02-15T22:54:00.000-08:002015-02-15T22:56:01.106-08:00Too Many Car Factories in China?<div dir="ltr" style="text-align: left;" trbidi="on">
<i><span style="font-family: Verdana, sans-serif;">Bloomberg News, February 13, 2015</span></i><br />
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<span style="background-color: white; line-height: 30px; text-align: start;"><span style="font-family: Verdana, sans-serif; font-size: x-small;">Automakers have been successful at adding factories. Maybe too successful</span></span></div>
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<span style="font-family: Verdana, sans-serif;">When consultant Bill Russo visited Chery Automobile’s headquarters in China’s eastern Anhui province about three years ago, he listened to the company’s plans to expand its factories to make as many as 1 million vehicles a year. But demand didn’t grow as planned. So Chery today has the capacity to make 900,000 vehicles annually—twice the number of cars it sold last year. Sales have slumped by one-third since their peak in 2010.</span></div>
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<span style="font-family: Verdana, sans-serif;">“Chery is a classic case” of overcapacity, says Russo, a former Chrysler executive who’s now a Shanghai-based managing director at consultant Gao Feng Advisory. “The pressure is that once they receive the permission [from government authorities] to build, they feel like they have to build.” Chery didn’t respond to requests for comment about its sales falling short of planned capacity.</span> </div>
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<span style="font-family: Verdana, sans-serif;">Domestic and foreign-based carmakers are building more factories in China than anywhere else, a construction binge that risks hurting margins in what remains one of the world’s most profitable vehicle markets. By 2017 there will be 140 car production plants in China, vs. 123 at the end of 2014, estimates JSC Automotive Consulting.</span> </div>
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<span style="font-family: Verdana, sans-serif;">According to IHS Automotive forecasts, factories across the mainland in 2015 will be able to build 10.8 million more vehicles than will be sold in Greater China. In North America, however, IHS expects plants to churn out about 3.2 million more cars this year than the factories were intended to produce when they were built.</span> </div>
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<b><span style="font-family: Verdana, sans-serif;">140</span><span style="font-family: Verdana, sans-serif;">Estimated number of auto plants in China by the end of 2017, up from 123 at the end of last year</span></b></blockquote>
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</aside><span style="font-family: Verdana, sans-serif;">Overcapacity is only expected to get worse for Chinese carmakers. China will have about 11.4 million vehicles’ worth of idle capacity by 2017, more than double that of European automakers, according to data from JSC and Deloitte Consulting.</span> </div>
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<span style="font-family: Verdana, sans-serif;">Some carmakers already are regretting plans for Chinese plants that will open in the next few years, says Jochen Siebert, Shanghai-based managing director of JSC, who declines to name the companies. “But that decision has been made,” he says. “It’s done; they cannot backtrack.”</span> </div>
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<span style="font-family: Verdana, sans-serif;">Plans for most of the factory space built in China in the past few years were put in motion during the global recession, when China proved to be a godsend while General Motors and Chrysler were being bailed out by the U.S. taxpayer and Europe’s auto sales seemed in free fall. The trouble is, too many carmakers sought the same refuge.</span> </div>
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<span style="font-family: Verdana, sans-serif;">“When you get too many competitors with too much capacity, there’s just not enough growth to sustain everybody,” says Thomas Callarman, Shanghai-based director of the China Europe International Business School’s Centre for Automotive Research. “They’re all smart people, and they look at the right things, but I think they read the tea leaves wrong.”</span> </div>
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<span style="font-family: Verdana, sans-serif;">For now, the China car market remains profitable. Chinese automakers accounted for 7 of the 10 carmakers with the highest profit margins in the world, with BMW’s Chinese partner, Brilliance China Automotive Holdings, topping the ranks at 8.2 percent in the past year, according to data compiled by Bloomberg Intelligence. Toyota Motor’s margin was 7.6 percent. Hyundai Motor and Volkswagen’s Audi count China as their largest market, with Subaru maker Fuji Heavy Industries standing out as the only car manufacturer among the 10 most profitable that doesn’t have a factory in China.</span> </div>
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<span style="font-family: Verdana, sans-serif;">Foreign carmakers have been among the most enthusiastic factory builders in China, with Hyundai, Renault, and Fiat Chrysler Automobiles’ Jeep among those that have announced plans or are already building in China.</span> </div>
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<span style="font-family: Verdana, sans-serif;">GM will soon sell Buicks made at a plant that opened last month, with plans to open a Cadillac factory later this year. GM has 22 factories on the mainland. Volkswagen, which is vying with Toyota and GM for the global auto sales crown, has 28 plants in China and will open three more within the next few years.</span> </div>
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<span style="font-family: Verdana, sans-serif;">Jochem Heizmann, who heads Volkswagen’s China business, told reporters in November that the automaker has decided to expand its China capacity to more than the previously targeted 4 million autos a year by 2018 because it couldn’t build enough to keep up with demand.</span> </div>
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<span style="font-family: Verdana, sans-serif;">In the next few years, however, increased competition amid slowing growth in car sales will result in lower prices, says Yang Yipeng, a Beijing-based analyst at Goldman Sachs’s Chinese affiliate. As the world’s second-largest economy cools, vehicle sales are forecast to expand this year at just half of 2013’s 8 percent growth, to 21.3 million passenger vehicles. General Motors President Dan Ammann said in January that he expects China’s sales expansion to slow over the next few years after being the main engine for the global industry’s growth for 15 years. Volkswagen in November also said the pace of expansion is becoming “more normal” in China.</span> </div>
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<span style="font-family: Verdana, sans-serif;">The spare capacity may force carmakers to increase sales incentives, hurting profit margins, Barclays says. “This is a heavy asset industry,” says Song Yang, an analyst at Barclays. “When utilization trends down, margins will trend down.” Already, car dealerships in China are asking for financial support and lower sales targets from carmakers after a combination of rapid expansion of sales networks and increased restrictions on vehicle ownership by city governments hurt their profits. BMW agreed last month to pay 5.1 billion yuan ($815 million) to its dealers. Toyota will give $200 million to the dealers of one of its joint-venture partners, FAW Group, while Renault, which is building a plant that opens in China next year, said it will give its distributors more rebates.</span> </div>
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<em><span style="font-family: Verdana, sans-serif;"><strong>The bottom line:</strong> By 2017, plants in China will be able to produce 11.4 million more cars than will be sold there, JSC Automotive forecasts.</span></em></div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5669265964948329637.post-26593316336875892552015-02-12T22:07:00.000-08:002015-02-12T22:07:44.895-08:00The Evolution of Automotive Suppliers<div dir="ltr" style="text-align: left;" trbidi="on">
<i><span style="font-family: Verdana, sans-serif;">Gao Feng Insights Paper, February 2015</span></i><br />
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<span style="font-family: Verdana, sans-serif;">Industry observers tend to overlook the changing role and structure of the automotive supply base. Of course, the story of success in the market is often viewed through the retail sales volume of branded OEM products. However, over the course of several decades, automakers have grown increasingly reliant on an ever smaller number of large tier 1 suppliers to deliver the core technology and innovation needed in the marketplace.</span></div>
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<span style="font-family: Verdana, sans-serif;">As a result, automakers face new challenges to maintain a balance of power with this new breed of supplier. In addition, suppliers at all tier levels must establish a position of relevance in a supply chain dominated by such power players. And finally, tier 1 suppliers must continue to anticipate the trends and development in the marketplace and upgrade their portfolio of capabilities in order to press their advantage.</span></div>
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<span style="font-family: Verdana, sans-serif;">In this analysis, we describe the trends, highlight several case examples, and discuss the implications of these developments along four strategic themes.</span></div>
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<span style="font-family: Verdana, sans-serif;">Thought leadership is core to what Gao Feng does. We will, from time to time, share with you our latest thinking on business and management, especially as it relates to China and China’s role in the world.</span></div>
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<span style="font-family: Verdana, sans-serif;">Bill Russo<br style="box-sizing: border-box;" />Managing Director, Gao Feng Advisory Company<br style="box-sizing: border-box;" /><a href="mailto:bill.russo@gaofengadv.com" style="-webkit-transition: all 0.15s ease-in-out; box-sizing: border-box; color: black; font-weight: bold; text-decoration: none; transition: all 0.15s ease-in-out;">bill.russo@gaofengadv.com</a></span></div>
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<span style="font-family: Verdana, sans-serif;">Chee-Kiang Lim<br style="box-sizing: border-box;" />Principal, Gao Feng Advisory Company<br style="box-sizing: border-box;" /><a href="mailto:ck.lim@gaofengadv.com" style="-webkit-transition: all 0.15s ease-in-out; box-sizing: border-box; color: black; font-weight: bold; text-decoration: none; transition: all 0.15s ease-in-out;">ck.lim@gaofengadv.com</a></span></div>
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<span style="font-family: Verdana, sans-serif;">Tel: +86 10 8557 0676 (Beijing); +852 2588 3554 (Hong Kong); +86 21 5117 5853 (Shanghai)</span></div>
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<span style="font-family: Verdana, sans-serif;">Gao Feng website: <a href="http://www.gaofengadv.com/" style="box-sizing: border-box; color: black; font-weight: bold; text-decoration: none;">www.gaofengadv.com</a></span></div>
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<iframe allowfullscreen="" frameborder="0" height="510" marginheight="0" marginwidth="0" scrolling="no" src="//www.slideshare.net/slideshow/embed_code/44537312" style="border-width: 1px; border: 1px solid #CCC; margin-bottom: 5px; max-width: 100%;" width="477"> </iframe> <br />
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<strong> <a href="https://www.slideshare.net/wrusso1011/the-evolution-of-automotive-suppliers" target="_blank" title="The Evolution of Automotive Suppliers">The Evolution of Automotive Suppliers</a> </strong> from <strong><a href="https://www.slideshare.net/wrusso1011" target="_blank">Synergistics Limited</a></strong> </div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5669265964948329637.post-62556965769086515962015-02-06T17:01:00.002-08:002015-02-06T17:01:45.764-08:00Qoros Names Former Head of GM China Operations as CEO<div dir="ltr" style="text-align: left;" trbidi="on">
<span style="font-family: Verdana, sans-serif;"><i>The Wall Street Journal, February 3, 2015</i></span><br />
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<span style="font-family: Verdana, sans-serif; font-size: x-small;">Phil Murtaugh in Los Angeles on March 16, 2012. <span itemprop="creator" style="font-style: italic;">Photo: Reuters</span></span></div>
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<span style="font-family: Verdana, sans-serif;">SHANGHAI—Chinese car maker Qoros Automotive Co. named the former head of <a href="http://quotes.wsj.com/GM">General Motors </a>Co. ’s China operations as its new chief executive in a bid to revive the startup’s fortunes in the world’s largest car market.</span></div>
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<span style="font-family: Verdana, sans-serif;">Phil Murtaugh ’s appointment is effective immediately, a statement on the company’s website dated Monday said. He succeeds Guo Qian, who resigned in December as chairman and chief executive to return to Qoros partner Chery Automobile Co., according to a Qoros spokesman. Mr. Guo couldn’t be reached for comment, and a Chery spokesman said he had no immediate comment.</span></div>
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<span style="font-family: Verdana, sans-serif;">Qoros produces cars in China and is a 50-50 joint venture between China-based Chery and Singapore-based <a href="http://quotes.wsj.com/KEN">Kenon Holdings </a>, which was spun off from Israeli investment firm Israel Corp. last month. It had hoped to woo customers in China with a mix of quality and affordability. But the brand sold just under 7,000 cars in China last year, the company’s first full year of sales, according to data from consultancy Automotive Foresight.</span></div>
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<span style="font-family: Verdana, sans-serif;">In an October interview, Mr. Guo said that awareness of the new Chinese auto brand in China was falling below company expectations. Anning Chen, a Chery executive, has succeeded Mr. Guo as chairman.</span></div>
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<span style="font-family: Verdana, sans-serif;">Stefano Villanti, head of sales, marketing and product strategy, has also recently left the company. He told The Wall Street Journal last October the startup period for the company had been “tougher than expected.” Mr. Villanti couldn’t be reached for comment on Tuesday.</span></div>
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<span style="font-family: Verdana, sans-serif;">In November, Israel Corp.’s controlling shareholder, billionaire Idan Ofer, reaffirmed his support for Qoros following Chinese media reports that the firm was considering pulling out of the venture.</span></div>
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<span style="font-family: Verdana, sans-serif;">Mr. Murtaugh is credited in the automotive industry with being a pioneer of GM’s earlier successes in China and has spent almost 16 years in the country. Most recently, Mr. Murtaugh headed the now-defunct Chinese-invested electric-car manufacturer Coda Automotive Inc.</span></div>
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<span style="font-family: Verdana, sans-serif;"><b>Bill Russo</b>, managing director of consulting firm <b>Gao Feng Advisory</b>, who worked briefly with Mr. Murtaugh at Chrysler in China, said Mr. Murtaugh’s challenge will be to create a car that appeals to buyers, whether they are in China or elsewhere.</span></div>
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<span style="font-family: Verdana, sans-serif;">“The question is whether the world is waiting for a high-end Chinese car? So far the market is saying ’no,’ ” <b>Mr. Russo</b> said.</span></div>
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<span style="font-family: Verdana, sans-serif;"><strong>Write to </strong>Colum Murphy at <a href="mailto:colum.murphy@wsj.com" target="_blank">colum.murphy@wsj.com</a></span></div>
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<strong><span style="font-family: Verdana, sans-serif;">Corrections & Amplifications</span></strong><br />
<span style="font-family: Verdana, sans-serif;">Qoros is a joint venture between China-based Chery and Singapore-based Kenon Holdings, which was spun off from Israeli investment firm Israel Corp. last month. An earlier version of this article incorrectly said Qoros’s foreign partner was Israel Corp.</span></div>
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<span style="font-family: Verdana, sans-serif;"><a href="http://www.wsj.com/articles/qoros-names-former-head-of-gm-china-operations-as-ceo-1422960471">Click here to read the article at wsj.com </a></span></div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5669265964948329637.post-28549414663058767812015-01-28T22:21:00.002-08:002015-01-28T22:23:11.222-08:00Restructuring will set stage for new golden age of China's auto industry<div dir="ltr" style="text-align: left;" trbidi="on">
<i><span style="font-family: Verdana, sans-serif;">South China Morning Post, January 21, 2015</span></i><br />
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<span style="background-color: #cccccc; font-family: Arial, Helvetica, 'Nimbus Sans L', sans-serif; font-size: 12px; line-height: 18px;">The old automotive industry model - a way to provide mobility for middle-class consumers - no longer </span></div>
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<span style="background-color: #cccccc; font-family: Arial, Helvetica, 'Nimbus Sans L', sans-serif; font-size: 12px; line-height: 18px;">fits the Chinese context, creating opportunities for innovation.</span></div>
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<span style="font-family: Verdana, sans-serif;">After a decade of breathtaking growth, China surpassed the United States as the world's largest automotive market in 2009. Since then, in spite of a recovery in US sales, China has widened the gap, with sales of 23.5 million vehicles compared with 17 million in the US. </span></div>
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<span style="font-family: Verdana, sans-serif;">However, the 7 per cent growth of last year was about half that achieved in 2013. In fact, China has witnessed single-digit growth in three of the past four years, prompting many market followers to label this the "new normal". Some say the best times for China's automotive industry are now in the past. </span></div>
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<span style="font-family: Verdana, sans-serif;">Indeed, there are many reasons to worry. In addition to the overall slowdown of China's economy, a growing number of cities are implementing curbs on car sales, seeking to address concerns about congestion and emissions. Last month, Shenzhen joined a growing list of cities, including Beijing, Tianjin , Shanghai, Guangzhou, Hangzhou and Guiyang , in an effort to cut the growth of the car population by limiting purchases. </span></div>
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<span style="font-family: Verdana, sans-serif;">Meanwhile, the rising inventory of unsold vehicles has prompted the China Automobile Dealers Association to openly challenge global brand-name manufacturers, including BMW and Toyota, to increase incentives to their dealers and lower sales targets for 2015. While there is certainly cause for concern in the near term, we believe China's auto market is moving into a new phase, one that still offers the most profitable growth opportunities in the world for both local and global carmakers. Indeed, China's auto industry is on the cusp of major change that will fundamentally reshape things, bringing both opportunities and challenges. </span></div>
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<span style="font-family: Verdana, sans-serif;">The age of inefficient, asset-driven growth is over. Overall, there is a capacity bubble after some manufacturers over-estimated growth prospects. The problem is worst at the middle and lower end of the market. An already hyper-competitive environment will become more cutthroat as manufacturers try to undercut competitors' prices to sell excess stock.</span></div>
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<span style="font-family: Verdana, sans-serif;">Restructuring China's auto industry is essential to ensure its stable and healthy development. Government policies were implemented over 30 years ago to allow China to acquire the capabilities and capital from foreign sources to build up its domestic industry. While this has helped spur overall growth, it has not yielded a strong base of domestic carmakers. Consolidation and the elimination of weaker brands is inevitable. </span></div>
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<span style="font-family: Verdana, sans-serif;">China's automotive industry will continue to expand, but at a more sustainable rate, with a steady stream of first-time purchasers from lower-tier cities joining the repeat buyers and those upgrading in the more established regions. </span></div>
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<span style="font-family: Verdana, sans-serif;">A more "binary" market will emerge, with consumers in upper-tier cities continuing to prefer global brands, while those in lower-tier cities will seek no-frills products. </span></div>
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<span style="font-family: Verdana, sans-serif;">However, pockets of "new wealth" will emerge in lower-tier cities, too, and these people will begin to mimic the buying patterns of more affluent customers. </span></div>
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<span style="font-family: Verdana, sans-serif;">This presents unique opportunities for both foreign and domestic manufacturers. For example, Ford and Great Wall anticipated the shift towards small SUVs and have been enjoying above-average growth. Likewise, European luxury carmakers, such as Audi, BMW, Mercedes-Benz and Land Rover, have seen sales rise exponentially in recent years as a result of the growth in the number of high-net-worth consumers. </span></div>
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<span style="font-family: Verdana, sans-serif;">In future, new segments, such as crossover and multi-purpose vehicles, may emerge but they may not be as large or as profitable as the SUV/luxury sectors. Thus, we believe a new golden age is on the horizon for China's auto industry. China remains the largest and fastest-growing automotive market in the world. After years of advances in mobile connectivity, big data and social networks, "internet of vehicles" technology is now shaping the industry as "connected mobility" drives advances in navigation, analytics, driver safety and driver assistance. </span></div>
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<span style="font-family: Verdana, sans-serif;">The old automotive industry model - a way to provide mobility for middle-class consumers - no longer fits the Chinese context, creating opportunities for innovation. </span></div>
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<span style="font-family: Verdana, sans-serif;">A new solution to personal urban mobility is likely to emerge in China, given the scale of its urban transport challenges and increasing concerns over the environmental impact of conventional vehicles. Indeed, the traditional car-ownership model is being reshaped by urbanisation, the rising aspirations of young consumers, and the development of communications technology and "big data". </span></div>
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<span style="font-family: Verdana, sans-serif;">A number of new concepts are emerging, bringing non-traditional players, many of whom are Chinese, into the ecosystem. Examples include taxi-hailing apps such as Alibaba's Kuaidi Dache and Tencent's Didi Dache, which each process over 5 million transactions a day. </span></div>
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<span style="font-family: Verdana, sans-serif;">As the leading automotive market, China is poised to revolutionise the global car industry, ushering in the next age of smart vehicles and connected mobility. </span></div>
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<b><span style="font-family: Verdana, sans-serif;">Edward Tse is founder and CEO, and Bill Russo is managing director, at Gao Feng Advisory Company, a global strategy and management consulting firm with roots in Greater China</span></b></div>
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<a href="http://www.scmp.com/comment/insight-opinion/article/1688449/restructuring-will-set-stage-new-golden-age-chinas-auto">Click here to read this article at SCMP.com </a><br />
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5669265964948329637.post-77846469283620014162015-01-28T15:36:00.001-08:002015-01-28T15:36:20.081-08:00Toyota Isn't in Tune With China's Needs: Russo<div dir="ltr" style="text-align: left;" trbidi="on">
<i><span style="font-family: Verdana, sans-serif;">Bloomberg Television, January 22, 2015</span></i><br />
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<span style="font-family: Verdana, sans-serif;">Gao Feng's Managing Director Bill Russo discusses China's car market snd why the country is so important for automakers with Bloomberg's Rishat Salamat on "On The Move".</span><br />
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http://www.bloomberg.com/news/videos/2015-01-22/toyota-isn-t-in-tune-with-china-s-needs-russo</div>
Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5669265964948329637.post-61306386804756701042015-01-28T15:20:00.002-08:002015-01-28T15:20:46.514-08:00Toyota Poised to Lose Global Sales Lead to VW on China<div dir="ltr" style="text-align: left;" trbidi="on">
<i><span style="font-family: Verdana, sans-serif;">Bloomberg News, January 22, 2015</span></i><br />
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<span style="font-family: Verdana, sans-serif;">Toyota Motor Corp., which fended off Volkswagen AG to remain the world’s top automaker in 2014, may lose the sales crown as early as this year as it falls behind in China, the world’s biggest auto market. </span></div>
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<span style="font-family: Verdana, sans-serif;">Toyota is predicting its global deliveries will decline 1 percent in 2015 to 10.15 million vehicles, or just 10,000 units more than what Volkswagen sold worldwide last year. A new factory the German company is opening this year in Changsha, China, will add capacity for another 300,000 vehicles annually. </span></div>
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<span style="font-family: Verdana, sans-serif;">As Volkswagen and General Motors Co. add factories to bolster their already-dominant position in China, Toyota President Akio Toyoda’s strategy of foregoing new car plants until at least next year could result in the first shakeup in auto-sales leadership since 2011. Toyota ranks sixth among global automakers in China and sells less than one-third as many vehicles as its two main competitors in China. </span></div>
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<span style="font-family: Verdana, sans-serif;">“The difference is that Volkswagen has a jet engine strapped to its back called ’China’,” said <b>Bill Russo</b>, Shanghai-based managing director at Gao Feng Advisory Co. “Toyota, unfortunately, is in a position of weakness when it comes to the China market. It would be almost impossible to hold on to a number one position without being in the lead in China, and Toyota’s not even in that league.” </span></div>
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<span style="font-family: Verdana, sans-serif;">Worldwide sales for Toyota, including at its Hino Motors Ltd. and Daihatsu Motor Co. units, climbed 3 percent to 10.23 million vehicles in 2014, according to a company statement. Volkswagen last week reported a 4.2 percent gain to 10.14 million vehicles, that included its two heavy-truck units. GM followed with sales of 9.92 million units, up 2.1 percent. Volkswagen and GM haven’t announced projections for this year. </span><br />
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<span style="font-family: Verdana, sans-serif;">Toyota, which hasn’t built an assembly plant in China since 2012 and faces a self-imposed moratorium on new factories until next year, will fall behind even further as Volkswagen and GM step up their expansion plans. </span></div>
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<span style="font-family: Verdana, sans-serif;">GM has announced plans to add five new plants in China by 2018 even though President Dan Ammann said the market is “maturing rapidly.” </span></div>
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<span style="font-family: Verdana, sans-serif;">Volkswagen expects to raise its China plant capacity to more than 4 million vehicles by 2018 from 3.1 million at end 2013, according to the company. Mainland China and Hong Kong accounted for a record 3.67 million deliveries at Volkswagen group last year, up 12.4 percent and extending the country’s lead as the German manufacturer’s largest single market. </span><br />
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<span style="font-family: Verdana, sans-serif;">By comparison, Toyota missed its sales projection for 1.1 million units in China in 2014, even as the Corolla and the Levin compact cars helped boost sales 13 percent to 1.03 million units. The company kept its China sales target unchanged for this year. </span></div>
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<span style="font-family: Verdana, sans-serif;">Even though Toyota may cede the sales leadership, it still outearns Volkswagen. Analysts estimate Toyota earned a profit of 1.96 trillion yen ($16.7 billion) last calendar year, compared with 10.7 billion euros ($12.4 billion) at Volkswagen. </span></div>
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<span style="font-family: Verdana, sans-serif;">“Their focus is not No. 1,” said Peggy Furusaka, a Tokyo-based auto-credit analyst at Moody’s Investors Service. “Toyota is more concerned about keeping profitability than chasing numbers. So for coming years, I wouldn’t be surprised to see Toyota selling fewer cars than Volkswagen.” </span></div>
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<span style="font-family: Verdana, sans-serif;">Toyota’s also-ran status in China is compounded by threats by its dealers to drop out of its network, citing poor sales and a lack of profit. </span><br />
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<span style="font-family: Verdana, sans-serif;">As many as 10 percent of dealers for one of Toyota’s China ventures could abandon the brand, according to the China Automobile Dealers Association. Among the 523 distributors in the FAW-Toyota Motor Sales Co. group, 95 percent are losing money, with some dealers stopping sales or shutting down altogether because of the losses, the state-backed dealer’s group said. </span></div>
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<span style="font-family: Verdana, sans-serif;">Vehicle sales growth slowed last year in China in tandem with the nation’s weakest economic growth since 1990. Deliveries are forecast to gain 8 percent to about 21.3 million passenger vehicles this year, according to the state-backed China Association of Automobile Manufacturers. </span></div>
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<span style="font-family: Verdana, sans-serif;">“As long as China is growing rapidly, Toyota will need to build new factories there,” said Yoshiaki Kawano, an analyst with IHS Automotive in Tokyo. “They are probably reserving some energy for growth in the longer term, as they are trying to improve the efficiency at their existing plants.” </span></div>
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<span style="font-family: Verdana, sans-serif;">To contact Bloomberg News staff for this story: Alexandra Ho in Shanghai at <a href="mailto:aho113@bloomberg.net">aho113@bloomberg.net</a>; Ma Jie in Tokyo at <a href="mailto:jma124@bloomberg.net">jma124@bloomberg.net</a>; Masatsugu Horie in Osaka at <a href="mailto:mhorie3@bloomberg.net">mhorie3@bloomberg.net</a></span></div>
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<span style="font-family: Verdana, sans-serif;">To contact the editors responsible for this story: Chua Kong Ho at <a href="mailto:kchua6@bloomberg.net">kchua6@bloomberg.net</a> Suresh Seshadri </span></div>
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http://www.bloomberg.com/news/articles/2015-01-21/toyota-poised-to-lose-global-sales-lead-to-vw-on-china </div>
Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5669265964948329637.post-13336618798208673392015-01-19T04:51:00.000-08:002015-01-19T04:51:49.777-08:00Chinese Car Buyers Embrace Online Sales, Dealers Still in the Loop<div dir="ltr" style="text-align: left;" trbidi="on">
<span style="font-family: Verdana, sans-serif;"><i>Car Scoops. January 11, 2015</i></span><br />
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<span style="font-family: Verdana, sans-serif;">E-commerce is nothing new, especially in what is probably the world’s most connected country: <a href="http://www.carscoops.com/search/label/China">China</a>. The thing is, Chinese are embracing online sales for new cars, too – and that’s good for business.<br /><a href="" name="more"></a><br />Local automaker Geely estimates that it has sold nearly 3,000 units in 2014 online five years after first launching its e-commerce website. “The impact of Internet firms has been a major success for the company”, company spokesman Ashley Sutcliffe said.<br /><br />Paul Hu, Volkswagen Group China’s chief marketing officer for Greater China and ASEAN, is even more buoyant: “E-commerce in the automotive market is taking off”, he told <i><a href="http://wardsauto.com/asia-pacific/internet-car-sales-click-chinese-consumers?NL=WAW-06&Issue=WAW-06_20150105_WAW-06_862&sfvc4enews=42&cl=article_1&YM_RID=CPENT000000107192&YM_MID=664">Wards Auto</a></i>. “In my personal opinion, online sales in the total car market in China will account for 10 percent in the near future.”<br /><br />Still, traditional dealers are not left out of the game. One of VW’s joint ventures, Shanghai <a href="http://www.carscoops.com/search/label/VW">Volkswagen</a>, is selling cars online through a number of websites; customers place the order in one of the sites but have to close the deal and pick up the vehicle from a dealership.<br /><br />Kyle Dickie, CEO of dealership best-practices consultancy Sewells Group, thinks that “there is some disruption to come to the distribution model, but it is not imminent. In China, there is an unusually high level of trust still placed in the sales consultant. Consumers want to interact face to face.”<br /><br />The “disruption” mentioned by Dickie are smartphones. Right now, China is estimated to have more than 500 million smartphone users who, naturally, use their devices buying stuff online. Beijing-based iResearch forecasts that 2014 online retail sales in the country increased by 45.8 percent to 2.76 trillion RMB (US$444 billion).<br /><br />“Empowered with technology, consumers of mobility services are likely to make choices other than what the automakers and their dealers are offering today”, commented <b>Bill Russo</b>, the managing director of the <b>Gao Feng </b>consultancy firm.<br /><br />In other words, e-commerce may bring customers to the dealerships – they just might not be interested in the same vehicles the dealer and the brand want to promote.</span></div>
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<a href="http://www.carscoops.com/2015/01/chinese-car-buyers-embrace-online-sales.html">http://www.carscoops.com/2015/01/chinese-car-buyers-embrace-online-sales.html</a><br />
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5669265964948329637.post-66403917341679730602015-01-17T21:37:00.000-08:002015-01-17T21:37:28.404-08:00China in 2025 and Implications for Automakers<div dir="ltr" style="text-align: left;" trbidi="on">
<i><span style="font-family: Verdana, sans-serif;">Gao Feng Insights Report, January, 2015</span></i><br />
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<span style="font-family: Verdana, sans-serif;"><span style="line-height: 19.5px;">Dear Friends of Gao Feng,</span><span class="" lang="EN-US" style="line-height: 19.5px;" xml:lang="EN-US"> </span><span style="line-height: 19.5px;"></span></span><br />
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<span class="" lang="EN-US" xml:lang="EN-US"><span style="font-family: Verdana, sans-serif;">We are pleased to share with you a report titled:<span class="apple-converted-space"> </span><b class=""><em class="">China in 2025 and Implications for Automakers</em></b>. As we know, China’s economy has been growing dramatically for more than two decades. China is now the second largest (and will inevitably soon become the largest) economy in the world. Yet we are recently confronted with rising concern over the impact of a deceleration in overall economic growth, especially in the automotive sector.</span></span></div>
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<span class="" style="font-family: Verdana, sans-serif;"><span class="">Since 2011, we have seen single digit growth in 3 of the past 4 years, raising questions over the future prospects for the industry. In this analysis, we seek to avoid the trap of “driving by looking in the rear-view mirror”, and instead look in front of us at the plausible scenarios which may unfold which will impact the auto industry over the next decade.</span></span></div>
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<span class="" style="font-family: Verdana, sans-serif;"><span class="">We believe that China’s economic growth is likely to continue over the next decade, driven by a mix of continued (albeit more selective) fixed-asset investment and growth in consumption. A broad transformation is expected to continue and will present an environment that is characterized by a long-term and sustained shift towards a middle-income, consumption-based economy. This trend would lead to a profoundly different economic landscape.</span></span></div>
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<span class="" style="font-family: Verdana, sans-serif;"><span class="">We also believe that discontinuities int eh political, social and economic landscape have the potential to reshape China dramatically by 2025. While the outlook is positive, there will likely be discontinuities - both upward ad downward - along the way. The key to sustainable success for businesses in such an environment depends on an ability to anticipate the trends and challenges that are in the “blind spots” today - but which can create disruptive threats or discontinuous opportunities for those who can respond rapidly. In essence, and “early warning system” is needed which leverages unique insights which can be brought to bear on the question of how the market, the regulatory system, and business models may develop over the next decade in China.</span></span></div>
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<span style="font-family: Verdana, sans-serif;"><span class="" lang="EN-US" xml:lang="EN-US">We welcome your comments and feedback on our briefing paper or in general about our firm. We would be glad to meet you in person to share our data and perspectives in a fuller manner. Please let us know if you are interested in meeting and discussing directly how we can help you to operationalize these insights.</span><span class="" lang="EN-US" xml:lang="EN-US"> </span></span></div>
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<span style="font-family: Verdana, sans-serif;"><span class="" lang="EN-US" xml:lang="EN-US">Thought leadership is core to what Gao Feng does. We will, from time to time, share with you our latest thinking on business and management, especially as it relates to China and China’s role in the world. </span><span class="" lang="EN-US" xml:lang="EN-US"> </span></span></div>
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<span style="font-family: Verdana, sans-serif;"><span class="" lang="EN-US" xml:lang="EN-US">Best Regards,</span><span class="" lang="EN-US" xml:lang="EN-US"> </span></span></div>
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<span class="" lang="EN-US" xml:lang="EN-US"><span style="font-family: Verdana, sans-serif;"><span class="" style="font-size: small;">Dr. Edward Tse<br class="" />CEO, Gao Feng Advisory Company</span><a class="" href="mailto:edward.tse@gaofengadv.com"><span class="" style="font-size: small;">edward.tse@gaofengadv.com</span></a></span></span></div>
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<span class="" lang="EN-US" xml:lang="EN-US"><span style="font-family: Verdana, sans-serif;"><span class="" style="font-size: small;">Bill Russo<br class="" />Managing Director, Gao Feng Advisory Company</span><a class="" href="mailto:bill.russo@gaofengadv.com"><span class="" style="font-size: small;">bill.russo@gaofengadv.com</span></a></span></span></div>
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<span class="" lang="EN-US" xml:lang="EN-US"><span style="font-family: Verdana, sans-serif;"><span class="" style="font-size: small;">Chee-Kiang Lim<br class="" />Principal, Gao Feng Advisory Company</span><a class="" href="mailto:ck.lim@gaofengadv.com"><span class="" style="font-size: small;">ck.lim@gaofengadv.com</span></a></span></span></div>
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<span class="" lang="EN-US" xml:lang="EN-US"><span class="" lang="EN-US" xml:lang="EN-US"><span class="" style="font-family: Verdana, sans-serif; font-size: small;"><a href="tel://Tel: +86 10 8557">Tel: +86 10 8557</a> 0676 (Beijing); <a href="tel://+852 2588 3554">+852 2588 3554</a> (Hong Kong); <a href="tel://+86 21 5117 5853">+86 21 5117 5853</a> (Shanghai)</span></span></span></div>
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<span class="" lang="EN-US" xml:lang="EN-US"><span class=""><span class="" style="font-family: Verdana, sans-serif; font-size: small;">Gao Feng website:<span class="" style="color: red;"> </span><span class="" style="color: #1f497d;"><span class="" style="color: blue;"><a class="" href="http://www.gaofengadv.com/">www.gaofengadv.com</a></span></span></span></span></span></div>
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<iframe allowfullscreen="" frameborder="0" height="510" marginheight="0" marginwidth="0" scrolling="no" src="//www.slideshare.net/slideshow/embed_code/43422474" style="border-width: 1px; border: 1px solid #CCC; margin-bottom: 5px; max-width: 100%;" width="477"> </iframe> <br />
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<strong> <a href="https://www.slideshare.net/wrusso1011/china-in-2025-and-implications-for-automakers" target="_blank" title="China in 2025 and Implications for Automakers">China in 2025 and Implications for Automakers</a> </strong> from <strong><a href="https://www.slideshare.net/wrusso1011" target="_blank">Synergistics Limited</a></strong> </div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5669265964948329637.post-115298269021231602015-01-06T23:16:00.000-08:002015-01-06T23:17:38.925-08:00Bill Russo to Brief Investors on the Internet of Vehicles<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="box-sizing: border-box;"><i><span style="font-family: Verdana, sans-serif;">Coleman Research Group Conference Call</span></i></span></div>
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<strong style="box-sizing: border-box;"><span style="font-family: Verdana, sans-serif;">TOPIC:</span></strong></div>
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<strong style="box-sizing: border-box;"><em style="box-sizing: border-box;"><span style="font-family: Verdana, sans-serif;">Building the Internet if Vehicles and Related Smart Car Technologies in China</span></em></strong></div>
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<span style="font-family: Verdana, sans-serif;">Date: Tuesday, January 13, 2015</span></div>
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<span style="font-family: Verdana, sans-serif;">Time: 10AM EST, 11PM China</span></div>
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<span style="font-family: Verdana, sans-serif;">Venue: Conference Call</span></div>
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<span style="font-family: Verdana, sans-serif;"><a href="http://app.events.colemanrg.com/e/er?s=1851996327&lid=2835&elq=3f2493fba8054206900f97de40667b69" style="-webkit-transition: all 0.15s ease-in-out; box-sizing: border-box; color: black; font-weight: bold; text-decoration: none; transition: all 0.15s ease-in-out;">Click here to register</a> (sponsored by Coleman Research Group)</span></div>
<ul style="box-sizing: border-box; color: #494848; font-size: 16px; line-height: 25px; margin-bottom: 30px; margin-top: 0px;">
<li style="box-sizing: border-box;"><span style="font-family: Verdana, sans-serif;">Traditional auto ownership model re-shaped by rapid urbanization in China</span></li>
<li style="box-sizing: border-box;"><span style="font-family: Verdana, sans-serif;">Disruption of the automotive value chain</span></li>
<li style="box-sizing: border-box;"><span style="font-family: Verdana, sans-serif;">New mobility concepts changing traditional business models</span></li>
<li style="box-sizing: border-box;"><span style="font-family: Verdana, sans-serif;">Unique context of China’s urban transportation challenges</span></li>
<li style="box-sizing: border-box;"><span style="font-family: Verdana, sans-serif;">High rate of adoption of mobile device connectivity driving need for connected car technologies</span></li>
<li style="box-sizing: border-box;"><span style="font-family: Verdana, sans-serif;">Need for OEMs to develop strong relationships with telcos and technology players</span></li>
<li style="box-sizing: border-box;"><span style="font-family: Verdana, sans-serif;"><strong style="box-sizing: border-box;">Companies: Ford </strong>(F),<strong style="box-sizing: border-box;"> General Motors </strong>(GM),<strong style="box-sizing: border-box;"> Volkswagen </strong>(VOW),<strong style="box-sizing: border-box;"> Toyota</strong> (TM),<strong style="box-sizing: border-box;">Honda </strong>(HMC), <strong style="box-sizing: border-box;">Fiat Chrysler </strong>(FCAU),<strong style="box-sizing: border-box;"> Nissan </strong>(NSANY),<strong style="box-sizing: border-box;"> Hyundai </strong>(HYMTF),<strong style="box-sizing: border-box;">Daimler AG </strong>(DDAIF), <strong style="box-sizing: border-box;">BMW AG </strong>(BMW), <strong style="box-sizing: border-box;">Continental AG</strong> (CON), <strong style="box-sizing: border-box;">Valeo</strong> (EPA),<strong style="box-sizing: border-box;">TRW Automotive </strong>(TRW), <strong style="box-sizing: border-box;">Mobileye</strong>(MBLY), <strong style="box-sizing: border-box;">Uber, Yidao, Relay Rides, Baidu</strong>(BIDU), <strong style="box-sizing: border-box;">Alibaba</strong> (BABA) and <strong style="box-sizing: border-box;">Google </strong>(GOOG)</span></li>
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<span style="font-family: Verdana, sans-serif;">China is the world’s largest auto market and also has highest number of internet and smart phone users which will likely make it an innovator and incubator of smart car technologies. China’s urban transportation challenges, the high rate of adoption of connected mobile devices, combined with the rapid and aggressive introduction of alternative mobility and vehicle ownership concepts will ultimately compress the time needed to commercialize smart, connected car technologies and services. Investors, automakers and dealers are optimistic that these developments will dramatically revolutionize the Chinese auto market. As a result, OEMs are investing rapidly in the marketplace to gain first mover advantage in the most promising auto market in the world.<br style="box-sizing: border-box;" /><strong style="box-sizing: border-box;"><br /></strong></span><br />
<span style="font-family: Verdana, sans-serif;"><strong style="box-sizing: border-box;">ABOUT OUR EXPERT:</strong></span></div>
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<span style="font-family: Verdana, sans-serif;"><strong style="box-sizing: border-box;">Bill Russo</strong> is President of Synergistics Ltd and Managing Director and Automotive Practice Leader with Gao Feng Advisory Company, Ltd. He has more than 25 years of experience in the auto industry. He was formerly the VP of Chrysler Northeast Asia, where he successfully negotiated and secured government approval for six vehicle programs with three different Asian partners. In this time period, he launched a regional holding company as well as two distribution companies and oversaw the industrialization of the first Chrysler and Dodge-branded vehicles in Asia. He holds a U.S. patent for his innovative efforts towards reducing automotive new product development cycle time and is a published author and opinion leader whose viewpoints have appeared throughout several media outlets.</span></div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5669265964948329637.post-51662860117433252232014-12-20T19:57:00.002-08:002014-12-20T20:00:00.035-08:00Chinese Electric-Car Maker BYD’s Shares Plunge<div dir="ltr" style="text-align: left;" trbidi="on">
<i><span style="font-family: Verdana, sans-serif;">The Wall Street Journal, December 18, 2014</span></i><br />
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<span style="font-size: x-small;">A BYD Co. electronic vehicle is charged at an EV charging station at the company's campus in the Pingshan district of Shenzhen, China, Aug. 5, 2014. <span itemprop="creator" style="font-style: italic;">Bloomberg News</span></span></div>
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<time><span style="font-family: Verdana, sans-serif;">Updated Dec. 18, 2014 10:03 a.m. ET</span></time></div>
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<span style="font-family: Verdana, sans-serif;">SHANGHAI—An executive at <a href="http://topics.wsj.com/person/B/Warren-Buffett/641">Warren Buffett </a>-backed BYD Co. defended its business prospects after shares in the Chinese electric-car maker fell as much as 47% on Thursday.</span></div>
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<span style="font-family: Verdana, sans-serif;">In a conference call late Thursday, company secretary Qian Li said BYD’s operations were normal despite the share plunge and sought to dispel what he called rumors about the company. BYD’s Hong Kong-traded shares regained some ground later Thursday and finished at 25.05 Hong Kong dollars (US$3.23), down 29%.</span></div>
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<span style="font-family: Verdana, sans-serif;">He also dismissed talk of BYD having large exposure to the troubled Russia market, describing the company’s investment in that country as “very small.”</span><br />
<span style="font-family: Verdana, sans-serif;">BYD also produces mobile-phone components and solar panels.</span></div>
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<span style="font-family: Verdana, sans-serif;">Asked whether the price movement could be related to a selloff in shares by Mr. Buffett’s <a href="http://quotes.wsj.com/BRKB">Berkshire Hathaway </a>investment vehicle, Mr. Li said BYD had been in recent contact with Mr. Buffett but there was no sign that Mr. Buffett was considering a sale. He added BYD didn’t reach Mr. Buffett on Thursday due to the time difference between China and the U.S.</span></div>
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<span style="font-family: Verdana, sans-serif;">Berkshire Hathaway owns a roughly 9% stake in BYD, according to previous company filings, including about one-quarter of its Hong Kong-traded shares. In the Chinese city of Shenzhen, BYD’s shares fell about 10% on Thursday, the daily limit.</span></div>
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<span style="font-family: Verdana, sans-serif;">In October, BYD reported a third-quarter profit drop of 26% and said it expects this year’s profit to fall by up to 22%. Auto-sales growth in China has slowed in recent months amid a broader drop in China’s economic momentum.</span></div>
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<span style="font-family: Verdana, sans-serif;">Overall in the first 11 months of 2014, BYD has sold 384,977 vehicles, down from 458,042 vehicles sold in the same period the year before—a 16% drop, according to data from research firm IHS Automotive.</span></div>
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<span style="font-family: Verdana, sans-serif;">While the company frequently touts its line of electric vehicles and plug-in hybrids—vehicles that can run on both gasoline and electricity—it relies heavily on sales of traditional gasoline engine cars for the lion’s share of its automotive revenue.</span></div>
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<span style="font-family: Verdana, sans-serif;"><b>Bill Russo</b>, managing director of consulting firm <b>Gao Feng Advisory</b>, said BYD, like many other Chinese car brands, need to create a brand that appeals to Chinese consumers. “It has to go beyond just being a cheap car,” he said. </span></div>
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<span style="font-family: Verdana, sans-serif;">Mr. Li said BYD faces “hot competition” and decreasing margins in the traditional car market in China but said it was transforming into a manufacturer of new-energy vehicles.</span></div>
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<span style="font-family: Verdana, sans-serif;">China has a long-stated goal of reducing its dependency on imported oil by promoting new-energy vehicles, including passenger cars and buses. China wants half a million such vehicles on the road by next year and 10 times that by the end of the decade.</span></div>
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<span style="font-family: Verdana, sans-serif;">But in the first nine months of this year, fewer than 40,000 electric vehicles were sold in China, according to data from the government-backed China Association of Automobile Manufacturers. Around three quarters of these were passenger cars. By comparison, around 14.2 million conventional passenger cars were sold in the period.</span></div>
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<span style="font-family: Verdana, sans-serif;">IHS Automotive researcher Namrita Chow said the high cost of replacing batteries, lack of adequate charging infrastructure and range anxiety—where buyers worry about how far they can travel on a single charge—are all obstacles in the path to high sales growth rates.</span></div>
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<span style="font-family: Verdana, sans-serif;">She said that BYD had doubled sales of its pure electric e6 car to 2,203 vehicles in the first 10 months of this year compared with the same period last year. Sales for the hybrid Qin had so far reached just over 11,000 vehicles in its first year on sale.</span></div>
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<span style="font-family: Verdana, sans-serif;">Mr. Li dismissed talk that the Chinese government could be reducing its support of new-energy vehicles, including buses, saying BYD continued to see good order flow for them. “We’re confident on the future of electric buses,” Mr. Li said.</span><br />
<span style="font-family: Verdana, sans-serif;">A nearly 50% drop in oil prices over the past six months has pressured green stocks in a number of areas.</span></div>
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<span style="font-family: Verdana, sans-serif;">“With the oil price down, the global outlook for electric vehicles looks very different from just a couple of months ago,” said Jochen Siebert, a Shanghai-based managing director at JSC Automotive Consulting. “BYD’s electric and hybrid car business will likely be impacted,” he added. </span></div>
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<span style="font-family: Verdana, sans-serif;"><strong>Write to </strong>Colum Murphy at <a href="mailto:colum.murphy@wsj.com" target="_blank">colum.murphy@wsj.com</a></span></div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5669265964948329637.post-59731096956241584942014-12-20T19:50:00.000-08:002014-12-20T19:50:22.081-08:00福特SUV,江铃造<div dir="ltr" style="text-align: left;" trbidi="on">
<i>CBN Weekly, November 13, 2014</i><br />
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<strong>当福特遭遇增长放缓的“天花板”时,一款新车投放或许能够缓解它目前的困境—但并不足够。</strong></div>
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对于眼下的福特来说,没有什么比一款新车型的到来更及时了。</div>
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11月13日,福特在北京全球首发一款新SUV车型撼路者(Everest)。有些与众不同的是,这款SUV将由福特在华合资企业—江铃福特生产,并授权其渠道销售。</div>
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福特在华的两个合资公司—长安福特和江铃福特,此前一直分工明确:前者主攻乘用车市场,后者则经营商用车。</div>
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近两年,福特堪称在华进步最快的汽车公司之一。今年前10个月,其在中国销量为90.66万辆,而2012年,这一数字仅为62.7万辆。</div>
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不过最近,“进步最快”的福特似乎也碰到了“天花板”。9月,福特在华销量9.6万辆,同比下降0.2%,结束了连续28个月的增长。销量回落的主要原因是产能。按照规划,2015年年底,长安福特的年产能将达到120万辆,但至今,近一半的目标还未兑现。</div>
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在此背景下,福特与江铃的合作就颇值得玩味。2011年,福特推出“1515”战略,计划到2015年在中国投放15款新车型。看起来,福特已意识到,单靠长安福特以及其位于重庆的第三工厂,无法完成这一规划。</div>
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“正在加速扩张的福特没有理由不调动江铃的资源。”咨询机构思略特公司合伙人彭波对《第一财经周刊》说。</div>
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2010年,福特开始与江铃在乘用车方面展开合作。2013年,福特将其在江铃汽车(32.10, -0.79, -2.40%)的股份从30%提升至32%。“未来,福特汽车将与江铃汽车构建更紧密的合作关系。”在撼路者的发布会上,福特中国董事长兼CEO罗礼祥(John Lawler)表示。</div>
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同时,撼路者的推出也意味着福特正在谋求更深入地进入SUV细分市场。</div>
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在过去几十年里,汽车制造商抛弃了传统巨无霸式的SUV,不断改变其尺寸和底盘、外观设计,以满足城市购车者的出行需要。空间紧凑和油耗更低的本田CR-V以及丰田RAV4都是这种趋势的代表。福特和通用在中国推出的翼博(ECO-Boost)和别克昂科拉(Encore)也都获得了成功。</div>
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而撼路者定位于中大型SUV,2850mm的轴距,柴油发动机技术,源自福特皮卡车型Ranger的底盘。“中型SUV细分市场是中国也是全球成长最快的领域,”罗礼祥对《第一财经周刊》说,“我们相信这款产品一定能够在市场上寻找到自己的市场需求和亮点。”</div>
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更重要的是,翼博、翼虎,再加上现在的撼路者,福特在中国已全面覆盖小型、紧凑型和中大型SUV市场。“SUV方面,福特已经超过了通用。它正在中国塑造一个SUV领导者的形象。”高风咨询公司董事总经理<b>Bill Russo</b>对《第一财经周刊》说。在中国,“SUV市场领导者”可是个含金量不小的标签。</div>
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尽管在商用车领域,江铃还算成功,但除了一款月销量不足3000辆的自主SUV品牌驭胜,它并无太多乘用车的生产销售经验。要让一个长于经营商用车的公司在乘用车上取得成功,还是要冒不小的风险。</div>
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撼路者将在江铃位于南昌的小蓝基地生产。这个基地拥有一座年产30万辆SUV的工厂,以及一座年产20万台汽油发动机的工厂。同时,撼路者所搭载的柴油发动机与江铃主打的商用车型全顺相同,也可在江铃量产。这些生产线全部符合福特全球标准。</div>
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除了在中国销售,撼路者还将出口到亚太地区的一部分国家进行销售。欧洲和美国汽车消费市场仍经历着销售疲软,亚太地区则是福特近来业绩表现最为优秀的地区,印度、泰国未来都可能成为这款车型出口的区域市场。</div>
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从产品本身看,撼路者与江铃原有消费群对接也不算困难。全顺的消费者大都是二三线城市的小企业,强调载物和越野能力的撼路者应该同样能满足它们的需求。</div>
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但正如彭波所说:“卖全顺,只要价格够实惠,消费者就会掏钱,而卖SUV,销售员的态度、服务质量都很重要。”</div>
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撼路者首发后的第二天,在上海市闵行区的上海九和汽车江铃4S店中,还看不到任何关于这辆车的介绍。</div>
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在大约是乘用车4S店一半面积的展厅里,经典款全顺和新一代全顺仍占据中心位置—这两款车依然是上个月的销量冠亚军。两名销售顾问正在向一位住在城郊的私营业主介绍两代全顺的差别。而展厅的另一边,驭胜的展车上则摆放着“全系降价6000元”的广告牌—江铃经销渠道目前的硬件和服务标准,似乎还无法与定价25万元以上的撼路者匹配。</div>
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江铃汽车总裁陈远清已经公布了渠道改造计划:未来,会增加40%的江铃经销商,并对已有经销商的服务流程进行升级,以符合全球乘用车销售流程上的规范,而全顺与撼路者的销售将由两个团队分别进行。</div>
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计划能否奏效,就要看经销商的执行力了。“过去几年,凭借全顺的热销,江铃的经销商得到了很多实惠,现在要卖更赚钱的乘用车了,它们应该有能力也有意愿进行升级。”彭波说。</div>
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目前,这款SUV还未正式公布售价,考虑到上市时间设定在明年,江铃和福特还有时间准备。</div>
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而对于长安福特和江铃福特这两个合作伙伴,福特称,将为它们制定“双赢的成长计划”。虽然并未透露计划的细节,但平衡两家合资公司利益的方式可能是产品线。“福特必须持续向两个合作伙伴投放足够多的车型。”<b>Russo</b>分析说。</div>
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罗礼祥曾说,福特目前在中国的首要目标是要保持“激进、富有雄心的增长”。</div>
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所以,对于福特来说,如何在长安福特和江铃福特的天平两端调整砝码,还并不是一个迫切的问题。目前,在中国市场作为追赶者的它,首要任务仍是不断地增加砝码—无论这些砝码增加到天平的哪一端。</div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5669265964948329637.post-56912048562373996752014-11-08T00:06:00.002-08:002014-11-08T00:08:45.006-08:00China’s antitrust fines for foreign car companies fail to stall growth<div dir="ltr" style="text-align: left;" trbidi="on">
<i><span style="font-family: Verdana, sans-serif;">The Financial Times, Novem</span></i><i><span style="font-family: Verdana, sans-serif;">ber 3, 2014</span></i><br />
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<span style="font-family: Verdana, sans-serif; font-size: x-small; line-height: 25px;">Trading up: premium vehicles cost almost twice as much as in the US</span></div>
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<span style="font-family: Verdana, sans-serif; line-height: 25px;">For multinational car companies operating in China, the euphoria from the biggest ever automotive boom in industrial history is finally being tempered by some unexpected risks, most notably a controversial investigation by the National Development and Reform Commission (NDRC) into <a href="http://www.ft.com/intl/cms/s/0/61d3f8aa-28ff-11e4-9d5d-00144feabdc0.html?siteedition=intl#slide0" title="China antitrust ruling blunts foreign criticism - FT.com">allegedly anti-competitive behaviour</a> by Audi, Mercedes-Benz and other brands.</span><span style="font-family: Verdana, sans-serif; line-height: 25px;">The investigations have so far resulted in fines that are peanuts in comparison to the vast profits that foreign automakers have enjoyed over recent years – and continue to enjoy.</span><br />
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<span style="font-family: Verdana, sans-serif; line-height: 25px;">In July, a joint venture between Volkswagen unit Audi and state-owned First Auto Works was ordered to pay $41m for alleged violations of China’s 2008 Anti-Monopoly Law. This compares with reported </span><a href="http://www.ft.com/intl/cms/s/0/80e143e6-f15b-11e3-9fb0-00144feabdc0.html" style="font-family: Verdana, sans-serif; line-height: 25px;" title="Foreign carmakers milk China’s cash cow - FT.com">operating profits</a><span style="font-family: Verdana, sans-serif; line-height: 25px;"> </span><span style="font-family: Verdana, sans-serif; line-height: 25px;">of $12.2bn for VW’s joint ventures in China (its other is with SAIC Motor) last year.</span><br />
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<span style="font-family: Verdana, sans-serif; line-height: 25px;">Fiat unit Chrysler was also hit with a small fine this summer, while Daimler’s joint venture with BAIC Motor, which makes Mercedes-Benz saloons, is still awaiting the outcome of an NDRC investigation after one of its Shanghai sales offices was raided in July.</span><br />
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<span style="font-family: Verdana, sans-serif; line-height: 25px;">These fines are the byproduct of a wide-ranging investigation that appears to have a much larger aim – forcing car companies, regardless of whether they are in fact guilty of anti-competitive practices, to lower the prices of their vehicles, spare parts and services.</span><br />
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<span style="font-family: Verdana, sans-serif; line-height: 25px;">According to one industry executive, the head of a multinational company’s China operations has told visiting board members that, in view of the NDRC’s offensive, his biggest fear is of a sudden shift in government policy. “It’s bad for business,” the executive says of the investigation. “It has made the investment environment very uncertain.</span><br />
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<span style="font-family: Verdana, sans-serif; line-height: 25px;">“If people can afford the cars, they can afford the spare parts and after-sales service,” he adds. “It’s not like the NDRC is lowering the price of medical care or making food cheaper.”</span><br />
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<span style="font-family: Verdana, sans-serif; line-height: 25px;">Foreign automobile executives argue that the relatively high prices asked for cars – especially premium vehicles that can be almost twice as expensive in China as they are in the US – is a function of unprecedented demand, even for overseas models subject to expensive import taxes.</span><br />
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<span style="font-family: Verdana, sans-serif; line-height: 25px;">China’s car craze began in earnest in 2008-09, during the depths of the global financial crisis, when it overtook the US as the world’s largest car market.</span><span style="font-family: Verdana, sans-serif; line-height: 25px;"> </span><br />
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<span style="font-family: Verdana, sans-serif; line-height: 25px;">Demand from entire generations of first-time drivers soared in the world’s second-largest economy, just as purchasing power collapsed in the US and Europe – a nadir symbolically marked by Washington’s bailout of General Motors in December 2008.</span><span style="font-family: Verdana, sans-serif; line-height: 25px;"> </span><br />
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<span style="font-family: Verdana, sans-serif;"><span style="line-height: 25px;">Over the ensuing half decade, foreign carmakers in China, especially long established ones such as Volkswagen and GM, had a license to print money.</span></span><span style="font-family: Verdana, sans-serif; line-height: 25px;"> </span><br />
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<span style="font-family: Verdana, sans-serif; line-height: 25px;">Even last year, when double-digit annual growth was finally expected to taper, annual sales grew by about 15 per cent to 18m passenger cars – 10 times as many as were sold in India.</span><br />
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<span style="font-family: Verdana, sans-serif; line-height: 25px;">This year began in similar fashion, especially for foreign brands and their Chinese joint venture companies. Sales of Chinese brands, however, began to fall sharply and their share of the passenger car market tumbled from 27 per cent to 23 per cent.</span><br />
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<span style="font-family: Verdana, sans-serif; line-height: 25px;">The precipitous</span><span style="font-family: Verdana, sans-serif; line-height: 25px;"> </span><a href="http://www.ft.com/intl/cms/s/0/9329a4d0-881a-11e3-8afa-00144feab7de.html#slide0" style="font-family: Verdana, sans-serif; line-height: 25px;" title="China antitrust ruling blunts foreign criticism - FT.com">fall-off in sales</a><span style="font-family: Verdana, sans-serif; line-height: 25px;"> </span><span style="font-family: Verdana, sans-serif; line-height: 25px;">of local brands and slower economic growth has forced the China Association of Automobile Manufacturers to lower its projection of an 8.3 per cent increase in year-on-year sales this year to 4.6 per cent – two-thirds down on last year.</span><br />
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<span style="font-family: Verdana, sans-serif; line-height: 25px;">In the first quarter, Geely, the private sector carmaker most famous for its purchase of Volvo Cars from Ford, saw sales of its own-brand vehicles fall by as much as 40 per cent over the same period a year earlier.</span><span style="font-family: Verdana, sans-serif; line-height: 25px;"> </span><br />
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<span style="font-family: Verdana, sans-serif; line-height: 25px;">This was despite a gradual improvement in the quality of local-brand cars in China, according to Geoff Broderick at JD Power, which publishes an annual customer survey of 212 models across 62 brands. “The domestic brands are doing exactly what they should be doing – focusing on quality,” Mr Broderick says. “But as we see the quality gap closing, we’re not seeing a pick-up in [local brands’] market share.”</span><br />
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<q><span style="font-family: Verdana, sans-serif;">Investigations have so far resulted in fines that are peanuts in comparison to the vast profits that foreign automakers continue to enjoy</span></q></div>
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<span style="font-family: Verdana, sans-serif; line-height: 25px;">One reason for the fall has been a counterintuitive NDRC requirement that foreign-invested joint ventures develop a local brand for the China market, such as the Baojun saloon manufactured by GM, SAIC and Wuling. Many of these new entrants are priced to compete against domestic rivals, especially in smaller cities where car ownership rates are relatively low.</span><br />
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<span style="font-family: Verdana, sans-serif; line-height: 25px;">“I don’t understand what the Chinese government’s objective was in encouraging foreign companies to create local brands,” says<b> Bill Russo</b>, a Shanghai-based industry consultant.</span><span style="font-family: Verdana, sans-serif; line-height: 25px;"> </span><br />
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<span style="font-family: Verdana, sans-serif; line-height: 25px;">“It only cannibalises already distressed sales of local brands. I think the intent was for more technology to be shared by the foreign companies. But the unintended consequence is to take volume from local carmakers producing similar products,” he adds.</span><br />
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<span style="font-family: Verdana, sans-serif; line-height: 25px;">At the other end of the spectrum, foreign carmakers continue to thrive in saturated markets such as Beijing and Shanghai, where premium brands such as Audi, BMW and Mercedes-Benz account for a quarter of the market.</span><span style="font-family: Verdana, sans-serif; line-height: 25px;"> </span><br />
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<span style="font-family: Verdana, sans-serif; line-height: 25px;">Even now, limits on expensive new licence plates to combat congestion and pollution are spurring their sales, as existing plate holders trade up.</span><br />
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<span style="font-family: Verdana, sans-serif;"><span style="line-height: 25px;">“As cities implement plate restrictions, people gravitate towards premium foreign brands,” says <b>Mr Russo</b>. “They want to put their expensive plates on the best piece of automotive technology that they can.”</span> </span><br />
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<span style="font-family: Verdana, sans-serif;"><a href="http://www.ft.com/intl/cms/s/0/f7bbeaa2-4a4d-11e4-bc07-00144feab7de.html?siteedition=intl#axzz3ISeQR1IT">Click here to read the article at FT.com</a></span><br />
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Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-5669265964948329637.post-22096203477310555182014-10-21T09:12:00.000-07:002014-10-21T09:12:50.207-07:00Jaguar Land Rover’s first China factory caps carmaker’s resurgence<div dir="ltr" style="text-align: left;" trbidi="on">
<i><span style="font-family: Verdana, sans-serif;">The Financial Times, October 21, 2014</span></i><br />
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<span style="font-family: Verdana, sans-serif;">The opening of Jaguar Land Rover’s first China factory caps a five-year resurgence under Indian ownership that has made the Coventry-based company a byword for <a href="http://www.ft.com/intl/cms/s/0/396bd3b6-d5d4-11e3-83b2-00144feabdc0.html#slide0" title="Aston Martin seeks correct route as it reaches crossroads - FT.com">British manufacturing excellence</a> and export prowess.</span></div>
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<span style="font-family: Verdana, sans-serif;">The new plant in Changshu, about a two-hour drive from Shanghai, marks a pivotal moment for JLR. The <a data-hover-chart="in:TATAMOTORS" href="http://markets.ft.com/tearsheets/performance.asp?s=in:TATAMOTORS">Tata Motors</a> unit needs a manufacturing presence in China to consolidate its position in the world’s largest car market – but also wants to assure its British workforce and the UK government that international expansion will not jeopardise jobs at home.</span></div>
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<span style="font-family: Verdana, sans-serif;">As part of that effort, JLR is boosting investment at its <a href="http://www.ft.com/intl/cms/s/0/51640da4-f78e-11e3-90fa-00144feabdc0.html?siteedition=intl" title="JLR to build new SUV model in Liverpool - FT.com">factories in Liverpool</a> and the West Midlands and this month opens a new £500m engine plant in Wolverhampton – even as it plans to open another manufacturing <a href="http://www.ft.com/intl/cms/s/0/b0adf632-5dcc-11e3-95bd-00144feabdc0.html#axzz3GgOk6SQ" title="Jaguar Land Rover to spend £240m on Brazilian plant - FT.com">facility in Brazil</a>. Last week, JLR’s factory in Halewood, Merseyside began producing the new Land Rover Discovery Sport after a £200m investment that created 250 new manufacturing jobs and £3.5bn in supplier contracts.</span></div>
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<span style="font-family: Verdana, sans-serif;">The Changshu factory, a Rmb10.8bn ($1.8bn) joint venture with state-owned Chery Automobile that opened on Tuesday, will produce JLR’s less expensive Range Rover Evoque for the China market, where the company sells almost five SUVs for every one Jaguar saloon. On Tuesday, JLR said that it also intended to produce a Jaguar saloon model at the factory by 2016.</span></div>
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<span style="font-family: Verdana, sans-serif;">“The demand that’s here in China will far outstrip [Changshu’s] capacity so we have absolutely zero plans to export any cars whatsoever,” Bob Grace, JLR’s China head, said at this year’s Beijing Auto Show.</span></div>
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<span style="font-family: Verdana, sans-serif;">Mr Grace hosted UK trade unionists in China at the outset of JLR’s investment programme in an effort to allay their fears. “You can imagine the thoughts that go through their mind when you open a factory in China,” he said.</span></div>
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<span style="font-family: Verdana, sans-serif;">“When you look at the competitive situation it doesn’t take long to realise that you have to build the cars in China as part of our global aspirations to be a fairly significant player.”</span><br />
<span style="font-family: Verdana, sans-serif;">Roger Maddison, at UK union Unite, was one of JLR’s guests and says the union accepts the logic of the Changshu investment but has concerns about the longer-term trend it signals.</span></div>
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<span style="font-family: Verdana, sans-serif;">“Tata knows what differentiates JLR from other carmakers – it’s British,” says Pierluigi Bellini, analyst at IHS Automotive. “If they start developing cars in, say, India, it’s going to be a different brand image . . . Developing it from scratch – blank white paper to the final design – it’s important to keep that in the home market.”</span></div>
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<span style="font-family: Verdana, sans-serif;">Tata bought JLR from <a data-hover-chart="us:F" href="http://markets.ft.com/tearsheets/performance.asp?s=us:F">Ford</a> in March 2008, a week after JPMorgan bought Bear Stearns. When Lehman Brothers went bankrupt six months later, the global financial crisis began in earnest and Ratan Tata, then chairman of the Indian group, had plenty of reasons to regret his purchase.</span></div>
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<span style="font-family: Verdana, sans-serif;">But the Indian provenance of JLR’s new owner hinted at the multinational nature of its future transformation, which would be built on surging demand in developing economies. The most important of these was China, whose emergence as the world’s largest car market coincided with the US government’s December 2008 bailout of <a data-hover-chart="us:GM" href="http://markets.ft.com/tearsheets/performance.asp?s=us:GM">General Motors</a>.</span></div>
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<span style="font-family: Verdana, sans-serif;">“During the early part of 2009 we were pretty close to the wire as a business,” said Mr Grace. “But I used to come to China once a quarter and got a sense that something different was happening in this place . . . It’s almost a miracle that the [China] factory has come out of the ground in such a short period of time.” JLR’s joint venture with Chery was announced less than two years ago.</span></div>
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<span style="font-family: Verdana, sans-serif;">Bernstein Research predicts JLR will sell 130,000 vehicles in China this year, compared with 54,000 total units in 2009-2011. The Changshu factory’s initial annual production capacity is 130,000 vehicles but output is expected to ramp up gradually over the next few years.</span></div>
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<span style="font-family: Verdana, sans-serif;">“No other [carmaker] has benefited as much from China,” Max Warburton, senior analyst at Bernstein Research, wrote in a recent report. The country now accounts for a third of JLR’s total sales and, Mr Warburton estimates, more than half of its earnings before interest, tax and depreciation. In its latest quarter JLR <a href="http://www.ft.com/intl/cms/s/0/4ffddf38-216b-11e4-a958-00144feabdc0.html?siteedition=intl#axzz3GjftEoa7" title="JLR shores up Tata Motors’ Q1 results - FT.com">posted pre-tax profit</a> of £924m, on revenues of £5.35bn.</span></div>
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<span style="font-family: Verdana, sans-serif;">But the success has been driven by the Land Rover side of the company – in particular the Range Rover Evoque, a sporty 4x4. JLR sold more than 90,000 cars in China last year, but only 16,000 of these were Jaguars. The big three German brands – <a data-hover-chart="de:NSUX" href="http://markets.ft.com/tearsheets/performance.asp?s=de:NSUX">Audi</a>, <a data-hover-chart="de:BMW" href="http://markets.ft.com/tearsheets/performance.asp?s=de:BMW">BMW</a> and Mercedes-Benz – sold more than 1m. </span></div>
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<span style="font-family: Verdana, sans-serif;">JLR joins the “big three” Germans as the fourth big premium carmaker to begin manufacturing operations in the world’s largest car market. Annual sales of premium vehicles, currently about 1.3m, are expected to reach 2.5m-3m units by 2020. But the Germans dominate the sector, with a combined market share of about 80 per cent. </span></div>
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<span style="font-family: Verdana, sans-serif;">“There’s lots of opportunity for new premium entrants,” says Bill Russo, a Shanghai-based industry consultant. “The market is underserved. The German three alone can’t continue to maintain that kind of dominant market share. They can’t keep up with demand.”</span></div>
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<span style="font-family: Verdana, sans-serif;">JLR estimates that local manufacturing has allowed its German rivals to reduce prices by about 15 per cent on average, thanks to savings on import tariffs and other costs. The UK company, by contrast, has what Mr Warburton calls “the most egregious pricing in China”.</span></div>
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<span style="font-family: Verdana, sans-serif;">In response, Mr Grace says JLR has “worked quite closely with [Chinese regulators] in terms of reacting to the challenges they gave us [on pricing]. We more than met their requirements”. He adds: “We’re not setting the market price – we’re following the market price.”</span></div>
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<span style="font-family: Verdana, sans-serif;">JLR reduced prices on some Range Rover and Range Rover Sport models earlier this year in China, in response to a <a href="http://www.ft.com/intl/cms/s/0/61d3f8aa-28ff-11e4-9d5d-00144feabdc0.html#slide0" title="China antitrust ruling blunts foreign criticism - FT.com">concerted campaign</a> by the National Development and Reform Commission to drive down the pricing of vehicles and spare parts.</span></div>
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<span style="font-family: Verdana, sans-serif;">But the price differential between the same Land Rover models sold in China and other markets remains wide, with a top-end Range Rover selling for the equivalent of £85,400 in China and £44,000 in the US.</span></div>
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<a href="http://www.ft.com/intl/cms/s/0/608f153e-58ba-11e4-a31b-00144feab7de.html#axzz3GnPR8U7v">Click here to read the original article at FT.com </a><br />
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Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-5669265964948329637.post-76816908495770973352014-10-17T21:44:00.002-07:002014-10-17T21:44:26.789-07:00How Connected Mobility Technology Is Driving The Future Of The Automotive Industry<div dir="ltr" style="text-align: left;" trbidi="on">
<span style="font-family: Verdana, sans-serif;"><i>GlobalBusinessProfessor.com</i></span><br />
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<a href="http://globalbusinessprofessor.com/free-access-to-bill-russo-reinventing-mobility"><span style="font-family: Verdana, sans-serif; font-size: large;">Click here to view the seminar given by Bill Russo</span></a><br />
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<span style="font-family: Verdana, sans-serif;"><span style="background-color: white; color: #333333; font-size: 13px; line-height: 17px;">We are pleased to share with you a seminar on the topic Reinventing Mobility in the China Context: Building the Internet of Mobility & Related Smart Car Technologies. With the auto industry developments and the increasingly prevalence of the wireless internet and mobile devices, we expect that the Internet of Vehicles will create discontinuous opportunities for product and business model innovation.</span><br style="color: #333333; font-size: 13px; line-height: 17px;" /><br style="color: #333333; font-size: 13px; line-height: 17px;" /><span style="background-color: white; color: #333333; font-size: 13px; line-height: 17px;">We believe the conditions in China – the world's largest auto market and the market with the largest number of both internet and "smart phone" users – will likely make it the incubator for rapid commercialization of such innovations. China's urban transportation challenge, the high rate of adoption of connected mobile devices, combined with the rapid and aggressive introduction of alternative mobility and vehicle ownership concepts from new entrants, will ultimately compress the time needed to commercialize smart, connected car technologies and related services. Such developments will dramatically alter not just the feature content of vehicles, but may also usher in a revolution to the business model of the automotive industry – where a model focused on "users of mobility services" could emerge as a real alternative to the traditional model of "car ownership".</span></span><br />
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<span style="font-family: Verdana, sans-serif;"><span style="background-color: white;"><span style="color: #333333; font-size: large;"><span style="line-height: 17px;"><a href="http://synergisticsltd.blogspot.com/2014/08/reinventing-mobility-in-china-context.html">Click here to view the presentation slides</a></span></span></span></span><br />
<span style="font-family: Verdana, sans-serif;"><span style="background-color: white;"><span style="color: #333333; font-size: large;"><br /></span></span></span>
<span style="font-family: Verdana, sans-serif;"><span style="background-color: white;"><span style="color: #333333; font-size: large;"><a href="http://synergisticsltd.blogspot.com/2014/09/how-connected-mobility-technology-is_21.html">Click here to read the associated paper</a></span></span></span><br />
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5669265964948329637.post-40377327679682071502014-10-17T21:36:00.000-07:002014-10-17T21:36:21.504-07:00为何戴姆勒搞不定克莱斯勒 菲亚特却能带着它上市 (Why the Chrysler Fiat Listing is Able to Work)<div dir="ltr" style="text-align: left;" trbidi="on">
<i style="color: #333333; font-family: Arial, Tahoma, Helvetica, FreeSans, sans-serif; font-size: 15px; line-height: 25px;"><span style="font-family: Verdana, sans-serif;">Jiemian.com, October 12, 2014</span></i><br />
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菲亚特与其美国公司克莱斯勒合并的决议将生效。而10月13日全新的菲亚特克莱斯勒汽车公司FCA(Fiat Chrysler Automobiles)的股票将正式以FCA为代码在纽约证券交易所上市交易。</div>
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新的菲亚特克莱斯勒汽车公司也将继续扩大销售额,并寻找潜在的联盟机会。扩大菲亚特汽车在中国等市场的份额将是这一进程的下一个重大步骤。</div>
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合并后的菲亚特克莱斯勒成为世界第七大车企,并计划整顿老旧的工厂和产品线,希望在销量上更加接近日本丰田汽车,美国通用汽车和德国大众集团这三大巨头。</div>
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菲亚特克莱斯勒汽车公司CEO塞尔吉奥·马尔乔内说:“(合并后)将有空间塑造一家比现在的汽车业领导者丰田更大的车企。”计划在2018年退休的马尔乔内为菲亚特克莱斯勒制定了五年规划,到2018年时公司的销售量相比2013年应该增长60%至每年700万辆。而丰田、通用及大众三家公司2013年的全球销量均在900万辆以上。</div>
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重组专家企业阿历克斯合伙公司的欧洲主管斯泰法诺·阿维萨(Stefano Aversa)说,菲亚特和克莱斯勒的合并以及新公司在美国的上市让62岁的马尔乔内有更多筹码来出售非核心业务,或者是达成更多联盟。他表示,“我不认为马尔乔内制定的是一个单一策略,应该是根据市场状况以及企业表现来执行的多重战略。公司在美国的上市给了他很多选择,这本身就是极有价值的。”</div>
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现年38岁的菲亚特集团主席约翰·艾尔坎(John Elkann)支持马尔乔内的决定。他表示:“我并不打算出售菲亚特的股权,尽管菲亚特与其它企业的合并将会导致阿涅利家族所持有的集团股份遭到稀释,但这会使菲亚特变得更加强大。”Exor SpA持有菲亚特集团30%股权,是意大利知名的阿涅利家族(Agnelli)资产。该集团目前正由艾尔坎执掌。</div>
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菲亚特在7月以4.75%的利率出售了8.5亿欧元债券。国际策略和投资公司的股权研究员在这次发债之后称,“我们想知道一家美国公司通过美元计价发行债券的成本将可以低多少。”报告称,菲亚特的财务状况和信用评价都使得这个问题存在疑虑。</div>
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评级机构标准普尔在伦敦的企业信用评级董事阿莱克斯·赫伯特(Alex Herbert)说,纽约上市本身不会改变菲亚特的信用评价,更重要的问题是:菲亚特什么时候能够拿到克莱斯勒集团的现金。菲亚特克莱斯勒目前计划在2016年对克莱斯勒的债券进行再融资,有望通过这一操作完全掌控克莱斯勒的现金储备。这笔现金在6月底的时候已经达到133亿美元。</div>
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克莱斯勒是美国著名汽车公司,曾与通用、福特并称美国三大汽车公司。1998年,德国戴姆勒-奔驰汽车公司和克莱斯勒公司合并,是历史上汽车制造业最大的一起合并。戴姆勒-克莱斯勒公司成为当时全美第二大汽车生产商、世界第五大汽车公司。</div>
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2007年戴姆勒克莱斯勒公司宣称因止不住长期亏损将子公司克莱斯勒集团80.1%的股权出售给私人资本运营商Cerberus Capital Management L.P.。曾轰动一时的跨文化合并就此走到了尽头。2009年,克莱斯勒宣布破产,由美国政府和菲亚特共同接手。直至今年年初,菲亚特正式完成对克莱斯勒的并购,两家公司合并。</div>
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德国汽车界业内人士分析认为,梅塞德斯-奔驰与克莱斯勒的结合有先天的缺陷和后天的不足。由于欧美的文化差异,双方在管理方法和管理作风上截然不同;同时存在战略决策失误。根据美国人喜欢庞大舒适轿车的特点,克莱斯勒开发的皮卡车和SUV一度备受欢迎,而2005年石油价格增长令美国人环保意识加强,克莱斯勒的库存开始大量积压,公司不得不把产量削减,并关闭了克莱斯勒在美国的多家工厂。</div>
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前克莱斯勒东北亚负责人、高风咨询公司董事总经理<b>Bill Russo</b>对界面记者表示:“文化差异并不是戴姆勒克莱斯勒分家的关键原因。一家豪华汽车企业(戴姆勒奔驰)与一个大众品牌(克莱斯勒)合并在一起本身就阻碍了合并后协作效应产生作用。”</div>
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<b>Bill Russo</b>说:“戴姆勒克莱斯勒遇到的问题将不会在菲亚特克莱斯勒身上重演,两家公司都是大众品牌汽车公司,合并后将共享技术和生产平台从而增加产品的范围。管理层也更加具有对并购公司的管理经验。克莱斯勒将获得小型轿车的生产平台和零部件技术,特别是动力系统。而菲亚特也可以借此打入北美市场。”</div>
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一名与菲亚特克莱斯勒汽车公司关系密切的投资银行家说:“塞尔吉奥·马尔乔内非常迫切地希望菲亚特不再被视作一家意大利企业,他希望完全撤出意大利,但是他也知道这在政治上不可能。他能做的只是逐渐离开,这也是本次美国上市的主要意义。”</div>
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无论菲亚特还是克莱斯勒,进军中国时机都不算晚,但都以失败告终。马尔乔内也曾坦言:“菲亚特曾在中国市场存在决策错误。在当时,试图用落后的平台,落后的技术,落后的车型进入中国市场,我们当时完全没有了解中国消费者的预期和需求,也没有洞察中国市场和消费者的快速变化。”</div>
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菲亚特克莱斯勒合并后调整战略,重新进入中国市场。目前,菲亚特克莱斯勒与广汽集团合作,已经发布了菲翔、致悦等菲亚特品牌车辆,以及Jeep品牌车辆。今年菲亚特克莱斯勒在华销量也在持续增长,1至8月份,菲亚特克莱斯勒在华销量为9.82万辆汽车,与2013年同期相比攀升了55.7%。</div>
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Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-5669265964948329637.post-40983196663294558422014-10-12T17:22:00.001-07:002014-10-12T17:22:30.274-07:00Bill Russo to Join Panel Discussion at Global Automotive Forum<div dir="ltr" style="text-align: left;" trbidi="on">
<i><span style="font-family: Verdana, sans-serif;">Wuhan, China, October 16, 2014</span></i><br />
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<em style="box-sizing: border-box;"><strong style="box-sizing: border-box;"><span style="font-family: Verdana, sans-serif;">The Transformation of China’s Auto Dealers</span></strong></em></div>
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<span style="font-family: Verdana, sans-serif;">Auto dealers in China thrive on new car sales and highly profitable repair services. What opportunities and challenges do dealers face with the growing number of vehicles on the road, increased competition, the internet, and the establishment of more independent repair shop chains?</span></div>
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<li style="box-sizing: border-box;"><span style="font-family: Verdana, sans-serif;">Relationship between e-commerce through the internet and the current sales channels.</span></li>
<li style="box-sizing: border-box;"><span style="font-family: Verdana, sans-serif;">Transformation from a “commodity economy” to a “customer economy” by applying big data technology.</span></li>
<li style="box-sizing: border-box;"><span style="font-family: Verdana, sans-serif;">Standardization of the used car market.</span></li>
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<span style="font-family: Verdana, sans-serif;"><strong style="box-sizing: border-box;">Hu Bo, </strong>Chief Marketing Officer, Greater China and the ASEAN regional, Volkswagen</span></div>
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<span style="font-family: Verdana, sans-serif;"><strong style="box-sizing: border-box;">Liu Zhifeng,</strong> Executive Deputy General Manager of Beijing Hyundai, China Group ChinaChina</span></div>
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<span style="font-family: Verdana, sans-serif;"><strong style="box-sizing: border-box;">Pang Qinghua,</strong><strong style="box-sizing: border-box;"> </strong>Chairman of Pangda Group, China</span></div>
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<span style="font-family: Verdana, sans-serif;"><strong style="box-sizing: border-box;">Bill Russo, </strong>Managing Director with Gao Feng Advisory Company, China</span></div>
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<em style="box-sizing: border-box;"><span style="font-family: Verdana, sans-serif;">Moderated by,</span></em></div>
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<span style="font-family: Verdana, sans-serif;"><strong style="box-sizing: border-box;">Ma Xiaowei, </strong>President of <a href="http://iautos.cn/" style="-webkit-transition: all 0.15s ease-in-out; background-color: transparent; background-position: initial initial; background-repeat: initial initial; box-sizing: border-box; color: black; font-weight: bold; text-decoration: none; transition: all 0.15s ease-in-out;">Iautos.cn</a>, China</span></div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5669265964948329637.post-86794370181359641242014-10-02T19:23:00.002-07:002014-10-02T19:24:11.780-07:00奔驰和比亚迪用四年造了款车 你会买吗?(Mercedes-Benz and BYD Took 4 Years to Create the Denza EV: Would You Buy It?)<div dir="ltr" style="text-align: left;" trbidi="on">
<i style="color: #333333; font-family: Arial, Tahoma, Helvetica, FreeSans, sans-serif; font-size: 15px; line-height: 25px;"><span style="font-family: Verdana, sans-serif;">Jiemian.com, September 26, 2014</span></i><br />
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<span style="font-family: Verdana, sans-serif; font-size: x-small;">戴姆勒和比亚迪合作的第一款车终于推向市场,但似乎腾势对中国汽车新能源市场并没有足够的信心。</span></div>
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<span style="font-family: Verdana, sans-serif;">9月26日,腾势首款纯电动汽车率先在上海上市。这距离比亚迪和戴姆勒成立合资公司已经过去了四年。用四年时间来研发生产一款车在中国人眼里看来似乎太长。深圳比亚迪戴姆勒新技术有限公司COO罗格林(Arno Roehringer)告诉界面记者,如果时间允许,他希望用更长的时间来完成这个项目,因为这是一个全新的项目。</span></div>
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<span style="font-family: Verdana, sans-serif;">腾势的电池容量为47.5千万时,官方续航里程为300公里。为了加强电池组的安全性能,腾势的电池组外包裹着一个电池防护装置,它降低了汽车在发生碰撞时的自燃几率。比亚迪的E6电动车2012年曾在碰撞之后发生大火。</span></div>
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<span style="font-family: Verdana, sans-serif;">前克莱斯勒东北亚负责人、高风咨询公司董事总经理<b>Bill Russo</b>称,这款车更容易被一些“早期先驱者”购买。</span></div>
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<span style="font-family: Verdana, sans-serif;">腾势汽车在比亚迪的大本营深圳生产。双方合作中,戴姆勒提供整车制造工艺以及结构安全的品控,比亚迪负责电池、电机、电控和大规模路试。双方将其归结为“技术与品牌”的合作。</span></div>
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<span style="font-family: Verdana, sans-serif;">腾势为消费者最担心的充电设施做足了准备。腾势与全球电力和自动化技术企业ABB合作,为购车者提供充电解决方案。界面记者获悉,腾势内部还成立了一个专门针对恒大、万科和SOHO这类地产商的游说部门,该部门的主要职责是进行充电设备安装的合作推广。</span></div>
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<span style="font-family: Verdana, sans-serif;">腾势的首批经销店分别在上海、北京和深圳三个城市,分别由利星行、庞大集团和中升集团代理,他们同时也是奔驰品牌的经销商。</span></div>
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<span style="font-family: Verdana, sans-serif;">腾势相关负责人称,选择这些城市是因为这些城市出台了地方新能源补贴政策,也是国家节能与新能源示范推广试点城市。南京、杭州等地的经销店则计划在2015年一季度开业。</span></div>
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<span style="font-family: Verdana, sans-serif;">腾势两款车型售价分别为人民币36.9万和39.9万元。上海、北京和深圳的消费者在享受国家和地方新能源推广补贴后的购买起步车型的价格都不超过30万元,还能享受减免车辆购置税等优惠。</span></div>
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<span style="font-family: Verdana, sans-serif;">庞大集团董事长庞庆华称,“原计划在9月中旬开业的北京经销店现稍有延迟,目前接到了30多个订单。”未来腾势经销店还提供免费接送的充电服务。</span></div>
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<span style="font-family: Verdana, sans-serif;">双方的准备似乎非常充分,但戴姆勒对腾势未来的销量持谨慎态度。腾势汽车一份内部规划显示,今年9月产量为115辆,半年后月产量也只有213辆。而腾势工厂的规划产能是4万辆。</span></div>
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<span style="font-family: Verdana, sans-serif;">原计划去年11月亮相的腾势一直拖延到今年的北京车展,上市之前也没有大的品牌宣传活动,这和比亚迪汽车一贯的处事风格大相径庭。罗格林告诉界面记者,从戴姆勒的角度来讲,他们更注重产品的质量和提供的服务,对于宣传不是特别在意,所以最终按照戴方的意思执行。</span></div>
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<span style="font-family: Verdana, sans-serif;"><b>Bill Russo</b>认为,中国的电动车市场目前主要受补贴驱动。大规模的营销活动在初期并不是必须的,更重要的是让消费者接受产品本身,让政策制定者通过税收和补贴政策吸引消费者。</span></div>
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<span style="font-family: Verdana, sans-serif;">“相对于奔驰品牌,腾势是一个全新的品牌和产品,很多事情还在摸索中,”上海利星行腾势经销店的负责人郑雄伟称,虽然有很多热心客户询问,但后续效果如何他们也不得而知。</span></div>
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<span style="font-family: Verdana, sans-serif;">在中国,德系三大豪华汽车品牌选择了不同的新能源汽车发展道路,这些道路看起来都趋向于保守。稍早上市的华晨宝马之诺电动车选择了“只租不售”模式,奥迪还未在中国市场推出电动车型。今年8月份,德国总理默克尔访华期间曾为德国汽车制造商推广新能源汽车,呼吁统一中德充电标准。</span></div>
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<span style="font-family: Verdana, sans-serif;">“发展新能源汽车需要时间,需要建立政府部门、汽车公司和基础设施提供者合作的良性生态圈才能让消费者接受。”<b>Bill Russo</b>告诉界面记者,只有消费者认可了,看到这些利益机会时,汽车制造商才更有信心。</span></div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5669265964948329637.post-37868687027567714822014-10-02T19:13:00.002-07:002014-10-02T19:13:19.545-07:00林肯重返中国步伐缓慢 公布两款车预售价 (Lincoln Comes to China with Two Models)<div dir="ltr" style="text-align: left;" trbidi="on">
<i style="color: #333333; font-family: Arial, Tahoma, Helvetica, FreeSans, sans-serif; font-size: 15px; line-height: 25px;"><span style="font-family: Verdana, sans-serif;">Jiemian.com, September 25, 2014</span></i><br />
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曾服务过10任美国总统的林肯牌轿车早在1925年就被美国贸易商贩卖到当时亚洲最繁华的城市上海,但在近一个世纪后,重返中国市场的林肯会发现在向中国新兴富裕阶层推销高档车时,历史声望恐怕帮不上忙。</div>
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林肯近日公布了其重返中国的两款车的预售价和上市时间。将于10月23日上市的林肯MKC越野车的预售价为人民币35万至45万元,MKZ轿车为32至40万元。界面记者采访的多名汽车业分析师都认为这一定价策略与凯迪拉克相似,略低于占据主导地位的奥迪、宝马、奔驰,符合市场预期。</div>
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LMC汽车市场咨询公司总经理曾志凌表示,这个定价策略是林肯作为迟到的小众进口车所做的尝试,林肯到底能走多远还不好说。</div>
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距离2012年林肯宣布重返中国已经过去两年、新车上市还有一个月,官方网站上显示林肯正在北京、上海、广州、重庆等34个城市招募经销商。10月30日,林肯将在北京、上海和杭州三个城市率先开业3家经销店。林肯还在多个城市设立体验中心,邀请潜在车主登门体验,为即将开售的MKZ和MKC造势。</div>
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已经拥有一辆奥迪Q5的胡建志是林肯瞄准的目标消费者——林肯将他们称为“更加年轻的中国新贵”。胡建志前不久受邀参加了成都站的体验活动,但随后放弃购买林肯中型越野车MKC转而选择了奔驰,理由是担心二手车保值和售后服务。因此,潜在车主在购买林肯汽车时会与奥迪、宝马和奔驰进行比较,并产生胡建志那样的心理斗争。</div>
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中国车主对林肯的印象还停留在“加长礼宾车”、“总统车”上,林肯希望利用这些久远的记忆,并用个性化服务、宣传历史上的辉煌来突出品牌独特之处。</div>
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林肯市场营销副总经理徐佩文告诉界面记者:“这个群体对于品牌的需求不再是彰显自己的地位,而是彰显自己的品位,因此,深入的品牌体验变得更加重要。”</div>
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为产品和品牌预热而设立的体验中心——“林肯空间”透露出林肯将会采用的一些做法,例如进门处设有暖棕色的幕墙,还有一个专门的图像展示区宣传林肯品牌以及福特汽车创始人的历史事迹,顾客在店内可以享用茶道服务,临走时得到一个用林肯座椅相同皮料制作的行李牌。</div>
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徐佩文认为林肯能够凭借这些服务在豪华车市场上独树一帜。确实有顾客在参观过体验中心后对服务和环境印象深刻,但这无法改变一个事实——大多数购车者对林肯实在缺乏了解。林肯已有六年未在中国开展业务,2005年至2008年期间也只是以进口方式销售少量过时车型。</div>
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曾志凌表示,林肯已经有10年时间没有什么产品给中国人留下印象,几乎是一个全新的品牌,很多事情都要从头开始,而最困难的任务就是重塑品牌。他说:“林肯既小众又没有国产,没有太多先例可以参考。Jeep在中国卖得好是因为它知名度比较高,从1980年代就开始在中国生产。”</div>
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一位曾申请过林肯代理资格的经销商称:“有些人提起林肯,都不知道它是汽车。”</div>
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林肯缺席的这六年是中国豪华车市场超高速增长期,富人和新兴中产阶级面对着越来越多的想要为他们提供高档产品和服务的公司,其中不乏一些已经深入人心的汽车品牌。</div>
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新华信咨询公司汽车分析师金永生对依靠独特服务来赢得消费者的做法也持怀疑态度。“如果产品不能吸引消费者,单靠服务是没有意义的。服务本身很难创新,林肯现在推出的只是新的概念和称谓。”金永生还提到,林肯在产品上市前应该多多宣传技术上的独特之处。</div>
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中国消费者对林肯缺乏了解还给它带来一些额外的挑战,比如在寻找经销商方面。</div>
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眼下豪华品牌都在中国争夺有资金实力和管理经验的经销商,同时销售汽车的利润却在普遍下滑。</div>
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林肯去年邀请北京惠通嘉华投资有限公司到二、三线城市开店,遭到了拒绝。惠通嘉华是中国一家以经营捷豹、路虎和梅赛德斯-奔驰等豪华汽车品牌的经销商,其位于北京市建国路的路虎4S店是路虎在中国销量最大的4s店之一。</div>
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惠通嘉华一位不愿透露姓名的负责人表示,以林肯目前的设计风格、定价和品牌,只能吸引到25至40岁的小众群体,不看好短期赢利前景,只有在一线城市开店才能将风险降低到可以接受的程度。IHS轻型车销量预测经理林怀滨预测,林肯进入中国第一年的销量会很少。</div>
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林肯最终多是选择像福瑞汽车这样代理过福特品牌的经销商,福瑞汽车是长安福特在中国最大的经销商,由林肯的母公司福特与中国长安汽车集团共同投资。中国汽车流通协会副秘书长罗磊表示,让销售大众化产品的经销商代理豪华品牌不意味着会出问题。“只要它按照豪华品牌的标准去做,接受培训,或者从其他豪华品牌那里引入人才。”</div>
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林肯计划在2016年将经销商扩大至60家,是首批开业的3家经销店数量的20倍。林肯称其首批开业的店面数量比原计划多出两家,但这一比较是以林肯截至今年年底的8家经销店为基础。林肯中国销售副总经理高瑾馨在今年北京车展前离职,这是新车上市前最重要的宣传期。</div>
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外界猜测林肯高瑾馨的离职与经销商网络发展不顺利有关,林肯中国和高瑾馨则称离职是出于个人原因。</div>
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汽车业分析人士认为重返中国是林肯唯一的选择。麦肯锡在《中国高档汽车市场展望》中预测,到2016年中国豪华车销量将有望超过美国,在2020年之前中国豪华车市场仍有能力维持12%的年增长幅度。</div>
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前福特CEO艾伦·穆拉利(Alan Mulally)曾告诉媒体,林肯品牌发展重点锁定中、美两国,暂不考虑欧洲。林肯也已经将国产设为长期目标,但需要先以进口方式达到一定销量,较为激进的做法是达到3万辆便开始筹备国产事宜。</div>
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美国另一豪华品牌凯迪拉克经过9年的努力,目前中国豪华车市场占有率大约为4%,远远落后于奥迪、宝马和奔驰三大德系品牌,而林肯刚刚走出自己的历史低谷,在品牌复兴之路上还要落后于凯迪拉克,主力车型新MKC在美国本土市场也不太引人关注,7月份的销量只有1534辆。</div>
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林肯计划到2016年向中国市场投放5款车型。在MKZ和MKC之后,将继续推出一款中大型SUV、一款全尺寸四门轿车和一款大型SUV——林肯领航员。目前在中国市场上销售的豪华车型已超过 120款,主流豪华车品牌都在扩大产品种类和争夺市场份额。</div>
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前克莱斯勒东北亚负责人、<b>高风咨询公司</b>董事总经理<b>Bill Russo</b>称,中国豪华车市场的服务不够好,未来5年销量将会翻倍,这意味像林肯这样的豪华品牌仍有进入的机会,充分借助福特的技术和本土化经验,避免设计张扬能够提高成功的几率,但最终成功与否依赖于林肯如何讲述自己的品牌故事。</div>
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“并不是很多人知道林肯这个品牌。”他说,“在产品上市前它要花更多的时间让大家了解林肯代表什么。”</div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5669265964948329637.post-46819130347773251892014-09-30T09:48:00.000-07:002014-09-30T09:48:18.798-07:00Reinventing Mobility in the China Context: Internet Vehicles & Related Smart Car Technologies<div dir="ltr" style="text-align: left;" trbidi="on">
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<a href="http://globalbusinessprofessor.com/wp-content/uploads/2014/09/Bill-Russo.jpg" style="border: none; color: #244ba5; font-family: inherit; font-style: inherit; margin: 0px; outline: none; padding: 0px; text-decoration: none; vertical-align: baseline;"><img alt="Bill Russo" class=" wp-image-4886 alignleft" height="150" src="http://globalbusinessprofessor.com/wp-content/uploads/2014/09/Bill-Russo-199x300.jpg" style="border: 2px solid black; display: inline; float: left; font-family: inherit; font-style: inherit; margin: 5px; outline: 0px; padding: 0px; vertical-align: baseline;" width="100" /></a><strong style="margin: 0px; padding: 0px;">Bill Russo</strong>, <strong style="margin: 0px; padding: 0px;">Managing Director,</strong> <em style="margin: 0px; padding: 0px;"><strong style="margin: 0px; padding: 0px;">Gao Feng Advisory Company</strong></em>.</div>
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His career includes over 30 years of industry experience, 15 years as an automotive executive with Chrysler, and 10 years of experience in China and Asia. Mr. Russo has worked with numerous multi-national and local Chinese firms in the formulation and implementation of their global market and product strategies. While the Vice President of Chrysler North East Asia, Mr. Russo successfully negotiated agreements with partners and obtained required approvals from the China government to bring 6 new vehicle programs to the market in a 3-year period, while concurrently establishing an infrastructure for local sourcing and sales distribution. Mr. Russo is a highly sought after opinion leader on the development of the China automotive industry.</div>
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