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As early as five years ago, the author once wrote an article on “China's heavy truck manufacturers with excess capacityâ€. At that time, the author was working with trucks on heavy trucks to study heavy truck products and markets. Five years passed quickly. Nowadays, the domestic heavy truck companies have not only decreased, but on the contrary, more and more. In addition, some original agricultural vehicle enterprises are also producing quasi-middle-heavy trucks. There is not much Chinese truck companies in the world. On average, each province and autonomous region has one. In some areas within a hundred kilometers, there are several heavy truck companies.
For example, in Hangzhou, Nanjing and Hefei, there are Dongfeng Nissan Diesel, Nanjing XCMG, Nanjing Automobile Lingye (possibility of re-production), Anhui Maanshan Hualing Xingma, Hefei Jianghuai Gefa (will soon put into production of Navistar ), Wuhu Union Trucks and IVECO heavy trucks that Iveco may reinvest in Shanghai or Nanjing next year. By 2020, if these seven commercial vehicles are put into heavy production, the production capacity will exceed one million units. Because this area is not only the most developed economy and logistics industry, but also the most complete and complete vehicle manufacturers and accessory manufacturers, Chinese and foreign car companies have gathered to set up camps and staking locations in this outstanding area and the most fertile areas in the country.
In areas where congenial conditions are slightly inferior and even individual people cannot even eat rice, local governments have also taken good care of new automobile projects because of GDP performance factors. Although the country yells annually that mergers and reorganizations should be carried out on overcapacity industries, some of the deformed freak power right ministries of the second government in China have only received huge sums of money from local governments and car companies. No one project has not been approved, and even The poisoning of foreign-funded enterprises in China by generations of children and grandfathers is also correct.
Therefore, if the "merger and reorganization" of the Chinese-style surplus industries is really to be implemented, we must first eradicate the sources of cancer that cancel these malformed freak and harm the country and the public. Otherwise, industries with excess capacity that wastes resources and labor and financial resources will surely be flooded. The disaster has become the driving force behind our illegal system of market economy and society.
In the past two years or so, China's heavy-duty truck industry has seen rapid sales decline on the one hand, but on the other, capacity building is still in madness. The overcapacity has not been effectively controlled, but has continued to expand. Last year, the construction capacity of newly constructed and newly built heavy trucks in China was approximately 1.6 million units, of which approximately 450,000 were newly built. These production capacities will be gradually released this year and in the coming years, which will contribute to the fierce competition in the heavy truck industry and serious overcapacity.
According to relevant media reports, "China Heavy Duty Truck is building and newly built capacity is up to 380,000 units. Followed by the Grand Canal heavy truck, in Shanxi Yuncheng, Sichuan Chengdu and Hubei Shiyan construction and newly completed With a production capacity of 310,000 vehicles, the huge production capacity is in stark contrast to the mysterious sales volume of the New Army Universiade heavy truck, which has reached 170,000 units (including heavy truck production bases in Xinjiang, Yan'an in Shaanxi, and Datong in Shanxi). And Huainan, Anhui and other new energy vehicles.
Sichuan Modern, which was just unveiled in 2013, is building a new base for trucks with an annual output of 160,000 vehicles, and plans to produce 700,000 commercial vehicles in the future. Dongfeng Motor is building and newly built capacity of 130,000 vehicles. Among them, Dongfeng Commercial Vehicle Company's 80,000 heavy-duty truck plant has completed production of 40,000 units and put into production. Dongfeng Nissan Chai Reform and Expansion Project was launched in Hangzhou in March 2012. It was put into operation as quickly as the end of 2013 and eventually reached 50,000 vehicles. High-end heavy truck capacity. Valin Xingma is building and newly built capacity of 110,000 vehicles.
Hubei Sanhuan Automobile Co., Ltd. plans to build 100,000 medium and heavy trucks. The FAW Jiefang Qingdao Automobile Factory has been building 100,000 commercial vehicle projects in Chengdu, including an annual output of 40,000 light trucks and 60,000 medium-duty trucks. It is planned to be completed in 2013. Xugong Heavy Trucks is currently building 60,000 heavy-duty trucks in Xuzhou and Nanjing. The AVIC company has signed contracts in Xingtai, Hebei, to build a heavy-duty truck base with an annual output of 60,000 vehicles, and plans to revive the long-lost Long March heavy truck. â€
In addition, it has not yet been counted and cannot be counted that some agricultural vehicle manufacturers in the country are also manufacturing large quantities of “quasi-heavy cardsâ€, not only being able to use “green cards†for agricultural vehicles, but also permitting the use of light trucks. A four-wheel agricultural vehicle that is only allowed to load 3 tons can actually carry 30 tons or more. How are these "quasi-heavy cards" "announcements" (catalogues) obtained? How can we obtain the "product certificate" and how can we get on the road? It really proves the truth that "the money can make the ghosts grind!"
These so-called "quasi-heavy cards" are actually heavy-duty counterfeit cards, and "manufacturing" is also very simple. Although heavy-duty trucks are the most complex and technologically advanced in the automotive sector, the arrival of these quasi-heavy trucks is also much more concise.
As long as a cab is developed, other people, like children building blocks, can buy back key vital components such as engines, transmissions, axles, and frame beams that provide abundant resources in society and can be shared in large quantities. After the assembly is completed, it becomes. A large amount of money was used to buy the "Announcement" (Catalogue) and "Product Certification". Under the protection of the local protectionism of various local governments, it was possible to get goods on the road. Therefore, in China, it is important not to make heavy truck production and obtain "birth certificate" and "on-road permit" as long as they are willing to make a lot of money.
However, what is also worthy of attention and important difference is that currently some mainstream heavy truck companies are competing to build "core". In the future, heavy truck market competition will be more competitive in the whole industry chain to increase their market and product competitiveness. The top nine heavy truck manufacturers in China have all involved the engine business, and the new layout of heavy truck companies in the heavy-duty diesel industry is beginning to take shape.
For instance, several OEMs, such as Hualing, Beiben, Futian, Jianghuai, and Union Trucks, will extend their tentacles into the engine sector and begin or prepare their own engines. The development of the high-power Hualing engine has always been dominated by Hualing, and its intellectual property is owned by Hualing, and it has extensive cooperation with domestic and foreign design agencies and research institutes. Valin's heavy-duty engines are mainly developed jointly with AVL Austria. Hualing's production of its own engine, gearbox and axles announced that Hualing has taken a substantial step in the complete vehicle package. Both of its engines are equipped with Bosch's high-pressure common rail system. The main components are imported from abroad or purchased from foreign parts giants' factories in China, which can effectively guarantee the quality and reliability of products.
Another technical route is to jointly manufacture engines with domestic diesel engine plants. For example, Guangxi Yuchai Machinery Co., Ltd. and China Ordnance Industry Co., Ltd. have signed an agreement to build engines. The two parties intend to cooperate to build a production line with an annual output of 100,000 engines. The total investment of the project is nearly 1.6 billion yuan. It is said that the construction of the project is perfect. Beiben heavy-duty car support is of great significance.
According to another report, the engine joint venture project of Beiben Heavy Duty Truck and Yuchai is expected to begin construction in April 2013. Beiben cooperates with Yuchai Machinery. During the 12th Five-Year Plan, Beiben will have 60,000 engines and 60,000 gearboxes. With the promotion of the Ordnance Industry Group, it is only a matter of time before Beiben realizes a self-made engine. The YC6MK/YC6K12 engines jointly developed by Jirui Union Trucks and Yuchai have been put on the market.
JAC and Navistar's engine joint venture company, the JV’s products mainly provide JAC vehicles with engines that meet China’s Euro IV and Euro V standards, while also preparing JAC’s light, medium and heavy truck exports overseas. These heavy truck companies have their own engine resources. It is a joint venture and cooperation with multinational corporations and the introduction of foreign technology. It is the most common self-produced engine mode in the medium- and heavy-duty truck industry.
For example, the MC08/MC11/MC13 products of Sinotruk and Mann, the Kosso engine of Yiyinhong, the Maisfu engine of Jianghuai Navistar, the Ximing Cummins Engine of Shaanxi, and the OM457 engine of Auman and Daimler. Dongfeng Cummins Power, Dongfeng introduced dCi11 power from Renault Trucks. With the intensified competition in the heavy-duty truck market, in order to avoid the impact of production capacity on supporting suppliers, engine and transmission self-control is just a beginning. In the future market development, heavy truck companies may continue to extend the industrial chain from vertical to horizontal.
It must be pointed out that how can China's automobiles develop vertically or horizontally, and in the key technology areas, they cannot escape the palm of the "Feast of Buddha" of foreign capital. In particular, the lack of core technologies in Chinese truck companies, such as the optimization of powertrain, electronic control systems, brake safety systems, and the structural optimization of the bodywork and chassis, and foreign truck technologies, are still weak in independent research and innovation, and they do not have a good grasp of product development. The process, process, management technology, project management, and evaluation technology have a large gap, and most of the upgrading of any product technology depends on foreign parties.
Especially in some key technologies such as engines, automatic transmissions, axles, etc., China has not fully mastered the core technologies. It is true that although the Monkey King has "a change of 72, he can't jump off the palm of Buddha". Although the Chinese automobile industry has produced the largest volume of production and sales in the world, the "heart" and "brain" are controlled by foreign capital. However, the fate of being a wage earner and an overseas colonial factory has already given up! !
If the engine EFI system (gasoline engine) is currently controlled by Bosch, Delphi, Siemens and other companies, diesel common rail EFI or electronic control unit pump, pump nozzle technology are Bosch, Delphi, Japan Denso and other companies strictly controlled. Bosch, Denso, and Delphi: Grabbing more than 90% of the market share of China's high-pressure common rail system market.
At present, high-pressure common-rail diesel engines only occupy 20% of the diesel engine market, and high-pressure common-rail diesel engines have huge market potential, especially in the field of commercial vehicles in China. Whether from the national I or the country V electronic control core technology is still foreign Controlled, such as the engine control system (ECU) is currently dominated by several foreign companies such as United Electronics, Denso Japan, Bosch Germany, and Delphi.
For example, most foreign capitalists are in control of key technical discourses such as Common Rail Fuel Injection (EFI) systems, electronically controlled monomer pumps, and electronically controlled pump nozzles in diesel engine key components. Foreign capital is controlled in all aspects such as share ratio, technology, products, brands, etc. It has formed a great threat to China's automobile engine industry.
Over the past years, the Chinese government has always proceeded from political considerations and not from the actual conditions of the people's livelihood. In the event that oil products have not met the standards and the international situation is also ten years behind, the EU IV and Europe V policies that are to be implemented in the preceding decade will be implemented. The multinational component giant has already strongly monopolized the process of China's automobile emission standards, and the Chinese market has become a feast for these international capital tycoons.
In summary, under the influence of internal and external factors of the heavy truck industry in China, the so-called "merger and reorganization" is not only impossible, but also increasingly divergence. Within 10 years, it may be a fantasy to talk about Chinese-style car "mergers and reorganizations."