In 2007, the Chinese car was a big bull market. Although the year 2007 is not over yet, it is estimated that the number of passenger cars will reach 5.3 million by the end of the year, and the absolute amount will increase by about 1 million units from last year, with a growth rate of nearly 25%. There are two market segments with relatively high growth rates. The first is the mid-to-high-class car market. The annual growth rate is expected to reach 36% this year. The second is the medium-to-high-end urban multi-functional off-road vehicle market, with growth rate close to 50%.
In 2008, China’s autos should still be big bulls. Sales of passenger cars can be expected to exceed 6.3 million, which is about 1 million more than this year. The reason is as follows:
Judging from the macroeconomic fundamentals, the hosting of the Beijing Olympics next year will greatly revive national strength and markets. With the assistance of the policy side, the stock market will also maintain a bull market before the Olympics. The sustained growth of the domestic economy can be expected, and the disposable wealth of residents can increase. Increased capacity. Therefore, the auto market will have a good growth base next year. What drives economic growth is investment, consumption, and exports. This “troika†will continue to maintain its strong vitality—a huge foreign trade surplus and appreciation of the renminbi will further drive investment growth next year, and investment growth is obviously driving the auto market. Looking ahead to 2008, only the rising global oil prices will have a partial impact on the growth of domestic car sales. The increase in various taxes and fees will not significantly hinder the increase in car consumption. The domestic auto industry situation will still be excellent.
However, in 2008, the leader of China Auto's DaNiu market segment will rise and fall. In 2007, the “leading†sales from Beijing-Guangzhou, Shanghai-Shenzhen, and other central cities have become fatigued—air pollution, road congestion, and high brand prices. Fees and the increasingly large number of car purchase bases have made the central city's pulling effect on the entire auto market drop, and dozens of second-tier and third-tier cities such as Suzhou, Qingdao, Dalian, Wuxi, Dongguan, Shunde and other cities have exhibited strong “recommended marketâ€. At the same time, the rural market will also develop steadily. --- The support points for the good performance of the two masses in the Chinese auto market over the years are actually not the brand new models in the central city, but rather the two masses have in-depth sales networks at the county level in China. Santana and Jetta withdrew from the central city. Therefore, the “General market†of the national automobile market will play a positive role in supplementing the fatigue of the leading cities in the central city.
In 2007, SAIC and NAC's significant contribution to the Chinese auto industry not only lies in the huge prospects of the future joint venture company, but also the way of its integration. SAIC does not use cash to acquire but instead exchanges 15% of the same value for the South. The four major shareholders in the hands of Nanjing Auto Group 100% stake. As a result, SAIC will become a wholly-owned controlling shareholder of NAC, and NAC will be included in the planning of SAIC's entire group. At the same time, because SAIC acquired the shares of the shareholders of Nanjing Auto, it is still an independent legal entity with a dominant position for Nanjing Auto. This has more modern enterprise spirit and popularization effect than China's past integration of the auto industry or free administrative allocation, or a huge cash purchase.
The huge amount of mergers and acquisitions by auto companies in developed countries is basically carried out in the form of cross-shareholdings, forming the “you have me, I have you†situation, from Dai-ke merger, Renault-Nissan alliance, Volkswagen-Audi integration, etc. All of this, "a very big feature of the automotive industry is its co-operation." PSA President Strve said at the China-Europe Forum. Through cooperation, capital expenditures can be shared and R&D results can be shared. This is the development trend of the global automotive industry.
For Chinese cars, the internal pressure in the domestic auto market is getting higher and higher. The joint venture manufacturers can already provide 70,000 to 80,000 yuan, 60,000 yuan for Swift and 60,000 yuan for Daifa, which have international reputation and manufacturing quality. Model. In the next few years, it will not be ruled out that by introducing Renault’s 6000 USD “Daccia†or Guangben’s own models, the price will drop to a standard of 50,000 yuan, which will eventually push Geely and Lifan out of the market. All this indicates that Chinese cars have really reached the age of scale and the dense array of cars—as a person in charge of Chery Automobile said: “300,000 vehicles have become the bottom line of survival and 500,000 vehicles are not safe enough. The chassis and more than nine types of derivative vehicles can be a bit more colorful.†The consolidation of the automobile industry in the era of scale cannot rely solely on the allocation between governments, and the mutual cooperation between the two parties in the Shang-South cooperation is mutually beneficial. Tax and employment interests remain unchanged in the original place will become a new shortcut and operational mode to break through China's barriers to local investment.
From the rumors of Chery – JAC’s mutual shareholding, the ongoing operation of the South-South cooperation, Dongfeng – Hafei integration, Fujian’s car prices, and many of the still underwater sneak cooperation discussions, so 2008 will be the Chinese car industry. The year when cross-shareholdings is popular.
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