Recently, various domestic industries are discussing the issue of import tax reduction, and they have expressed that they feel a kind of pressure. China's auto parts companies have also responded, but most of them feel "no impact". Some analysts believe that the tariff reduction has little impact on domestic parts manufacturers, mainly because most auto parts have been localized, and only a few key parts rely on imports. Domestically produced auto parts are mid-range, and imported auto parts are mainly high-end, which belongs to the competition of different categories.

At first glance, the first sentence is gratifying, but after a little thinking, the latter sentence is worrying. The expression "localization of most auto parts" is no problem, and this is indeed the case. According to the data of China Business Industry Research Institute, the total import volume of China's auto parts in 2017 was about 37 billion US dollars. According to estimates, imported parts accounted for about 9% of the average material cost of automobile vehicles, that is, about 91% of the localization of domestic vehicle parts. Such a high localization rate is not supposed to be "dependent". However, if you look at what 9% of the imports are, you can see why. This year, my country's main imported auto parts are gearboxes and their parts., Engines and their parts, automotive lighting and signaling devices, automotive electronics, etc., are all key components. How critical is it? For example, a car has more than 10,000 parts. Some parts will not affect the driving if they are removed, but they cannot be driven without the above parts. It can be said that imported parts are the "key minority" in the true sense ".

Obviously, the dependence on a few key components determines the overall backward state of China's parts industry. Tariff reduction has little impact on domestic parts and components enterprises, precisely because domestic enterprises are basically in the middle and low-end fields, and rarely produce high-end parts involving tariff adjustment, which is also a proof of the backwardness of the industry. Not long ago, the world's automatic transmission giant Japan Aisin AW Co., Ltd. (hereinafter referred to as Aisin) has signed a joint venture agreement with Geely Automobile and Guangzhou Automobile Group to open a factory in China to produce transmissions and supporting parts, which makes domestic transmission manufacturers very nervous. They worry that the rapid layout of Aisin in China's transmission market may seriously hit the development of the autonomous transmission industry.

Once the Aisin transmission is localized, its price will be greatly reduced, as low as the range of independent enterprises, which is different from "tax reduction", which has the meaning of reverse force. In fact, the transmission jointly produced by Aisin and Chinese enterprises is a relatively backward 6AT transmission, but even so, domestic enterprises can not compete with it. This shows that the overall backwardness of China's transmission industry is not a little bit. The Aisin incident, which caused widespread discussion, to some extent represents the "collective anxiety" of the independent parts industry ".

Industry experts said that although the transmission is known as the most difficult "fortress" to overcome, there are still many difficulties for independent brands to overcome in the field of core components. In recent years, China has made great breakthroughs in the machinery manufacturing sector, such as connecting rods, crankshafts, body, cylinder heads and other parts of independent enterprises can complete production. However, once a single component is to be combined with "electricity", a considerable number of components need to rely on foreign companies. For example, variable valve timing, electronically controlled superchargers, and electronically controlled exhaust gas recirculation valves, these parts and components cannot be independently developed and put into production by domestic companies. The "non-electrification" of technology is an unavoidable problem for independent research and development. The performance of the "hollowing" of auto parts technology.

Key components cannot be produced, and non-critical components also face low market concentration. The number of auto parts enterprises in China is conservatively estimated to be more than 100000, of which less than 13000 enterprises have an annual output value of more than 20 million yuan. In terms of the distribution of the nature of enterprises, small enterprises account for 62%, medium-sized enterprises 25%, large enterprises 9%, and large parts enterprises are very few. Although there have been a number of highly specialized enterprises in Chinese brand parts enterprises, more domestic parts enterprises are concentrated in the field of low value-added parts and components, and they are scattered and repeated. Since all the money earned is small and hard money, there is no spare capacity to invest too much in research and development. The survey shows that the R & D investment of China's auto parts enterprises currently accounts for only 1.4 percent of sales revenue, far below the average of 5 percent of multinational companies. If we do not master the cutting-edge technology and core technology, we can only imitate the production of other people's products step by step. As a result, domestic parts enterprises have no right to speak in the market and are easily influenced by vehicle enterprises. They can only mix in the low-end market and fall into a vicious circle.

China's auto parts technology is backward, hollowing serious, there are historical reasons that can not be ignored. Some people in the industry pointed out that the development of China's automobile industry has always had the disadvantages of "emphasizing the whole vehicle and light parts. The spare parts industry neither enjoys the "protective" policy nor gets much market benefits through joint ventures. It has been in a state of "free-range support" and has to find food in the narrow space where foreign counterparts and vehicle enterprises are double squeezed. In view of this, to change the living state of independent parts enterprises, the past "use doctrine" can not solve the problem. After missing the development opportunity period, only the relevant departments of the state, vehicle manufacturers, parts enterprises and other industrial chain related parties can find new opportunities.

From: China Quality News