Recently, a number of authoritative media at home and abroad have reported that Caterpillar of the United States will unite Navistar and JAC to establish a 50:50 joint venture. The joint venture company will rely on the existing production base of Jianghuai Automobile. Caterpillar and Navistar will mainly participate in the form of cash plus technology. The cooperation is mainly concentrated in the areas of heavy-duty trucks and engines. According to informed sources, "The basic framework for the current cooperation has been determined, and only some details need to be negotiated. The joint venture company is expected to be formally established in September. With the deepening of cooperation between the two parties, Do not rule out the possibility of further cooperation in other areas." Earlier this year, Caterpillar and Navistar signed an agreement to establish a joint venture with a half shareholding in each side to expand the global commercial trucking business outside North America, initially focusing on China, Brazil, Russia, South Africa, Australia, And Turkey and other countries. China will obviously be the first stop for the two giants to jointly develop overseas markets. Some analysts pointed out that the booming commercial vehicle market in China has become the main driving force for the two giants to accelerate the layout of the Chinese market. When Jack Allen, president of Navistar Engine Group, received media interviews, he also said that China's rapid development, especially the market's growth rate, is very attractive to Navistar. The joint venture with Jianghuai in the medium-to-heavy-duty card area has obvious advantages for the two U.S. giants. However, after China-Japan joint-venture vehicles (such as Guangzhou Automobile and Hino) and Sino-EU joint ventures (such as Iveco Hongyan and Foton Daimler) have emerged, China-US joint ventures will eventually appear in China's heavy truck market. Analyzing some of the joint ventures and various forms of cooperation in China's heavy truck market in recent years will reveal: The top heavy truck companies do not take joint ventures Joint ventures with foreign companies are not top heavy truck companies, and top companies are not using joint ventures. The “top heavy truck companies†mentioned here refer to FAW Jiefang, CNHTC, and Dongfeng Commercial Vehicles. These three companies not only occupy the top three for a long time (although different months or years, the specific rankings of the three companies will change), and clearly distance from the companies ranked behind, and the competition among the three companies is more The fiercer and fiercer, the gap between sales volume and market share is getting smaller and smaller. They are the most powerful companies in China's heavy-duty truck market, but they are not joint ventures with foreign heavy-duty truck giants. Instead, they are fast-growing rookies in the heavy-duty truck market, such as Futian Auman; or some of the original strengths in light trucks. Companies such as non-heavy trucks that plan to increase their development in heavy trucks, such as Jianghuai, or companies such as Hongyan, were originally companies that started out as heavy trucks but who are at a competitive disadvantage because of historical reasons but want to rebuild their prestige. The best companies in China’s heavy truck market did not take joint ventures when they cooperated with foreign companies, and they did not take the form of a 50:50 joint venture. The cooperation between Sinotruk and Mann took the form of a minority shareholding in exchange for technology; FAW did not enter into a joint venture in the heavy truck field (its joint venture with GM was only in the light vehicle sector); Dongfeng and Volvo's joint negotiation negotiation did not have a final conclusion (future It is also hard to have). These companies seem to be deliberately avoiding the joint venture this way, or even if they do not avoid but it is difficult to get together to join the joint venture. Why China's top heavy truck companies do not choose joint ventures? Quite simply, they do not need joint ventures with foreign companies. The joint venture itself is a way to reduce efficiency and dilute profits. It can be adopted when opening up foreign markets, but as a host company that is familiar with the market environment, it has actively proposed joint ventures, which shows that the strength of these local companies is not strong. This was the case in China’s car companies just after the reform and opening up. After being restricted for many years in the car market, they adopted a relatively new approach at the time—a joint venture (typically 50:50) and a certain degree of protection for the country. The composition of the industry is also an innovative strategy. At that time, we also hoped to "change the market for technology." However, China's best heavy truck companies do not need to use this method to "change technology." And the car companies have gone through joint ventures for a period of one to twenty years, but they haven’t actually switched to many technologies. Why should Chinese domestic heavy truck giants take this route? They have their own technology accumulation, and some technologies can be obtained through other means. It is also impossible to purchase products from key powertrain companies or joint ventures with foreign powertrain companies (such as Cummins). If a joint venture is adopted, the game will be inevitable In recent years, JAC has increased its expansion into lighter cars (cars) and heavier cars (middle-heavy trucks, etc.), but if its purpose of entering the car market is similar to that of other such companies, it has recently entered the big MPV. The news of the medium- and heavy-duty card market also reflects its strategic choice in displaying the strength and avoiding a situation that is passive to it in the rumors of "will be reorganized by Chery". However, its joint venture with Caterpillar and Navistar (if finalized) also faces many challenges and doubts. The first is that the medium-to-heavy truck technology will rely heavily on foreign partners. When it is put into operation, China's emission standards are likely to have already reached the fourth national level. The second is whether Jianghuai's heavy trucks are used to seize Chinese market share. Will the products produced by its joint venture with the two American giants be used mainly in the Chinese market? If the answers to these two questions are inconsistent, Jianghuai will need to negotiate more with foreign parties, otherwise it will become a foreign foundry in China. Nowadays, the most praised joint venture project in China's truck heavy truck market is the joint venture between Foton and Daimler, as it marks that foreign commercial vehicle companies have begun to change their tactics in the Chinese market and no longer abruptly resemble the passenger car market. It took the product directly, but took the technology, but the brand was still a Chinese company. However, with the strength of Fukuda, the two will inevitably have some games. In the global commercial vehicle market, Fukuda has now surpassed its technologically advanced joint venture partner, Daimler, but it still needs Daimler's technology. Daimler is also using its technology to include Futian. Its R&D, procurement, production system and way of thinking go. Fukuda will learn the same technology in the future. If the overall strength obviously threatens Daimler (this day seems not to be far away), the relationship between the two will become more subtle. we are OEM tubing pipeline factory ,we could produing what you need ,for car use ,waiting for your request in anytime. Polyamide brake tube,PA corrugated tube, Automobile wire tube JiLin TAIYU Technology Manufacturing Co., LTD , https://www.automobilepipe.com
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