The "Great Leap Forward" boom of independent brands seems to have become the past. Since two years ago, the moment the joint venture was born, the innate national sentiment of self-owned brands has become less pure. Today, the industry has divided its own brands into independent and joint ventures. Under the guidance of relevant policies, there will be more and more independent brands. Perhaps in the future, we will also separate our own brands, such as Japanese autonomy, German autonomy, American autonomy, and Chinese autonomy. Thus becoming a car market with Chinese characteristics.
China’s automobile market can be described as “self-prosperous and autonomic,†and the industry’s “car first year†is 2000 years. It was from that year that Chery, Geely, and BYD were exposed. They were like warriors on the battlefield. They ran ahead in the assault and set a bustling scene for the Chinese auto market. When evacuated, he ran at the bottom, and this year the auto market is in a state of depression, and its own brand is the most injured.
As an independent brand leader, BYD Auto has released a performance report in the near future and expects its net profit in the first half of the year to fall by 85% to 95%. The report stated that the decline was affected by the cancellation of preferential taxation policies for purchases and the intensified market competition. According to the sales data released by the Automobile Association in recent days, the dramatic drop in sales of BYD is just a microcosm of the status quo of independent brands. From the overall sales data, the market share of self-owned brand passenger cars generally showed a downward trend. Among them, Chery, BYD, Geely and other independent brands have all experienced declines in sales.
Industry insiders analyzed that in 2009 the government introduced passenger car purchase tax, car to the countryside and other preferential policies, independent brands are the main beneficiaries. After these policies were cancelled this year, the independent brands immediately fell into trouble. Whether the national policy supports self-owned brands has become the focus of discussions in the industry. China's independent brand is like a young man who has just begun to take a leap. The competition rules of the auto market are like an international track and field competition. The competitors that the independent brands have to face are veteran veterans who have been in the court for many years. The independent brand relied on the familiarity with the environment and the control of costs in the early stage, and won the top spot in the low-end market. However, with the joint venture brand through the layout of the third and fourth tier markets, the introduction of low-end products has eroded its own brand market. At the same time, the joint venture companies also began to carry out joint venture autonomy. Policies no longer support, traditional independent brands are faced with a raging slogan, and they need to make a dead-end road.
Regarding the huge potential of the Chinese automobile market, in fact, regardless of whether independent brands choose to enter the mid-to-high-end market, they still have a large market to choose to take root in the low-end market. Suzuki, known as the "king of cars," has been thriving. As a top-level SUV in the U.S. Department of the U.S., Hummer had no one acquired and was forced to declare bankruptcy. Explain that in the choice of market, all roads lead to Rome. Like the F1 race, the timing of tyre change, the choice of the runway is not the core issue, and the team of technicians is the key to victory in the adjustment of the car and the control of the driver.
In the face of the cold weather in the auto market, how independent brands have survived this crisis has become the most important section of the Chinese auto market this year. Well-known commentator told Han Song that the price of the joint venture brand was under pressure and it seized the market share of its own brand. The Euro-American joint venture cars represented by Volkswagen and GM continue to occupy the leading positions in production and sales; as production capacity gradually recovers, the sales and share of Japanese car companies also began to rebound; while the sales and share of self-owned brands in the low-end market Continue to shrink. If there is no major policy intervention, and this trend continues, until the end of the year, the market situation will have to be re-divided, and the strength and weakness will become more distinct.
For the Chinese auto market, there is a lesson from the past and it is worth paying attention to the owners of the independent brands. That is the Chinese mobile phone market, which also occupies the world's largest consumer market. In 2000, Motorola and Nokia took the lead in the market. Then, in 2004, with independent brands rising, Bird and TCL firmly dominated the middle and low-end market with low-price advantages, and completed the laying of low-end markets in China with huge sales volume. However, the good times are not always regular. In 2008, Nokia, Sony Ericsson and other global mobile phone giants launched low-end models one after another. The independent brands quickly declined until they quietly, only relying on exports to survive. This is similar to the Chinese auto market! Joint ventures and imported car companies occupy the high-end market in the auto market, and their products are in short supply. Self-owned brands are struggling with low costs in the low-end market. If GM, Mazda, and other first-line manufacturers launch a strong offensive against the low-end market of 50,000 yuan, how do you handle the independent brands that firmly control the market? More similarly, the tragedy is repeating itself, and the independent brand seems to have focused on exports. J. D. Power Asia Pacific’s general manager recently spoke of China’s own brand: “China’s own-brand vehicles are exporting too early at this stage, and are relying entirely on low-cost, low-cost expansion. This is not an increase in the reputation of China's own brands in the international market, but in damage, which is tantamount to drinking and quenching thirst and making fish. Export is the choice for companies to maximize their profits, but the core of the company's competitiveness is no exception. Industrial upgrading and technological innovation should be the top priority for corporate development. Du Mu warns the posterity at the end of A Fu Gong Fu: Qin people do not mourn and mourn. Later generations mourn and ignore it, and also cause later generations to mourn and mourn afterwards. With a lesson from the past, we hope that China's autonomous car brands can learn from it.
China’s automobile market can be described as “self-prosperous and autonomic,†and the industry’s “car first year†is 2000 years. It was from that year that Chery, Geely, and BYD were exposed. They were like warriors on the battlefield. They ran ahead in the assault and set a bustling scene for the Chinese auto market. When evacuated, he ran at the bottom, and this year the auto market is in a state of depression, and its own brand is the most injured.
As an independent brand leader, BYD Auto has released a performance report in the near future and expects its net profit in the first half of the year to fall by 85% to 95%. The report stated that the decline was affected by the cancellation of preferential taxation policies for purchases and the intensified market competition. According to the sales data released by the Automobile Association in recent days, the dramatic drop in sales of BYD is just a microcosm of the status quo of independent brands. From the overall sales data, the market share of self-owned brand passenger cars generally showed a downward trend. Among them, Chery, BYD, Geely and other independent brands have all experienced declines in sales.
Industry insiders analyzed that in 2009 the government introduced passenger car purchase tax, car to the countryside and other preferential policies, independent brands are the main beneficiaries. After these policies were cancelled this year, the independent brands immediately fell into trouble. Whether the national policy supports self-owned brands has become the focus of discussions in the industry. China's independent brand is like a young man who has just begun to take a leap. The competition rules of the auto market are like an international track and field competition. The competitors that the independent brands have to face are veteran veterans who have been in the court for many years. The independent brand relied on the familiarity with the environment and the control of costs in the early stage, and won the top spot in the low-end market. However, with the joint venture brand through the layout of the third and fourth tier markets, the introduction of low-end products has eroded its own brand market. At the same time, the joint venture companies also began to carry out joint venture autonomy. Policies no longer support, traditional independent brands are faced with a raging slogan, and they need to make a dead-end road.
Regarding the huge potential of the Chinese automobile market, in fact, regardless of whether independent brands choose to enter the mid-to-high-end market, they still have a large market to choose to take root in the low-end market. Suzuki, known as the "king of cars," has been thriving. As a top-level SUV in the U.S. Department of the U.S., Hummer had no one acquired and was forced to declare bankruptcy. Explain that in the choice of market, all roads lead to Rome. Like the F1 race, the timing of tyre change, the choice of the runway is not the core issue, and the team of technicians is the key to victory in the adjustment of the car and the control of the driver.
In the face of the cold weather in the auto market, how independent brands have survived this crisis has become the most important section of the Chinese auto market this year. Well-known commentator told Han Song that the price of the joint venture brand was under pressure and it seized the market share of its own brand. The Euro-American joint venture cars represented by Volkswagen and GM continue to occupy the leading positions in production and sales; as production capacity gradually recovers, the sales and share of Japanese car companies also began to rebound; while the sales and share of self-owned brands in the low-end market Continue to shrink. If there is no major policy intervention, and this trend continues, until the end of the year, the market situation will have to be re-divided, and the strength and weakness will become more distinct.
For the Chinese auto market, there is a lesson from the past and it is worth paying attention to the owners of the independent brands. That is the Chinese mobile phone market, which also occupies the world's largest consumer market. In 2000, Motorola and Nokia took the lead in the market. Then, in 2004, with independent brands rising, Bird and TCL firmly dominated the middle and low-end market with low-price advantages, and completed the laying of low-end markets in China with huge sales volume. However, the good times are not always regular. In 2008, Nokia, Sony Ericsson and other global mobile phone giants launched low-end models one after another. The independent brands quickly declined until they quietly, only relying on exports to survive. This is similar to the Chinese auto market! Joint ventures and imported car companies occupy the high-end market in the auto market, and their products are in short supply. Self-owned brands are struggling with low costs in the low-end market. If GM, Mazda, and other first-line manufacturers launch a strong offensive against the low-end market of 50,000 yuan, how do you handle the independent brands that firmly control the market? More similarly, the tragedy is repeating itself, and the independent brand seems to have focused on exports. J. D. Power Asia Pacific’s general manager recently spoke of China’s own brand: “China’s own-brand vehicles are exporting too early at this stage, and are relying entirely on low-cost, low-cost expansion. This is not an increase in the reputation of China's own brands in the international market, but in damage, which is tantamount to drinking and quenching thirst and making fish. Export is the choice for companies to maximize their profits, but the core of the company's competitiveness is no exception. Industrial upgrading and technological innovation should be the top priority for corporate development. Du Mu warns the posterity at the end of A Fu Gong Fu: Qin people do not mourn and mourn. Later generations mourn and ignore it, and also cause later generations to mourn and mourn afterwards. With a lesson from the past, we hope that China's autonomous car brands can learn from it.
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