The 5th Anniversary of China's Automotive Industry

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CCTV “China’s Financial Report” broadcasted the program “Fifty Years After China's Accession to the WTO: The Wind and Rain on the Auto Industry” on November 27th. The following is the content of the program.

At the 2006 (Ninth) Beijing International Motor Show that just ended, 1,500 Chinese and foreign companies from 20 countries and regions participated in the show, exhibiting 556 vehicles of various kinds, including more than 10 vehicles in the world’s first car. These figures are again break the record. In 2006, China’s auto market continued its prosperous past. Although the annual sales of automobiles have yet to be finalized, many people in the industry are optimistically estimating that China has become the world’s third-largest automobile producer and it is not suspense to sell more than 7 million vehicles a year. For the people, 7 million vehicles are just a meaningless number, far less than the new models just launched on the market, and not as lively as the price cuts. However, this figure is of special significance to the several interviewees we are about to see today, because today's boom in the auto industry is compared to 10 years ago, and it is called the "Icefire".

First, Chinese cars - if tomorrow comes

Zhang Xiaobiao, vice chairman of the China Federation of Machinery Industry and a well-known figure in the automotive industry, began his graduation from the Automotive Department of Tsinghua University in 1958. His work has never left the car. In 1994, Zhang Xiaoyu, who had just returned to the position of director of the Automotive Division of the Ministry of Machinery Industry, was ordered to participate in the formulation of China's first automobile industry policy. This industrial policy has an extraordinary background for the auto industry at that time.

Zhang Xiaoyu, vice chairman of the China Federation of Machinery Industry, said: “At that time, the automobile industry policy was introduced with three major backgrounds. One background is that the central government has made it clear that in 1992 China would gradually transition from a planned economy to a socialist market economy. The two backgrounds were when the country implemented economic macroeconomic regulation and control, and a soft landing of the economy was needed, that is, the overheated economic growth returned to a relatively continuous and healthy growth. The third major background, we had already Participating in the GATT negotiations, we have realized that China’s economy needs to be gradually integrated with international industries. Under these three major backgrounds, the first developed by the State Council is about the development of the automobile industry. The policy has never been and is the only one."

Under various backgrounds, it is obviously not an easy task to formulate an industrial policy that is in line with national interests and industrial interests. As the party’s Zhang Xiaoyi, during this period, he went to the Xishan Guest House of the State Council for a special discussion with a group of industry experts, department officials, and heads of auto companies.

Zhang Xiaoyu, Vice President of China Federation of Machinery Industry: “On the first day of work at the Spring Festival in 1994, in the conference room of the State Council, we heard opinions from various departments and parties again. At that meeting, there were many leaders, including the then Foreign Trade and Economic Cooperation Department. The leadership also made it clear that the 1994 automobile industry policy was different from the general intentions of the then GATT and the WTO that was under consideration. However, Comrade Li Lanqing stated clearly that we are We did not join the WTO, and before the GATT, we formulated a policy that embodies the government’s behavior, but also reflects the development of the market economy, and can also protect the Chinese auto industry in a limited way. With regard to not assembling cars with a full range of CKDs and SKDs, foreign exchange must be achieved, localization must be achieved, if no basic localization is achieved, regulations for cars cannot be produced, and there are regulations on share ratios. For vehicles, motorcycles, and engines, China’s stock ratio must not be less than 50%. Some dispute the principle of central authorities, and now it seems, precisely because of this industrial policy, so that we did not join the WTO before the preparation period, we are well prepared. "

After the formulation of industrial policies, from 1994 to 1999, the growth rate of China's automobile industry capacity was less than 5% for five consecutive years.

In 1999, at a gathering in the auto industry, the top three auto giants in the country expressed their views on the future.

Wu Yanfeng, general manager of China FAW Group Co., Ltd.: “You can't keep yourself locked up in a partial environment. You shut one year off, close ten years and eight years, can you keep it off forever? Open early."

Miao Wei, general manager of Dongfeng Motor Co., Ltd.: “Under this pressure, if we can't reflect on the path we have taken in the past, we are just immersed in the situation. It is a very dangerous thing.”

Hu Maoyuan, president of SAIC Motor Corporation, said: "From the perspective of the next century, competition and co-existence should be combined to improve competitiveness."

At that time, the main task of the auto companies was to adjust the industrial structure and product structure of the company, realize mergers and acquisitions, and meet the coming WTO entry. In this process of major adjustments, many auto companies once fell into a business dilemma.

Zhang Xiaoji, Vice President of China Federation of Machinery Industry: “1998 was once the most difficult year in our industry. In 1999, I was deeply impressed. Chairman Jiang went to Dongfeng to inspect and saw cars that could not be sold everywhere. At that time, Dongfeng Company did not even send out the wages. At that time, the Ministry of Machinery Industry dispatched Miao Wei to Dongfeng Company to serve as Party Committee Secretary. When he went, he went to be in 1997 and was ordered to be in distress, but soon, In accordance with the policy of reform and opening up by the Central Government, we follow the overall adjustment policy of the national economy. The organizational structure of the automobile industry, the structure of products, and the structure of the market have undergone arduous adjustments over the past five years and have finally come into existence after the year 2000. Fast development."

After five years of adjustment, the Chinese auto industry began to recover in 2000. In 2000, the auto output was 2 million vehicles. In 2001, it reached more than 2.4 million, and China’s accession to the WTO has also been imminent. Those who participated in the negotiations at the time of accession to the WTO were hard to forget the confusion and embarrassment of the year.

Zhang Xiaoyu, vice president of the China Federation of Machinery Industry, said: “At the seminar that we started together, Long Yongtu told us that he had to negotiate with foreigners at the time and he had to talk to the EU with the EU countries. Talking to me, at that time, I took our industry and went to the Ministry of Foreign Trade and Economic Cooperation to find Shi Guangsheng and Long Yongtu to tell us we couldn't stay. If we couldn't live under the terms of your offer, but in fact I acted as two sides. The role of the government, on the one hand, requires the government to provide limited protection. On the one hand, I talk with companies that the government cannot protect. We need to look at our own competitiveness. Later when we negotiated with the WTO, it was said that we talked ahead very hard because we At the time, we also sent a team of our technical experts to participate in the external expert group that negotiated the WTO."

The industry expert who participated in the external negotiations was Dong Yang, the then deputy director of the State Bureau of Machinery Industry. As the sole representative of the Chinese automobile industry, he still remembered that period of experience.

Dong Yang, general manager of Beijing Automotive Holdings Co., Ltd.: “At that time, my thoughts were the same as everyone else, and I was worried that entering the WTO would cause a great impact on the Chinese auto industry, would result in a lot of imports, drown out domestic cars, and write a lot of preparations. The theme of the report is how the auto industry will face WTO accession and what kind of problems will occur after China's entry into the WTO. What will happen to all aspects of vehicles, parts and components, modified cars, cars, and passenger cars?"

Zhang Xiaoyu, Vice President of China Federation of Machinery Industry: “We participated in the investigation of the industry’s response to the WTO organized by the Ministry of Foreign Trade and Economic Cooperation and the State Economic and Trade Commission, and the description of the literary language of the A, B, C, C and A categories in the automotive industry. Yes, the opportunity is greater than the challenge, that is, we have the ability to compete. Class B is the coexistence of opportunities and challenges, C is the challenge is greater than the opportunity, it is more dangerous."

Considering the current status of China's auto industry, most well-known scholars at home and abroad make the same predictions about the future of China's auto industry: China's auto production will drop sharply after China's accession to the WTO. In a research report of the World Bank, the specific forecasting data is given. China's auto output will not increase by 190% when it joins the WTO, and will reverse its decline by 4% after entering the WTO. Faced with the severe challenges after China's accession to the WTO, Dong Yang, like other comrades involved in the negotiations, felt heavy pressure.

Dong Yang, general manager of Beijing Automotive Holdings Co., Ltd.: “Our team of experts sits in a room and rests. There are me, telecommunications, agriculture, and civil aviation (industry experts). Overall, the mood is a bit heavy and a bit We are worried that these negotiators have a little bit of concern. Because the talks are not easy, the Americans made great concessions, and we made quite a few concessions. All of us have retreated behind the original plan. Therefore, everyone feels heavy and jokes about each other, saying that we will not be able to see such a situation in the future. We will open American cars, save U.S. money, go to U.S. insurance, and watch U.S. movies."

With the accelerating process of China's accession to the WTO, the domestic automobile market is gradually bustling. In November 2001, Tianjin Auto Show became the first auto show based on sales in China's history. The sales of imported cars and domestic cars competed at the exhibition. In the seven days, the imported cars sold a total of 4,799 units, while the domestic cars sold only. Out of 30 vehicles. Dong Yang's joke seems to be about to become a reality. The issue of tariffs on imported cars has also become the biggest focus before this.

Dong Yang, general manager of Beijing Automotive Holdings Co., Ltd.: “The Americans announced on the Internet that we have reached 25% on January 1, 2005 (tariffs). We’re giving Americans a condition of 25% on January 1, 2008. Well, this disagreement is very obvious, and indeed we both agreed that we can't reveal the details of the negotiations, but if the US media is good or negotiators, he will announce this and announce it. After retreating, the Chinese couldn’t speak their own words and the Americans couldn’t speak their own words, and they disputed a lot. When they later negotiated, they talked about this factor for a long time. Finally, please note that we are now 2006. On July 1st of this year, this time, why is it fixed on July 1, (in all the negotiating conditions), only this one condition seems to be determined in the middle of (a) year, because July 1, 2006 is 2005 1 The month 1 and the January 1, 2008 were added and divided by 2. It was also a way to reduce the tariff, and we hope to adopt an equal rate of decline, and Americans want a speed that is faster and slower. under And finally reached a compromise solution. "

On December 11, 2001, China officially became a member of the World Trade Organization. Dong Yang, who was waiting for the signing result, told reporters that at that time he had vaguely felt what kind of road China’s auto industry would take.

Dong Yang, general manager of Beijing Automotive Holdings Co., Ltd.: “I did not exchange opinions with other domestic companies on this issue very clearly. My feeling is to 'look' and see what happens later. Because the first one, the outcome of the negotiations It is the result of the compromise between the two parties. It is true that there is no one party that earns a bargain and one party is a concession. From the standpoint of negotiation, it is evenly matched. For the automotive industry, the benefits and disadvantages of our Chinese automobile industry are not. It feels so comprehensive now, but at the time, it can also be conceived and guessed. It is a mixed victory and a bad one. The main feeling in this situation was that of waiting.”

Second, the first year of China's automobile accession

On the New Year's Day in 2002, the automobile market ushered in the first traditional sales season after China's entry into the WTO. In the Beijing Asian Games Village car market, the first batch of imported cars after the reduction of tariffs began to be sold. Three days later, only one sold sales performance made many people begin to re-examine the impact of China's entry into the WTO on the Chinese auto market. On January 12, the domestic economic car Xiali started to cut prices across the board, Xiali 2000 reduced its price by 23,000 yuan, and the hatchback dropped from 48,900 yuan to 39,800 yuan. There has been a rare scene in the Xiali store for a long time. On January 14, 2002, Xiali’s price cut caused a buying frenzy.

Xiali Dealer: “Selling so well was a bit unexpected. The trend of the Xiali 2000 (model) has now gone out a dozen cars, and there are fifteen or six in two and a half hours.”

In the first two days of the price reduction, Xiali sold a total of 1,145 vehicles nationwide, of which sales of Xiali 2000 were worth the total sales for the first two months of the price reduction, and sales in some regions even increased by 10 times. Chinese consumers at this time did not know that cars will become the hottest products in 2002. In the five years since then, price cuts have also become the subject of the Chinese automobile market. At the end of 2002, the giants of auto companies left behind such a trend.

Wu Yan, general manager of FAW Group, said: “With the scale of millions, digital management, and international operations, our company will use these five goals to achieve a concrete realization in five years.”

Miao Miao, general manager of Dongfeng Motor Co., Ltd.: “We have to be bigger and stronger afterwards. We will continue to build our own foundation by continually improving our labor productivity and increasing our market share in the market. We must continue to further expand the degree of opening up to the outside world and further increase the level of utilization of foreign capital."

Hu Maoyuan, president of SAIC, said: “Because of the large number of products, prices are cheaper, which makes the entire automotive market a relatively rapid development stage.”

Zeng Qinghong, deputy general manager of Guangzhou Honda, said: "There will be more than 30 varieties from the point of view of product launch next year, so the competition in the entire domestic market will be very intense next year. Of course, there are imported cars from other foreign manufacturers, and it will also give domestic cars a great deal. The impact."

Qi Fuyao, chief representative of Fiat Auto in China, said: "Price is the most important factor in entering the market. To get consumer recognition, let them think that value for money, we do so, and take this as part of the market's upfront investment. Fiat enters China with a family car, but we don't want to play a small role. We want to be the protagonist."

Mr. Fujio Fujiev, president of Toyota Motor Corporation, said: "We expect that sales of cars in China will reach 4 million within 8 years. Toyota hopes to have a 10% share, and competition will become more and more intense."

Mo Fei, Chairman and Chief Executive Officer of General Motors (China) Co., Ltd.: “I expect the Chinese auto market will grow by about 20% next year. We had nothing in China four years ago but now we are playing an increasingly important role. We hope to continue our efforts in products, prices, and services to gain greater market share. Finally, I wish everyone a Merry Christmas and a Happy New Year."

Zhang Xiaoyu, Vice President of China Federation of Machinery Industry: "I had made a preliminary presumption at that time that after joining the WTO, our main products would have to be three years old, three years earlier and five years slower. The product, in accordance with the international exchange rate, is basically in line with the exchange rate, or is called convergence. Now that five years have passed, I can say that in the commercial vehicle sector, we buy passenger cars and trucks on the domestic market, It is the average price of trucks, which is far below the average price in the world. This is in the field of commercial vehicles. In the field of cars, I can say that cars under 100,000 yuan are very competitive in the Chinese market. The capacity of 200,000 cars or less, some of which are produced in China, including those produced by joint ventures, and my own brand, have already been comparable to the price performance of the same car on the international level. More than 300,000 cars, There is still a gap between us and the world."

Looking back, Zhang Xiaoyi's prediction has been verified. In January 2002, a week after Xiali’s price reduction, the 19 models of sedan, Alto and other domestic car brands also started to cut prices. Nearly 20% of the decline made many consumers lamented how much profit the car had.

On January 21, 2002, the two "masses" were silent.

Consumer One: "I don't buy if I don't cut prices. I definitely won't buy them."

Consumer II: "I think it has to come down sooner or later, there is no reason not to cut prices, there is no reason."

When price cuts became the main theme of the market, domestic large and small car manufacturers began to re-examine whether accession to the WTO is a big opportunity or a big challenge. In the changes in the market, another key word appears quietly in the automotive industry. This is reorganization. In April 2002, Dongfeng Motor, Jiangsu Yueda and South Korea Kia signed a reorganization agreement. In June, FAW directly cooperated with the second foreign partner Toyota through the reorganization of Tianqi. In September, Dongfeng and Nissan announced the establishment of a comprehensive partnership in Beijing. In December, SAIC Motor, China General Motors Corporation and Shanghai General Motors jointly invested 900 million yuan to acquire the original Yantai Body Company as a production base for SAIC and GM’s economical cars. After several reorganizations, the new pattern of China's auto industry has taken shape.

Zhang Xiaoyu, Vice President of China Federation of Machinery Industry: “With this five-year development, we have three groups that have reached the scale of one million vehicles. It is FAW, SAIC, and Dongfeng. We have two large groups, Beijing and Chang’an has reached the scale of 500,000 vehicles, and we have another five large groups with a production scale of more than 200,000, which is nearly ten large groups in front of us, occupying the national market share. 90%. This is the merger and reorganization that we have pursued in our socialist market economy environment."

When FAW, SAIC, and Dongfeng integrated domestic auto companies one after another, Dong Yang offloaded the heavy responsibility of negotiators, left the government, and came to Beijing Automotive Holdings Co., Ltd. as general manager. From this time onwards, Dong Yang began to personally experience the impact of joining the WTO on Chinese auto companies.

Dong Yang, general manager of Beijing Automotive Holdings Co., Ltd.: “The state of the automobile industry in Beijing was not good at the time and it should be said that it was at the bottom. Beijing’s auto industry has historically been second in the country and has been in the third position in the country for a long time. It was second only to FAW and Dongfeng and then to FAW, but by 2000, it might have dropped to the 6th in the country. Production fell, and then the company suffered a large loss. The situation was very bad. At that time it was indeed Beijing Auto Seize the opportunity to rejuvenate this situation."

As early as 1983, China's first Sino-foreign joint venture car company - Sino-U.S. joint venture Beijing Jeep manufacturing Cherokee has long been widely known. However, over time, when the sedan became the new darling of the market, Beijing Jeep, the business card of the Beijing auto industry, became even more embarrassing.

Dong Yang, general manager of Beijing Automotive Holdings Co., Ltd.: “After the introduction of Santana in Shanghai (automotive), followed by Santana 2000 and Passat, many projects have already begun to talk about, and Jetta has also improved many rounds. However, Beijing (car model) is just one Cherokee, and the Cherokee product has a wide market when our domestic auto products are not rich. After the auto products are abundant, it is seen as a narrow market for SUVs."

In the face of increasingly fierce market competition, Beijing Auto began to seek new partners. Once, when Dong Yang heard that a company in Shandong wanted to rent a factory building and produce Hyundai Motor’s products, he felt that this might be an opportunity for Beijing Auto.

Dong Yang, general manager of Beijing Automotive Holdings Co., Ltd., said: “The large foreign companies that have not entered China have already had few, modern calculations. They are not the last chance but also one of the last few opportunities. Second, we also judge Chinese cars, especially cars, began to enter the stage of family development and South Korea, represented by modernity, still has its obvious characteristics and advantages in terms of cost performance, and should have relatively good development in China. Judging by two points, we are more decisively advancing our cooperation with the modern world. We are in direct contact with the modern world. As a result, the two parties are very interested in it.

In 2003, Beijing Hyundai started production and launched several new models such as Sonata, Elantra and Tucson. In 2003, Beijing Hyundai sold 50,000 vehicles, and in 2004 it reached 150,000 vehicles. In 2005, it sold 230,000 vehicles. This matter made Dong Yang understand the direction of the development of the Chinese automobile industry. In August 2005, Beijing Automotive reorganized and established Beijing Benz-Daimler Chrysler Automotive Co., Ltd. on the basis of Beijing Jeep.

Dong Yang, general manager of Beijing Automotive Holdings Co., Ltd., said: “What are foreign companies doing in China and what are they going to do? My conclusion is that when foreign companies come to China, they are neither Lei Feng nor conspirators. They are entrepreneurs. They are for their own businesses. In order to make money, from this point of view, they ꗬ ⁍Љ ⁍Љ 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块 一块Industrial Foundation: If you add up all these four conditions that I just mentioned, you will find that there is hardly any place that can compare with China.

From 2 million vehicles in 2000 to 5.7 million vehicles in 2005, the growth rate of China's automobile production has attracted many people's attention. For Zhang Xiaoyu, this is a miracle.

Vice President of China Machinery Industry Federation Zhang Xiaoyu In 2001 it reached more than 2.4 million units, and it quickly grew by one million vehicles each year. By 2005, our production would have approached 6 million units, and the final 5.7 million units had been completed. This year, according to the current growth rate and growth trend, this year we are completely likely to exceed 7 million vehicles. This is a miracle that the world’s auto industry has not had.

Third, the Futian route

In the five years after China’s accession to the WTO, not only major groups such as FAW, SAIC, and Dongfeng have been developed in the Chinese auto industry. Some new auto groups have also found their own development space ten years ago. On August 28, 1996, 100 corporate enterprises from 13 provinces and cities nationwide gathered to establish Beijing Beiqi Foton Motor Co., Ltd. in Beijing. The "100-year-old man-made Futian" was the most popular saying in the auto industry at that time. What kind of answer does this company have to make after answering the WTO entry and facing the international market?

In September 2006, the front pages of many German media were full of such words as "Chinese cars are coming." These reports all originated from the launch of a new Chinese commercial vehicle company in Germany. The company that touched the nerves of the German media is Foton Motors. Futian Automobile Deputy General Manager Wang Xiangyin, at the launch site, did not hide his desire for the international market. He revealed that the next 70% of Auman ETX will step out of China and compete in the international market.

Bei Xiang, deputy general manager of Foton, Wang Xiangyin: "Overseas is a planned, step-by-step, purposeful implementation. That is to say, it is aimed at Europe and North America from product R&D, including the developed countries and regions of Japan and South Korea. It is from product R&D. Targeted R&D is not the same as other domestic auto companies. What other cars can export to what country?

Just on the day of the release of the new Foton Auman ETX, the German Museum of Technology in Schbaer also held an official collection ceremony for Auman ETX. China's 2005 championship player drove a Chinese-made self-owned heavy truck and had a challenge with the 2005 European Championship champions MAN and Mercedes. One month later, on October 19th, in the Diaoyutai State Guesthouse, the United States Fortune 500 company Cummins and Beiqi Foton formed a new joint venture. Faced with the intensive offensive of this Chinese company, few people know that this company has only been born for 10 years.

On August 28, 1996, a small company producing agricultural vehicles in Shandong came to Beijing, Zhao Jingguang, an old Futian man. He clearly remembered that he had been bent on changing the “agricultural vehicle account” and diverted to make Futian cars. There are all kinds of embarrassment encountered on the market.

Zhao Jingguang, spokesperson for Beiqi Foton, said: "I once had a problem in the Guangdong market. I went to a competitor's store. As an ordinary user, I told him that (you) this car and What's the difference between the Futian cars next door? They told me that it was a farm vehicle. We're called cars."

This experience made Zhao Jingguang even more determined to reverse the image of Fukuda's “village boy” as soon as possible. At this time, an opportunity came.

Zhao Jingguang, spokesperson of Beiqi Foton, said: “At that time we learned about some markets and (look) what was lacking on the market. We found that there was such a gap in the market. I remember in Yunnan, we (to the users), we are ready Engaging in a product, you take a look.In general, he introduced him, he said, well, you're a big and a small product, and it's just the result, and then it became, and we later advertised this product. The word, "Fukuda's small card is not too small with just right," then a shot hit the red."

In that year, China's light truck market was relatively single-product, mostly trucks with a tonnage of 3 tons, and even smaller cars were mini-trucks that had to change to gasoline. The light trucks with a tonnage of between 0.5 and 1.5 tons are not produced in China. Beiqi Foton grabbed the market gap and quickly realized its first venture.

Zhao Jingguang, spokesperson of Beiqi Foton, said: “I just chose to enter this way and succeed with a shot. This established my position as a light truck in the market. I’ve maintained this dominance status until now. The light truck market share is close to 30%, and it has remained for seven or eight years, and the light truck has always been the first. Therefore, during the first development phase of the Ninth Five-Year Plan period, I solved the (market problem) and basically (have the enterprise) The conditions for survival."

Occupy the light truck market, it seems that the young Fukuda temporarily stood in the Chinese automobile industry. However, they did not wait for them to breathe. The new challenge came again. Zhao Jingguang clearly remembers that in 2001, the 5-year-old Fukuda began a second venture and formulated a new five-year plan. Just as China announced its accession to the WTO this year, people questioned whether the Chinese auto industry could survive.

Zhao Jingguang, spokesperson of Beiqi Foton, said: “I once received an old leader at an event. When it was introduced to me, it was Futian Automobile. The old leader was a car. I was very impressed with the words. Don't do it, it's over."

With the participation of the WTO, Fukuda, who had just been firmly established, was once again pushed into a world-class competitive competition. The participation of foreign players caused pressure on Foton, who had recently arrived.

Bei Jing Foton company spokesperson Zhao Jingguang: “We have entered commercial vehicles (realms), and we have chosen to make commercial vehicles bigger. We think this is possible. Why? Because commercial vehicles are a tool, from the property say it It is a means of production.The means of production is a tool for making money and a tool for getting rich, people buy it to make a fortune.After making a fortune, he only considers consumer demand before he considers a car.Why do I have a market? Why do foreigners enter? Don't come? Because the multinational company is doing a good job, but your price is very different from my price. For example, I'm a heavy truck with a price of 300,000 yuan, and a heavy truck with the same grade. If you use a foreign brand, you may need 800,000 and 900,000 yuan. Consumers have to make a fortune, he does not have so much money."

But at this time, Zhao Jingguang knew very well that if he still went head-to-head, producing a single light truck, he would soon be eliminated.

Zhao Jingguang, spokesperson for Beiqi Foton, said: "Of course, the east is not bright in the west. For example, if you are a truck or a passenger car, from 30 tons to 80 tons, I will go to a full range of trucks with a capacity of 0.5 tons or more. I am also a passenger car. This is a series of buses so that I can do a good job of avoiding risks. In addition, I also have parts of these passenger cars. For example, I have extended out some products (such as my jeep, my pick-up truck, which are derived from Some (products), my light passengers. If I do not do this, I would be uneconomical from the point of view of risk avoidance. Second, I would not be worthwhile in terms of resource sharing."

According to international standards, automobiles are classified into two categories: passenger cars and commercial vehicles. The cars and jeep we usually refer to belong to the category of passenger cars, while passenger cars and trucks can be collectively referred to as commercial vehicles. When many companies flocked to try to seize the huge market for family cars, Futian began to capture new market opportunities.

Zhao Jingguang, spokesperson of Beiqi Foton, said: "The rapid development of China's economy, including the Three Gorges Project, the development of the western region, etc., is a major strategic move by the state in macro terms. This requires our infrastructure, our transportation, our logistics, etc. They all need something like (heavy trucks). The US expressway network is well developed, and the main transportation in the United States is by heavy trucks and by highways. Now that China has the second largest global highway mileage, it needs this thing. Facilities and various mines require heavy trucks."

Occupational habits let Zhao Jingguang go out and pay special attention to cars running on the road. He told reporters proudly that if he does not look at the brand, he will look far beyond the brands of heavy trucks and buses that Futian has produced and foreign brands. What makes a difference, not long ago, came back from Germany and strengthened his confidence.

Zhao Jingguang, spokesperson for Beiqi Foton, said: “Because of commercial vehicles in Germany, German standards are the world's standards. The best commercial vehicles are in Germany. I looked at the German market and I was more confident in my products. After years of hard work, our level will certainly be close to or reach their level."

In the past ten years, from the little-known agricultural vehicle company, it has become one of the largest commercial vehicle manufacturers in China. Futian has already owned nine brands such as Auman, Euro V, and Omar. Now, five years after joining the WTO, After that, Fukuda began to announce the third venture and formulate another five-year plan.

Zhao Jingguang, spokesperson for Beiqi Foton, said: “You think about me all on one point. In a circle, it is impossible to survive in a region. Why? Because of the globalization of the economy, what is yours and mine, your factory door is global. The factory door is the international market.So you can't (depart from internationalization.) You have to survive, you have to be global, it's not what you want to think about. I think the economy is developing like this, the properties of the auto industry, the future trend is such."

IV. "Carp" in the automotive industry

After China's accession to the WTO, China’s national automobile manufacturing industry has not been “destroyed” by foreign companies and joint ventures as people feared. Instead, it is like the growth of Pinus taiwanensis growing from the cracks. Five years after its accession to the WTO, sales of its own-brand domestic cars surpassed that of the joint venture for the first time in 2006. The market share of domestic self-owned brand cars including Chery and Geely increased from 10.5% in 2005 to 26.35%. For this figure, Li Shufu, who dreamed of starting a car company in 1994, has a special feeling.

Li Shufu, chairman of Geely Group, said: “This angle is readjusted. From this perspective, he cannot intervene, and he cannot intervene because he is a function key.”

The director of the assembly plant: “Yes, it is the researcher who rectified with our technical department.”

Geely Group Chairman Li Shufu: "Yes, we must rectify."

Li Shufu, who once studied mechanical engineering, always went to the assembly line after work every day. Li Shufu, a symbolic name. Called "auto madman" in the industry, there are more or less some Don Quixote's shadows on him. In front of the powerful "Windmill", he said that begging can have "an opportunity for failure."

Geely Group Chairman Li Shufu: "I said that everyone said I want to fail. I want to try it. If I fail, it will not cause any trouble for the country and provide lessons for the practice of the Chinese auto industry. I succeeded. It was a good news for the Chinese auto industry. I said why not let us try it. Can you give me a chance to fail?"

In 1984, the company's predecessor Huangyan Refrigerator Parts Factory was established. In 1989, he switched from the refrigeration industry to the decoration material manufacturing industry. In 1994, Li Shufu decided to enter the motorcycle manufacturing industry. Later, in order to get the Geely Automobile's permit, Li Shufu rushed to the various competent departments to lobby, when how many people reminded, if the birth is not a "genius" will not be born, Li Shufu responded to: pregnant, had to be born, There is hope that there will be no hope and no hope of not giving birth. Zhang Xiaojun, who was the director of the automotive division of the Ministry of Machinery Industry, was deeply impressed with the situation at that time.

Zhang Xiaoyu, Vice President of China Federation of Machinery Industry: “The first time was 1994, he was the motorcycle catalog at that time. At that time, he went to the Automobile Division of the Ministry of Machinery and they engaged in motorcycles. By the time the motorcycle was built, it probably passed Jialing. The cooperation, the acquisition of technology, and the cultivation of talents, when I met him again, it was 1998, and he wanted to get a car. He had been officially approved in 2001. He first worked as a passenger car and a minivan. Doing the so-called six-character car at the time and later producing a regular sedan."

After China's accession to the WTO, it was not just the diving of the car prices and the reorganization of large companies. As the country liberalized the restrictions imposed by private enterprises on entering the automobile industry, many local companies dreaming to build cars began trials again and again. From then on, the Chinese automobile market also began to appear one after another unfamiliar automobile brands.

中国机械工业联合会副会长张小虞：“民营企业在汽车行业的晋升、进入，大概分为几个阶段，第一先搞零部件，特别以江浙一带的民营企业，第二个搞摩托车，第三个搞改装车。第四个进入到汽车，第五个进入到轿车，他也是不断的升级，你别看这几年，变化得挺有意思。李书福就是个最典型的(例子)。他最先搞生产建材。”

1997年吉利开始进入汽车产业，1998年8月8日，吉利自主研发的第一台轿车——吉利·豪情二厢轿车在临海下线。2001年，李书福决定对豪情汽车和宁波美日汽车进行重组，成立浙江吉利汽车公司。

吉利集团董事长李书福：“一直到2001年，中国加入世界贸易组织之前一天，同意吉利造汽车，那时候国家经贸委批准，所以这是一个极大的喜讯，拿到生产许可权以后，拿到了以后的话呢，当然了，既兴奋又感觉到有压力，兴奋的是，我们终于有了一个入门证了，终于参加马拉松赛跑的一个赛跑证了，压力的就是说呢，这一条路跑下去，将会怎么样，我们应该怎么走，应该怎么跑。”

入世之前的一个月，吉利豪情的三款车分别降价5000元。入世之后的10天后，李书福又请来专家，举办了“中国经济型轿车入世战略论坛”，李书福告诉记者：就在中国汽车业因“入世”纷纷叫喊“狼”来了的时候，他看到的是“机遇”。

吉利集团董事长李书福：“假如中国不加入世贸组织，我可以说，根本不可能有今天的吉利。因为中国加入世贸组织了，所以，国家才同意吉利进入轿车这个行业，因为中国加入世贸组织，所以吉利汽车才有可能走遍全世界。”

2002年年初，吉利汽车开始实现盈利。全年销售汽车4万多辆。2002年8月吉利并购了上海杰士达汽车集团公司，形成上海华普整车制造基地，2003年1月28日“中国第一跑——美人豹”下线。就在李书福扛着中国本土汽车品牌的旗帜，一路跑着、一路叫喊着---要像卖西瓜一样卖车，有人开始预言吉利汽车迟早会被淘汰出局。

吉利集团董事长李书福：“他们也不会认同，所以我只能开玩笑，力量在风中回荡，奇迹在蓝天上闪光，00：19：41：13从表面上看人家在笑话我，但从我的心里来想，我在笑话人家，我心里想，这么一件事情，为什么你们大家都不懂呢，中国那么多人，为什么都说我不行呢，我觉得明明是行的，所以我心里，我就，就是有点，挺好笑的。”

李书福说：当时的桑塔纳卖二十万元、夏利卖十几万元，就连奥拓也要卖五、六万元，而吉利“豪情”只有四万元。被称为"低价杀手"。当时吉利汽车就好比国内汽车产业“池”中的一条 “鲶鱼”，正是这条“鲶鱼”，打乱了中国汽车工业的阵营，搅动了汽车价格。

吉利集团董事长李书福：“前期可以像'鲶鱼'，到后期的话呢，我们这个'鲶鱼'将会，变成其它鱼了，我们会将在这个，自由的这个世界，汽车市场里边去翱翔。”

李书福坦言，最初准备制造轿车仅仅出于市场的考虑。看好的是汽车巨大的市场发展空间，但当真正涉足并了解汽车产业之后，另一种感情开始上升--"造中国自己的汽车"成为一种理想。

吉利集团董事长李书福：“我所思考的问题是三十年，五十年以后的问题，我不是思考今年的问题，明年的问题，我不是说为了今天赚一点钱，明天赚一点钱的问题，我们是为了一个理想和追求，在从事这项事业。”

就在李书福思考吉利未来的时候，民营企业投资的汽车制造项目纷纷下马，2004年波导从南汽撤资，2005年厦新电子、奥克斯也纷纷宣布撤出汽车制造业，民营企业造车热的退潮震动了李书福。

吉利集团董事长李书福：“天时地利人和是很重要的，一件事情的成和败，就看这个天时地利人和，我在1998年8月8号我就讲了，我说今天吉利进入这个行业，今天吉利汽车在临海下线庆典，这个天时是最合适的。早三年不行，迟三年也有点晚了，我在那个时候就讲了。”

李书福解释到：如果吉利晚三年进入，对于一个民营造车者来讲，市场留给他的价格空间不足已承担一个初试者相对高昂的成本，而如果提前三年进入，不但吉利汽车的制造成本将更高，冷清的销售市场也不足以支撑并不成熟的产品。按照天时地利人和的分析。当人们还没有从吉利是否能够逃脱“生死劫”的猜想中醒过神来的时候，李书福拉开了“让吉利轿车走遍世界”的架势。

吉利集团董事长李书福：“我们中国人自己也有自主知识产权，对不对，自主研发，包括我们拿到德国富兰克林去展览，拿到美国底特律去展览，我们觉得，很高兴，我们觉得很荣幸，我们带去的是中国的五星红旗，迎风飘扬。中国龙，我们明年就可以投产了，这是一个中国京剧的一个脸谱的一个变形，所以我们带去的完全是中国人的骄傲，中国的文化，中国的元素，是真正的中国自主创新的汽车工业。”

当年，当张小虞为中国的汽车工业的入世力争多留些时间或者保护的时候，他一定没有想着吉利这个会自己跳出来的“家伙”，所以曾有人断言“吉利汽车也许是最能经得起考验的家庭轿车，因为从来没有人保护它，或许它也不习惯什么保护”如今曾经孤独求败的李书福，又大胆预言了。

吉利集团董事长李书福：“我们就是到2015年，我们想实现年产销量二百万辆，其中三分之二出口到中国以外的市场。要占到全球市场2.5%的份额，+你说有什么宏伟呢。一点也不宏伟，全世界最小的汽车公司，也得要两百万辆，这个太小了，生产不下去了，这是汽车公司的最少的量。生命线，二百万辆是轿车公司的生命线。”

就在我们结束对李书福的采访时，李书福断言：中国最好的轿车生产基地不是长春，也不是上海，更不是武汉，而是浙江。因为浙江拥有目前最为庞大的零部件制造和配套能力，并且拥有大量的社会游资可供汽车产业吸纳。

一位网友曾经这样感慨：中国人常说，车到山前必有路，从入世前的担忧到今天中国车市的“喧哗与骚动”，老百姓渴望已久的那股中国汽车消费时代的浅流，正在悄然涌动，不日，它就会掀起滔天的狂澜。只要我们能保持住现在这种势头，经得起考验的真正的国产车就不会太远。观众朋友，您对中国汽车企业入世5年的变化有什么感受，也可以发短信告诉我们，感谢收看，再见。



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