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At the press conference of the National Development and Reform Commission on Accelerating the Development of Producer Services and Promoting Industrial Structural Upgrading, Li Pumin, Secretary General of the National Development and Reform Commission of China stated that it has completed the case of 12 auto parts and bearing prices monopolized by Japanese companies. Investigation work and penalties will be imposed according to law.
It is understood that all 12 Japanese companies surveyed are zero-part production companies. They are suspected of monopolizing the price of parts and components and the monopoly of bearing prices, while all domestic Japanese investment vehicle joint ventures and Japan-owned wholly-owned vehicle import companies are all involved. Fortunately, no. According to the "Anti-Monopoly Law," the above-mentioned 12 Japanese-owned parts and components companies will face penalties of not more than 100 million yuan each.
Japanese parts companies manipulated the price of precedents <br> <br> Japanese parts manufacturers for alleged price manipulation of parts in the United States, Europe have been subjected to anti-monopoly investigation. In February of this year, Bridgestone, a Japanese tire manufacturer, acknowledged that manipulating the selling price of auto parts violated the United States' Anti-Monopoly Law and agreed to pay the U.S. Department of Justice a fine of US$425 million.
In November 2013, Japan’s tire giant Toyo Rubber & Rubber Co., Ltd. admitted to participating in a price monopoly and had agreed to pay a fine of US$120 million (approximately RMB852 million). According to the U.S. Department of Justice, during the period from 1996 to 2012, Toyo Rubber sold several anti-vibration rubber products to Toyota, Nissan and Fuji Heavy Industries in the United States. They jointly worked with other parties to manipulate prices during the relevant bids. From 2006 to 2010, the same behavior existed in the sales of other auto parts.
In September 2013, the U.S. Department of Justice investigated nine parts and components supplier companies headquartered in Japan and was fined 745 million U.S. dollars. Components involved in price manipulation include seat belts, radiators, windshield wipers, air conditioning systems, power window motors, and power steering components.
In Australia, in June this year, Seiko Japan formed a cartel alliance with two other Japanese bearing manufacturers, conspiring to manipulate the price of bearing products in the Australian market, and was recently fined $3 million in Australia.
In China, the Japanese auto parts companies are also in the same way. According to sources, the suspected monopoly of the 12 Japanese companies announced by the National Development and Reform Commission is different from that of Chrysler and Audi that violates the limit of “restricting the resale of goods to third parties. "The vertical monopoly" of the price is the red line. The violations of 12 Japanese companies involved "horizontal monopolization." For example, in the bidding process, several companies collude, one company reported relatively low prices, and other companies reported high prices in turn.
Japan's auto parts lead the world with almost all cars flowing in Japan's "blood"
In March 11, 2011 earthquake in Japan, due to the shortage of spare parts for Japanese autos, German auto companies had to stop production for a time, because the production of these parts stopped production, resulting in the global microchip, engine controls, ABS, airbags and other systems key Parts supply is tight. At that time, a U.S. agency predicted that the shortage of spare parts caused by the earthquake in Japan would reduce the global auto industry output by about 30%.
In the 2013 list of the top 100 auto parts supplier suppliers released by AutomotiveNews, there were 29 Japanese companies, 25 in the US and 25 in Germany, and only one in China. The dependence of the global auto industry on Japanese auto parts and components has led to the monopoly incentives of operating prices.
Japan has a powerful auto parts industry. In the area of ​​electronic components where automotive products are used in large quantities, Japan, where the electronics industry is developed, has a monopoly on global production of electronic chips and components, and has firmly controlled semiconductors, integrated circuits, etc. High value-added automotive core parts market. In addition, the so-called "post-installed market" in the automotive industry, such as on-board electronic systems, display screens, etc., is basically the situation in which Japanese products dominate the world.
China’s dependence on Japanese auto parts is very high. In 2013, China’s auto parts imports from Japan were US$9.58 billion, accounting for 27% of total imports. Although auto parts import quota is lower than Germany, Japan’s core manufacturing technology advantages Obviously, except for the effect of the depreciation of the yen, the import of gearboxes and clutches accounted for 45% of the total, brakes accounted for 33% of imports, and the proportion of imports of core components was much higher than in Germany.
Foreign monopoly of parts and components caused severe "horizontal monopolization" in the auto market
According to incomplete statistics, as of 2013, the wholly foreign-owned and joint-venture auto parts companies in the EMS engine control system, airbags, ABS systems, catalytic converters, electric sunroof, air conditioning systems, car seat assembly, electric window regulator As for systems and components such as lighting systems, automatic transmissions, and high-pressure fuel pumps, they have basically controlled market share of more than 75%.
In countries where the automotive market is mature, component investment is usually larger than the ratio of vehicle investment to vehicle investment and spare parts investment is usually 1:1.3 to 1:2. However, the scale of Chinese auto parts investment accounts for about 40% of the entire vehicle investment for a long time. . The idea of ​​heavy-duty trucks and light parts not only makes the investment in parts and components smaller than the entire vehicle, but also the investment speed in the components and parts area often lags behind the vehicle. The lower investment level of parts and components, including key components such as engines and chassis, has become a constraint factor in the healthy development of the automobile industry chain. This has further induced the monopolistic behavior of the auto parts market, and the monopoly of parts and components companies has colluded. In order to manipulate prices, a company has a lower bid during the bidding process, and other companies raise their bids, take turns biding, and jointly make profits.
It is not difficult to understand why the "zero-to-high ratio" coefficient of some domestic models is high in the "Zero-to-Compare" data of domestic common models released by the China Association of Automobile Maintenance in April this year. The price of parts and components was manipulated and directly affected the zero-to-zero ratio of the car. The fundamental reason for the monopoly position of the parts and components manufacturers lies in their mastery of core technology advantages, high technical barriers, and difficulty in changing antitrust policies alone. While anti-monopoly, it is a long-term solution to improve the technical strength of local parts and components companies.
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