학술논문
다국적 기업의 중국 자동차산업 진출과 중국 자동차산업의 발전에 관한 연구 / Chinese Automotive Industry International Strategy Research and Multinational corporations into Chinese auto industry
Document Type
Dissertation/ Thesis
Source
Subject
Language
Korean
Abstract
중국은 1950년대 소련의 원조로 자동차 생산 시설을 갖추게 되었으나 공산화로 인해 1980년대 초반까지 자동차산업은 정체되어 명맥만 유지한다. 개혁개방 정책이 도입된 1979년 이후 자동차 수요가 급증하고 정부의 자동차공장들이 기업체 형태를 갖추기 시작하였다. 중국 정부는 7차5년 계획을 실시하면서 자동차산업을 기간산업으로 지정하고 승용차 국산화 정책을 수립, ‘3대, 3소, 2미’ 생산체제를 구축하여 이들에 대한 육성정책을 실시하였다. 정부는 1994년 시장 경쟁을 촉진하는 ‘자동차공업산업정책’을 발표하면서 합작기업들이 생겨나기 시작하고 2001년 중국의 WTO가입으로 외국자본 진출이 더욱 활발해졌다.중국의 자동차산업은 급속한 경제성장에 따른 소득증가와 WTO가입에 따른 수입관세 인하 및 정책적인 원인으로 빠르게 성장하였다. 2008년 내수 판매량은 938만 대(세계2위), 생산량은 각각 935만대(세계2위)를 기록, 2008년 말에 글로벌 경기침체에도 생산량은 전년대비 6%성장하였다. 국민소득이 증가하면서 승용차 수요가 점차 증가하여 이로 인해 80년대 후반 5%수준인 승용차 비중은 현재 선진국 수준인 50%이상으로 증가하였다. 주요 승용차 생산 메이커로는 상하이GM, 상하이VW및 디이그룹의 이치VW, 이치도요타 등이 있다. 최근 체리, 지리, 화천자동차 등 토중 메이커들이 저가의 다양한 모델을 출시하면서 두드러진 성장을 보인다.중국 상하이, 디이, 둥펑은 국영업체들로 해외 선진업체들과 협력을 맺어 100만 대 이상의 생산규모를 가진 중국 대형업체다. 체리, 지리, 화천, 비야디 등의 토종업체들은 합자회사를 통한 외국 모델 생산에 집중하지 않고 초기부터 독자적인 모델 및 기술 확보에 전념하였다.중국 업체들은 해외시장 진출을 위해 노력하고 있으나 대부분의 업체들은 독자적으로 수출 가능한 신차를 개발하지 못하고 있으며 직/간접적인 해외 진출이 수원하지 않은 실정하였다. 중국 자동차업체들은 자국의 풍부한 자금력으로 경영난을 겪고 있는 해외 업체들을 인수하여 기술력을 강화할 전망이나, 해외 인구 경험 부족으로 경영상 어려움에 직면할 가능성이다. 토중업체들은 초기 모방으로 인해 지적재산권 보호는 강화될 것이며 이로 인해 토종업체들의 개발 및 소송비용이 증가할 가능성이다. 중국의 대형3사는 토종업체들에 비해 독자기술력이 낮지만 자국 시장에서 브랜드 인지도가 높아 고급차 시장 진입이 유리한 입장이다. 중국 정부는 상하이, 디이, 둥펑, 창안 4개 대형 업체들을 전국범위, 베이징, 광저우, 체리, 중국중씽을 지역범위의 M&A주도 업체로 선정하여 이들의 중소형업체 인수는 활발해질 전망이다.
China established auto production facilities in the 1950's with assistance from the Soviet Union, but the Chinese auto industry remained stagnant under communism until the early 1980's. Demand for autos grew rapidly after reforms were implemented after 1979, and the government's auto factories began to be reorganized as companies. As part of its Seventh 5-year Plan, the Chinese government designated the auto industry as a key industry, and to promote local production of passenger cars, the production system was focused on 3 large, 3 mid-size and 2 small auto makers, which were supported by the government. In 1994, the government announced its "Industrial Policy for the Automotive Sector," which was aimed at spurring competition and resulted in the creation of joint ventures. After China joined the WTO in 2001, foreign investment in China's auto sector grew rapidly.China's auto industry has grown rapidly on the back of rising incomes driven by rapid economic growth, lower import tariffs following admission to the WTO, and policy measures. Average annual production growth was 12.2% from 1989~2001 and 24.9% from 2001~2007. In 2008, domestic sales were 9.38 million (2nd largest market in the world) while production was 9.35 million (2nd largest producer nation in the world). As of end-2008, production had grown by 6% in spite of the global economic crisis. Demand for passenger cars rose as personal incomes grew, and as a result, passenger cars now account for over 50% of Chinese autos, up from 5% in the 1980's. The key passenger car makers are SAIC-GM, SAIC-VW, FAW-VW and FAW-Toyota. Recently, domestic makers such as Chery, Geely, BYD, and Brilliance are beginning to grow by introducing a variety of low-priced models.China's Big 3 auto makers, SAIC, FAW and Dongfeng, have established joint ventures with advanced foreign firms and produce over 1 million units annually. Domestic makers Chery, Geely, Brilliance and BYD do not focus on manufacturing foreign models through joint ventures and are seeking to develop their own models and technology instead. Chinese firms are trying to enter the North American market, but have been unable to independently develop new models for that purpose. As a result, direct and indirect entry is difficult. Ample funding will allow Chinese firms to acquire foreign firms in financial difficulty and their technology, but may be hampered by a lack of experience in executing and managing such acquisitions. Domestic firms frequently infringed on copyrights in early imitative models, but will strengthen compliance with copyrights as their market share expands. As a result, their development and legal costs may rise. The Big 3 Chinese auto makers lag behind domestic firms in terms of independent technology, but have greater brand recognition in the domestic market, and as a result are better positioned to enter the high-end car market. The Chinese government has designated 4 major firms (SAIC, FAW, Dongfeng and Chang'an) as acquirers nationally and BAW, Guangzhou Motors, Chery and Zhongxing Automobile as acquirers in provincial areas. As a result, acquisitions of small-to-mid sized auto firms are expected to increase.
China established auto production facilities in the 1950's with assistance from the Soviet Union, but the Chinese auto industry remained stagnant under communism until the early 1980's. Demand for autos grew rapidly after reforms were implemented after 1979, and the government's auto factories began to be reorganized as companies. As part of its Seventh 5-year Plan, the Chinese government designated the auto industry as a key industry, and to promote local production of passenger cars, the production system was focused on 3 large, 3 mid-size and 2 small auto makers, which were supported by the government. In 1994, the government announced its "Industrial Policy for the Automotive Sector," which was aimed at spurring competition and resulted in the creation of joint ventures. After China joined the WTO in 2001, foreign investment in China's auto sector grew rapidly.China's auto industry has grown rapidly on the back of rising incomes driven by rapid economic growth, lower import tariffs following admission to the WTO, and policy measures. Average annual production growth was 12.2% from 1989~2001 and 24.9% from 2001~2007. In 2008, domestic sales were 9.38 million (2nd largest market in the world) while production was 9.35 million (2nd largest producer nation in the world). As of end-2008, production had grown by 6% in spite of the global economic crisis. Demand for passenger cars rose as personal incomes grew, and as a result, passenger cars now account for over 50% of Chinese autos, up from 5% in the 1980's. The key passenger car makers are SAIC-GM, SAIC-VW, FAW-VW and FAW-Toyota. Recently, domestic makers such as Chery, Geely, BYD, and Brilliance are beginning to grow by introducing a variety of low-priced models.China's Big 3 auto makers, SAIC, FAW and Dongfeng, have established joint ventures with advanced foreign firms and produce over 1 million units annually. Domestic makers Chery, Geely, Brilliance and BYD do not focus on manufacturing foreign models through joint ventures and are seeking to develop their own models and technology instead. Chinese firms are trying to enter the North American market, but have been unable to independently develop new models for that purpose. As a result, direct and indirect entry is difficult. Ample funding will allow Chinese firms to acquire foreign firms in financial difficulty and their technology, but may be hampered by a lack of experience in executing and managing such acquisitions. Domestic firms frequently infringed on copyrights in early imitative models, but will strengthen compliance with copyrights as their market share expands. As a result, their development and legal costs may rise. The Big 3 Chinese auto makers lag behind domestic firms in terms of independent technology, but have greater brand recognition in the domestic market, and as a result are better positioned to enter the high-end car market. The Chinese government has designated 4 major firms (SAIC, FAW, Dongfeng and Chang'an) as acquirers nationally and BAW, Guangzhou Motors, Chery and Zhongxing Automobile as acquirers in provincial areas. As a result, acquisitions of small-to-mid sized auto firms are expected to increase.