In the traditional impression that the United Kingdom is already a country without the automotive industry, the reason for making this judgment is that the vast majority of British car brands have been acquired by offshore capital. For example, Manganese Co., Ltd., which produces classic black taxis, belongs to Geely Group. In the early years, Rover was acquired by SAIC. The more famous Jaguar Land Rover, Bentley, MINI, Rolls Royce, Lotus and other brands are also all in India. Tata, the German Volkswagen and even Malaysia Proton and other companies are divided up.
At first glance, this argument seems to make sense, just as if China's FAW, SAIC, Chang'an, Geely, BYD and other companies have all been acquired by foreign investors, then it is undoubtedly a disaster for the Chinese auto industry. But for British cars, such conclusions are too one-sided and irrelevant to scrutiny. The definition of whether the automobile industry exists is obviously not defined by a simple parameter of brand ownership.
I understand that the above-mentioned brands have been acquired by foreign investors, but the core production plants and core parts factories are still located in the British mainland. There are still hundreds of thousands of industrial workers serving the British automobile industry, and the automobile and related industries still contribute to the United Kingdom. With a large amount of tax revenue, the auto R&D capability has maintained a world-leading level. Even the auto market has strong growth potential relative to other European countries. The average Briton is also proud of the country's strong base in the automotive industry.
As Lawrence Davis, vice president of automotive investment agency of the UK Trade and Investment Agency stated, as long as it can bring wealth, employment opportunities and taxes, the British government welcomes foreign capital to invest in various forms, and as long as it operates and produces in the UK. All enterprises are treated in accordance with local companies, and will not give foreign investors any differential or discriminatory treatment, but instead provide a favorable policy environment to support them.
What's more, Britain's profound automotive heritage, R&D capabilities and even the outstanding industrial workers are all valuable assets that can be borrowed by foreign automobile companies.
This statement was confirmed by Chinese companies investing in the UK, whether it is the MG Changqiao Plant retained by SAIC Motor, the Coventry Factory retained by Geely after investment in Manganese Copper, or the Nottingham Research and Development Center invested by Changan Automobile. The participants in the British auto industry benefited. In addition, the MG brand and Manganese Co. have very good operating conditions. The Changan UK R&D center is also providing substantial support for the development of its own branded products. It also allows Chinese auto companies participating in the investment to achieve a win-win situation with the British government.
Of course, SAIC and Geely's acquisition of British auto companies is a case that could not be met. Similar to the establishment of Changan's UK R&D center, it may not be suitable for all types of companies. This raises another question as to what form Chinese auto companies should become investors and participants in the British auto industry.
At present, the background of the world auto industry is that the trend of shifting the center of gravity to the east is obvious. This kind of judgment has been more from the market level. After all, the scale of production and sales in the Chinese market ranks first in the world and it is already an important support for the performance of many well-known auto companies. The desire to get out of Chinese cars has also grown stronger.
Compared with South America, Africa, Southeast Asia and other markets, Europe is a target market that Chinese companies have always hoped to enter. However, Europe has previously held a certain degree of exclusion against Chinese brands, and Chinese companies also need to find a suitable way to participate in European cars. Market competition.
This so-called “repulsion theory†is also a misreading. The strict requirements for the foreign automobile brands and product quality in the European market are treated equally. The setback Chinese brands have encountered in Europe is more of an environment that is not familiar with local laws and regulations. Dissatisfied, of course, in addition to the adjustment of Chinese companies themselves, it also requires the local government to provide appropriate guidance and support.
Lawrence Davis made it clear that the British government welcomes any form of investment by Chinese auto companies and even welcomes policy support and one-stop service for Chinese auto companies that have set up complete vehicles and parts factories in the UK.
The olive branch of the United Kingdom has been thrown away. How to use it depends on the wisdom of Chinese auto companies.
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