送交者: PhonyDoctorPhD 于 2005-4-25, 20:48:55:
回答: 这是什么牌子的轿车? 由 HunHunSheng 于 2005-4-25, 19:48:02:
To me, this is a lot like a VW Passat. Given that
Shanghai VW has had the right to certain VW tech
transfer, it is not surprising to see such design.
The following cut-and-paste from MotorTrend:
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China Auto Industry Built on Technology Transfer
Across the Board - April 25, 2005
Motor Trend
The auto sector is one of the few in which the Chinese government still twists arms to get foreigners to enter joint-venture relationships with the state. And yet, the state companies are not all hindered in their relationships. They can, for instance, enter into multiple joint ventures with multiple foreign firms. On top of that, the Chinese government has decreed that in joint-venture arrangements, all intellectual property brought to the arrangement by one of the partners is owned equally by the other partners. For Western and Japanese companies with vast stores of proprietary technology, the law is a bad deal. It gives their Chinese partners the right to distribute that technology outside the firm to whomever they please. That puts the Chinese companies in the unique position of having the ability to combine top technology from several partners into their own vehicles.
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China's unmistakable long-term goal is to rank among the world's leading car-producing economies, and free access to technology is one quick ticket there. "It can cost an American or Japanese automaker between $1 billion and $2 billion to develop a new car," notes Oded Shenkar, Ford Motor Company Chair in Global Business Management at Ohio State's Fisher College of Business. The loose passing of intellectual property in the automotive sector, Shenkar argues, equates to an enormous state subsidy. Detroit might have to sell hundreds of thousands of cars to earn back its development costs on a particular model, but Chinese manufacturers that simply expropriate the models can earn back their money almost immediately. "Also," he says, "if you knock off another company's model, there is no way the original manufacturer can beat you on price." The Chinese knockoffs also do not have to pay for advertising, since the models they ape are usually heavily promoted.
"There's one more savings," Shenkar adds. "If you're an imitator, you only have to imitate the successful models. The Chinese tend to borrow only from the tried-and-true cars."
The realities of technology transfer in China also help the domestic car companies as know-how passes from advanced foreign companies to needy domestic ones through back channels. Volkswagen found its own proprietary parts built into a domestic rival's new cars. At Shanghai's big auto show in 2003, GM was shocked to find that a $9,000 small family van it was just unveiling had an exact double, priced at $6,000, at a Chinese manufacturer's booth down the same row. The cheaper vehicle was produced by a company called Chery Automobile Co., which was owned in part by GM's big Chinese joint-venture partner, Shanghai Auto. Perhaps to Shanghai Auto's credit, it reportedly quickly divested itself of its interest in Chery.
For its part, the Chinese government ruled as it usually does in cases where Chinese companies are liberally influenced by their foreign competitors: It decided that GM had no evidence for its case.
(C) 2005 Across the Board.