The decision to make changes in the value chain architecture in North America, in a similar fashion to how it is in the rest of the world, is made by the Board of Directors of the assembly plants. Today in Mexico there are already 14 companies assembling automobiles in the country: two American companies (GM and Ford); four Japanese (Nissan, Honda, Toyota and Mazda); three German (VW, Audi and BMW); one Korean (Kia-Hyundai); two Italian (Chrysler and Fiat) and one Chinese company (JAC), in a joint venture with Inbursa, which is a Mexican company. We’re not unaware that Audi is one of VW’s 12 brands, and that Chrysler and Fiat are the same company, but in both cases, in Mexico, they have been legally registered as separate firms.
The production of these companies, which favors their country of origin, in Mexico, in 2019, can be seen in the following table:
Table 1
Vehicle production in Mexico, 2019, per country (units)
Country
Production (Units)
%
Japan
1 160 775
31
USA
1 113 748
30
Germany
624 830
17
Italy
560 141
15
Korea
286 600
7
China-Mex
4 747
0
Total
3 750 841
100
Autoactu publiait vendredi deux articles qui, involontairement, se renvoyaient l’un à l’autre.
L’un, signé de Laurent Bodin, traitait du sort de l’usine terminale PSA de Mulhouse qui a vu partir la production du nouveau 2008 vers l’Espagne en vertu de la doctrine bien connue désormais selon laquelle les sites français n’ont pas à assembler de véhicules des segments A et B, fussent-ils des SUV.
L’autre, signé de Bertrand Rakoto, analysait le volet automobile du nouvel accord de libre-échange entre les Etats-Unis, le Canada et le Mexique et les contraintes qu’il impose aux constructeurs pour limiter la mise en concurrence entre les pays à hauts salaires et les pays à bas salaires et les délocalisations vers le Mexique.
The weekly column by Bernard Jullien is also onwww.autoactu.com.
Last Friday Autoactu released two articles that unintentionally referred to each other.
One, signed by Laurent Bodin, dealt with the fate of PSA's Mulhouse assembly plant, which saw the production of the new 2008 model leave for Spain under the now well-known doctrine that French sites should not assemble vehicles from segments A and B, even if they are SUVs.
The other, signed by Bertrand Rakoto, analysed the automobile component of the new free trade agreement between the United States, Canada and Mexico and the constraints it imposes on manufacturers to limit competition between high-wage and low-wage countries and relocation to Mexico.
