Asie

The Political Economy of Automotive Industrialization in East Asia

Date: 
15/10/2021
Doner, Richard F., Goodrich C. White Professor Emeritus, Emory University
Noble, Gregory W., University of Tokyo
Ravenhill, John, University of Waterloo
Emission / Séminaire / Colloque: 

Gerpisa monthly seminar

Richard F. Doner, Gregory W. Noble and John Ravenhill, will draw on their recently published book – The Political Economy of Automotive Industrialization in East Asia (Oxford University Press, 2021 https://global.oup.com/academic/product/the-political-economy-of-automot...) lire la suite

Production networks of the Asian automobile industry: regional or global?

Jetin, B. (2018).  Production networks of the Asian automobile industry: regional or global?. International Journal of Automotive Technology and Management. 18(4), 302-328.

Asia is the host of some of the largest automobile markets and top global brands. It has recently taken several initiatives to foster its regional integration, such as Asia-wide trade agreements and infrastructure projects. This article examines the impact of these initiatives on the automobile fragmented production networks of Northeast, Southeast Asia and South Asia to see if they are becoming more regionalised or globalised, and to see if an Asia-wide production network is emerging. We focus on automobile component trade as a proxy of network trade and follow its evolution over the period 2001–2016 at the Asian and subregional level with a special emphasis on two major players, China and Japan. Our results show that a regionalisation process is under way between the three subregions, driven by China and Japan. However, this process is still slow due to the persistence of a high level of protectionism between the three subregions.

Mapping specialisations in the international trade of automotive components and parts: a multilayer network analysis

Evolution of production network and localization of firms: evidence from the Thai automotive industry

Toyota et Honda : différents mais solides

Looks like a no-deal

En ce mois de novembre, nous parviennent les résultats financiers des constructeurs japonais pour le premier semestre de leur exercice qui se clôt fin mars. En attendant ceux de Nissan qui ne seront rendus publics que cette semaine, on peut se pencher sur ceux de Toyota et Honda qui révèlent d’ores et déjà l’inégale exposition des uns et des autres au reflux de la demande mondiale qui se précise.
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Toyota et Honda : different but strong

Looks like a no-deal
This November, we receive the financial results of Japanese automakers for the first half of their fiscal year, which ends at the end of March. Awaiting of Nissan, which will only be made public this week, we can look at those of Toyota and Honda, which already reveal the unequal exposure of Japanese carmakers to the decline in global demand that is now taking shape.
 
From this point of view, Toyota impresses by posting increasing volumes, sales and results.
Toyota sold 4.64 million vehicles from April to September, 220,000 more than last year. Its turnover increased by 600 billion yen (almost 5 billion euros), i.e. by 4%, and its operating income by 140 billion yen (1.16 billion euros, +11%). Its operating margin was 8.6% of turnover for the first half of the previous year, compared to 9.2% for the first six months of 2020.
 
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The impact of digital transformation in the automotive supply chain in Mexico

Renault face aux instabilités des marchés et des taux de change ou les aléas de l’intercontinentalisation

Marché émergent pour amateurs de sensations fortes
 
Renault a annoncé le 22 octobre un chiffre d’affaires trimestriel global en recul de 6% (de 12,2 à 11,5 milliards d’euros) avec une légère augmentation du côté du financement (+ 190 millions) qui ne parvient pas à compenser les 917 millions perdus du côté des ventes d’automobiles. Ces 917 millions de baisse (- 8,4%) sont associés à une légère augmentation (2,9%) du nombre de véhicules vendus si l’on intègre les utilitaires chinois Jinbei & Huasong comme Renault le fait désormais et à une légère baisse (- 1,7%) si l’on s’en tient au périmètre qui était celui de 2017. Comme la traditionnelle "analyse de la variance" proposée aux analystes le montre, les trois variables explicatives qui ont pesé les plus lourd sont, par ordre d’importance croissante, les volumes perdus, la baisse des ventes aux partenaires et surtout les variations de taux de change. Ces dernières ont fait perdre au groupe 444 millions soit 48,4% des 917 millions.
 
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