Some Indians said China can not produce a car,And they like to compare with China,So I post it.
Did some Indians really make that ridiculous claim? Next time, show them my two citations below.
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China's export car sales set to race ahead
China's Haval H5 SUV from Great Wall Motors automobile manufacturer
China's car sales set to race ahead | Stuff.co.nz
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China's car sales set to race ahead
by Hamish Rutherford
14/01/2012
MARKET MOVER: Matthew Foot, of Brendan Foot Motors, is predicting strong sales for vehicles such as the Great Wall Motors. (Credit: EMMA ALLEN/FAIRFAX NZ)
Mathew Foot, dealer principal at Brendon Foot Motors in Lower Hutt, quickly breaks into a sales pitch for his latest brand, Great Wall.
The Chinese-made truck will be sold "brand new, petrol, 2.4 litre, leather trim, all the gears, for 25 grand," about $5000 less than the strikingly similar looking 2008 Holden Colorado with 30,000 kilometres on the clock.
"The guy who's going to look at this is the guy who has got a construction or a roading company, wants to put his guys in that, but doesn't want to spend $40,000 on a Hilux," said Foot, whose father began selling cars in 1973.
The dealership recently expanded, taking over space used by a former Honda dealer to accommodate both Great Wall and fellow Chinese brand Chery, which manufactures a range of small cars. Next year he expects to begin selling Chinese-made vans, believing small-business owners will be attracted by the cheaper up-front cost, with the same rate of depreciation available as more expensive Japanese models.
New Chinese cars will undercut Japanese vehicles by at least $10,000, although Foot knows that as the brands build credibility, they will compete with used cars, still undercutting many on price.
"The economy is tight, people are looking for value for money," Foot said. "New Zealanders are not brand snobs."
Demand, it appears, already exists. On the basis of two full-page newspaper advertisements for the trucks placed earlier this year, the dealership was selling a dozen utilities a month even before the franchise properly launched.
He is not alone. Ateco, the company responsible for importing everything from Fiat to Ferrari into New Zealand, now has 11 Great Wall dealerships.
The company, which also imports the vehicles into Australia, sold 10,000 Great Wall vehicles in its first 18 months operating across the Tasman and believes the next 10,000 would be sold in a year.
Sales are slowly building here, too. In October, 46 Great Wall trucks were sold, putting the brand in the top-10 biggest sellers of small commercial vehicles for the first time.
Having been an early dealer of Kia, the smaller of the major Korean car brands, Foot knows well how new regions can build in credibility, but believes the Chinese can do so faster.
"We see a big future with it. The Japanese took 25 years to establish a motor business and the Koreans took 10. We think the Chinese will do it in four or five."
China's car market is already massive. In 2009 it surpassed the United States to become the world's largest manufacturer, and in 2010 a combined 17 million was the largest annual production from a single country in history.
The industry believes Chinese car companies will inevitably become major players over time, though to what extent and over what period there is disagreement.
Clive Matthew-Wilson, New Zealand editor for the Dog & Lemon Guide, said the quality of cars currently coming out of China was variable, but this would improve markedly as the industry matured. As the Chinese domestic market became more saturated, manufacturers would be forced to expand quickly around the world to maintain growth.
"In about two years the Chinese will flood the world with cheap cars in the way we've never seen before."
The Chinese expansion here could be boosted indirectly through regulation.
From January new emission restrictions will prevent virtually all Japanese cars manufactured before 2005 from being imported, a move which importers warn will lead to sharp increases in the price of some popular models such as the Subaru Legacy.
A Transport Ministry source was sceptical about how much that would help the Chinese, because they were not offering what would be short in supply.
"New Zealanders, generally, want to buy cheap white station-wagons, and the new import rules could make those harder to come by. What the Chinese are making is small, white hatchbacks, and there's no shortage of those coming out of Japan."
New car sellers warn of a price war.
Perry Kerr, chief executive of the Motor Industry Association, whose members are the new car sellers, said that there was little doubt that Chinese manufacturers would become established brands over the next 10-15 years. However, rivals would respond.
"Do I see the likes of Toyota, Honda, Mitsubishi, Mazda, just rolling over? Not likely.
'These are huge multinational companies that will retain market share, potentially at any cost.'"
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In Latin America, Chinese cars are gaining buyers - latimes.com
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In Latin America, Chinese cars are gaining buyers
Chinese brands, with their low prices, are selling like hot cakes as Latin America's consumer class expands amid rising incomes.
Cars made by Chinese company JAC Motors are on display at a dealership in Rio de Janeiro. The low cost of Chinese cars is winning over buyers in Latin America. (Antonio Scorza / AFP/Getty Images / September 16, 2011)
By Adriana Leon and Chris Kraul, Los Angeles Times
February 9, 2012, 5:51 p.m.
Reporting from Lima, Peru, and Bogota, Colombia
At first, Lima taxi driver Mario Segura was disgusted by the thought of buying a Chinese-made car. He had doubts about the vehicles' durability, service and resale value.
But favorable word of mouth, assurances that spare parts are plentiful and, of course, unbelievably low prices won him over.
"Little by little, I heard favorable comments," said Segura, speaking in a Chery showroom in the Surquillo district. He had just plunked down $12,000 in cash for a new Fullwin XR sedan, half the cost, he said, of a comparable Fiat or Renault. "It took a long time to decide, but I'm risking it."
So is Luis Luna, a doctor just back in Lima after working for several years in Argentina. He had planned on buying a secondhand Japanese car. Until, that is, he noticed billboards touting low-priced Chinese brands and listened as his relatives insisted that he kick tires at a JAC dealership, one of dozens of Chinese brands sold here.
"We realized for the same money that we'd pay for a crummy secondhand car that inspired no confidence, we could have a brand-new Chinese car with a two-year warranty," Luna said as he finished paperwork on his new $16,000 JAC B-Cross family wagon. "I'm totally convinced this is the right decision."
Similar buyer testimonials can be heard across Latin America these days, where Chinese cars with unfamiliar brand names like Great Wall, JAC, Brilliance and Sinotruk are selling like hot cakes. Chinese cars were introduced in Peru in 2006 and now one in six new cars sold here is a Chinese make.
There are no fewer than 90 Chinese car manufacturers to choose from, according to the trade group Automobile Assn. of Peru. The Chinese auto industry has yet to undergo the winnowing process that, over a century of competition, has reduced the U.S. car industry to three big players.
The Chinese brands' main selling point is, of course, price: New Chinese cars typically sell for half to two-thirds the cost of a comparable European, U.S. or Japanese vehicle, said Guido Vildozo, an auto industry expert with consultants IHS Automotive in Lexington, Mass.
"What makes Chinese cars so much cheaper? Start with labor," Vildozo said, noting that a typical Chinese autoworker makes $300 to $400 a month, a fraction of the $2,000 to $3,000 in wages that Mexican workers make or the $5,000 to $7,000 a month that U.S. auto workers average.
Another price advantage, said Jian Sun, a partner with AT Kearney business consultants in Shanghai, stems from the "reverse engineering," or design and mechanical imitation, that many Chinese carmakers use in competing models to save them the expense of designing new models from scratch.
Chinese manufacturers are entering the market as Latin American incomes are rising to unprecedented levels, flush from the decade-long global commodities boom filtering down to an expanding consumer class.
Augusto de la Torre, chief Latin America economist at the World Bank, said the region's middle class now encompasses 30% of its population of 570 million, up from 20% in 2002.
In Colombia, where the economy is thriving on global sales of its oil, coal, coffee and bananas, the increase in disposable income is especially dramatic. Bank of Bogota economist Camilo Perez said economic output per capita has nearly doubled in five years, to $6,700 last year from the $3,400 average in 2006.
So it comes as no surprise that car sales are accelerating. New units sold last year in Colombia totaled 325,000, a 28% increase from 2010. New car sales in Peru totaled more than 100,000 last year, up 26% from the previous year.
According to Scotiabank, Brazil's car sales will grow to 2.8 million in 2012, up 4% from last year, but in a much larger population base than those of its neighbors.
The expanding new-car market is what attracted Chinese automakers, who see Latin America as a proving ground for its plan to conquer the world car market in coming decades. According to AT Kearney, China exported 800,000 cars last year but hopes to boost that number to 2 million by 2015 and to 3 million by 2020.
The Latin focus is also explained, AT Kearney's Jian said, by the fact that Chinese manufacturers are not yet prepared to tackle the U.S. and European markets, which are more demanding in quality and emissions standards. The competition is less intense and the regulatory restrictions are lower in emerging markets, he said. China and these regions share similar road conditions, emission controls and safety standards.
(The domestic Chinese car market, where sales last year totaled about 18 million vehicles, is the largest in the world, far surpassing that of the U.S., where about 12.8 million new cars and trucks were sold in 2011.)
Many buyers, like Antonio Benevides, a 26-year-old theme park worker in Bogota, are first-time owners. In early December, he bought a new Chery QQ model for $9,000, two-thirds the cost of a comparable Renault he had considered.
"That difference in price is what put a new car within my reach for the first time," Benevides said as he drove his car off the dealership lot near Bogota's international airport. "I've heard they hold together well, that they are cheap to operate and, as you can see, they are not bad looking."
Special correspondents Leon reported from Lima and Kraul from Bogota."
