3.2. Potential of large emerging markets

The second group of car manufacturing countries in Asia should include the largest developing countries that do not have their own national base for the development of the automotive industry, but at the same time have significant potential and high dynamics (in contrast to the previous group) of the development of the automotive industry and the subsequent export of its products.

China

The automobile industry in China is developing most intensively at the beginning of the XXI century, but in absolute terms it is still small in scale for a country like China. Thus, the provision of passenger cars per thousand inhabitants in China is only five cars compared, for example, to the corresponding indicator of 508 units in Germany.

In 2003, China surpassed France in total car production and came in fourth place in the world after the United States, Japan and Germany. The Chinese market has also become the most promising among the markets for literally all car manufacturers in the world. China is confidently becoming one of the leading automobile powers in the world in terms of the level of motorization and the development of the automotive industry.

The specific feature of the Chinese automobile industry is that it has not yet developed independent enterprises based on the predominance of national capital. Therefore, the primary basis for the development of the automotive industry in China remains the full attraction of foreign investment. In China, only eight joint ventures produce 2.5 million cars [Khludov, 2003, p. 11], which is twice the total production in Russia. Among the concerns that are most actively developing the Chinese market are the German Daimler groups-Chrysler, Volkswagen, American General Motors and Ford, as well as some Japanese and South Korean companies.

Although the Chinese market is dominated by car manufacturers from the United States, Japan, and even South Korea, the share of German automakers in total sales in China in 2003 was 58%. Projects in China with the participation of German companies ' capital are shown in the table below.

It is necessary, however, to take into account that among the entire huge population of China, there are still not so many potential buyers of new and far from cheap German cars. Currently, in a country with a fleet of 10 million vehicles, only about 50 million people have driving rights. #

Ending. For the beginning, see: Vostok (Oriens), 2005, N 6, pp. 104-118.

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Table 10

Joint automobile ventures with German capital in China

Source: Expert-Avto , 2002, N 1 (34).

that's whether even those Chinese people who get a prestigious job - assembly of Audi models - about $ 250. per month, paying for these cars remains a big question. In the meantime, the Chinese market consumes only about 600 thousand cars a year, along with the import of new and used cars. European automobile companies in China are already producing their products: Volkswagen (VW), Audi, Seat, Opel, Citroen, BMW [Auto for the Middle Kingdom, 2001, pp. 68-70].

So, in 2003, VW sold about 500 thousand of its cars in China, which is almost 40% more than last year. Thus, China has become the second market for sales of this concern's products after Germany. In general, experts predict that in 2007 VW will sell at least 1 million cars a year in China. The concern plans to invest 600 million euros by 2007. Currently, VW enterprises in China employ about 16 thousand people. In total, since the company entered the Chinese market in 1985, it has sold almost 2.7 million cars here.

BMW AG in 2002 received the first official approval from the Chinese government to establish a joint venture with the Chinese company Brilliance China Automotive Holdings Ltd., which is the country's largest automaker. As part of the future venture, it is planned to deploy the assembly of BMW sedans of the third and fifth series at one of the north-eastern factories of Brilliance China Automotive Holdings. BMW has been waiting for a positive decision for more than 18 months [BMW creates..., 2002]. Before the final launch of the project, the German automaker needs to obtain several more permits and coordinate all the technical and economic parameters of the future enterprise.

The deployment of a local assembly plant will help BMW increase its sales in China from 4,100 units sold in 2002 to more than 30,000 vehicles a year by 2006. For comparison, Audi, whose A6 sedan assembly is already deployed in this country, sold 30.5 thousand of these cars in 2002. "However, BMW has more opportunities due to its own image," some automotive analysts say, referring to the prospects of the world's second-largest luxury car manufacturer. [http://www.navigatorau-to.ru/show_news.html?id=1158].

In 2004, the assembly of Mercedes-Benz cars began in China. The negotiations that the owner of this brand, Daimler-Chrysler (DC AG), conducted with the Chinese authorities, ended with an agreement on the construction of a plant capable of producing 20-30 thousand Mercedes cars annually.

The Chinese car market is now considered the most promising in the world. Since the late 90s of the XX century, it has expanded annually by 9-10%, and in 2002, total sales of new cars exceeded 1 million units. According to this indicator, China has reached the fourth place in the world after the United States, Japan and Germany, and in the near future, China has every chance to catch up with Germany, whose position in the local market is quite strong. In particular, VW AG, having settled in East Asia for another 20 years

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Back in 2003, the company increased the production volume of joint venture plants in Shanghai and Changchun to 300 thousand. Other global auto giants - GM, Honda Motor, Peugeot and Toyota Motor-also rushed to China. Back in 1984. " (before the merger with Daimler) appeared in the PRC and Chrysler, which created a joint venture in Beijing to produce Jeep Cherokee. In 2003, Daimler-Chrysler AG, together with its Chinese partner Beijing Automotive Industry (Group) Co., announced the start of production of the 2000 Grand Cherokee series and the local BJ2 modification, which is entirely assembled from Chinese components [for more information, see: Smirnov, 2004 (1), pp. 8-11; Smirnov, 2004 (2), pp. 91-93].

Manufacturers from other countries are no less active in the Chinese market. So, at the moment, Toyota Corporation is conducting about 20 projects in China, including already operating factories for the production of popular car brands, such as Toyota Country, and components for them. According to analysts, the expansion of the Japanese manufacturer's activities will allow it to capture up to 30% of the automotive market in China.

The American company General Motors (GM) begins production of the famous Chevrolet Blazer cars here. This model will be the third in a series of companies in the country, to date, GM already produces cars in China based on the Buick Regal and Opel Corsa. It is important to note that this information appeared almost simultaneously with news from Europe and the United States that GM will significantly reduce the total number of employees - by 10%, close a number of production facilities, including the famous car assembly plant in Luton (Great Britain) and even part with its oldest brand Oldsmobile. All this indicates a strategic reorientation of the American company to the Chinese market. Analysts say that within 10 years, the Chinese car market, thanks to its 1.5 billion population, will catch up with and surpass the American one in terms of volume. The reality is that, on the one hand, today sales volumes there are scanty, and on the other - only those who get government permission through investment in local industry can gain a foothold. That's why GM spares no expense or effort, despite the difficulties in other parts of the world, ensuring a place under the alluring Chinese sun.

A characteristic feature of the Chinese car market is that it is one of the most unpredictable. Practice has shown that many joint ventures do not take root in the country. Europeans have a particularly hard time here. What is the example of the Volvo Corporation, which has invested a huge amount of money in joint production, but still has not launched car production.

Most likely, the Chinese automotive industry in the future will have an increasing influence on the balance of power in the main regional car markets, and in the event of the launch of a mass export program in the automotive industry (with low prices for many models), Chinese automotive companies will become one of the most significant competitors in relation to the classic multinational corporate structures in the automotive industry of developed countries.

India

India, once one of the world's economically weakest countries, has been implementing a large-scale automotive development program in recent years, mainly by attracting foreign investment. The automotive industry in India is very young. The first car was made in India only in 1948, but in the 1980s of the last century, the country entered with a very backward economy.-

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the automobile industry, which produced obsolete cars under licenses of foreign companies.

In October 1982, the Indian government signed an agreement with the Japanese firm Suzuki, and at the end of the following year, the first Maruti passenger cars similar to Japanese ones rolled off the assembly line of the joint venture Maruti Udyog. Initially, the Indian government owned 60% of the new firm's shares. Already in the early 1990s, Maruti began to produce almost all components independently. The annual production volume has recently been at the level of 360-390 thousand cars per year [Cars of the world.. ., 2003, p. 171], but in the next two or three years, thanks to the construction of a new plant in New Delhi, the company plans to significantly increase production volumes and strengthen its position in the domestic market.

The dynamic development of the automotive industry in India is also a result of the broad liberalization of the economy initiated in 1991. At first, investors from abroad were required to gradually switch to the production of parts and components in India - up to 50% in the first three years and up to 70% in five years. At the same time, a high customs barrier was placed on the import of finished products and licensing was introduced. Over time, some of the production and financial obligations were removed. There are almost no restrictions on the minimum level of investment today. The Government does not set requirements for the use of locally produced automotive components. In India, you can buy a car of almost any brand, but the import of motor vehicles is still quite limited. The basic rate of customs duty on the import of passenger cars and two-wheeled motor vehicles is 60%. Duties on used passenger cars reach 150%. The import of manufacturing equipment and automotive components is carried out under an open general license (OGL) and thus does not require licensing.

Today, the automotive industry in India accounts for 4% of the country's GDP, employing 12 million people with a total of 400 million jobs in the country. In 2004. India is already the 12th largest car manufacturer in the world (1.5 million units), but the annual growth rate of production in this country (last year - 30%) is significantly higher than all other countries, which suggests that in the next two years India will firmly take its place in the top ten largest car manufacturers in the world. Exports of cars from India in July 2004 increased by 32.5% and amounted to 35.3 thousand units. This is an absolute record for the entire history of the national automobile industry. At the same time, the export of the largest manufacturer, Maruti Udyog, increased by 2.53% to 12 thousand cars.

Currently, the Indian fleet consists of about 6.5 million vehicles with an annual growth rate of 9% per year. The level of motorization of the population of India is only 6 cars per 1000 inhabitants (for comparison: in the United States, this figure is close to 500, in Russia-156). The capacity of the domestic market today is estimated by experts at 800 thousand passenger cars and automobiles per year.

At the moment, India produces:

* from 90 to 100% of the local car fleet and exports them at an average price of $ 4 thousand. per car;

* almost 100% of the local car fleet (the average export price is $ 12 thousand). per car);

* almost 100% of the local fleet of motor vehicles (export price - $ 800 - $ 1000). per motorcycle) [Automobile Industry of India].

India is the fourth largest producer of passenger cars in Asia and ranks fifth in the world in terms of production of commercial vehicles of medium and heavy classes.

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The new legislation of 2002, which provides for an increase in the flow of foreign investment into the country's economy, will allow for real reforms in the industry, which are expected to increase the number of products produced by 60%. The largest companies such as Ford Motor Co., General Motors Corp., Suzuki Motor Corp., Hyundai Motor Co., and Toyota Motor Corp. can be considered the most interested in this reform. and Daimler-Chrysler AG, which are currently active in India.

In 2001, the Government of India has already lifted almost all restrictions on foreign investors in the automotive industry. There is only one restriction left: to invest at least $ 10 million in the project. This liberal course has replaced the rigid policy of the last ten years, when an investor starting a production facility was required to produce 50% of components in India in three years, and 70% in five years. At the same time, new and used imported cars were subject to high import duties - up to 70% of the cost. This course has yielded results. Currently, there are 35 (!) automobile plants in the country (16 of them are joint ventures), which produce a large number of foreign cars [Morzharetto, 2001, p. 100]. In a country with a population of one billion, the middle class is already 100 million people, and, according to economists, in 20 to 25 years, its domestic needs for cars may surpass those of the United States.

Despite the fact that India has gained great popularity among foreign investors in recent years, the focus is primarily on the rational use of its own resources, rather than on direct investment. The country is developing a strong infrastructure to support its own private businesses. Its financial market and legal system are more transparent and efficient than, for example, in China.

It is not so much the cost of labor as its quality that is crucial for attracting foreign capital. An important factor for foreign partners is also the absence of a language barrier, since English is the second language in the country.

Thailand

The domestic market of this country and its central geographical position in Southeast Asia determined the economic feasibility of developing large-scale automobile production here. Since such Japanese automobile corporations as Toyota and Honda have been using Thailand as their "base" since the beginning of the 80s of the XX century, a sufficient layer of qualified workers appeared here, and an extensive network of car maintenance and spare parts supplies was created. Automobile manufacturers from the recognized center of the American automotive industry - Detroit-have attracted at least 50 suppliers of spare parts and components for cars to Rayong in Thailand, including such well-known ones as TRW Steering & Suspension Co. and Bendix brakes. This helped the country to get an industrial infrastructure that none of its neighbors could have dreamed of [Chereda, 2000].

These factors were crucial in ensuring that foreign automobile corporations did not abandon their plans for Thailand when the country's economic crisis began. GM's $ 600 million project to build its new plant here also remains in force. When the plant was first built in 1996, it was assumed that it would become a competitor to Toyota and Honda corporations for the production of a four-door sedan. However, after the crisis, GM decided to reorient itself from this model to the five-door Zafira minibus, which is designed to be used as a vehicle for driving cars.-

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It is sold in Europe by Opel, a division of GM Corporation. In addition, the American superconcern decided to sell this model in Thailand under the Chevrolet brand, investing an additional $ 50 million. c creating an extensive network of dealerships and service centers in the country.

In order to make their Thai businesses truly profitable and competitive, automakers need to find regional markets. They will be able to do so if the six Southeast Asian countries-Thailand, Indonesia, Singapore, Malaysia, the Philippines, and Brunei - deliver on their promises of sweeping trade liberalization. Car import taxes now remain extremely high, ranging from 20% in Indonesia to 100% in Singapore. In 2002. they fell to 5% and even lower. As a result, these six countries, with a total population of 450 million people, can form a new promising market for automotive corporations operating in Thailand. That is why the German concern BMW decided to invest $ 35 million in the construction of a new factory here, where it is going to produce an executive class sedan.

Thus, at the beginning of the XXI century, Thailand is gradually becoming one of the major centers of the Asian automobile industry, and the total volume of automobile production in the country is approaching the million mark. Automobile plants are located in export production zones in special territories that are exempt from import duties on materials and finished components of cars. Today, it is home to General Motors ' base plant for the production of Holden pickup trucks for the Asian and Australian markets, while Mitsubishi's factory supplies compact models to Japan itself. The future of the automotive industry in Thailand seems quite bright, even though automobile companies are following the same path as textile companies: they are placing production of their models and brands in the country for third-country markets. In parallel with the development of the automotive industry in Thailand, the petrochemical industry, the production of medicines, and other labor-intensive and knowledge-intensive industries are developing rapidly.

Iran

Currently, the Iranian automobile industry has a high rate of production development, and the volume of car production is about 700 thousand units per year. There are 11 automobile plants operating in Iran, two of which are the country's largest automobile plants, producing over 90% of the total national automobile production. These are private companies in which a certain (usually less than 30%) share of shares belongs to the state. The Iranian automobile industry is developing rapidly. In 1999-2003 alone, the local car market grew by 147%.

The largest automobile corporation in Iran is Iran Khodro Corporation (the leader of the domestic market since 1977), followed by SAIPAH.

The main activity of the Iranian government for the development of the automotive industry is to establish partnerships both inside and outside the country, expand exports, and invest in various projects.

Over the past 10 years, the production of component parts has been intensively developing. Currently, there are more than a thousand enterprises in the country that produce such parts. Some of these enterprises fulfill orders from foreign companies [for more details, see: In the automotive industry of Iran..., 1999], which in the future will significantly strengthen the country's position in the world market of automotive components.

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Taiwan

The automotive industry of Taiwan, unlike all these national automotive complexes, is quite specific. The fact is that there are practically no assembly plants on the island.

The AMPA exhibition (the largest Asian exhibition show in the field of spare parts, components and accessories for cars and motorcycles) in Taiwan is held annually under the motto "Without Taiwan, You Don't Get Parts", which translates literally into Russian as" Without Taiwan, you will not get parts and components " [http://www.intourgarant.ru/article.php?542.0].

Indeed, Taiwan's geo-economic position sealed its fate as one of the world's largest manufacturers of automotive components. The local automotive industry, founded in 1957, is an efficient centralized system. Large automotive giants send orders to first-row contractors, who, in turn, redistribute orders between second-and third-row contractors. According to this scheme, more than 300 large and 2000 medium and small enterprises operate in the country, producing spare parts, components, and accessories for automotive equipment in accordance with international quality standards.

According to available data, only in 2002. Taiwan exported approximately $ 2.3 billion worth of automotive components, parts and components. The increase in exports in 2003 alone was 15.3%. The largest importers of Taiwanese automotive products are the United States (39.8%), Switzerland (5.7%), Hong Kong (5.2%), the Philippines (2.7%), Canada (2.6%), the United Kingdom (2.6%), Germany (2.5%), Australia (2.4%), Indonesia (2%), Mexico (2%). Over the past 10 years, Taiwanese companies have made large-scale production expansion to other countries in East and Southeast Asia (China, Indonesia, India, and the Philippines). At the same time, Taiwan imports automobile spare parts and components (approximately $ 1.3 billion per year).

Indonesia

In the early 1990s, taking advantage of the defenseless state of the national economy, multinational corporations bought up local companies at bargain prices. Part of the International Monetary Fund (IMF) loans included a demand for the liberalization of Indonesia's automobile industry. Immediately after the latter fulfilled this condition, General Motors bought out the local automobile industry, and then 35 thousand workers were laid off from automobile factories. Those of the workers who remain in their jobs will receive 30% less salary, and their working hours will be reduced. 260 of the 282 companies listed on the Indonesian Stock Exchange have almost gone bankrupt.

Despite such negative phenomena, which, as we believe, are rather opportunistic in nature, car production in the country has increased more than fourfold over the past five years. And the liberalization of the economy and increasing its openness, carried out by the government, allow us to talk about the Indonesian automotive industry as a fairly promising segment of the automotive industry in Southeast Asia.

Malaysia

Among the few developing countries, Malaysia is an example of successful self-development of its own automotive industry. In a country with a population of 20 million, which did not have its own automobile industry, mass production of high-quality world-class cars was established

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level. Starting from scratch in 1985, the Malaysian company Perusahaan Otomobil Nasional Berhad, with the technical assistance of the Japanese Mitsubishi, reached an annual production of 260 thousand cars by 1998 [In the world of motors..., 1997]. Since 1994, these cars (with left-hand drive) have also appeared in continental Europe, where they immediately attracted attention for their reasonable prices. Even before that, the firm had gained a good reputation in the English market, where it operated for five years before being taken over by an American firm.

The Malaysian government protects national automakers with high duties on imported cars. These fees reach 300% of the original cost of the car, depending on the class and displacement of the engine. As a result, a "foreign car" costs 2 - 3 times more expensive in the Malaysian market than a locally produced analog. Thanks to the measures taken, Proton Malaysian cars account for more than 50% of the local market in Malaysia [Malaysia values...].

Moreover, the globalization of the global economy in the near future, according to the author, will lead to a gradual reduction in tariffs, which can not but affect the future competitiveness of the Malaysian automotive industry.

4. ASIAN COMPANIES IN THE RUSSIAN MARKET

At the beginning of the XXI century, the problem of development of one of the most strategically important branches of the Russian economy - the automotive industry-takes on a new meaning. This means that the development of the latter will have a decisive influence in the near future and is already being influenced by an external factor - the globalization of world economic relations. The effect of the latter is that the global car market is gradually becoming more integrated. The main tool of the ongoing integration, as we see it, is the growing number of cross-border mergers and acquisitions in the global automotive industry. In addition, one of the most important factors influencing the development of the modern global automobile market is the liberalization of international trade. This factor is mainly related to Russia's upcoming accession to the World Trade Organization (WTO) [for more details, see Smirnov, 2005, p.47].

In our opinion, the development of large-scale investment cooperation with the participation of major foreign multinational corporations should be considered among the priorities that will determine the development of the domestic automotive industry in the future. To date, a number of joint assembly plants in the automotive industry have been established in Russia. It should be noted that no enterprises have yet been established in Russia with the participation of the capital of Asian automobile concerns. Nevertheless, if we consider the structure of the Russian passenger car market, namely imported cars, then in recent years there has clearly been a growing trend in the presence of Asian companies in the Russian market. Table 11 shows data on sales of Asian foreign cars in Russia. The table shows that the share of Asian car brands in the Russian market has increased from 46% to 66% in recent years, and in 2004 more foreign cars were imported to Russia from Asian countries than all foreign cars were imported in 2003 ."

The most successful companies in the Russian market are Japanese automobile concerns. So, since the beginning of the 1990s, when the first official dealers of the company appeared in Russia, the history of active promotion of the Toyota brand in the Russian market begins. In 1998, the Moscow representative office of Toyota Motor Corporation was opened, which was created to assess the market situation and help increase sales through trading companies and a network of dealers in the main regions of Russia.

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Table 11

Sales of new passenger cars produced in Asia in Russia in 1997-2004 (units)

Sources: Autorevue, 2000, N 2; 2001, N 2; 2002, N 2; 2003, N 2, N 20; 2005, N 2; In the automotive industry of Russia..., p. 3; author's calculations.

regions of Russia. Toyota Motor sets quite strict requirements for the work of its authorized dealers. Dealers are required not only to sell cars, but also to provide them with spare parts, warranty service and repairs. Official dealers sell only cars adapted for the Russian market. This means that every car sold by official dealers is equipped with a special "Russian" package, which includes special fuel filters, a specially configured electronic engine control system, an air conditioning system and a non-standard battery model.

Nissan started its operations in Russia in 1983. The excellent quality and reliability of Nissan vehicles are confirmed by the many thousands of vehicles sold over the past 15 years in Russia and other CIS countries. Since 1997, Nissan has consistently ranked among the market leaders in terms of the number of vehicles sold. In 2002, the company managed to achieve truly impressive results. Total sales of cars in 2004 increased by more than 1.5 times compared to 2003 and amounted to 28 thousand. This figure is a record in the history of Nissan in Russia. In 2003, the company sold 9 thousand cars. Sales increased more than three-fold, once again surpassing the sales of all foreign cars in Russia, which grew only 1.8-fold. Strong demand for Nissan models continued throughout the year due to the high technical characteristics and refined style of the vehicles.

Recently, on the streets of Russian cities, primarily in Moscow, there are more and more new Japanese cars of various brands. Japanese car companies still prefer to sell in our country their cars produced in third countries, for example, in the same Europe. They very effectively in the late XX and early XXI centuries "accustomed" the Russian market, or rather the wealthy part of its clientele, to their cars. And I must say that they succeeded in this difficult task. Of course, the principle of "price-quality" was used with might and main, and information about Japanese cars was widely distributed.-

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as the most reliable in the world. Thus, the relatively insignificant export of Japanese cars to Russia is growing, albeit with fluctuations, and is second only to that of South Korea, outstripping the export of cars from Western Europe and the United States (Kuznetsov, 2003). Among South Korean companies, the most successful in the Russian market is Hyundai Corporation, whose sales have more than tripled over the past year alone, demonstrating an unprecedented increase in car exports to our country.

The sharp reorientation of the Russian consumer to cars produced in Asia (exclusively in Japan and South Korea), shown above, is due, in our opinion, both to economic considerations (the increase in the euro exchange rate against the dollar and, as a result, the increase in prices for European cars) and to technical advantages. The latter are related to the fact that cars produced in Asia, due to the current technological structure in the organization of production, are more reliable, economical, and do not require additional off-series equipment ("tuning"), which cannot be said, for example, about cars produced in Germany. In addition, judging by the rating of car reliability published by the authoritative publication "Financial Times", cars produced in Japan and South Korea have significant advantages over their "colleagues" from the United States and the European Union.

As for the prices of imported cars, Asian car manufacturers took advantage of such a factor as the appreciation of the euro against the US dollar. Most Russian sellers of European cars had to convert prices to euros, which increased the price of a European car sold in Russia by an average of 15% and, consequently, reduced its competitiveness accordingly. Japanese cars are still sold in Russia at prices set in dollars. Of course, Russian dealers do not rule out that in the near future suppliers of new Japanese cars may also switch to the euro, since most of these cars delivered to Russia are manufactured in Europe.

The Russian market is very promising for all manufacturers, and it is predicted that sales of foreign cars here will increase to 2.3 million units by 2010 (Bezverkhov, 2003), i.e. almost twice. The share that Asian cars occupy in the Russian market (as well as in the world market), as it seems to us, will steadily grow in the foreseeable future. This will be due not only to the increase in the import of those indicated in the table. 2 car brands, but also with the huge potential of the Chinese automotive industry, which in the near future will be directed to the massive development of exports. One of the main sales markets for Chinese cars will obviously be the Russian market, since it is assumed that the prices of imported cars from China will be significantly lower than those produced at Russian automobile factories, and the quality, at least, will not be inferior to the products of the Russian automobile industry.

At the same time, the current realities of the Russian economy, which, as practice has shown, does not have sufficient funds to develop a strong base for the development of a competitive automotive industry in the country, will determine the increasing penetration of capital of foreign automobile concerns into the Russian market. So far, as mentioned above, the capital of Asian concerns in the Russian automotive industry is not represented. But for many years, a number of companies have been negotiating the organization of assembly plants in our country. The desire of companies to organize car production in Russia is mainly due to the benefits of direct sales of cars on the spot instead of exporting them, with the payment of high customs duties and a corresponding increase in final prices for cars. It should be noted that quite recently, at the beginning of 2005, the Russian authorities

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and the management of the Japanese concern Toyota reached an agreement on the construction of a plant of this automobile giant in Russia. The laying of the plant has already begun. This indicates the beginning of a new stage of foreign economic expansion of the Asian automobile industry, which is beginning to move more and more actively into the vast Russian market.

The implementation of investment projects involving the capital of Japanese automobile companies in Russia is already overdue. Moreover, given the overproduction and the corresponding search for new markets, it is extremely necessary for automobile companies to assemble cars in Russia, rather than import them, paying high duties. In our opinion, the organization of assembly production with the participation of Japanese Toyota should greatly affect the balance of power in the Russian car market in favor of increasing the share of Japanese manufacturers in it.

As a result, having studied one of the largest components of the modern global automotive industry - the automotive industry in Asia, it should be concluded that the modern process of globalization has already fully predetermined the main vector of development of the global automotive industry. This vector will be aimed at mass development of the automotive industry in the countries of East and South-East Asia, promotion of its products to all markets of the world without exception, further increasing the competitiveness of this industry both on the Asian continent and around the world.

list of literature

Auto for China / / Driving. 2001. N 5.

Cars of the World 2002. Czech Republic: Graspo, 2003.

Automotive industry in India // http://www.abiz.ru

Auto review. 2000. N 2; 2001. N 2; 2002. N 2; 2003. N 2, N 20; 2005. N 2.

Bezverkhov A. Na raznykh polyusakh [At different poles]. 2003. N 9.

BMW creates a joint venture in China / / Auto Digest. 2002. N 27.

In the automotive industry of Iran / / BIKI. 1999. N 69.

In the automotive industry of Russia / / BIKI. 2004. N 23.

Malaysia values a local manufacturer // http://www.autocitychannel.com/news/s3275.html

In the world of motors / / Behind the wheel. 1997'. N 8.

Kuznetsov Yu. Japanese cars in Russia / / Japan today. 2003(2). N 3.

Morgiaretto I. Indian boom / / Driving. 2001. N 5.

Smirnov E. N. China becomes an automobile Power II Asia and Africa Today. 2004 (1). N 6.

Smirnov E. N. Avtomobilnye korporatsii Germanii: sovremennye strategii razvitiya [Automobile Corporations of Germany: Modern Development Strategies]. - M.: Sputnik+ Company, 2004 (2).

Smirnov E. N. Improving the competitiveness of the Russian automotive industry: search for a mechanism // Issues of the transition economy. 2005. N 2.

Khludov V. Who is slowing down the creation of a new Russian car? // Rossiyskaya Gazeta. 2003. N 101.

Chereda M." Detroyt " Yugo-Vostochnoy Azii ["Detroit" of Southeast Asia]. 2000. N 22 (295).

Expert-Auto. 2002. N 1 (34). 8 Apr.

http://www.navigatorauto.ru/show_news.html?id=1158

http://www.intourgarant.ru/article.php?542.0

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