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Hino has four plants in Japan: Hino, Hamura, Nitta and Koga.

The Hino plant operates since the establisment of the company.[1] Until 2016, it produced medium and heavy trucks and large diesel engines. In the 2016–2017 period, it was completely replaced by the Nitta and Koga plants for those,[2][3] keeping since then only some activities related to vehicle parts. Hino plans to completely shut down the Hino plant by 2025.[4] The plant site is about 300,000 m2.[1] In December 2022, Hino said it wanted to sell one third of that land.[4]

The Koga plant became fully operational in 2017, after gradually starting operations of its different production lines.[2] The plant produces parts, axles, frames as well as medium and heavy trucks both as knock-down kits and as fully assembled units.[2][1] The plant site is about 660,000 m2. The built area of the Koga plant is divided into five operations: knock down plant (26,000 m2),[1] axle plant (13,000 m2), frame plant (12,000 m2), cab plant (22,000 m2) and vehicle assembly plant ( 61,000 m2).[5]

The Nitta plant was established in 1980. It produces axles, engines and transmissions.[1] Up until late 2016, it only assembled small and medium engines while the large ones were by the Hino plant. By late 2016, the plant opened its own large engine assembly division, replacing the Hino one.[2][3] The plant site is 390,000 m2.[1] The plant itself covers 28,000 m2.[5]

The Hamura plant started operations in 1963. It produces axles, light trucks and light vehicle contract assembly for Toyota. The plant site is 770,000 m2.[1]

Hino has two test facilities within Japan (in Ibaraki, Osaka and Memuro, Hokkaido), various warehousing facilities (in Ōme, Tokyo, Sapporo and Koga), a museum and training facility (Hachiōji), a vehicle distribution facility (Hidaka, Saitama) and a technical center for clients (Hamura). The company owns about 24 dealerships in the country.[6]

Apart from its directly-controlled operations, Hino has various support subsidiaries in Japan. Trantechs, Ltd. is a truck bodywork manufacturer wholly owned by Hino,[7] established in 2002 as a corporate spin off, part of the merging process of Hino's Hino Auto Body Industries (a company producing truck bodyworks and buses) into J-Bus for bus production.[8] In December 2021, Trantechs opened a 15,600 m2 bodywork plant within the Koga plant complex. The subsidiary also owns a bodywork plant in Hakusan, Ishikawa where it has its headquarters.[7] Hino has various parts producing subsidiaries which supply Hino itself and other clients: Takebe Tekkosho Co., Ltd. (plants in Atsugi and Thailand),[9] Sohshin Co., Ltd. (Iruma and Tokigawa, Saitama),[10] Fukushima Steel Works Co., Ltd. (Fukushima and Sagamihara),[11] Rikken Forge Co., Ltd. (Maebashi and Isesaki),[12] Meiyu Kiko Co., Ltd. (Nirasaki, Yamanashi),[13] Yoshizawa Ironworks Co., Ltd. (Kōshū, Yamanashi)[14] and Serio Co., Ltd. (Komatsu, Ishikawa).[15] Other subsidiaries are Hino Global Logistics, Ltd. (logistics); NEXT Logistics Japan, Ltd. (logistics); Nissha Butsuryu Co., Ltd. (logistics); Hino Trading, Ltd. (trading); Hino Retrux, Ltd. (remanufacturing); Hino Technical Service Co., Ltd. (Hino technical manuals and related material); Hino Hutech Co., Ltd. (outsorcing services); Hino Computer System Co., Ltd. (computer maintenance services); Hino Harmony, Ltd. (facility maintenance); Hino Engineering Annex, Ltd. (vehicle repairing and modification); CUBE-LINX Co., Ltd. (management services); Saichu Co., Ltd. Hino has about ten affiliates in Japan, including J-Bus.[16]

From March 2019 onwards, Hino owns a minority stake in MONET Technologies Inc., a mobility services joint venture established by Toyota and Softbank.[17]






According to the company, in 2021 almost two thirds (62%) of its revenue came from trucks and services related to them. Second came construction equipment (25%), and the rest was from buses, marine engines, and minor operations, each of them below 5%.[18]


In the 1970s, Volvo started to move away from car manufacturing to concentrate more on heavy commercial vehicles. The car division focused on models aimed at upper middle-class buyers to improve its profitability.[19]


Between 1978[20] and 1981, Volvo acquired Beijerinvest, a trading company involved in the oil, food, and finance businesses. In 1981, those sectors represented about three quarters of the company revenue, while the automotive sector amounted for most of the rest.[19]

In the 1990s, Volvo also divested from most of its activities outside vehicles and engines.[20]


Volvo has various production facilities. As of 2022, it has plants in 19 countries, with other 10 countries having independent assemblers of Volvo products. The company also has product development, distribution, and logistics centers.[21] Its first plant for vehicle assembly, on the Hisingen island, was owned by SKF until it was made part of the Volvo company in 1930.[20] That year, Volvo acquired its supplier of engines in Skövde (Pentavarken).[22] In 1954, Volvo built a new truck assembly plant in Gothenburg and, in 1959[20]–1964,[23] a car assembly plant in Torslanda.[20] The first trully branched away plant of Volvo was the Floby gearbox plant (100 kilometers to the northeast from Gothenburg), incorporated in 1958. In the 1960s and early 1970s, Volvo and its assembly partners opened plants in Canada, Belgium, Malaysia,[22] and Australia.[24] In the early part of that period Volvo also started to venture into vehicles other that passenger cars and road-going commercial vehicles by acquiring the Eskilstuna plant (Bolinder-Munktell).[22] From the 1970s onwards, Volvo set up various facilities (Bengtsfors, Lindesberg, Vara, Tanumshede, Färgelanda,[22] Borås[25]), most of them on a 150 kilometer radius of Gothenburg,[22] and gradually acquired the Dutch DAF car plants.[20] It also established its first South American plant in Curitiba, Brazil.[26]

From the mid-1970s onwards, Volvo began building assembly plants with smaller assembly lines, more worker-centric and with better use of automation, leaving fordism. These were Kalmar (car assembly, built in 1974),[23] Tuve (truck assembly, 1982)[23][27] and Uddevalla (car assembly, 1989). Kalmar and Uddevalla were closed down in the early 1990s, following yearly loses.[23] The Tuve plant (called the LB plant) replaced the Gothenburg plant (X plant) for truck assembly through the 1980s, as the former could produce more technologically complex models.[27] In 1982, Volvo got its first plant in the United States, the New River Valley plant in Dublin, Virginia, after acquiring the assets of the White Motor Corporation.[19] Starting in the late 1980s, Volvo expanded its limited bus production capabilities through acquisitions in various countries (Swedish Saffle Karroseri, Dutch Aabenraa, German Drögmöller Karroserien, Canadian Prévost Car, Finnish Carrus, American Nova Bus, Mexican Mexicana de Autobuses). In the late 1990s, after a short-lived joint venture with Polish manufacturer Jelcz, Volvo built its main bus production hub for Europe in Wroclaw.[26] In the 1990s, Volvo also increased its construction equipment assets by acquiring the Swedish company Åkerman and the construction equipment division of Samsung Heavy Industries.[28] In 1998, the company opened an assembly facility for its three main heavy product lines (trucks, construction equipment, and buses) near Bangalore, India.[26]

Volvo sold all its car manufacturing assets in 1999.[26]

Following the acquisition of Renault Véhicules Industriels[26] and Nissan Diesel[29] in the 2000s, Volvo gained various production facilities in Europe, North America, and Asia.[26][29]

Volvo production sites as of October 2022
Company Plants
Volvo Trucks
Renault Trucks
Mack Trucks
Volvo Construction Equipment
  • Sweden: Arvika (large wheel loaders), Braås (articulated haulers), Eskilstuna (transaxles), Hallsberg (cabs, tanks)
  • Germany: Konz-Könen (excavators, compact wheel loaders), Hameln (road building machinery)
  • France: Belley (compact excavators)
  • United Kingdom (Terex): Motherwell (rigid and articulated haulers)
  • South Korea: Changwon (excavators, demolition equipment, pipelayers)
  • India: Bangalore (excavators, rigid and articulated haulers, wheel loaders, road building machinery, parts)
  • China: Shanghai (excavators)
  • United States: Shippensburg (compact wheel loaders, road building machinery)
  • Brazil: PederneirasC. (articulated haulers, large wheel loaders, soil compactors, crawler excavators)
Volvo Buses
VE Commercial Vehicles
  • India: Pithampur (trucks, engines, transmissions)
Dongfeng Truck
SDLG
  • China: Linyi (compact excavators, large wheel loaders, soil compactors, asphalt pavers)
Volvo Penta
Notes
Companies with a light blue background are minority owned by Volvo.

  • □ Production "suspended".
  • A. It also produces Mack Trucks-badged vehicles.
  • B. It also produces Volvo Trucks and DAF-badged vehicles.
  • C. It also produces SDLG-badged vehicles.
Sources
[21][24][25][26][30][31][32][33][34][35][36][37][38][39][40][41][42][43][44][45][46][47][48][49][50][51]



KG Group
Company typeChaebol
IndustryVarious
FoundedSeptember 2003
FounderKwak Jae-sun
Headquarters
Jung-gu, Seoul
,
South Korea
Key people
Kwak Jae-sun (chairman)
Revenue₩4,983 billion (2021)
₩308 billion (2021)
Total assets₩5,346 billion (2021)
Websitewww.kggroup.co.kr/eng/
Footnotes / references
References:[52]

The KG Group (Korean: KG그룹, IPA: [kʰeiː dʑiː gɯˈɾup]) is a South Korean chaebol established in 2003 and operating, through its affiliates, in various industries and other businesses (including chemicals, steel, services, and media). The main affiliates of the KG Group are KG Chemical (its core company) and KG Steel.

The KG Group expanded through mergers and acquisitions.

History

[edit]

In 1985, Kwak Jae-sun and other investors founded Seil, a power plant company.  In 2003, Kwak sold his Seil stake and used the money obtained to acquire a company under receivership, Gyeonggi Chemical (later renamed KG Chemical), initially a fertilizer producer  which diversified through merging, and established the KG Group chaebol.[53][54]

In the following years, the KG Group expanded through a  mergers and acquisitions strategy.[53][54] In 2005, it acquired the cogeneration company Sihwa Energy (later renamed to KG Energy and then KG ETS), and in 2008, it purchased the delivery company Yellow Cap (KG Yellow Cap). In 2010, it acquired waste treatment company Eco Service Korea (name changed to KG ETS after being merged with KG Energy in 2011), the fund evaluation company Zeroin ( KG Zeroin), and the media company Edaily.[53]

In 2011, the KG Group acquired the e-commerce company Inicis (renamed KG Inicis) and electronic payment provider Mobilians (KG Mobilians). In 2013, it acquired Eduone (renamed KG Eduone). In 2014, it acquired Dongbu and Dongbu Parcel merged with KG Yellow Cap, the combination renamed KG Logis, but sold it in 2017.[53] In 2016, KG Inicis took a 60% stake in Samsung Allat from Samsung C&T Corporation  and Samsung Card[55] (later changed its name to KG Allat and merged with KG Mobilians in 2019) and  the South Korean KFC franchise in 2017.[53]

In May 2019, the KG Group established a special purpose corporation (SPC), KG Steel, by investing funds from group affiliates (such as KG Chemical and KG ETS), in order to take a 40% controlling stake in Dongbu Steel. It formed a consortium with Cactus Private Equity, a South Korean private equity fund, to finish the transaction. The acquisition was completed in August 2019 and the assets of the KG Group increased from ₩2.23 trillion at the end of 2018 to ₩5.256 trillion.[53] 

In October 2020, KG Inicis, through a SPC called Crown F&B, acquired a 93.8% stake in Hollys F&B (the operator of the Hollys Coffee coffeehouse franchise) from IMM Private Equity, a private equity fund manager.[56][57]

In June 2022, the KG Mobility consortium (KG ETS, KG Mobilians, KG Steel, Cactus Private Equity, KG Inicis, and Pavilion Private Equity), a KG Group affiliate, was selected as the final bidder for South Korean car manufacturer SsangYong Motor.[58] In August 2022, South Korea's Free Trade Commision approved KG Group acquisition of a 61% controlling stake in receivership-bound SsangYong.[59][60] The acquisition payments were completed later that month. In September 2021, the Seoul Bankruptcy Court agreed to SsangYong's receivership exit plan, including issuing new shares in order to pay the creditors.[61] The KG Group is set to start the process to exit SsangYong's receivership in early October and finish the acquisition process on or before 14 October, the SsangYong sale deadline. There also are plans to rename SsangYong.[59]

Corporate

[edit]

Structure

[edit]

As other chaebol, the KG Group is not a single company controlling others but rather a loose grouping of companies (affiliates) that is linked through a complex, circular cross ownership structure. The structure is centred around three companies: KG Chemical (the core company of the group and de facto parent), KG Zeroin (the largest KG Chemical shareholder, majority controlled by the Kwak family) and KG (a holding company).[53] The two main affiliates of the KG Group by business volume are KG Chemical and KG Steel.[54] The KG Group affiliates are set up to work autonomously and are called "family" instead of affiliate internally.[62] As of May 2022, the number of afffiliates was 21 domestic and 8 overseas.[63]

Branding

[edit]

According to Kwak, the KG Group name is an initialism for "Korea Green".[62]

The KG Group has two logos, often used in conjunction: a wordmark with "KG"  in sans-serif script and a purple, violet, orange, and yellow logo simbolising a prism. The official font for the KG Group is Avenir. The slogan is "think great" with the k and g letters stilised in uppercase.[64]

Main affiliates

[edit]

KG Chemical

[edit]

KG Chemical Co., Ltd. (Korean: KG케미칼 주식회사; RR: KG Kemikal Jusighoesa), traded as KRX: 001390,[65] is a company producing chemical products such as chemical fertilizers, concrete admixtures, heavy water agents, and purifiers. In 2021, it posted ₩4,929.9 billion in revenue and ₩476.1 billion in operating profit. Its net profit was ₩287.138,8 billion.[54]

Gyeonggi Chemical (the previous name of KG Chemical) was established in 1954 and its main product was chemical fertilizers. By 2000, it was the largest in the domestic fertilizer market.[66] The company was listed on the South Korean stock market in 1989.[67]

Following the 1997 Asian financial crisis, Gyeonggi Chemical sold off its affiliates (Gyeonggi Mining and Daljae General Trading Corporation) but it did not make a major restructuring to improve its financial situation. The company declared bankruptcy in 1999. In 2002, the Mitsubishi Group, with which Gyeonggi Chemical had a partnership, formed a consortium and tried to take over, but it failed. The company was acquired by Kwak in 2003 and adopted its current name.[66] In 2017,  it acquired Enerchem, which produces high-purity nickel sulfate, a raw material for rechargeable battery cathode active materials.[63]

The company's first base (plant and headquarters) was in Bucheon. In 1982, it built a second plant at Onsan (a port in Ulsan). The Bucheon facilities were sold off in 2013 and the company moved its headquarters to Onsan.[66]

KG Steel

[edit]
Main article: KG Steel

KG Steel Co., Ltd. (Korean: KG스틸 주식회사; RR: KG Seutil Jusighoesa)[68] is a producer of steel-related products. KG Steel's 2021 revenue was ₩3.35 trillion and operating profit ₩296.9 billion.[54]



GAC Hino Motors Co., Ltd.
Company typeJoint venture
test2
IndustryAutomotive
Predecessors
  • Shanfei Hino
  • Yangcheng Auto
FoundedDecember 2007
Headquarters
Guangzhou
,
China
Area served
China
ProductsTrucks
Owners
Chinese name
Simplified Chinese广汽日野汽车有限公司
Traditional Chinese廣汽日野汽車有限公司
Transcriptions
Standard Mandarin
Hanyu PinyinGuǎngqì Rìyě Qìchē Yǒuxiàn Gōngsī
GAC Hino
Simplified Chinese廣汽日野
Traditional Chinese广汽日野
Transcriptions
Standard Mandarin
Hanyu PinyinGuǎngqì Rìyě
Websitewww.ghmcchina.com/index/index.jsp

GAC Hino is a joint venture between Hino and GAC aimed at producing trucks and headquartered in Guangzhou, China, where it has its single assembly facility. Test. The venture emerged from the merging of two previous Chinese automotive companies: Yangcheng Auto and Shanfei Hino.

Hino's early involvement in China

[edit]

In 1978, Hino established a partnership with the Chinese car manufacturer FAW by providing technical assistance on medium trucks to it, mostly for improving FAW's Soviet era Jiefanghao range. The first direct involvement in China from Hino was in 2003, when they set up an engine plant in Shanghai.[69]

Shenfei Hino

[edit]

In 1980, the state-owned enterprise Shenfei Group established a bus manufacturing company at Shengyang named as Shengyang Shenfei Automotive[70] (organised as a limited company in December 1993).[71] In December 2002, Shenfei, Hino, and Toyota Tsusho agreed to re-incorporate the company as a joint venture, Shenyang Shenfei Hino Automotive Manufacturing Co., Ltd. (Shenfei Hino), focused on producing Hino buses. At the end of 2003, the joint venture completed a new bus assembly facility.[70]

Yangcheng Auto

[edit]

In 1958, the Guangzhou municipal government established the Guangzhou Yangcheng Automotive Plant,[72] later renamed as Yangcheng Auto Company as it became a joint venture between GAC and Hong Kong Zhonglong Investment Company.[73] It built Isuzu-based light trucks and other commercial vehicles.[74]

Creation of GAC Hino

[edit]

Both Yangcheng Auto and Shenfei Hino had low sales.[74] In December 2007, GAC and Hino formed the GAC Hino joint venture (an equally-owned venture) by absorbing and reorganising Yangcheng and Shenfei Hino.[75] Both bases (Shengyang and Guangzhou) were kept by GAC Hino until a new facility for producing trucks (the Conghua plant) were completed in Guangzhou. GAC Hino also kept on managing the Yangcheng lineup.[76] In 2008, GAC announced it planned to put Yangcheng production under the GAC marque.

In mid-2009, after some GAC problems, the new Guanghzhou plant started operations,[74][77] producing variants of the Hino 700.[69] That same year, the company also relaunched bus production at Shengyang. In 2016, the Shengyang operations stopped assembly and were dissolved, following constant yearly losses.[71]

In the period between 2009 and 2011, GAC Hino products were only available in Guangdong and the company could keep a production volume of over 1,000 vehicles because the 700 truck was designated for building infrastructure of the 2009 East Asian Games.[69]

Products and facilities

[edit]

The Guangzhou's Chonghua plant is the onlyproduction base of GAC Hino and has two assembly lines for heavy trucks with a maximum capacity of 20,000 units per year, but it currently only produces approximately 5000 units annually. The plant uses the same multi-skilled work system as the Hino's Homura plant in Japan.[69]

As of 2021, the plant produces the Hino 700 on different configurations.[78]

References

[edit]
  1. ^ a b c d e f g "日野自動車、グローバル生産体制構築を加速" [Hino accelerates build up of global production system] (Press release) (in Japanese). Hino. 2013-07-26. Retrieved 2023-06-16.
  2. ^ a b c d Cite error: The named reference bz was invoked but never defined (see the help page).
  3. ^ a b Cite error: The named reference fullload was invoked but never defined (see the help page).
  4. ^ a b "エンジン不正問題の日野自動車、本社工場敷地3分の1売却の苦境" [Due to the fraudulent engines scandal, Hino faces difficulties. To sell one third of its headquarters plant site]. Nikkan Kogyo Shimbun (in Japanese). 2022-12-27. Retrieved 2023-06-16 – via Newswitch.
  5. ^ a b "日野自動車、新田工場で大型エンジン工場の鍬入れ式を実施" [Hino holds groundbreaking ceremony for large engine plant at Nitta] (Press release) (in Japanese). Hino. 2015-02-12. Retrieved 2023-06-16.
  6. ^ "Domestic office". Hino. Retrieved 2023-06-16.
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  64. ^ "KG CI". KG Group. Retrieved 4 September 2022.
  65. ^ "회사 소개" [About us] (in Korean). KG Chemical. Retrieved 4 September 2022.
  66. ^ a b c Kim, Jae-hee (18 April 2019). "KG그룹 곽재선 회장 누구? , 내 인생 본전은 7만6000원… 며느리 배수빈 아나운서" [Who is Kwak Jae-sun, Chairman of KG Group? "My whole life started with ₩76,000" - His daughter-in-law is the announcer Baen Soo-bin]. Global Economic (in Korean). Retrieved 4 September 2022.
  67. ^ Song, Seong-hee (30 July 2021). "KG케미칼 8% 상승 '친환경 비료 생산'" [KG Chemical's 8% rise on "eco-friendly fertilizer production"]. International News (in Korean). Retrieved 4 September 2022.
  68. ^ "Company" (in Korean). KG Steel. Retrieved 4 September 2022.
  69. ^ a b c d Wang, Zhongqi; Suh, Youngkyo (2021). "Multiskilled labor management of Japanese commercial vehicle makers in the Chinese market: the cases of Hino and Isuzu". Annals of Business Administrative Science. 20 (1). Global Business Research Center: 7–9. doi:10.7880/abas.0201201a. ISSN 1347-4456.
  70. ^ a b "New Factory of Shenyang ShenfeiHino Automobile Co. Put into Production". chinabuses.com. 15 December 2003. Archived from the original on 26 April 2021. Retrieved 26 April 2021.
  71. ^ a b "广汽解散日野沈阳子公司 首个跨省汽车重组失败" [GAC dissolves Hino's Shenyang subsidiary, the first inter-provincial auto restructuring fails]. Sohu (in Chinese). 19 May 2016. Retrieved 26 April 2021.
  72. ^ Ye, Min (2014). "China's electronics and automobiles". Diasporas and Foreign Direct Investment in China and India. Cambridge University Press. p. 171. ISBN 978-1-107-05419-6.
  73. ^ "广汽日野汽车有限公司" [GAC Hino Motors Co., Ltd.]. 163.com (in Chinese). Retrieved 27 April 2021.
  74. ^ a b c Ouaknine, Joest Jonathan (14 September 2009). "Chine: naissance de Guanqi-Hino" [China: birth of Guanqi-Hino]. Le Blog Auto (in Chinese). Retrieved 27 April 2021.
  75. ^ "Hino, Guangzhou Auto start JV". Japan Times. 19 December 2007. Retrieved 27 April 2021.
  76. ^ "广汽日野汽车有限公司成立 广汽重组商用车业务" [GAC Hino Motors Co., Ltd. established. GAC reorganises its commercial vehicle business]. 163.com (in Chinese). 25 December 2007. Retrieved 27 April 2021.
  77. ^ "广汽日野项目7月投产" [GAC Hino project put into production in July]. National Business Daily (in Chinese). 14 April 2009. Retrieved 27 April 2021.
  78. ^ "Product center" (in Chinese). GAC Hino. Retrieved 27 April 2021.

Other reasons cited for the labour shortage were declining birthrates and lack of interest in new workers for "dirty, difficult, or dangerous" jobs.[1]

The Toyota Motor Kyushu system was later implemented in remodelled and brand-new Toyota plants, including the Motomachi No.2 plant (1994), Tahara No.1 plant (1995), Motomachi No.1 plant (1996) in Japan; Kentucky No.2 plant (1994) in the United States.[2]

As of 2021, the company produces the following Lexus vehicles at its Miyata plant: on the assembly line No.1, the CT (CT200h), the NX (NX300h, NX300, NX200), the UX (UX250h, UX300, UX300e); on the assembly line No.2, the ES (ES300h, ES350, ES250, ES200), the RX (RX450hL, RX450h, RX300).[3][4]

  • Shimizu, Koichi (2004). "Reorienting Kaizen activities at Toyota: Kaizen, production efficiency, and humanization of work". Okayama Economic Review. 36 (3). The Economic Association of Okayama University. doi:10.18926/OER/40530. ISSN 0386-3069.
  • Shimizu, Koichi (2007). "Humanization of the production system and work at Toyota Motor Co and Toyota Motor Kyushu". In Sandberg, Åke (ed.). Enriching Production: Perspectives on Volvo's Uddevalla plant as an alternative to lean production. Avebury. ISBN 1-85972-106-0.


p. 384

The Miyata plant is on a site two kilometres long and 850 metres wide and has two assembly lines (No.1 and No.2 plants), with body weld, paint, and assembly units. Both lines are supplied by common stamping, plastics, suspension, and fuel-tank sections within the plant. Miyata also has a hybrid component sub-assembly facility. The No.1 assembly line is slightly larger than the No.2 and they can produce about 1,000 and 850 cars per day respectively. Most of the production process (11 of 19 hours) is in the paint shop. About 30% of the finished cars are rejected to comply with Lexus' quality standard.[5]

The Kanda plant has two assembly lines and its building area is 108,000 square metres (m2) (powertrain line 77,000 m2, casting line 25,000 m2, and smelting line 6,000 m2). The Kokura plant has 32,000 m2.[6]

Dieppe plant

[edit]

The first assembly plant for Alpine was at a small workshop owned by Rédélé on the Pasteur avenue in Dieppe. In 1969, to cope with increasing demand, the assembly was moved to a larger facility on de Bréauté avenue, its present location.[7]

The Dieppe plant has 3.8 hectares of covered buildings. As of 2019, it had 386 employees.[8]

The plant is semi-automatised, with high worker input (before the launch of the 2017 A100, vehicles were almost completely hand-built) and focused on low-volume, high quality assembly. It can produce an average of 15 A110s per day. The plant neither press steel nor aluminium (the A110s are mostly built on prefrabricated alloy panels). The plant has not a welding section, as the A110 chassis and bodywork are riveted and glued on a special assembly line and then moved to a low-temperature coating plant (able to paint both the alloy and plastic elements) and then to a sanding robot (to remove imperfections) and wiping robot (to clean the vehicle). Final assembly is made on a single line, with logistics teams preparing beforehand the vehicle's components to travel along the line with each car. Cockpits are assembled and put on by the side and pre-assembled powertrains are put on the rear.[9] Apart from low-volume cars, the Dieppe plant also assembles racing cars, produces and sells parts for racing cars, and tunes engines.[8]

From the late 1970s, Alpine's Dieppe plant produced Renault Sport models and, after the discontinuation of the Alpine marque in 1995, it became its main focus.[8][9] Renault Sport models produced over time by Alpine include: Renault 5 Turbo, Renault Sport Spider, Clio Renault Sport, Mégane Renault Sport.[8][9] The last Renault Sport model produced by Alpine was the fourth-generation Clio Renault Sport, which was put out of production at Dieppe in 2018. Between 2015 and 2016, the plant also assembled the Bolloré Bluecar.[8]

Template:Japan Toyota subcontracting assembly

Toyota Motor Kyushu, Inc.
Native name
トヨタ自動車九州株式会社
Toyota Jidōsha Kyūshū Kabushiki-gaisha
FormerlyToyota Auto Body Industries Co., Ltd.
Company typeSubsidiary
IndustryAutomotive
Founded8 February 1991
Headquarters
Miyawaka
,
Japan
Key people
Osamu Nagata (President)
ProductsCars, engines, hybrid systems
RevenueIncrease ¥1,334.01 billion[note 1][10] (FY2019)
Increase ¥28.90 billion[10] (FY2019)
Increase ¥20.53 billion[10] (FY2019)
Total assetsDecrease ¥434.46 billion[10] (FY2019)
Total equityIncrease ¥171.99 billion[10] (FY2019)
Number of employees
About 11,000[11] (April 2020)
ParentToyota Motor Corporation
Websitewww.toyota-kyushu.com

Toyota Motor Kyushu (TMK) is a manufacturing subsidiary of Toyota established in 1991 and focused on the production of Lexus cars, engines, and hybrid systems. Its headquarters and single assembly plant are in Miyawaka, Fukuoka. Car production started in December 1992.

History

[edit]

Early years

[edit]

In the late 1980s, at the peak of the Japanese asset price bubble, Toyota started to research the possibility of establishing a new vehicle assembly plant. At the time, most of its Japanese assembly sites were in and around the Aichi prefecture, and the company could not cope with the high demand for high-end mid-size cars it had in the domestic market, as it found difficult to hire enough workers for assembly work in Aichi.[7][12] The labour shortage was also pushing wages up, reducing Toyota's competitiveness. The Kyushu region was judged as the best option, as it had the Miyata Industrial Park, a site with an extensive transport infrastructure and space to build large facilities, as well as a workforce surplus. Toyota would also benefit from the "Rural Area Industry Introduction Promotion Law" which gave special exemptions of corporate tax for the first year, exemption of business tax for three years, and special property tax exemptions.[12] Toyota decided to make the new plant a separate subsidiary but, unlike its previous subcontracting companies, it decided to make it so just from a legal perspective while de facto it would be a plant directly controlled by Toyota headquarters, without any significant autonomy.[12][13] The reason for this was to fully take advantage of the tax breaks,[12] to be able to pay lower salaries than the ones paid by the parent, and to be able to adapt easier the plant operations.[12][13]

In July 1990, Toyota signed a land agreement with Fukuoka prefecture towns Miyata and Wakamiya.[note 2] On 1 February 1991, Toyota set up two groups to support the new Kyushu company: Kyushu Business Preparation Office, which selected production models for the plant and the Kyushu Support Group at the Motomachi plant. The manufacturing company, Toyota Motor Kyushu, was officially established on 8 February 1991 and a plant with a capacity to produce up to 200,000 vehicles per year, called the Miyata plant, was completed in December 1992.[12] The plant was used to test a (new for Toyota) semi-automatised production system with its single assembly line divided into smaller autonomous sections and increased responsability and input from workers.[12][14][15]

The company's first assembly was the production volume of the seventh-generation Mark II[12][16] which formerly belonged to the Motomachi plant, sharing its production with Kanto Auto Works. In 1994, it also added the fifth-generation Chaser from Kanto Auto Works, which replaced it with a Crown taxi. In 1996, Toyota Motor Kyushu entered into production the eight-generation Mark II.[12]

When the Miyata plant started operations, the bubble had ended and the Japanese economy entered into a recession, which lowered the sales of the company's products. There also was a shift in demand, especially in overseas markets, which increasingly preferred sport utility vehicles (SUVs) and SUV-like vehicles over traditional cars. Toyota Motor Kyushu adapted its structure, making production systems more flexible and forming workers into a more multi-skilled approach. In 1997, as a result of these changes, the company could incorporate more varied products besides high-end rear wheel drive cars, ranging from the high-end front wheel drive saloon (third-generation Windom/Lexus ES) to the front wheel drive SUV-like (first-generation Harrier/Lexus RX). The first Lexus-badged products assembled in that year would also have a significant impact on the company, as that marque would increasingly be its main focus.[17]

Toyota Motor Kyushu increased its importance within Toyota in the next few years, joining the Toyota Production System development group and, in 1998, designing a special version of the Harrier in partnership with Zagato.[17]

In 2000, Toyota Motor Kyushu started producing the first-generation SUV-like front wheel/all wheel drive Highlander/Kluger. That same year, the company stopped assembling the Mark II, transferring its production to Kanto Auto Works. In 2001, it discontinued the Chaser, focusing from then on on front/all wheel drive vehicles. In 2002, it introduced the fourth-generation Windom/Lexus ES. In 2003, it began producing the second generation Harrier/RX.[17]

Lexus focus

[edit]

From 2005 onwards, the company would become an export-oriented producer of Lexus vehicles. In 2005, it opened a second assembly line for the Miyata plant focused exclusively on Lexus-badged vehicles, doubling the production capacity. In that year, it also introduced a Lexus vehicle for the new line (the second-generation IS) and hybrid systems, firstly on the second-generation RX and the Highlander. By the end of the year, the company opened an aluminium engine plant (Kanda plant), initially focused on the 2GR. In 2006, the company entered into production the fifth-generation Windom/Lexus ES. In 2007, it added the second-generation Highlander/Kluger.[18] In that year, it began to do research and development work, mostly designing interior and exterior pieces.[19] By the end of the year, the company achieved its largest annual car production, with 443,000 units. That number almost halved the next year because of the Lehman shock.[7]

In 2008, Toyota Motor Kyushu started a second assembly line for the Kanda plant and opened its own hybrid systems plant, the Kokura plant.[18] By the end of the year, it rolled off the third-generation Lexus RX. In 2009, it  introduced the hybrid-only Lexus HS (HS250h)[20] and its sister car,[21] the Japan-only Sai.[22] In 2010, the company transferred production of the non-hybrid Highlanders to Toyota Motor Manufacturing Indiana.[23] In early 2011, Toyota Motor Kyushu entered into production the first-generation hybrid Lexus CT (CT200h).[24] At the end of 2012, it stopped assembling the IS and the model production was moved to the Tahara plant. The convertible variant continued for some time at Kyushu for overseas markets.[25]

In February 2012, Toyota said it would move all the remaining Highlander assembly from Toyota Motor Kyushu to Toyota Motor Manufacturing Indiana by 2013 to make it more competitive.[26] In that year, Toyota Motor Kyushu launched the sixth-generation Lexus ES[27] and discontinued the HS due to low sales.[20] In 2014, the Lexus NX was put into production by the company.[16] In 2015, it launched the fourth-generation Lexus RX. In 2018, the seventh-generation Lexus ES[28] and the UX.[29] In late 2019, the company rolled off the first Lexus-badged electric car, the UX300e.[30]

Facilities

[edit]

The Toyota Motor Kyushu's single vehicle assemby plant (Miyata plant) and headquarters  are in Miyawaka, Fukuouka. The company has two more plants: the Kanda plant and the Kokura plant. The first is in Kanda, Fukuoka and produces engines. The second is in Kitakyushu (also Fukuoka) and produces hybrid systems. Average unit production capacity for each plant is 430,000, 440,000, and 470,000 respectively.[11]

From 2016 onwards, the company has a research development facility (Technical Centre) separated from the rest of the Miyata plant operations.[31]

Products

[edit]

As of 2021, the company produces the following Lexus vehicles: CT (CT200h), ES (ES300h, ES350, ES250, ES200), NX (NX300h, NX300, NX200), RX (RX450hL, RX450h, RX300), UX (UX250h, UX300, UX300e).[32]

Notes

[edit]
  1. ^ The FY2019 (Fiscal Year 2019) in this article is from 1 April 2019 to 31 March 2020.
  2. ^ Both later merged to form Miyawaka.

References

[edit]

Citations

[edit]
  1. ^ Shimizu 2007, p. 384.
  2. ^ Shimizu 2004, p. 18.
  3. ^ "Product models". Toyota Motor Kyushu. Retrieved 10 April 2021.
  4. ^ "Adjustments to Domestic Production due to Earthquake in February 2021 (as of February 22)" (Press release). Toyota. 22 February 2021. Retrieved 20 April 2021.
  5. ^ "Law and order at Lexus". Automotivemanufacturingsolutions.com. 1 January 2008. Retrieved 10 April 2021.
  6. ^ Tanaka 2015, p. 80–81.
  7. ^ a b c Benard, Aurélien (8 July 2019). "A Dieppe, l'usine Alpine fête ses 50 ans" [At Dieppe, the Alpine plant celebrates its 50th anniversary]. actu.fr (in French). Retrieved 10 April 2021. Cite error: The named reference "CAR" was defined multiple times with different content (see the help page).
  8. ^ a b c d e "Dieppe plant (Alpine)". Renault. Retrieved 20 April 2021.
  9. ^ a b c Roberts, Graeme (11 July 2018). "Plant focus: Alpine's Dieppe sportscar factory". Just-auto.com. Retrieved 20 April 2021.
  10. ^ a b c d e "トヨタ自動車九州株式会社 第30期決算公告" [Toyota motor Kyushu, Inc. Announcement of financial results for the 30th fiscal year] (in Japanese). Toyota Motor Kyushu. Retrieved 10 April 2021 – via Company Activities Total Research Institute.
  11. ^ a b "Company outline". Toyota Motor Kyushu. Retrieved 10 April 2021.
  12. ^ a b c d e f g h i Mishima 2016, pp. 49–71.
  13. ^ a b Sako 2006, p. 119.
  14. ^ Benders & Morita 2004, pp. 438–440.
  15. ^ Sakikawa 2012.
  16. ^ a b Tanaka 2015, p. 80.
  17. ^ a b c Mishima 2016, pp. 71–79.
  18. ^ a b Mishima 2016, pp. 79–87.
  19. ^ Tanaka 2015, p. 90.
  20. ^ a b Brooks, Glenn (18 May 2012). "US：Lexus HS 250h hybrid axed due to poor sales". Just-auto.com. Retrieved 10 April 2021.
  21. ^ "2010 Toyota Sai Hybrid Revealed". motor1.com. 20 October 2009. Retrieved 10 April 2021.
  22. ^ "Toyota's SAI Hybrid Orders Higher than Expected in Japan". Green Fleet Magazine. 24 November 2009. Retrieved 10 April 2021.
  23. ^ "Toyota to concentrate Highlander production in Indiana". Cincinnati Business Courier. 2 June 2010. Retrieved 10 April 2021.
  24. ^ Evans, Scott (13 September 2010). "2011 Lexus CT 200h". MotorTrend. Retrieved 10 April 2021.
  25. ^ Tanaka 2015, p. 86.
  26. ^ "Toyota shifts Highlander output to U.S." Japan Times. 10 February 2012. Retrieved 10 April 2021.
  27. ^ "History (2010-)". Toyota Motor Kyushu. Retrieved 10 April 2021.
  28. ^ "History (2015-)". Toyota Motor Kyushu. Retrieved 10 April 2021.
  29. ^ Loh, Edward (9 March 2018). "Chatting With 2019 Lexus UX Chief Engineer Chika Kako". MotorTrend. Retrieved 10 April 2021.
  30. ^ Yasunori, Avanti (27 December 2019). "レクサス初となるEV 「UX300e」の生産準備がトヨタ自動車九州で着々と進行中" [Preparations for the production of Lexus' first EV, the UX300e, are steadily progressing at Toyota Motor Kyushu]. Clicccar.com (in Japanese). Retrieved 10 April 2021.
  31. ^ "Technical Center". Toyota Motor Kyushu. Retrieved 10 April 2021.
  32. ^ "Product models". Toyota Motor Kyushu. Retrieved 10 April 2021.

Bibliography

[edit]
  • Benders, Jos; Morita, Masaya (2004). "Changes in Toyota Motors' operations management". International Journal of Production Research. 42 (3). Taylor & Francis. doi:10.1080/00207540310001602883. ISSN 0020-7543.
  • Mishima, Kohei (2016). "専属的な受託生産企業の発生と存続のメカニズム ―自動車産業におけるトヨタとトヨタ九州の委託生産関係―" [The mechanism of exclusive contractor firms' formation and existence: a contract manufacturing relationship between Toyota and Toyota Kyushu in the automotive industry]. Akamon Management Review (in Japanese). 15 (2). Global Business Research Center. doi:10.14955/amr.150201. ISSN 1347-4448.
  • Sakikawa, Takashi (2012). "The Japanese automotive industry:Toyota Motor Corp". Transforming Japanese Workplaces. Springer. ISBN 978-0-230-29991-7.
  • Sako, Mari (2006). "Strategy and structure at Toyota Group". Shifting Boundaries of the Firm: Japanese Company - Japanese Labour. Oxford University Press. ISBN 978-0-19-926816-0.
  • Tanaka, Takenori (2015). "トヨタ自動車九州に見るモノづくり進化論" [Evolution of the manufacturing theory seen at Toyota Motor Kyushu] (PDF). The Meijo Review (in Japanese). 15. Society of Economics and Business Management, Meijo University. ISSN 1345-7993. Archived (PDF) from the original on 9 April 2021.

http://wu-chinese.com/minidict/search.php?searchkey=马&searchlang=zaonhe&category= Ho平-lin平 Sin平-ma上

JSC Lada West Togliatti
Native name
АО Лада (LADA) Запад Тольятти
IndustryAutomotive
PredecessorGM-AvtoVAZ
Founded
  • December 2019 (de facto)
  • 15 April 2020 (de jure)
Headquarters
Tolyatti
,
Russia
Key people
Yuri Skulsky (Director)
ProductsCars
RevenueDecrease 12,927.96 million ₽[1] (2019)
Decrease -816.80 million ₽[1] (2019)
Decrease -1,495.26 million ₽[1] (2019)
Total assetsDecrease 4,648.21 million ₽[1] (2019)
Total equityDecrease 1,848.93 million ₽[1] (2019)
ParentAvtoVAZ

Lada West Togliatti (Russian: Лада Запад Тольятти, IPA: [ˈladə ˈzapət tɐlʲˈjætʲ(ː)ɪ]) is a Russian car manufacturer owned by AvtoVAZ. The company came from GM-AvtoVAZ, a joint venture between AvtoVAZ and General Motors.

History

[edit]

Lada West Togliatti predecessor was GM-AvtoVAZ, a joint venture created in early 2001 for producing the VAZ-2123 (Niva II) off-road vehicle under the name Chevrolet Niva. Initially, the venture had three co-owners: AvtoVAZ and General Motors (GM) each owned 41.6% of the shares, and the remaining 16.8% belonged to the European Bank for Reconstruction and Development (EBRD). In 2012, the EBRD withdrew from the venture, selling its shares equally to partners.[2]

In December 2019, GM sold its stake to AvtoVAZ, making GM-AvtoVAZ a wholly owned subsidiary of the latter. The former venture kept the right to continue using the Chevrolet marque for a certain amount of time.[3][4] On 15 April 2020, AvtoVAZ officialy dropped the GM-AvtoVAZ name and re-incorporated the former venture as "JSC Lada West Togliatti".[5]

In July 2020, Lada West Togliatti stopped assembling Chevrolet-badged Nivas, adopting instead the Lada marque.[4] In December 2020, Lada West Togliatti introduced the Niva Travel, a revised Niva.[6]

Leadership

[edit]

The first general director of Lada West Togliatti was Romuald Rytvinski who also hold the same position while it was a joint venture with GM. In December 2020, he was replaced by Yuri Skulsky, the then human resources chief of the company.[7]



Dorcen
Product typeCar marque
OwnerDorcen Motor Co., Ltd
CountryChina
IntroducedSeptember 2018
MarketsWorldwide
Websitehttp://www.dorcen.com
Chinese name
Chinese大乘
Literal meaning
Transcriptions
Standard Mandarin
Hanyu PinyinDàchéng
Wade–GilesTa4-ch'eng2
IPA[tâʈʂʰə̌ŋ]

Dorcen is a Chinese car marque introduced in September 2018 and owned by Dorcen Motor Co., Ltd. The marque vehicles are produced at facilities formerly owned by JMCG's JMCGL and Zotye Domy.

History

[edit]

In May 2014, a company called Dancheng (Dorcen) Motor Co., Ltd. was established in Jintan District, Changzhou,[8] based on a Zotye facility aimed at producing Domy-badged vehicles. The founder was Wu Hao, a son of a former Zotye chief.[9] A Changzhou production base for the Dorcen company and Zotye was completed in 2015.[8] In May 2017, Jiangsu Jintan Changdanghu New Energy Technology Co., Ltd. (Jintan Auto Group), the holding company of Dorcen Motor Co., Ltd., reorganised Fuzhou-based JMCGL,[10] a JMCG subsidiary focused on the production of Qiling-badged pickups and minivans. In January 2018, JMCGL officially changed its name to Jiangxi Dorcen Motor Company. JMCG got a 19% of its shares, Fuzhou High-tech Zone Development Investment Group a 14% and Dorcen Motor Co., Ltd. a controlling 67%.[10] In September 2018, Dorcen Motor Co., Ltd. unveiled its new marque, Dorcen, with three models: the electric city car E20 (based on the Zotye Domy Sesam), the mid-sized crossover G70s (based on the Zotye Domy X7) and the G60S compact crossover (a self-developed model). The G70s was immediately put on sale and the E20 later that year.[11] A second Fuzhou plant for the assembly of the G60/G60s crossover was completed in December 2018.[10][12]

Facilities

[edit]

Dorcen has plants for assembly in Jiangsu and Jiangxi.[13] The Jiangsu plant, established in 2015 by Zotye and the Jintan Auto Group, is located in the Jintan District of Changzhou.[8] Dorcen has two plants in Jiangxi: the former JMCGL one, aimed at producing pickups and minivans,[9] and the Jiangxi Dorcen Automotive Technology Industrial Park, established in December 2018.[10]

Dorcen has a 1000-people research and development facility that collaborates with META Power Labs, FEV Power Labs and Torino CREA Styling Centre.[9]

Branding

[edit]

According to Dorcen, the logo represents a multiplication sign and "embodies the concepts of openness, integration and interoperability". The company also said the marque name refers to " multiplication".[14]

Products

[edit]

Products from Dorcen include crossovers (G60/G60S, G70S) and electric vehicles (E20).[13][15]

Pickups

[edit]

Dorcen also sells products from the related Qiling pickup marque (T5 and T7).[13][15] An upcoming upmarket Qiling pickup, the T15, was unveiled at the 2019 Shanghai Motor Show.[16]

In August 2012, Jiangling Motors announced it would acquire all the stake of the Taiyuan-based heavy truck manufacturer Taiyuan Changan Heavy Truck Company from its shareholders Changan (80% stake) and China South Industries Group Corporation (20%).[17][18] Taiyuan Heavy Truck was reincorporated as JMC Heavy Duty Vehicle (JMCH) and started operations on 8 January 2013.[19] In July 2014, Ford and JMCH signed an agreement for the latter to produce Ford-based heavy trucks.[20] In 2015, JMCH completed the construction of a new assembly plant and an engine plant.[19] The first product from the company, the Cargo-based Weilong, was unveiled at the 2017 Shanghai Motor Show[21] and deliveries started in October 2017.[22] In 2018, the company introduced the F-MAX-based Weilong HV5.[23]

Businesses

[edit]

Jiangling Motor Holding

[edit]

Jiangling Motor Holding Co. Ltd. is a company controlled equally by the state-owned enterprises Changan and JMCG. It is the largest shareholder of Jiangling Motors (JMC), with a 41.03% stake as of March 2018.[24] JMH also owns the Landwind brand.[25]

Jingma Motor

[edit]

Jingma Motor Co., Ltd, JMCG (Chinese: 江铃集团晶马汽车有限公司; pinyin: Jiānglíng Jítuán Jīngmǎ Qìchē Yǒuxiàn Gōngsī), also known as CMMC, is a Nanchang-based company focused on developing and producing firefighting vehicles, light-duty SUVs and buses. The company was founded in 1958 as Jiangxi Firefighting Vehicle Manufacturing Factory (also known as Nanchang Automobile Factory). In November 2011, the company was acquired by JMCG and adopted its present name. In February 2013, JMCG integrated the business of Nanchang JMC New Power Vehicle Manufacturing Co., Ltd. into JMMC, to consolidate the production of new energy vehicle buses. JMMC can produce up to 6,000 vehicles per year.[26]

Jiangling Tractor

[edit]

Jiangling Tractor Company (JTC) was JMCG tractor assembling subsidiary. By 2004, it had a plant at Nanchang with the capacity to assemble up to 12,000 units.[27] In 2005, JMCG sold an 80% controlling stake in JTC to Indian Mahindra & Mahindra which renamed it Mahindra (China) Tractor Co., Ltd.[28]

Getrag (Jiangxi)

[edit]

Getrag (Jiangxi) Transmission Co., Ltd, is a Nanchang-based joint venture between Getrag and JMCG, established in January 2007.[29]

Jiangxi Isuzu

[edit]

Jiangxi Isuzu Motors Co.,Ltd. (JIM) is a Nanchang-based joint venture between Isuzu and JMCG established in 1983.[30]

JMCGL

[edit]

JMCG Light Vehicle Co., Ltd. (Chinese: 江铃集团轻型汽车有限公司; pinyin: Jiānglíng Jítuán Qīngxíng Qìchē Yǒuxiàn Gōngsī), also known as Jiangling Group Light Truck or JMCGL, is a Fuzhou-based pickup truck and minivan manufacturer established in early 2013 by JMCG after reorganising Huaxiang Fuqi. It is one of the six major vehicle manufacturing bases of JMCG outside Nanchang (the others being Qingyun, Xiaolan, Changbei, Wangcheng and Taiyuan).[31] The first product from the new company, the Qiling T5 pickup, was launched in September 2014.[31][32] A second pickup, the T7, was launched in July 2015.[33]

JMEV

[edit]
Main article: JMEV

JMEV is a JMCG electric vehicle subsidiary established in 2015 aimed at supplying smaller cities on China's inland.[34]




Background introduction:

Jiangling Group Light Vehicle Co., Ltd. ("Jiangling Group Light Truck") is an automobile vehicle enterprise established by Jiangling Motors Corporation after the reorganization of Huaxiang Fuji in early 2013. As one of the six major vehicle manufacturing bases of Jiangling Motors Group (the six major vehicle manufacturing bases are Qingyun Spectrum Base, Xiaolan Base, Changbei Base, Wangcheng Base, Fuzhou Base, Taiyuan Base), which were put into production and sales at the end of 2013. The “骐铃” pickup truck is the first production model of Jiangling Group's light steam, including more than 10 varieties of double row and single row, long wheelbase and short wheelbase, 4*2 and 4*4, diesel and gasoline. The construction of the light truck series and the commercial MPV series product platform will be completed before the end of 2015, and the T7 pickup truck and two light truck models will be launched in 2015.

History

[edit]

On 1 October 1965, the Chinese government started building an assembly plant for military vehicles in Chongking, the Sichuan Automotive Manufacturing Plant. The plant began production in 1966, initially assembling Hongyan-bagded military vehicles based on Berliet technology. In the 1980s, the plant used Steyr technology for heavy-duty trucks and entered into the civilian market. The plant launched new products and diversified its heavy truck offer during the 1990s.[35]

In December 2002,[36] Xiang Torch, a publicly-traded company involved in the automotive industry,[37] and state-owned Chongqing Heavy Vehicle Group formed the Chongqing Hongyan company as a joint venture based on the Chongking plant.[36] The official establisment was in January 2003.[37] Xiang Torch owned 51%, its parent Delong 4% and the rest was owned by Chongqing Heavy Vehicle Group. Following Delong's stock collapse, Xiang Torch purchased its parent's stake. In December 2003, Xiang Torch signed a cooperation agreement with the Italian company Iveco, and Iveco and Chongqing Hongyan jointly developed and produced high-end heavy-duty vehicles. In 2005, Delong, the major shareholder of Xiang Torch, was broken. At this point, the Chongqing Municipal State-owned Assets Supervision and Administration Commission (ultimate owner of Chongqing Heavy Vehicle Group) forced out Xiang Torch and started the restructuring of Chongqing Hongyan. In December 2005, SAIC, Iveco and Chongqing Hongyan signed the "Joint Venture Cooperation Framework Agreement" in Chongqing, officially kicking off the joint venture cooperation. Iveco ended another Chinese joint venture, Changzhou Iveco, to avoid Chinese restrictions over more than two joint ventures producing the same type of vehicle, as it was already operating a joint venture with Nanjing Auto. In June 2006, the three parties signed a memorandum of understanding on the joint venture. In July 2006, Iveco announced that it had reached a joint venture agreement with SAIC to establish the equally-owned SAIC Iveco Commercial Vehicle Investment Co., Ltd. (SAIC Iveco). In August 2007, SAIC Iveco was officially approved by the Ministry of Commerce. On 18 September 2006, SAIC, Chongqing Heavy Vehicle Group and Iveco Commercial Vehicle Investment signed a strategic cooperation agreement at the Great Hall of the People in Beijing. In mid-October, the SAIC Iveco Hongyan company was finally operational and got the final government approvals in May 2007.[36] The official establishment date for the joint venture was on 5 June 2007.[35] SAIC Iveco holded a 67% stake and Chongqing Heavy Vehicle Group a 33% stake. SAIC Iveco Hongyan began the construction of a new plant[36] and its first product, the Genlyon heavy truck, was launched in 2009.[38]

In December 2016, it was announced that SAIC Iveco would reduce its stake in the venture to 12.08% while SAIC would hold a direct 53.92% stake and Chongqing Heavy Vehicle Group's parent a 34℅.[39]

Products

[edit]

As of 2019, trucks produced by SAIC Iveco Hongyan include the Genlyon (based on the Iveco Stralis AS),[40] the Kingkan,[41] the Genpaw[42] and the Gentruck.[43]


On January 27, 2000, the newly developed Hongyan Automobile CQ3410 and CQ3410F dump trucks (with a total weight of 41 tons and a load capacity of 25 tons) passed the appraisal and became the dump truck with the largest load capacity in the same type of vehicles in China;

Since then, Hongyan Automobile has completed the first heavy-duty truck crash test according to international standards; the first successfully developed the right-hand left-hand heavy-duty vehicle; the first successful development of China's only two-way heavy-duty special-purpose vehicle chassis.


On June 5, 2007, SAIC Iveco Hongyan Commercial Vehicle Co., Ltd. was officially established. The first heavy-duty joint venture company that implements the “double-brand” strategy of importing and national brands has opened a new chapter of development, and the Chinese heavy-duty vehicle industry has set off. The third round of technology introduction and joint venture cooperation boom;


On March 12, 2009, the joint venture company newly developed the first high-quality heavy truck that is synchronizing Europe and serving the world - Hongyan "Jieshi" GENLYON heavy truck was successfully listed, and Hongyan Automobile achieved a revolutionary upgrade and led the industry. With a new revolution in heavy-duty vehicle technology platforms and industrial upgrading, Hongyan Motors has achieved a strategic breakthrough in the development of commercial vehicles.



CHTC Auto

[edit]

CHTC Auto 恒天汽车, translated alternatively as Hengtian and also known as the Heavy Industry Group (重工集团) is CHTC's vehicle production division. CHTC entered into the automotive business in 2008, after reorganising Kama's commercial vehicle and diesel engine operation.[44]

During 2010, Hengtian (CHTC) Heavy Industry, a CHTC subsidiary, expanded the commercial vehicle operation of the company. That year, it established Zhengzhou Hongda Automobile Industry Co., Ltd. It also acquired commercial vehicle producer Jiangxi Kaima Bailu Jiake Co., Ltd. In March 2011, Hengtian Heavy Industry incorporated Hebei Lida Special Vehicle Co., Ltd.[44]

In June 2010, Jingwei Textile Machinery, another CHTC subsidiary, incorporated truck manufacturer Hubei Xinchufeng Automobile Co., Ltd. and reincorporated parts of it as Hengtian (CHTC) Automobile Co., Ltd. In May 2011, CHTC reincorporated Nanchang Kama Diesel Engine Co., Ltd. as Hengtian (CHTC) Power Co., Ltd. In November 2011, CHTC acquired pick-up and truck manufacturer Dadi Auto[44] and reincorporated it on 16 October 2012 as Hengtian (CHTC) Dadi Automobile Co., Ltd.[45] In 2012, CHTC unveiled the first CHTC-badged pick-ups, based on Dadi technology,[44] the Tutengs T1 and T2.[46] A third pickup, the Tuteng T3 (an upmarket version of the T2), was launched in 2013.[47]

International

[edit]

In January 2012, CHTC acquired the Dutch truck manufacturer GINAF.Cite error: The <ref> tag has too many names (see the help page).[48]

http://news.stcn.com/2018/1018/14589792.shtml

https://zi.media/@yidianzixun/post/H5MkAD

https://m.nbd.com.cn/articles/2017-06-20/1119224.html

http://chinaautoweb.com/2012/04/chtc-auto-launches-tuteng-t1t2-pickup-trucks-unveils-new-logo/

http://chinaautoweb.com/2012/04/chtc-auto-launches-tuteng-t1t2-pickup-trucks-unveils-new-logo/

http://finance.sina.cn/?sa=t74d9395276v39&from=wap

JMEV Co., Ltd.
Native name
江西江铃集团新能源汽车有限公司
IndustryAutomotive
Headquarters
Nanchang
,
China
Area served
China
ProductsElectric cars
ParentJiangling Motors
Websitewww.jmev.com
Urbanoc/sandbox
Simplified Chinese江西江铃集团新能源汽车
Traditional Chinese江西江鈴集團新能源汽車
Literal meaningJiangxi Jiangling Group new energy vehicles
Transcriptions
Standard Mandarin
Hanyu PinyinJiāngxī Jiānglíng Jítuán Xīn Néngyuán Qìchē
Wade–GilesChiang1-hsi1 Chiang1-ling2 Chi2-t'uan2 Hsin1 Neng2-yüan2 Ch'i3-ch'e1
IPA[tɕjáŋɕí tɕjáŋlǐŋ tɕǐtʰwǎn ɕín nə̌ŋɥɛ̌n tɕʰìʈʂʰɤ́]

JMEV is a subsidiary of Jiangling Motors focused on the development and production of electric cars, established in 2015.

History

[edit]

In 2014, Jiangling Motors announced the creation of a branch centred on electric cars.[49] On 15 January 2015, it established a new subsidiary called JMEV.[50] The first car produced by JMEV, the E100, entered production at a Nanchang plant that same year. In 2016, the company opened an electric vehicle test and development centre and started production of a new car, the E200. That year, it got certifications from the government to produce electric cars.[51] In 2017, the company launched two models: the E160[52] and E200S.[53] It also got permission to produce and sell cars independently of its parent, Jiangling Motors.[54] In April 2018, the company began building a new production base at Kunming with the capacity to assemble up to 100,000 cars per year.[55] That year, JMEV launched the E400.[56]

In December 2018, French manufacturer Renault announced it would acquire a "significant" JMEV stake.[57]

Models

[edit]

E100

[edit]

The E100 , a hatchback, has a length of 3,427 millimetres (134.9 in) and a wheelbase of 2,260 millimetres (89 in).[58]

The car has a 104 Ah lithium-ion battery pack. The motor delivers up to 22 kilowatts (30 PS). Its top speed is 100km/h.[58]

E160

[edit]

The E160, a saloon, has a length of 3,994 millimetres (157.2 in), a width of 1,626 millimetres (64.0 in), a height of 1,505 millimetres (59.3 in) and a wheelbase of 2,260 millimetres (89 in).[54] The 19.8 kWh battery[59] pack is coupled to a motor with a maximum power output of 35 kilowatts (48 PS) and a torque of 165 newton-metres (122 lb⋅ft).[54]

E200

[edit]

The E200, a hatchback, has a length of 3,805 millimetres (149.8 in), a width of 1,560 millimetres (61 in), a height of 1,485 millimetres (58.5 in) and a wheelbase of 2,345 millimetres (92.3 in).[60] The 17 KWh battery pack[61] is coupled to an electric motor delivering a power of 30 kilowatts (41 PS) and a torque of 150 newton-metres (110 lb⋅ft). The estimated range is 154 kilometres (96 mi). Suspension is made up of McPherson struts on front and trailing arms on rear.[60]

Versions with more powerful batteries (E200N) introduced in 2018 increased the vehicle range up to an estimated 302 kilometres (188 mi).[61]

E200S

[edit]

The E200S, a hatchback, has a length of 3,640 millimetres (143 in), a width of 1,570 millimetres (62 in), a height of 1,490 millimetres (59 in) and a wheelbase of 2,345 millimetres (92.3 in). The electric motor delivers a power of 30 kilowatts (41 PS) and a torque of 150 newton-metres (110 lb⋅ft).[54]

E400

[edit]

The E400 is JMEV first SUV. It has a battery pack of up to 41 kWh that supports fast charging, coupled to an electric motor delivering a power output of 90 kilowatts (120 PS). Its range is up to 400 kilometres (250 mi).[62]

EVeasy

[edit]

EVeasy (Chinese: 易至; pinyin: Yìzhì) is a sub-marque introduced by JMEV at the 2018 Guangzhou Auto Show. The first model, a hatchback named EVeasy EV3[63] (originally named as E300),[64] has a electric motor with a power of 50 kilowatts (68 PS) and a torque of 180 newton-metres (130 lb⋅ft); the maximum estimated range is 302km.[63] Sales would start in March 2019.[64]

Other Jiangling new energy vehicles

[edit]

Besides JMEV products, Jiangling Motors sells its own new energy vehicles directly, including the S330 SUV and the T500EV pickup.

Branding

[edit]

At first, JMEV vehicles used a similar bagde logo as Jiangling Motors' Yusheng division.[65] JMEV products either launched or updated from 2018 onwards adopted a lower case "e" letter as their bagde logo.[63]

The upper case "E" letter in the vehicles' designations stands for electric and the numbers following it roughly represents the vehicles' official autonomy range.[64]

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