【正文】 礎(chǔ)優(yōu)勢，顯著降低TX4出租車的制造成本。2008年，合資公司的第一批TX4下線了，其中有30輛作為北京奧運(yùn)服務(wù)車，成了京城一道別樣的風(fēng)景。由于此次合作的自主性，吉利將獲得和擁有這一著名品牌的先進(jìn)技術(shù)和知識產(chǎn)權(quán)。吉利汽車不僅堅(jiān)持了合作原則，牢牢抓住了主導(dǎo)權(quán)，并且還成了英國一家上百年歷史的著名汽車企業(yè)的控股股東。在尋找資本時(shí)，很多世界級的金融機(jī)構(gòu)成了吉利的好伙伴；在尋找市場時(shí)，很多的國際汽車銷售集團(tuán)成了吉利的好伙伴；在汽車設(shè)計(jì)、研發(fā)、試驗(yàn)、認(rèn)證、生產(chǎn)等方面，吉利在英國、美國、韓國、意大利等國也找到了很多好伙伴。一些發(fā)達(dá)國家率先把汽車發(fā)展的未來趨勢展現(xiàn)在消費(fèi)者面前，那就是開發(fā)新能源汽車。一般企業(yè)在國際化運(yùn)營過程中，境外并購相對于創(chuàng)建投資來說，前者往往優(yōu)于后者。吉利汽車將根據(jù)自身的發(fā)展戰(zhàn)略在國際汽車領(lǐng)域中尋找目標(biāo)企業(yè)，實(shí)現(xiàn)優(yōu)勢互補(bǔ)。2009年推出的中國《汽車產(chǎn)業(yè)挑戰(zhàn)和振興規(guī)劃》中重點(diǎn)扶持諸如一汽、東風(fēng)、上汽、長安等，而并未提到吉利汽車。吉利汽車的轉(zhuǎn)型仍需要一個(gè)過渡的時(shí)間。針對這一問題，吉利汽車在品牌推廣和宣傳方面需要另辟蹊徑，實(shí)現(xiàn)更好的效果。但是在目前金融危機(jī)的環(huán)境下，結(jié)合吉利汽車的產(chǎn)品轉(zhuǎn)型，吉利必須謹(jǐn)慎應(yīng)對海外并購。（二）、加強(qiáng)質(zhì)量管理與控制長遠(yuǎn)看，真正在發(fā)達(dá)國家市場占有一席之地，吉利在自主品牌的產(chǎn)品開發(fā)、質(zhì)量穩(wěn)定性、品牌管理等各方面的實(shí)力都必須能與國際品牌相抗衡，但現(xiàn)實(shí)是各方面的差距仍舊很大，吉利必須以最快的速度補(bǔ)齊這些短板。如果光靠低成本優(yōu)勢而缺乏利潤回報(bào)，即使占領(lǐng)了海外市場，也將成為雞肋。很多汽車企業(yè)的產(chǎn)品出口到國外之后，由于零配件供應(yīng)不上，產(chǎn)品維修不及時(shí)，導(dǎo)致當(dāng)?shù)叵M(fèi)者對中國品牌喪失信心。必須做好售前、售中、售后的各項(xiàng)服務(wù)工作。 隨著中國經(jīng)濟(jì)的日益飛速發(fā)展，越來越多的中國企業(yè)走出國門，走向海外，比如吉利、海爾、華為等；而同時(shí)，越來越多的外資企業(yè)傾向于雇傭本土的人才。全球組織結(jié)構(gòu)是國際化經(jīng)營的一種高級組織形式。（四）、從事國際品牌推廣。（五）、打造。因此，吉利汽車必須加強(qiáng)對戰(zhàn)略分析、戰(zhàn)略選擇和戰(zhàn)略實(shí)施這一全過程的戰(zhàn)略管理。因此，論文的內(nèi)容還不盡完善。 they are still upping production in anticipation of resurgence. There third factory on the mainland, to be located in Chengdu, Sichuan province, will begin operations in May 2007.In the early 1980s, the Chinese government began soliciting foreign carmakers to form joint ventures with domestic firm to manufacture automobiles. This was when Volkswagen (VW) made its way into China. With its successful pairings with Shanghai Automotive Industry Corporation (SAIC) in Shanghai and First Auto Works (FAW) in Changchun, the German auto maker has been the market leader for 20 years with VW’s Santana passenger sedan the top selling car in the country for the past several years.Another heavy weight in the industry is GM, who also teamed up with SAIC to enter the Chinese auto market. Although traditionally seen as a runner up to the wildly successful Volkswagen, GM sales actually surpassed VW’s by over 40,000cars in the first half of 2005 with a total of 308,722 units, making it number one in auto sales in China.More significantly, these pairings between markettested foreign carmakers and technologically lagging and illmanaged stateowned monoliths have proved to be crucial to the development of China’s domestic car manufacturers. Such cooperation allowed panies like SAIC and FAW to streamline management, acquire advanced technologies and increase global exposure. In 2004, SAIC renewed its joint venture contract with Volkswagen for an additional 20years.China currently has about 100 domestic carmakers, most of which are expected to collapse or be swallowed up during the next few years of intensifying petition in the China auto market. Given the market’s increasingly cutthroat nature and China’s paratively low respect for intellectual property rights(IPR), many foreign panies are finding themselves in tough IPR battles. These clashes often involve smaller carmakers which “borrow” everything from design to even logos from foreign panies. These standoffs, which sometimes go to court, have even emerged between JV partners, illustrating that such cooperation is not always the “winwin situation” envisioned by eager foreign firms.A key reason for many IPR issues is the overlap between a small number of Chinese firms with the world’s largest car producers. The top three domestic car manufacturers, SAIC, FAW and Dongfeng Motor, have snagged most deals with foreign auto panies. SAIC has JVs with VW, and GM, FAW has ventures with VW, Mazda and Toyota and Dongfeng has teamed up with Nissan and Renault.The JV relationships can be difficult in other ways. It is rumored SAIC chose to partner with GM when VW refused to turn over certain technologies to the Chinese firm. Of course, the relatively lax (some say protectionist) attitude displayed by Chinese courts toward such matters has not helped to change the IPR climate in China. Car imports are generally limited to highend luxury vehicles, primarily due to priceinflating tariffs. But current tariffs are not as steep as in years past, due to new WTO regulations. In 2005, they ranged from 3843%, depending on the origin of the car, and in 2006 the tariff is expected to drop to a flat rate of 25%. Previously the rate was as high as 130%. As a result, car imports are growing steadily, reaching over 100,000 units in the first half of 2005, with a value of over US$ 3billion.China’s auto exports have grown rapidly in percentage terms recently, primarily because they were starting from a low base. But still, indications point toward China being a top automobile exporter in the ing years, particularly as the potential for oversupply bees ever more likely in the domestic market. Volkswagen for example, has announced that it plans to export its Chinamade vehicle to 84 countries by manufacturers will certainly follow suit.A potential bubble looms on the horizon. Analysts estimate nationwide automobile production capacity to be around million vehicles per year with a likely expansion to more than ten million vehicles in the ing years, far exceeding market demand. If such a scenario plays out, the result will be Chinabased automobile manufacturers pursuing an aggressive export strategy.Aside form the obvious economic impact of the automotive industry, the popularization of the automobile is also being felt in Chinese society. Much to the chagrin of Chinese urban planners who had envisioned massive public transportation networks as the principal means of transport for China’s bustling urban metropolises, it seems Chinese people have instead fallen in love with car culture. The number of cars in Shanghai reached the 2020 estimate by the beginning of 2005, and new highways are being saturated with traffic as quickly as they are built. In Beijing, simply getting across town during rush hour has the potential to be a severalhour ordeal. For better or worse, car ownership is fast being synonymous with success in China and the automobile is here to stay.(Global Auto Sources .February 15,2007)Chery Automobiles: Chi