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Big Three Auto Woes |
| Revision as of 16:45, July 6, 2007 (edit) Jjiang - Sr. Director (Talk | contribs) ← Previous diff |
Revision as of 16:46, July 6, 2007 (edit) (undo) Jjiang - Sr. Director (Talk | contribs) (→Who loses (beyond the Big 3 themselves)?) Next diff → |
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| *[[Toyota]], [[Honda]], and other prominent foreign car manufacturers are ready and waiting to fill the production capacity and demand vacuum left by the Big 3's failure to continue dominating the North American market. | *[[Toyota]], [[Honda]], and other prominent foreign car manufacturers are ready and waiting to fill the production capacity and demand vacuum left by the Big 3's failure to continue dominating the North American market. | ||
| - | ==Who loses (beyond the Big 3 themselves)?== | + | ==Who loses?== |
| - | + | *[[General Motors (GM)]], [[Ford]], and [[DAIMLERCHRYSLER AG (DCX)|Daimler Chrysler AG]] obviously suffer from their trend of unprofitability. | |
| *[[American Axle & Manufacturing Holdings (AXL)]], [[Dana Corporation (DCNAQ)]], [[Lear (LEA)]], [[ArvinMeritor (ARM)]], [[TRW Automotive Holdings (TRW)]], and [[BorgWarner (BWA)]] all auto driveline/other components suppliers who derive about 40% or more of their profits from North American sales, and most of these North American sales from the Big 3. Although many of these suppliers are trying to branch out into European/Asian markets, pricing pressures mean that it won't be easy to immediately replace lost volume from the Big 3. | *[[American Axle & Manufacturing Holdings (AXL)]], [[Dana Corporation (DCNAQ)]], [[Lear (LEA)]], [[ArvinMeritor (ARM)]], [[TRW Automotive Holdings (TRW)]], and [[BorgWarner (BWA)]] all auto driveline/other components suppliers who derive about 40% or more of their profits from North American sales, and most of these North American sales from the Big 3. Although many of these suppliers are trying to branch out into European/Asian markets, pricing pressures mean that it won't be easy to immediately replace lost volume from the Big 3. | ||
| *Ford spinoff auto parts makers [[Delphi Corporation (DPHIQ)]] and [[Visteon (VC)]] still rely heavily on a Big-3-market, especially on Ford. | *Ford spinoff auto parts makers [[Delphi Corporation (DPHIQ)]] and [[Visteon (VC)]] still rely heavily on a Big-3-market, especially on Ford. | ||
| *[[Magna International (MGA)]] and [[Johnson Controls (JCI)]] both depend on the Big 3 for a large portion (almost 40-50%) of auto interior component sales. | *[[Magna International (MGA)]] and [[Johnson Controls (JCI)]] both depend on the Big 3 for a large portion (almost 40-50%) of auto interior component sales. | ||
| *[[Cooper Tire & Rubber Company (CTB)]] and [[Goodyear Tire & Rubber Company (GT)]] are examples of tire companies who are also affected by the Big 3's decline. CTB is particularly hard hit, since nearly all of its business comes from North America and the Big 3. | *[[Cooper Tire & Rubber Company (CTB)]] and [[Goodyear Tire & Rubber Company (GT)]] are examples of tire companies who are also affected by the Big 3's decline. CTB is particularly hard hit, since nearly all of its business comes from North America and the Big 3. | ||
Revision as of 16:46, July 6, 2007
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This article describes a concept which could impact a variety of companies, countries or industries. To see what companies and articles reference this concept page, click here. |
In recent years, the recurring troubles of the American Big 3 automakers have been coming to a head. Legacy costs inherited from past manufacturing heydays in the form of costly pension and health care plans for retired employees add up to hundreds of billions of dollars. Unappealing gas-guzzler product lines that are a step behind current auto buying trends aren't driving strong earnings, either; instead, the Big 3 are trying to pad flagging normal sales rates with price incentives. Finally, continuing tussles with the United Auto Workers make it hard to cut costs and downsize to profitability. Meanwhile, Asian and European competitors are rapidly outstripping these traditional auto manufacturing powerhouses.
The Big 3 auto woes strike North American auto components manufacturers particularly hard, and hit in more than one way. Reductions in production volume and capacity will obviously decrease sales for the parts suppliers, but spending cuts within the Big 3 infrastructure also translate into decreased earnings for suppliers.
Who wins from Big 3 woes?
- Toyota, Honda, and other prominent foreign car manufacturers are ready and waiting to fill the production capacity and demand vacuum left by the Big 3's failure to continue dominating the North American market.
Who loses?
- General Motors (GM), Ford, and Daimler Chrysler AG obviously suffer from their trend of unprofitability.
- American Axle & Manufacturing Holdings (AXL), Dana Corporation (DCNAQ), Lear (LEA), ArvinMeritor (ARM), TRW Automotive Holdings (TRW), and BorgWarner (BWA) all auto driveline/other components suppliers who derive about 40% or more of their profits from North American sales, and most of these North American sales from the Big 3. Although many of these suppliers are trying to branch out into European/Asian markets, pricing pressures mean that it won't be easy to immediately replace lost volume from the Big 3.
- Ford spinoff auto parts makers Delphi Corporation (DPHIQ) and Visteon (VC) still rely heavily on a Big-3-market, especially on Ford.
- Magna International (MGA) and Johnson Controls (JCI) both depend on the Big 3 for a large portion (almost 40-50%) of auto interior component sales.
- Cooper Tire & Rubber Company (CTB) and Goodyear Tire & Rubber Company (GT) are examples of tire companies who are also affected by the Big 3's decline. CTB is particularly hard hit, since nearly all of its business comes from North America and the Big 3.
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