The Fraudulent Foreign Auto Industry in China
By LARRY ROMANOFF – September
24, 2020
In the past 8 years in China, there have been
about 170 auto recalls by joint venture
manufacturers and foreign brands, with Mercedes, Toyota, Honda and Nissan
doing most of the recalls. Out of about 9
million recalled cars, more than 7 million were Japanese; roughly one
million were American and about one million European. By contrast, China's many domestic brands have had to
recall products only 7 times in the past few years, recalling only about 200,000
autos. In light of these facts, it would seem that the current wisdom in
the West about Chinese autos
In
one year, about 19 million autos were sold in China, resulting in 80 recalls
involving 2 million vehicles. In the same year 13 million autos were sold in
the US, resulting in about 600 recalls involving 15 million vehicles.
China has far fewer recalls compared to the US car market, though in some part
this is true because foreign automakers are masters at 'misreading' China's
laws and regulations, using those misunderstandings to evade consumers' claims.
Japanese automakers Toyota, Honda and
Nissan often exclude the Chinese market when recalling faulty models in other
countries, and the Americans are known to do the same.
On their consumer day program, CCTV noted that auto recalls are common in the US, and credited the US with creating the world's first auto recall system. But they failed to perform any research and foolishly succumbed to American propaganda, thereby missing the fundamental point which is that the US government initiated these consumer protections only to avoid a popular revolution. Huge numbers of people were dying on American roads every year from cars that were fundamentally unsound, the problem reaching a crisis with Ralph Nader's book about GM's Corvair. It was only then that the recall system was legislated. The Americans didn't do it because they were morally superior or adhering to "universal standards"; they were instead forced into it because their automakers were criminally insane.
As noted above, out of about 9 million recalled cars in China, more than 7 million were
Japanese. With Japanese autos becoming notorious for low quality, many
Chinese car dealers and distributors have been permanently dumping these
brands, especially after a consumer
backlash pushed sales down by more than 60%, reducing Japan's market share from
30% to 7% in one month. One industry authority said "I have never seen
so many dealers desert Japanese brands. The psychological impact on buyers and
dealers is unparalleled. (Japanese) Automakers have to figure out a way to
address it, otherwise it will do long-term harm."
I must say the deterioration in the quality
and reliability of Japanese autos was a surprise, though perhaps it shouldn't
have been. When Japan restarted its
consumer manufacturing after the Second World War, all Japanese products were
atrocious. Nothing worked. Things either didn't work at all, or if they did
work they immediately broke. Colors ran, fabrics frayed, electronics failed or
melted. Everything was cheaply-made. The early models of Japanese autos were
laughable, the second generation a distinct improvement but still quite
substandard. I am aware of no products not fitting this description. And it
wasn't because the Japanese didn't try; they just didn't have the skills or
knowhow to make good products. But they persevered and constantly improved, and
one day the world awoke to realise that
Japanese products were some of the best in the world, certainly far better
than anything the US could produce and sometimes as good as or better than
Germany.
But
that was yesterday. For reasons I don't pretend
to fully understand, the Japanese
abandoned their respect for quality in an unusual way. They didn't follow the
Americans in a downhill quest to make things more cheaply; they still made
expensive parts but made them so carelessly and recklessly that manufacturing
flaws emerged seemingly everywhere, while the quality control became so
slipshod that flawed products were shipped from Japanese factories by the
millions in so many industries. The problems first seemed to surface in
electronics, with items like cameras and computers that had glaring
manufacturing faults and were clearly substandard, but shipped and sold
nevertheless. Astoundingly, these firms often denied the flaws in their
products and in many cases stubbornly refused repair or replacement, doing
substantial damage to the nation's reputation, a problem that is increasing. Japanese autos have gone from some of the
best in the world to some of the worst, in less than a generation.
In 2014, Toyota issued some huge worldwide
recalls involving almost 6.5 million vehicles for a host of different problems
spanning about 30 different models, and in
China Honda alone accounted for more than half of the total number of recalled
vehicles. The major Japanese firm that produces airbags for many brands of
cars, is involved in a total recall of millions
of defective airbags that would likely fail when needed, yet the factory
continued to ship that same model long after the problems became known.
They have also attempted to dodge government safety regulations. The US
Transportation Department levied a substantial fine on Toyota for failing to
report safety defects in the company's cars; apparently the company intended to
avoid the issue by pretending it didn't exist - a disturbing trend apparent
among many Japanese manufacturers in the recent past. I would say the most sensible course of action would be
to abandon Japanese products in their entirety, not only for the shoddy
quality but perhaps even more for the inexplicably obstinate determination to
deny obvious faults, and even more to defiantly refuse repair or compensation.
This has gone far beyond a simple matter of quality control in one corporation,
and appears more a kind of perverted
national plan to commit industrial suicide.
As recently as seven or eight years ago,
Japanese autos had some of the highest residual values in the industry, with
most brands retaining about 40% of their original value after four years. That
appears to be changing. It is worth noting that the more expensive brands lose
their value much faster than do the basic models, brands like Mercedes and BMW, Infiniti and Lexus,
losing as much as 60% of their value in only three years.
The
figures for American brands are typically much worse - American-branded
automobiles typically lose nearly 50% of their value in the first year.
Here is a sample for one GM Buick model in North America:
Year
Retained cost % Resale Value
0
(New) 100% $35,465.00
1 48%
$17,023.20
2 40%
$14,186.00
3 32%
$11,348.80
4 26%
$9,220.90
This is why so many people in North America
buy used cars - they let the first owner lose 50% or 60% of his money. And this
is why everyone in Canada or the US or Europe can afford to buy a car. A
10-year-old auto costs very little, but can still operate well. I bought my
first car when I was 18 years old, and paid $400. Any high-school kid can work
at McDonald's for the summer, and save enough money to buy a small old car of
some kind. The reason North American
cars lose so much of their value is that the quality has always been so low the
cars became a 'throw-away' item.
•CCTV
Consumer Affairs Program
Each year China's CCTV broadcasts a consumer
affairs program in which it targets some of the more egregious consumer frauds
occurring in the country, generally dishonest schemes by foreign companies to
take advantage of uninformed Chinese consumers. The program is excellent, and
very necessary. This excellent program has only one flaw, which is that it is
broadcast only once a year. China needs one of these a week, to properly
educate consumers about the traps waiting for them when dealing with most
foreign companies. There are of course some Chinese companies that have
conducted frauds or engaged in dishonest behavior, but most of the consumer frauds in China, and certainly all of the large
ones, almost without exception, have been conducted by foreign companies, most
of those being Jewish-American.
Most Chinese are very appreciative of these
consumer programs. One consumer expert quoted in a Financial Times article
said, "The Chinese government was traditionally more concerned about
companies’ interests, and would cover up corporate scandals if it thought they
would result in losses or damage an industry’s reputation". I don’t know
if that were ever true, but it certainly is true no longer because the problems
have gotten entirely out of hand. But the FT did manage to locate a dissenting
voice in the person of Qiao Mu, a
journalism professor at Beijing Foreign Studies University, who claimed
CCTV's programs were "controversial" and that they were a bad thing
because "It panders to a certain type of nationalism" and targets
only foreign companies. Mr. Qiao is entitled to his opinions, but to suggest
that foreign companies should be off-limits to exposure of frauds and other
criminal behavior because that might inspire the wrong kind of
"nationalism", is too nonsensical to bother refuting. Perhaps when a
BMW dealer charges him 100,000 RMB to replace a 10 RMB auto part, he'll feel
differently. And perhaps in the meantime
the Beijing Foreign Studies University should re-evaluate its hiring practices.
In several of its broadcasts, CCTV focused in
large part on the auto industry, the unfavorable publicity thankfully producing
positive results for countless hundreds of thousands of Chinese auto buyers.
The program revealed a great problem
with fraudulent overcharging for repairs, especially among the so-called
luxury brands, as well as foreign
automakers that were knowingly selling large numbers of cars with defective
major parts, strenuously avoiding recalls or free warranty repairs, and
often denying the very existence of problems in spite of large numbers of
customer complaints. As if this weren't bad enough, these events were
concurrent with vast conspiracies to fix
auto and parts prices and violate most portions of the country's anti-trust
laws, these latter investigations resulting in fines of billions of RMB.
In 2015, CCTV's consumer program contained a
portion on dealer honesty when finding faults and conducting repairs. I suppose
it should be admitted that auto dealerships in many countries are essentially
criminal enterprises, more marauding pirates than product salespeople, so it
isn't surprising to find the same problems in China. CCTV and government inspectors
are performing an invaluable public service in creating faults in cars, then
delivering them to dealers to watch the outcome and see which dealerships
charge exorbitant fees to resolve minor problems. CCTV reported that 16 of 22
dealers cheated them badly, while the government inspectors reported 7 of 12
dishonest dealerships. CCTV particularly exposed Nissan, Shanghai Volkswagen
and Mercedes-Benz dealers falsely reporting or exaggerating problems with
vehicles so they could charge high repair fees. Here are a few typical examples
from reports in the Shanghai Daily:
•Shanghai Mercedes dealer, Shanghai Dongchi Auto Repair Co. on
Zhaohua Road charged a customer almost 28,000 RMB to replace a part, when the
repair should have cost about 100 RMB, according to the Shanghai Consumer
Rights Protection Commission.
•A Shanghai BMW dealership, Shanghai Fande Auto Sales and Service Co.,
charged a customer 100,000 RMB to repair fictional problems with the gearbox of
a car, when all that was wrong was a faulty heat sensor.
•CCTV reporters disconnected an ignition coil
in a Nissan Teana and sent the car to a Nissan
dealer in Hangzhou, who charged 1,000 RMB for what should have been a
30-second 'repair'. The service man named Ma suggested an urgent repair was
necessary and was quoted as telling the customer "More serious problems
will occur if it is not fixed immediately, like cold may lead to pneumonia if
it is not cured".
•Another Nissan
dealer in Hangzhou charged 3,000 RMB for the same 'fault', claiming to the
customer that all six ignition coils and spark plugs needed replacement.
Another Nissan shop in Anhui charged almost 500 RMB to replace that same
disconnected ignition coil.
•Three Shanghai
Volkswagen dealers in Tianjin charged 1,500, 700 and 800 RMB for the same
disconnected coil in VW Passat cars. All dealers claimed all the spark plugs
needed replacement.
•A Mercedes-Benz
dealer in Hefei charged more than 10,000 RMB for the same disconnected
ignition coil and added many other "necessities" like cleaning and
replacing filters.
The CCTV program featured a segment on Jaguar Land Rover, noting the company
was selling models in China with faulty gearboxes, JLR eventually having to
recall nearly 40,000 expensive Range Rovers, the Western media calling this
"the first casualty of a renewed state media assault on foreign automotive
brands". But the company was accused mostly of refusing to respond to
customer complaints, which typically involved a sudden loss of speed and
reverse gear faults, the problems existing even after the gearboxes were
replaced, indicating a serious basic design flaw. Land Rover stupidly denied
the existence of problems and accused customers of 'driving too fast'. But CCTV
proved that Land Rover was fully aware of the problem and had issued internal
"confidential" notices to its engineers. Land Rover's response was
the typical MNC rubbish propaganda about core values, and expressing their
'gratitude' to CCTV for publicly exposing their rubbish automobiles.
Then we had Volkswagen. I would begin by
stating that VW had for several
generations been a great company, producing generally small cars but of
good quality accompanied by good service and a reassuring amount of honesty. No more. VW today gives all the signs of
its management consisting of 50% European bankers and 50% Italian Mafia. In
2015 and 2016, VW were exposed in the US in an immense, years-long fraud of
falsifying fuel economy and other data, and were projected to be liable for
fines in the billions of dollars, as well as more than $10 billion in
shareholder lawsuits claiming the criminality of the company's executives was
responsible for the 40% drop in the stock price. China has also had its share
of VW dishonesty and fraud, and I have seen nothing to convince me the
situation will change.
In 2015 many Volkswagen customers in China
were having apparent problems with what appeared to be serious oil leaks and
with complaints of leaked oil pooling in the engine tray, a condition that
would easily become a fire hazard. Customers complained that VW dealers ignored
their complaints, telling owners such leaks were normal, but such leaks are not
normal and are indicative of a serious flaw. It was discovered that VW had
recalled almost 100,000 cars in several other countries for precisely this
problem, suggesting the issue was a widespread flaw in oil seals or some such.
It was only due to CCTV's consumer affairs program that this issue was brought
into the public light and the company agreed to deal with it properly. VW, of
course, didn't care to comment publicly on the matter.
A more serious issue occurred two years
earlier, where large numbers of VW cars were plagued with a defective DSG
transmission that would cause engine power failures or result in the car
accelerating or decelerating while driving, a serious and potentially deadly
condition. From my information, VW denied for some time the transmission was
flawed, and apparently refused to face or deal with the problems. At least one
owner whose car suddenly lost power and stopped on the highway claimed the
dealer told him the transmission was not responsible for the power loss. Drive
train defects can occur to anyone, but this one had a different flavor. I read industry reports claiming VW had
manufactured hundreds of thousands of this new transmission model before
realising it had a major design defect that could not be repaired, meaning the
transmissions would have to be scrapped and a new model designed and
manufactured. The reports claimed VW
would not install this defective transmission in its cars in Europe but instead
shipped them all to China for installation in autos manufactured there. If
these facts are correct, this would lead one to speculate the company made a
conscious decision to (1) protect its reputation in Europe and (2) avoid the
losses of replacing defective transmissions by installing them in its autos in
China, hoping Chinese consumers would be sufficiently inexperienced and
uninformed, and could be bullied into accepting flawed merchandise.
In any case, VW strongly resisted a recall,
eventually whining that it would cost hundreds of millions of dollars to
replace all those transmissions. Well, that's what happens when you create a
bad design and don't test it properly, there being no reason consumers should
suffer for a manufacturer's mistakes. Eventually the Chinese authorities
ordered VW to accept its legal obligations or endure the publicity of a forced
recall. I thought that to be a surprisingly gentle response, since in most
other nations, including VW's home of Germany, there would have been heavy
fines for an attempt to bury a serious drive train defect. VW did offer to extend
the warranty, which is a useless gesture in such a case, and it was noted that VW offered Chinese buyers a shorter
warranty than it offers its customers in other countries, and further that VW
regularly performs warranty repairs with used or refurbished parts - a
rather dirty practice that should be both illegal and carry severe punishment.
It isn't clear if Chinese authorities were
aware of the scale of this problem, but in any event the volume of customer
complaints prodded CCTV to include this issue in one of their consumer affairs
program, after which it became clear the transmission was indeed hopelessly
defective. In the end, VW was forced to
recall almost 400,000 vehicles to replace the transmissions and install
rewritten software - free of charge - at a cost of up to 10,000 RMB per car,
for a total of about 4 billion RMB or $600 million. The company claimed
this second massive recall occurred because it "misjudged the scope of the
defective units", a claim I find difficult to accept. Volkswagen was
China's top selling automaker in 2014, and one would think the company would
prefer to protect its reputation, but it seems not. Once again, if these facts
are correct, and they appear to be, China
has once again become the world's garbage can.
VW had another serious issue a year earlier with
its cars in China, this time with apparently defective rear axles that could
rupture under certain conditions, with potentially fatal results. Chinese
authorities spent considerable time examining this problem, interviewing
thousands of customers, collecting evidence of more than 10,000 malfunction
events, and performing on-site inspections in many cities, as well as
conducting lengthy discussions with company officials and having independent
inspection companies perform tests. VW's first offer was to simply attach a
small metal plate to the trailing arm of the suspension, but most owners found
this unacceptable and wanted a suspension replacement. In the end, Volkswagen
announced a recall of almost 600,000 Sagitar sedans and imported Beetles in
China due to risks of broken rear axles. The company claimed the axles and
suspensions would be perfectly safe provided the cars did not suffer any side
or rear impact accidents, not entirely comforting to the owners.
After
denying the problem existed, it was discovered that VW was also recalling its
cars in the United States to fix the same suspension issue, for a total of more
than 1 million vehicles in the two countries, so
this was a bit more than nothing. As well, it seems that VW's claim of
suspension problems existing only in autos that had experienced a side
collision was also untrue since many customers denied that assertion, and
surveys indicated that a great many autos with this same problem had never been
involved in a collision of any kind. To add insult to injury, VW made yet another of those despicably
arrogant and racist comments we see so often in China:
"It has been determined that the
suspension arm broke because the driver continued to drive the car although the
axle had been damaged in an accident. If you just keep driving with a bent axle
the suspension arm can break. We are talking about a very severe rear-end
collision after which a driver in Europe would take the car to the workshop,
but in China they don't."
I have to say VW's accusation of Chinese
drivers not having the sense to take a car to a repair shop after a severe
rear-end collision, was a detestable attempt to escape responsibility by
trashing Chinese people and its own customers. VW is capable of making very
good cars, but it is my personal view that the company would benefit measurably
from experiencing 6 months of no sales in China, to explain something to them
in a way they will understand.
Commenting on these issues, one industry analyst
stated, "That to some extent shows [foreign]
carmakers in China are weak in voluntary recalls and shouldering social
responsibility. In fact, Volkswagen's gearbox problems emerged last year,
but it did not plan a recall until pressure from customers and the media
grew." Another noted that in the past few years, VW has recalled many vehicles in other markets to fix faulty
transmissions, and didn't insult customers by denying the existence of the
problem. In the case of China above, VW reluctantly ordered a recall only
after enormous pressure due to public exposure and embarrassment in the media
but, and in spite of having to spend in total $700 or $800 million on recalls,
still stubbornly refused to admit anything was wrong.
A couple of years ago, Mercedes-Benz enjoyed some unexpected public participation in their
grand exhibition booth at the Guangzhou auto show when people unfurled
large banners condemning the company's service attitude and warranty policies,
with one banner proclaiming "A one-million yuan Benz only one month old,
had four engine breakdowns. Refund!" A few years earlier, the furious
owner of a Mercedes destroyed his car with a sledgehammer in public after a
miserable year of unending problems that the company apparently refused to remedy
adequately or to replace the car. Mercedes, of course, played dumb, with
statements quoted in the Global Times like "We'll have to verify his
claims with the after-sales department ... We don't have any information on the
situation … We need to investigate … We'll contact the car owner as soon as
possible."
There are two issues here, both inexplicable,
symptoms of a degenerate medical condition that seems to occasionally affect
all makers of expensive cars. Certainly the dealers are all sweetness and light
while waiting for a prospective purchaser to hand over his money, and are even
pleasant enough after the sale when facing minor warranty items. But a subtle
change takes place where the dealers and the factories will adamantly refuse to
even recognise, much less deal with, potentially expensive repairs, these
almost inevitably related to engines and transmissions. Regardless of the high
prices paid for these so-called luxury automobiles, and of the warranty
guarantees, the prior claims of high quality and guarantees of service
evaporate in direct proportion to the cost of a repair. In the first example
above, the car undoubtedly had a bad engine that should have been replaced, but
no expensive car dealer will do that without a lawsuit and a court order
regardless of the bad publicity. While happy to repair small things, they will
fight for years to avoid the expense of a major repair. The other item is that
infrequently a car appears to have been born with a curse. In the West, we call
them 'lemons'. From the first day, nothing seems to work properly. When one
thing is repaired, something else immediately fails, in an unending stream of
misery for the new owner. In these cases, the auto dealers and companies are
even more stubborn. They know full well what they are dealing with because they
have seen it countless times before, but again will fight for years while
incurring large amounts of unfavorable publicity and ill will, and simply
refuse to consider the customer's position. In either case, the dealer could
simply replace the car with only a small loss, by repairing the car and selling
it off as a 'demonstrator', but I have never known this to happen. And inevitably, the more expensive the car and
the more serious the problem, the more obstinate and reluctant the dealer and
the factory will be to remedy the situation.
The
examples above with the two Mercedes owners are not exceptional, and are in
fact rather common. The same would occur with Range Rovers, Jaguars, Ferraris,
Rolls-Royce, and every other expensive marque.
They will all happily repair small things but when exceptional circumstances
demand the replacement of the entire suspension or drive train, the proud new
owner is quickly abandoned in his misery. I know. I've been there. Especially with
expensive automobiles, it is usually a bad idea to buy a "new" car in
the sense of a new model when first offered for sale or an existing model with
an entirely new generation of engine, transmission or suspension. These almost
always have flaws that are revealed and re-engineered during the first year or
two of manufacture, with subsequent years being quite trouble-free. I don't
know of a useful solution to the above problems, except maybe to bring your
lawyer and the police to the final signing of the purchase contract, to impress
your service expectations upon the dealer. It should be noted that each of
these escape attempts, such as the two above with Mercedes, are almost always
illegal acts that violate the contractual warranty and would thus receive
support from the courts. And finally, I believe these problems are more severe in China than in Western nations,
primarily because the auto manufacturers assume correctly that their Chinese
customers are often first-time purchasers with little experience in the shady
practices of auto dealers and less likely to be well-informed about the
behavior of a good car, less well-informed about a dealer's obligations, and
much less likely to sue. Yet one more sign of contempt for the goose that's
laying the golden egg.
*
Larry
Romanoff is a retired management consultant and
businessman. He has held senior executive positions in international consulting
firms, and owned an international import-export business. He has been a
visiting professor at Shanghai's Fudan University, presenting case studies in
international affairs to senior EMBA classes. Mr. Romanoff lives in Shanghai
and is currently writing a series of ten books generally related to China and
the West. He can be contacted at: 2186604556@qq.com.
Larry
Romanoff is one of the contributing authors to Cynthia
McKinney's new COVID-19 anthology ''When China Sneezes''.
Copyright © Larry
Romanoff, Moon of Shanghai,
2020
