If the first pot of gold for automotive giants was made in cities with relatively developed economic environments, then in 2013, under the pressure of traffic congestion, frequent haze attacks, and market saturation, the once thriving automotive industry stood at the crossroads of micro growth for the first time: where is the next stop for gold mining?
Today, as the Chinese car market overcomes crazy growth through rational consumption, the approaching traffic flow and the continuous calls for traffic and purchase restrictions have irreversibly pushed car consumption in central cities towards flatter third, fourth, and fifth tier towns. Since the purchase restrictions in first tier cities such as Beijing, Shanghai, and Guangzhou last year, the fearful "tycoons" of automobiles have begun to seek alternative ways. While longing for the "moonlight in the city", they have to embark on the strategic shift of "surrounding the countryside with the city".
BMW, Mercedes Benz, as well as Volkswagen, Toyota, Honda, Nissan, General Motors and other automotive giants, have all launched the engine of "urbanization" layout. Automobile dealers in the first tier market are also the first to smell the market opportunity: large groups such as Jianguo, Sanhe, Qiyang, Honghong, Huaxing, Xinshuangli, Guanghui Shenrong and others have sounded the horn of hunting the entire Sichuan market, and the slogan of "second entrepreneurship" has appeared multiple times in the decision-making meetings of the company's senior management.
Countless emerging towns have begun to play an important role as the future network terminals of China's automobile market. In this sense, the "urbanization" strategy of the Third Plenum of the 18th Central Committee is undoubtedly an indispensable prescription for the current sub-health state of China's automobile market, and also the "top-level design" for future healthy development.
