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References ACEA (2015): The Automobile Industry Pocket Guide 2015 – 2016 [online]. Association des Constructeurs Européens d’Automobiles, available at http://www.acea.be/uploads/publications/POCKET_GUIDE_2015–2016.pdf (27 July 2016). Balassa, Béla (1965): Trade liberalization and revealed comparative advantage, Manchester School of Economic and Social Studies , volume 33, number 2, page 99–123. Barattieri, Alessando (2014): Comparative advantage, service trade, and global imbalances, Journal of International Economics , volume 92, number 1, page 1

1 Introduction With the globalization of the automobile industry, the automobile industry has shifted from the traditional developed country market to the increasingly active emerging country market, and China has also taken this opportunity to integrate into the global value chain of the automobile industry. In 2007, China’s automobile production reached 8,882,400 units, an increase of 22.02% compared with 2006; sales of 8,795,500 units, an increase of 22.02% over 2006. China has become the world’s largest new car sales market. With the rapid growth of the

A Study of Firms and States in Modern Capitalism

COMECON integration and the automobile industry: the Czechoslovak case By Valentina Fava (Florence) I. Introduction The case of the motor vehicle industry is emblematic of the difficulties of economic integra- tion in the socialist bloc. It appeared the ideal sector to organize along the lines of product specialization, as originally envisioned by the COMECON, which beginning in 1949 was intended to become an international organization that, with integration and specialization as its guiding principles, would eliminate industrial autarchy and parallel

c h a p t e r t e n The Automobile Industry Nae-Young Lee Some say that the rise of South Korean automakers was a miracle.Others portray it as a necessary outcome of the work of a techno- cratically driven developmental state, visionary entrepreneurs with a “can do” spirit, or their partnership based on asymmetric political exchanges. Still others argue that it was neither a miracle nor a product of a superior state or chaebol institutional capabilities. They brush automaker success aside as growth generated through a massive injection of resources rather than as

High Temp. Mater. Proc., Vol. 31 (2012), 775–779 Copyright © 2012 De Gruyter. DOI 10.1515/htmp-2012-0025 Oxidation Kinetics of Steels Utilized in the Production of Valves in Automobile Industry Z. Grzesik,1; Z. Jurasz,2 K. Adamaszek2 and S. Mrowec1 1 AGH University of Science and Technology, Faculty of Materials Science and Ceramics, Department of Solid State Chemistry, Krakow, Poland 2 BOSMAL Automotive Research and Development Insti- tute Ltd, Bielsko-Biała, Poland Abstract. The oxidation kinetics of four Fe-Cr-Mn-Ni based steels, utilized in automobile

5 Entry into the Automobile Industry Entry into an industry, or even the credible threat of entry, can be a beneficial influence on an industry. Entry can bring new blood, fresh ideas, new products, increased price competition, increased com- petition generally. Even the threat of entry can keep the current occupants on their toes and perhaps force them to keep their prices lower than otherwise to forestall entry.1 What are the possibilities of entry into automobile manufacturing today? What have been the conditions of entry in the past, and what has

Republican who had fled to Mexico and who had created a financiera called SOMEX (Sociedad Mexicano de Credito Industrial) to under take industrial and commercial investments. For a time, Willys Mexicana had its vehicle, the Jeep, assembled in Mexico by other firms, but in 1953 it constructed its own assembly facility, and within a few years it was also assembling Austins, Datsuns, and Peugeots for other Mexican importers/distributors. Several of the other Mexican-owned firms sim- 1 C. Sanchez Marco, "Introduction to the Mexican Automobile Industry" (Pans OECD

CHAPTER FIVE Successful Adjustment to Turbulent Markets: The Automobile Industry WOLFGANG STREECK By the mid-197os, the future of the West German automobile industry looked extremely gloomy. For several years the domestic market had been showing signs of saturation. The first oil shock in 1973 had brought energy shortages and high fuel prices, and the ensuing general eco- nomic crisis was bound to depress further the demand for new cars. The revaluation of the deutschemark in 1969 made West German auto- mobiles more expensive in foreign markets, and the