In 2007, the Chinese automobile industry witnessed a year that would be remembered for its transformative events. This year surpassed even 2003, which was marked by a market boom. The industry was filled with notable developments: new car launches, price reductions, and strong sales performance. However, the most impactful events were those involving major joint ventures. Companies like Volkswagen (North and South), Shanghai General Motors, and Guangzhou Honda set the tone, signaling the arrival of a new era in joint ventures. One of the most anticipated collaborations this year was the integration of SAIC and NAC. Their partnership had been in the works for years, dating back to their failed collaboration with British MG Rover. That failure led to the emergence of SAIC Roewe and NAC MG, two distinct brands under different ownership. Despite SAIC's strong presence and early success, NAC struggled, especially after integrating with Iveco. Yet, the government and local authorities in Jiangsu and Nanjing remained committed to supporting NAC, seeing it as an essential part of the national automotive strategy. The SASAC’s big car plan aimed to consolidate resources and create stronger, more competitive entities. This initiative encouraged cooperation between SAIC and Yuejin Group, rather than directly with NAC. While the initial focus was on commercial vehicles and parts, the real long-term goal seemed to be full integration. However, NAC continued to pursue its own "third road," maintaining independence while engaging in limited collaboration. Meanwhile, Chery faced its own challenges. After choosing to partner with international brands like Chrysler and Fiat, it sought to improve its technological capabilities and address overcapacity issues. These partnerships brought much-needed expertise and components, but they also raised questions about brand identity and market positioning. Chery’s ambitions in overseas markets, such as selling Dodge-branded cars in Europe, added complexity to its strategy. Joint venture brands also began to shift their approach. While previously focused on foreign partnerships, they now started developing their own brands to compete with domestic players. However, these so-called "independent" brands often relied heavily on foreign technology, raising doubts about their true independence. Peugeot and Hafei’s collaboration highlighted the evolving dynamics of the industry. Peugeot, returning to China after a decade-long absence, faced stiff competition from established brands like Dongfeng Citroen. Meanwhile, Hafei aimed to leverage this partnership to gain a foothold in the passenger car market. In the heavy truck sector, the landscape changed dramatically. SAIC’s restructuring with Iveco marked a turning point, bringing foreign investment into what had traditionally been a domain of independent Chinese brands. This shift signaled a broader trend of foreign involvement in all segments of the automotive industry. Looking back at the events of 2007, it was clear that the industry was undergoing a period of intense transformation. Consolidation, strategic partnerships, and increased foreign competition were reshaping the landscape. While these changes posed challenges for domestic brands, they also presented opportunities for growth and innovation. As the industry moved forward, the balance between tradition and modernization would define its future.

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• In automobile manufacturing for silicone adhesive
• For installation and sealing of automobile glass, special silicone sealant for automobiles with high strength and weather resistance needs to be used.
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