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<\/p>\nAs with everything that Tesla says and does, its investment in
\nMexico for a new vehicle plant has attracted much attention. The
\nlatest hubbub around the Santa Catarina, Nuevo Leon, plant
\nsurrounds reports that Tesla is looking to invite its mainland
\nChinese suppliers at its operations in Shanghai to join it in
\ninvesting in Mexico. That it is looking to bring some of its
\nmainland Chinese suppliers to Mexico is not surprising. Original
\nequipment manufacturers (OEMs) do this all the time with their
\npreferred suppliers. However, Mexico, as an automotive investment
\ndestination, is doing very well, thank you, with or without
\nTesla.<\/p>\n
We will turn to why Mexico's doing so well in good time. First,
\nwe will address the elephant in the room. S&P Global Mobility
\nhas analyzed recent investment announcements by mainland Chinese
\nsuppliers where Mexico is the destination. Using our bespoke
\nComponent Forecast Analytics (CFA) suite of supply chain data, we
\nhave then traced back those suppliers that are engaged with Tesla
\nat its Shanghai facilities.<\/p>\n
The analysis reveals that out of the 90 investments by mainland
\nChina-affiliated automotive companies in Mexico from 2019 until the
\npresent, 21 of them, or 23.3% of the companies, are known Tesla
\nsuppliers. Of course, even if a company is a known Tesla supplier,
\nit does not necessarily follow that those suppliers' facilities
\nwill expressly supply Tesla. This is illustrated by the fact that
\nwhere the investment location is known, only nine of the 21 are
\nsetting up in Nuevo Leon.<\/p>\n
While there is some substance in Tesla wanting to 'lift and
\nshift' some of its Shanghai supply chain to Santa Catarina, it is
\nnot a wholesale replication. That is because many of its Shanghai
\nsuppliers are the everyday suppliers you would see anywhere else in
\nthe world with a few exceptions. For example, a cut-down list of
\nsuppliers for Tesla's Model 3 manufactured in Shanghai is a who's
\nwho of Western tier-1 and tier-2 suppliers.<\/p>\n
<\/p>\n
So why the drip-feed of information to the media about Tesla's The noise surrounding Tesla's new plant, as well as the prospect The two biggest factors behind any FDI relate to the local While Tesla has had a significant role in shaping the automotive Subscribe to BriefCASE: Our weekly \u7acb\u523b\u8a3b\u518a\u53ca\u5831\u540d\u96fb\u8166\u88dc\u7fd2\u8ab2\u7a0b\u5427! <\/a> www.ITSec.vip<\/a> www.Sraa.com.hk<\/a>
\nplans for Mexico? The Santa Catarina plant is central to the next
\nstage of its growth at a time when Tesla is facing headwinds in the
\nmarket. Santa Catarina is central to those plans, whether or not
\nthey involve the prior entry-level car or as the pivot to focus on
\nrobotaxis. Either route means that costs have to be controlled (cf.
\nTesla's unboxed production
\nsystem<\/a>), and Tesla has to keep its suppliers on the right side
\nof its cost projections. What better way to keep supplier costs
\ndown than using countervailing power?<\/p>\n
\nof mainland China-domiciled suppliers locating there, does Mexico
\nand its wider automotive sector a disservice. Directorio
\nAutomotriz, a Mexican public relations agency that acts as a
\ngo-between for the various stakeholders involved in setting up shop
\nin Mexico, tracks automotive investments in the country. Its data
\nfor the past two and a half years does demonstrate the inroads made
\nby mainland China-domiciled suppliers, but it also shows a broader
\nbase of interest in Mexico. Over the period, Mexico attracted $31.9
\nbillion in automotive FDI from 32 countries.<\/p>\n
\nmarket, in both size and growth. Mexico is well-placed due to the
\nnumber of markets that companies there have access to. The biggest
\npull remains tariff-free access to its neighbors, the US and
\nCanada, through the United States-Mexico-Canada Agreement (USMCA).
\nThis has proved attractive to OEMs (and a route to market that may
\nbe closed to future investments according to a Reuters report on
\nApril 18<\/a>) in terms of building vehicle manufacturing capacity
\nin the country, and where OEMs tread their suppliers follow.
\nBetween 2015 and 2025 (which excludes Tesla's plant), 1.9 million
\nunits of light vehicle manufacturing capacity will have been added
\naccording to S&P Global Mobility data, making Mexico the third
\nbiggest contributor to global capacity growth.<\/p>\n
\nindustry since its inception, it is not always the ultimate
\narbiter. That is something worth remembering when every Tesla move
\nor pronouncement by Elon Musk is subject to amplification often
\nbeyond its significance. Tesla's decision to set up shop in Santa
\nCatarina is the cherry on top of a cake that already benefits from
\nmany of the right ingredients.<\/p>\n
\nAutoTechInsight newsletter featuring innovative automotive insights
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