Rise of the Automobile Era 2004

In 2004, on the eve of the abolition of China’s automobile import and export quota system, domestic carmakers were finally moving past the era of groping in the dark. Production volumes surged, but the days of easy profits were gone forever. That same year, the Automotive Product Quality Warranty Law took effect, and the Automotive Industry Development Policy was officially issued, aiming to make the automotive sector a pillar of the national economy by 2010. It was also the year Guangzhou Toyota was formally established, setting the stage for a future hit model that would sell 900,000 units annually. The Guangzhou Honda Fit debuted and moved 80,000 cars in its first year, while Chery QQ—riding on the coattails of the Spark—broke monthly sales of 10,000, showing domestic brands the rewards of platform adaptation. SAIC acquired the remnants of Rover, planting the seeds for Roewe and its parent brand MG. Amidst all this, Shen Hao, a man given a second chance at life, stood before a map of China’s automotive landscape, his gaze heavy with ambition. The seeds of China’s automotive takeoff had been planted. For fifty years, Chinese automakers had barely sold any cars abroad. Even exported vehicles were treated as mere entry-level novelties, with few overseas parts suppliers to support them. Shen Hao would dedicate his life to breaking that curse—and to propelling Chinese automobiles onto the world stage.