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By Michel, Shimizu, Koichi, Volpato, Giuseppe Freyssenet

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Extra resources for Globalization or Regionalization of the American and Asian Car Industry?

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D. d. d. d. d. d. d. d. d. d. d. d. d. d. d. d. d. d. d. d. 2 Notes: The Global Synthetical Index is an average of the Commercial Revenues, Production, Total Assets, and Workforce Indexes. The UNCTAD’s Synthetical Index is an average of the Commercial Revenues, Workforce and Total Assets Indexes. Average (1) is calculated with all American firms. Average (2) is calculated with Ford and GM only. Average (3) is calculated with all European firms except Fiat Auto and Daimler-Benz. Average (4) concerns BMW, DaimlerChrysler, Fiat Auto, PSA, Renault and VW.

5%), averages. For this latter subset, the domestic market is no longer the main market. American firms’ low level of commercial internationalization is surprising given that ever since the early twentieth century GM and Ford, the world’s top two automakers, have been running the world’s largest overseas operations (in absolute terms), primarily in Europe. It is also surprising given that Navistar is the world’s second leading maker of commercial vehicles. The extremely large size of the North American market is one natural reason for this paradoxical result, but it does not explain everything.

7% over 1990–6). Outside the Triad, European firms differ from American and Japanese firms because of their significant presence in South America, particularly in Mercosur. Fiat and Scania are the most active in this market. 7% of Fiat Auto’s total world sales in 1995–8. South America provides the most accessible rapid development zone for those European firms seeking to reduce their dependency on the European market. PSA, which set itself an objective of making 25% of its total sales outside Europe by 2003, has reinforced its presence in Mercosur.

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