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The purpose of this paper is to examine evolutionary processes of sectoral systems of innovation in China's catch‐up situation.

History event analysis method is used. The data that inform this paper come primarily from interviews carried out as a part of case studies of the innovations of China's car industry as well as public sources.

Market catch‐up of China's self‐owned brand cars expanded from low to high end market segment. Changes of the five building blocks of innovation system of China's car industry have driven the market catch‐up since the 1980s. The five building blocks are: market demand, industrial technology and knowledge base, institutional setting, industrial structure, firms' competences and strategy. China's car industry evolved through exploitation and exploration, which were affected by the five building blocks. The exploitation and exploration shaped the catch‐up way of China's car industry: from production localization to design localization and self‐owned brands. Exploration of the self‐owned brand group built on exploitation of the joint‐venture group.

The findings are based on a single industry. Studies on more industries are needed to generalize the research results.

Increased understanding of how sectoral systems of innovation evolve will give managers and policy makers in the developing countries like China improved opportunities to formulate policies and management practices that can cultivate innovation capabilities in catch‐up.

The paper contributes to the research stream on sectoral systems of innovation by understanding building blocks and evolutionary processes at the base of change and growth in the catch‐up situation.

The objective of this paper is to examine changes in the European car industry and in particular the impact these changes are having on the car makers and their relationships with their suppliers. With excess production capacity and the poor outlook for car sales, the European car industry requires structural changes to balance supply and demand. In an effort to address these problems, the car makers are re‐appraising their relations with their suppliers. They are now pursuing more intensive and interactive relationships with their suppliers, collaborating in areas such as new product development, supplier development, and information sharing on a range of issues. However, there is evidence to illustrate that there is a lack of trust between the car makers and their suppliers. It is argued that if the European car makers are to compete globally then there will have to be more trust and co‐operation between the car makers and the components industry.

Aims to test Walton and McKersie’s theory on labour negotiations, specifically in the case of German car manufacturers.

The research is based on interviews with industrial actors in Germany’s car industry – an empirical case study.

The article explains the structural force behind the managerial drive towards production. While German managers act at an enterprise level, a structural force has been responsible for the success of Germany’s post‐WW II manufacturing. Germany’s collective bargaining structure removed wage and working‐time bargaining from local management and opened four managerial options: production, productivity, innovation, and quality. This structure forced management to focus on these four options because they lie within the realm of management prerogative. The article explains how structural divisions between intra‐enterprise level arrangements and extra‐enterprise level collective bargaining at a conceptual level can best be understood.

Argues that a regional and industry collective bargaining structure has supported the success of a competitive car industry in Germany.

In the British and European motor industry there co‐exist firms which differ widely in size. Given the existence of economies of scale the smaller firms are faced with the problem of survival; more precisely, of being able to charge a premium price to offset higher unit costs. After confirming the existence of scale economies this paper looks at the corporate strategies of smaller firms, but first it is necessary to clarify what we mean by “smaller firms”. In any market for any good where economies of scale exist in its production, firms smaller than the optimum could, if no non‐scale problems exist, be at a cost and, with competition, a profit disadvantage. However, in the motor industry the term “smaller” covers various types of operation.

The coronavirus disease 2019 (COVID-19) outbreak in the first quarter of 2020 has caused a severe decline in stock markets worldwide. While prior studies in developed markets found that workplace closure can negatively impact the capital market (e.g. Ozili and Arun, 2020), lesser is known about how it impacts emerging capital markets, which may have different characteristics and behaviour (Harjoto et al., 2021). Hence, this study seeks to uncover stock performance around workplace closure dates of firms incorporated in ASEAN countries and investigates the role of accounting fundamentals in mitigating workplace closure policy's effects on stock performances.

Using an event study methodology, the authors measure the cumulative abnormal returns (CARs) around workplace closure dates. The authors then use cross-sectional analysis to analyse whether the accounting fundamentals, specifically profitability, cash flow, and leverage, are associated with the CAR. This cross-sectional study involves 1,720 firms that are incorporated in the ASEAN countries.

This analysis indicates that, on average, ASEAN capital markets react negatively to workplace closure policies. The authors then find that the CARs around workplace closure dates are positively associated with the current ratios and are negatively associated with long-term debt ratios. This study’s results thus indicate that firms with a higher liquidity and a higher solvency experience a less adverse impact of the COVID-19 pandemic than other firms. The authors also find that the associations are more robust for (1) firms in industries more affected by COVID-19 and (2) firms located in countries with more severe cases. Additionally, contrary to this study’s expectation, the authors do not find meaningful associations between CARs around workplace closure dates and firms' cash flow from operation and profit respectively. This study’s results suggest that investors view prior performances related to firms' ability to generate operating cash flow and profit as less relevant to measure firm performance around the workplace closure event.

This study’s results contribute to studies examining fundamental accounting roles during the COVID-19 era, specifically in emerging economies. The findings are critical for investors in understanding the company fundamentals associated with stock price performance in emerging markets during the recent health-related crisis.

Most studies analysing cross-sectional differences in stock returns during the COVID-19 era focus on industry-level differences and use observations from developed markets (Sinagl, 2020; Ramelli and Wagner, 2020). Studies using firm-level analysis in emerging markets are still limited. The authors expand prior studies by using firm-level analysis that spans six countries in ASEAN.

Rapid inflation, the severe reduction in demand for cars and the resultant over‐capacity, reestablished the importance of price as a competitive weapon in the car market between late 1973 and 1977. In times of steady economic growth the over‐whelming influence of changes in per capita income on car demand tends to relegate the price variable to a secondary position, and often it is almost totally discounted as a major causative variable. However, in a number of ways the state of the market in the mid 1970s has shown the continuing importance of relative prices: the pricing of imports, exports and price competition by domestic manufacturers all being geared to improving a manufacturer's market penetration. Consequently, the pricing decision remains as one of the most important features of competitive strategy and as a major factor in managerial decision making.

A major challenge the car industry currently faces worldwide is how to implement an effective reverse (also called closed loop) supply chain design while manufacturing environmental friendly cars from limited available resources. The purpose of this paper is to examine relationships between reduce, reuse and disposal in the Japanese car market with base scenario analysis using the car consumption data and forecast.

The system dynamics (SD) modeling analyzes the closed loop supply chain design for the Japanese car industry. Relationships between reduce, reuse, recycle and disposal are explored with base scenario analysis using the car consumption data and forecast. The SD model is subjected to extreme conditions test for structural validity. Dynamic analysis of different market scenarios for the Japanese car industry's reverse supply chain is conducted.

Japanese ELV regulation will trigger the growth of used car export rate to emerging countries. Without additional tax on used car export, manufacturers in Japan tend to export used cars. Imposing tax on used car export will place some control on such export and improve economic opportunities for remanufacturers, recyclers, government, manufacturers and consumers in Japan.

The used car export option in Japanese reverse supply chain may cause the emerging countries (importing used cars) not able to sustain this activity. The Japanese government and manufacturers should take initiative to create or support the reverse logistics facilities in export countries. Issues pertaining to how product components can be recycled, reused, or remanufactured should be factored in the product design phase to reduce the cost of products and raw materials.

The dynamic model of the Japanese car market provides an experimental simulation tool, which can be used to forecast the relationship between reduce, reuse, recycle, disposal and how various logistics elements will be impacted by government regulations on a long‐term basis.

The automotive industry in the European Union (EU) faces a sharply reduced regulatory environment, with Block Exemption (1400/2002). Economists have predicted fundamental changes in the market as a result of the modified Block Exemption. In this article, the aim is to investigate how the relationship between a car dealer and its main supplier (i.e. an OEM or its national representative), affects how the dealer perceives threats and opportunities in this more competitive environment.

Based on relationship marketing theory, propositions about antecedents and consequences of commitment to a supplier are formulated for the changing automotive market. Data were collected from 413 car dealerships in Belgium, The Netherlands and Finland, countries without domestic automobile brands.

Commitment to the main supplier is mainly driven by satisfaction and trust. The more car dealers are committed to their main supplier, the lower the threat they perceive from new intermediaries, and the lower their intention to expand their business beyond the current relationship. Commitment to their main suppliers also reinforces their confidence in the future. This confidence in the future spurs dealers' expansion plans within their current relationship.

Longitudinal research would allow better inferences about market evolution and causal sequences.

Satisfied and committed dealers seem reluctant to make radical changes in their relationships and marketing strategy, apparently being entrenched in traditional channel structures. The modified Block Exemption could increase the average size of dealerships, improve the competitive position of large dealers, accelerate consolidation in the automotive distribution sector, and decrease competition between traditional dealerships. Opportunities have been created by the modified Block Exemption for new entrants to capitalize on new market niches and customer categories. Multi‐brand dealers could use these opportunities to create a purchasing experience that differentiates them from the traditional dealers.

Contributing to scarce research on complex channel relationships within a captive distribution structure, this is the first empirical study of the European car industry in the context of the modified Block Exemption. It is also one of the few studies that takes the perspective of the dealership.

This paper aims to use the Covid-19 pandemic situation to conduct an experiment-like study that focuses on industry reactions under stress. Particularly, this study analyzes stock response to eight pandemic related news in 2020 across different industries. This study also investigates the role that the market risk, beta, plays in such stock reactions.

This study computes the cumulative abnormal returns (CAR) around COVID-19 events using adjusted daily stock returns of all stocks in the S&P 500 index between January 2, 2020 and December 31, 2020. This study also sorts all stocks by beta into quintiles and measures the CAR [0, +3] for each quintile around each event date.

This study finds that low beta portfolios exhibit greater abnormal returns (in absolute value) than high beta portfolios during down markets while high beta portfolios exhibit greater abnormal returns (in absolute values) when the market starts to recover. However, this study finds that beta does not seem to explain the abnormal returns reported in various industries during times of negative sentiment. During times of positive sentiment, both the beta effect and industry effect are present.

Extant literature almost unanimously concurs that the COVID-19 pandemic has brought about negative stock reactions to financial markets across the globe. Nevertheless, three interrelated issues have not been explored: market reactions during the subsequent recovery, industry heterogeneity and individual stocks’ risk profile. The study addresses these matters.

This study aims to examine the information transfer effects of customers’ credit rating downgrades on supplier firms.

In this study, the authors use suppliers’ cumulative abnormal returns around customers’ credit rating downgrade events to identify how shocks to customer credit impact supplier equity prices. The authors also incorporate ordinary least squares and weighted least squares regressions regression analysis of the determinants of supplier market response to customer downgrades.

The authors find that customer credit rating downgrades present significant negative shocks to the stock prices of supplier firms. Moreover, the authors show that the information transfer effects are determined by both firm- and industry-level factors, including the market anticipation of downgrades, the strength of the customer–supplier linkage, the industry rivals’ reactions to the downgrades and investor attention. The authors also find that the likelihood that a supplier will receive a rating downgrade is significantly higher following its primary customer firm’s downgrade.

To the best of the authors’ knowledge, this paper is the first to explore the information transfer effects of credit rating downgrades on primary stakeholders within the supply chain. The authors document that customer–supplier networks have valuable implications for the spillover effect across debt and equity holders. Information about customers’ financial stress is incorporated into suppliers’ equity prices outside of the context of customer bankruptcy.