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While prior research has investigated factors that predict consumers’ information search behaviors as they relate to automobiles, such studies were conducted prior to the COVID-19 pandemic. Given that the pandemic has necessitated lockdowns, social distancing, business closures and other disruptions to normal shopping activities, consumer information search behaviors have also been substantially altered as the psychological distance between consumers and marketers has increased. Thus, this study aims to examine these changes and identify patterns of search behavior for a major durable product: automobiles.

Using survey data from before and during the pandemic, the study implements Finite Mixture Modeling to unveil latent segments of U.S. consumers’ search behaviors and choices for Japanese automobiles. This analytic method enables capturing consumer unobserved heterogeneity through mixing probabilities guided by individual characteristics. These segments are determined based on consumers’ information search for online and offline marketer-controlled and nonmarketer-controlled sources.

The study identifies that two segments of consumers emerge both prior to the pandemic and during the pandemic. These empirically validated findings indicate that the pandemic has led to shifts in consumers’ information search behaviors for Japanese automobiles by relying more on nonmarketer-controlled sources of information.

This work is among the first comprehensive empirical analyses of consumer search for a major durable product by comparing pre- and during pandemic patterns. Using analytics and econometrics, the first-hand analysis findings offer meaningful implications for marketers and product managers in the automotive industry.

Evaluates, empirically the attitude of African‐American consumers towards US and Japanese made automobiles. Outlines the rationale and urgency for the study of this population, before looking at the hypotheses which are considered important both from a sociocultural and a managerial perspective. Presents the data and draws conclusions including the limitations of the study and outlines further research in the area.

Examines the Japanese management philosophy in organizations, and develops a 15‐item, four‐factor (family orientation and loyalty, open communication, team approach, and manager knowledge) Japanese organizational culture scale (JOCS). Investigates the differences in JOCS and other work‐related variables between 156 non‐unionized employees of one Japanese‐owned automobile plant and 144 unionized employees of one US‐owned automobile plant in the USA. There were no differences in income and education. Employees in the Japanese‐owned plant had higher scores for family orientation and loyalty, open communication, team approach, manager knowledge, organizational commitment, organization‐based self‐esteem, organizational instrumentality, intrinsic satisfaction, and extrinsic satisfaction than those in the US‐owned plant. Results are discussed in light of organizational culture and enhancing quality and productivity in the global competitive market.

The purpose of this paper is to analyze the nature and the evolution of manufacturer–supplier relationships in Thailand's automobile industry and to identify the factors that influence the evolution of these relationships.

The study is based on case research method involving in‐depth interviews with 120 local and expatriates of 7 companies and their 14 suppliers.

In Thailand, the manufacturer–supplier relationship starts out as a market‐exchange‐type relationship, and then gradually moves to a partnering type. The stages in evolution involve constant efforts on the part of foreign manufacturers to develop the suppliers by offering resources, training, feedback and solutions. The supplier capability building programs, bridging of cultural differences and formation of trust provides the basis for enduring partnerships. These partnerships are symbiotic relationships in which manufacturers benefit from suppliers' knowledge of local production and market factors and suppliers benefit from manufacturer's technical and managerial support. Additionally, closer collaboration with suppliers helps to prevent the leakage of business intelligence and theft of intellectual property and to prevent suppliers from working with competitors, thus allowing manufacturers to devote undivided attention to smooth supply of parts without any shortage.

In emerging markets, the local suppliers play key role in the success of foreign automobile companies. However, the local suppliers need technical and managerial support from manufacturers. The process of building a network of competent local suppliers consumes time and resources, therefore manufacturers should take a long‐term view of the market. The undeniable importance of overcoming cultural differences and building trust is the hallmark of successful partnerships.

The paper highlights the importance and process of developing local suppliers in emerging markets using Thai automobile industry as an example.

The market and political conditions facing Japanese investment in automobile assembly in Western Europe are wholly different from those in North America. Argues in consequence that a distinctive set of questions is necessary in order to evaluate the likely consequences of such investment for the components sector. Within Western Europe, the “indigenous” automotive components industry has begun a process of restructuring, enabling it to face new demands of production and delivery characterized as “Just‐in‐Time”. Rather than relocate close to new vehicle assembly plants, creating spatially‐clustered production complexes, as some have suggested, a favoured solution has instead typically involved changes to logistical operations, enabling JIT delivery from existing Europe‐wide production systems. Outlines the reasons for this response and assesses some of its implications.

This paper examines competence development as a facet of a firm’s dynamics. Proceeding from a “model of competence building” developed in an earlier study, a theory of competence development is outlined, which recommends that competence development should cyclically alternate between competence upgrading and competence renewal. This cycle is subject to various influences, including the firm-specific resource base, the way in which managers perceive competence to create customer value, the level of undesired knowledge diffusion, and changes in the environmental dynamics specific to the firm. Inevitably, the theory of competence development involves some simplifications; yet it’s relevance is underlined by the fact that it stands up to empirical analysis.

The purpose of this paper is to examine the country-of-origin (COO) effect on product evaluation to determine the different effects of COO in Asian nations.

The authors focus on automobiles as the target product category and conduct consumer surveys in three Asian countries – China, Japan, and South Korea – and the USA. Since these four countries are the major global production bases and consumption markets, the authors can examine the reciprocal effects of COO across countries. The authors propose a hierarchical conjoint analysis and estimate parameters. For the attributes of conjoint analysis, the authors incorporate both the COO of products and other functional aspects such as price and fuel consumption to compare their effects on consumer evaluation.

The authors find different tendencies in each country’s COO effect. Further, the authors discuss the factors affecting consumer evaluation in each country based on the country’s culture and general product images.

The authors’ contributions to the literature are as follows. First, in the research design, the authors incorporate COO information as an attribute of automobiles. This enables us to compare the COO effect with the effects of other functional aspects. The authors find that the COO effect is substantially the same as the effect of other functional attributes. Second, the authors assume a hierarchical structure in the conjoint analysis and discuss the different preferences in each country. This hierarchical structure enables to extract the reciprocal effects of COO across countries.

The purpose of this article is to better understand Japanese manufacturing in mainland China and clarify how traditional Japanese subcontracting has changed and is changing to fit the economic environment there.

This article looks at the subcontracting practices of the Toyota Group along with the evolution of Shanghai Koito's operations in mainland China. The research for this study was conducted from 1995‐2003 and is based on visits to Toyota's China headquarters in Beijing and its technical center in Tianjin, Shanghai Koito Company, Sichuan Toyota, and Tianjin Toyota.

When Japanese style subcontracting in mainland China is compared with that of traditional Japanese subcontracting, a stark contrast is revealed. First of all, it is clear that Japanese‐affiliated enterprises in China are moving away from an insular, vertical subcontracting structure dominated by a single assembler. In the new subcontracting system, characteristic features – such as a broad customer base and localization – contrast with earlier features that included a substantial delegation of authority, regulated interfirm competition, and long‐term relations.

This paper is based on two case studies and so, while its findings may be accurate for the companies in question, helpful for understanding Japan's auto industry in mainland China, and may be more widely applicable, the findings are unlikely to be universally applicable.

With short‐term guidance corresponding to the needs of localization and the effective use of cheap labor coming to the fore, the examples of Toyota and Shanghai Koito may provide helpful illustrations of the kind of adaptation needed to succeed in mainland China. In particular, by moving away from a reliance on its traditional Japanese customers for sales, Shanghai Koito seems to have positioned itself well to avoid the hardship of dwindling sales that other more traditionally oriented Japanese suppliers have begun to face. Moreover, its growing independence may be an important indicator of what the future may look like for Japanese manufacturing.

Looking at the history of industrial development in East Asia, the adaptation of Japanese business practices to different economies in the region has been an important theme. This study provides an up‐to‐date review of a number of current issues facing Japanese automakers as they develop their operations in mainland China.

In the modern knowledge-intensive economy, a nation’s competitiveness depends on the ability of its constituent firms to innovate. Extant research in national systems of innovation highlights institutions and public policies toward innovation as key determinants that affect firms’ innovation activities. This paper aims to widen the investigation by arguing that co-inventor connectivity allows firms to access the most tacit knowledge within global innovation systems. Therefore, it is one of the key factors that underpin a nation’s ability to develop and sustain its competitiveness.

Using a data set of 406,168 patents from US Patent and Trademark Office during the period of 1975-2004, this study analyzed the Japanese system of innovation through co-inventor networks.

Surprisingly, the authors found that compared to other advanced countries such as Germany and Denmark, the Japanese innovation system is quite closed.

The dimension of tacit knowledge is crucial in the current environment of rapid cycle time, short product lifespans and increasing emphasis on exploratory innovation. Hence the authors speculate that closedness to global innovation systems could be one of the reasons why many of Japan’s traditionally powerful multinational enterprises exhibit weak performance in recent years.

The ubiquitous information society gave birth to quasi‐explicit, or formative, knowledge. Formative knowledge is like explicit knowledge in that it can be copied, but unlike explicit knowledge because it is not fixed. Some manufacturers are beginning to adopt approaches to knowledge management that rely on formative knowledge. Such an approach enabled Honda to start production of its newest Civic model almost simultaneously at 12 plants around the globe in 2000. Strong fear of formative knowledge “consumption” by lead consumers made Honda use CAD/CAE networks to nurture a worldwide community of engineers to design the Civic. This innovation reduced Honda’s average model transfer time to about a half that of Toyota. Honda’s achievement suggests that a new approach to knowledge management is possible, one that lies between Japanese‐style knowledge management centered on human mediation and tacit knowledge and Western‐style knowledge management based on information technology and explicit knowledge.