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Global value changes continued to expand until the late 2000s. On the other hand, regional value chains have formed around major regional hubs due to the expansion of domestic demand in emerging economies, such as China, and strengthened trade protectionism since the global financial crisis. Such changes lead to the reorganisation of value chains, focusing on domestic markets (reshoring) or neighbouring countries (nearshoring). In particular, the importance of supply chain risk management has been highlighted following disruptions to the supply network due to the COVID-19 outbreak in December 2019. In this regard, major countries such as the USA and the EU are rapidly shifting to regional value chains for stable and sustainable production, rather than primarily aiming for production efficiency targeted at reducing costs. Industries in particular are more exposed to such supply chain risks under the existing structure and it now has become extremely important for businesses to take reaction to such risks. This is especially important for major industries in a country such as automobile or semiconductor manufacturing industries in South Korea. The aim of this study, therefore, is to establish the basis for the simultaneous growth of ports and linked industries by examining the existing structure of the global value chain for the automotive industry, which has a strong presence in South Korea’s domestic economy. In this regard, this research carries out a supply chain analysis focusing on the imports and exports of automotive parts. It also analyses the current structural risks and suggests risk management measures to secure a stable supply chain.

This paper aims at understanding how automotive firms integrate customer relationship management (CRM) tools and big data analytics (BDA) into their marketing strategies to enhance total quality management (TQM) after the coronavirus disease (COVID-19).

A qualitative methodology based on a multiple-case study was adopted, involving the collection of 18 interviews with eight leading automotive firms and other companies responsible for their marketing and CRM activities.

Results highlight that, through the adoption of CRM technology, automotive firms have developed best practices that positively impact business performance and TQM, thereby strengthening their digital culture. The challenges in the implementation of CRM and BDA are also discussed.

The study suffers from limitations related to the findings' generalizability due to the restricted number of firms operating in a single industry involved in the sample.

Findings suggest new relational approaches and opportunities for automotive companies deriving from the use of CRM and BDA under an overall customer-oriented approach.

This research analyzes how CRM and BDA improve the marketing and TQM processes in the automotive industry, which is undergoing deep transformation in the current context of digital transformation.

The purpose of this paper is to analyse cooperation in R&D in the automobile industry in Spain. It first examines to what extent firms cooperate with external actors in the field of technological innovation, and if so, with what type of cooperation partner, paying special attention to the differentiation according to the size of the firms. Second, it aims to study how the firm’s size may affect not only the decision of cooperating but also with which type of partner.

The data in this study came from the surveys done in 2010 and 2013 by the Technological Innovation Panel (PITEC) for firms in the automotive industry. The paper estimates a bivariate probit model that takes into account the two types of cooperation mostly present in such an industry, vertical and institutional, explicitly considering the interdependencies that may arise in their simultaneous choice.

The empirical study confirms that small firms cooperate less frequently than big firms and that giving more importance to information publicly available and having public financial support from local and national governments are important determinants of collaboration agreements, mainly in the case of customers and suppliers.

This paper contributes to the understanding of the motivations of the automotive industry for engaging in R&D cooperation agreements. The authors study how the firm’s size may affect not only the decision of cooperating but also with which type of partner.

Cities remain an understudied unit of analysis for understanding the motives of multinational enterprises’ (MNE) foreign direct investment (FDI), with subnational locations in International Business (IB) research to date predominantly captured via the phenomenon of agglomeration. As regional integration projects, such as the European Union and to a lesser degree NAFTA, increasingly reduce the importance of national institutional environments, this paper argues regional and subnational levels become more important for studying MNE location choice. This paper aims to evaluate the explanatory contribution of regional and subnational levels of analysis to understanding MNE location choice.

A qualitative deductive bottom-up multiple-case study research design is adopted to study the city location choices and FDI motives of six automotive and six commercial banking companies. These purposefully sampled manufacturing and service MNEs have different home countries and regional orientations. Data on their foreign investments across the extended Triad of Europe, North America and Asia-Pacific were collected for the time period of 2000–2021.

Findings suggest that different classes of city tend to attract specific types of FDI and that these patterns might vary across sectors and be influenced by the regional strategic orientations of MNEs. Industry-specific findings reveal the importance of related and support industries and partners in a city location for the automotive MNEs, while the commercial banks seek investment opportunities in cities that allow acquisition targets that have an attractive customer based and will improve their local market knowledge.

The findings provide evidence in support of MNEs in manufacturing and service industries perceiving the attractiveness of three city types in different ways across the Triad regions.

Increased digitalization has influenced various business activities including companies’ business models (BMs) by enabling various new forms of cooperation between companies and leading to new product and service offerings as well as new forms of company relationships with customers and employees. At the same time, this digitalization has put pressure on companies to reflect on their current strategy and explore new business opportunities systematically and at early stages. While research on digitalization in the context of BMs is now gaining increased attention, a research gap still exists in this field since the number of empirical insights is limited. The paper aims to discuss these issues.

Qualitative empirical data collected from 12 key informants working in two distinctive industries, the media and automotive industries, were collected. An investigation was carried out to examine the differences and similarities among how digitalization influences a company’s value creation, proposition and capture, as well as how firms cope with challenges presented by increased digitalization.

The findings of the study show that, whilst digitalization is generally considered to be important, the value proposition itself as also the position in the value network determine the perceived available options for business model innovation (BMI) by digitalization. Moreover, the organizational capacities and employee competences were identified as future challenges that will be faced by both industries.

The findings of this study have revealed that representatives of the media and automotive industries perceive both the pressures and opportunities of digitalization regarding BMI; its application and exploitation, however, remain challenging. This study contributes to the existing body of knowledge by providing empirical insights in the context of digitalization and BMI.

This paper aims to explore the key anchors of the National Innovation System shaping the nature of collaboration between academic high-performance computing centres (academic HPC centres) and small- to medium-sized enterprises (SMEs) working in the automotive and electronics sectors of the Danube region. With two main research questions, it discusses the importance of knowledge transfer and technology transfer for collaboration between University and Industry (U-I collaboration) in three groups of developmentally distinct countries: competitively advanced, competitively intermediate and competitively lagging. As main anchors of the innovation system, stable legal environment, exciting innovation policies and strong R&D funding are recognised.

A qualitative empirical study in 14 Danube region countries included 92 focus group participants, expert representatives of academic HPC centres and SMEs. The data were audio recorded, transcribed and analysed.

The findings show the main prerequisites of the framework conditions for efficient U-I collaboration evolve through a goal-oriented National Innovation Policy and developed and functioning legal environment supporting labour market and intellectual property (IP) protection and enforcement. Additionally, skilled people are needed to be able to operate with HPC, where it seems all the countries lack such skilled workforce. In competitively lagging countries, the high levels of brain drain exhibit strong impact to U-I collaboration.

Research into relationships between academic HPC centres and SMEs conducted was qualitative; therefore, limitations in terms of generalisation arise from it. On the other hand, the research is promising in terms of offering the guidance for policy makers who can use the findings when delivering innovation policy mix, adjusted to developmental level of own innovation ecosystem.

The study is among the pioneering work in U-I collaboration between academic HPC centres and SMEs from automotive and electronics industries in the Danube region. The research addresses the dynamics of collaboration and offers policy implications to strengthen the particular U-I collaboration.

本文旨在探究國家創新系統的主要支柱; 這些支柱決定了學術性的高速網路與計算中心 (註: 此為直譯) (以下簡稱學術高網算中心) 與於多瑙河地區的汽車製造業和電子產品行業內營運的中小型企業之間的合作性質。本文透過兩條主要的研究問題、去探討知識轉移和技術轉讓對大學與產業界之間的合作的重要性而這些產業是屬於在發展階段上三個明顯不同的國家組別裏的這三個組別是 競爭先進的、競爭性中級的和競爭落後的。穩定的法律環境、令人興奮的創新政策和強大的研究與開發資金被認為是創新系統的三個主要支柱。

研究人員在14個位於多瑙河地區的國家裏進行一個質性觀察研究研究涵蓋92個焦點小組參與者、來自學術高網算中心和中小型企業的專家代表。有關的數據被錄音繼而被轉寫下來最後被分析。

研究結果顯示效率高的大學產業界合作的框架條件的主要先決條件是透過一個以目標為導向的國家創新政策而逐漸形成繼而發展起來; 另外所需的條件是一個支援勞工市場、保障知識產權、並執行有關的法律的正常運作的法律環境。其次若想與學術高網算中心一起工作技術人才是必須的因學術高網算中心內的所有國家似乎欠缺技術勞動力。在落後於競爭對手的國家裏高度的人才外流對大學與產業界之間的合作會產生重大的影響。

由於研究採用的研究方法為質性研究法故研究結果、就普遍化的歸納而言是有其局限的。唯研究結果在實務方面有其作用因政策制定者在推行與科技進步與對策有關的策略時他們可把研究結果作為指引就其自身創新生態系統的發展水準而作出適當的調整。

本研究探討涉及學術高網算中心與於多瑙河地區的汽車製造業和電子產品行業內營運的中小型企業之間合作的大學產業界合作就此而言可說是開創性研究之一。本研究探究有關的大學產業界合作的變革動力並為政策制定者提供啟示以能強化有關的合作。

The purpose of this paper is to investigate how technology-forcing regulations affect the product development process in the supply chain of heavyweight vehicles.

Through a case study, this paper seeks to understand how one of the leading companies in heavyweight vehicles manufacturing industry and its engine supplier in Brazil introduce eco-design practices into its engine development process.

Through case studies conducted in a heavyweight vehicle producer and its engine supplier, this study shows that, in addition to meeting the standards and legislation, the automaker uses ecodesign practices during the product development cycle such as a design that eliminates harmful and hazardous materials and a project that allows recycling, the reuse of parts and energy efficiency, thereby reducing the environmental impact. However, without the mandatory requirements imposed by federal legislation, products with lower environmental impacts would rarely be developed, as environmental performance is not demanded by customers, who are mainly cost driven. Technology-forcing regulations play an important role in enhancing the adoption of ecodesign practices, but market and competitive conditions also play an important role.

Several studies on the impacts of public policies and development for the automobile sector have been conducted, but there is a lack of studies in the area of commercial vehicles, especially in Brazil. Therefore, this research is justified by new demands of society, in addition to the necessity of complying with legal requirements and the adoption of good practices related to eco-design.

To date, the literature has usually assumed that a universal approach to resilience is appropriate in which different resilience capabilities are equally important for all organizations independent of contextual characteristics. In contrast this study investigates if production process characteristics affect resilience capabilities in terms of redundancy, flexibility, agility and collaboration.

An in-depth exploratory multiple case study was carried out in eight companies across different industries. Data were gathered through multiple interviews with key informants in each company.

The authors find differences in, and trade-offs between, resilience capabilities and practices related to redundancy, agility and collaboration induced by the different configurations of production system characteristics: especially between discrete and process industries. Further, a major influential characteristic is the production strategy employed (make-to-stock or make-to-order) which stresses or limits collaboration and redundancy.

This is one of the first studies to explore the effects of production system characteristics as a major contingency factor on the resilience capabilities of an organization. As such it provides valuable insights into the development of a more nuanced contingency approach to how organizations can build resilience and employ specific practices that fit their situation.

Due to dramatic transformation of the auto industry, governments are implementing innovation policies to ensure the domain of sustainable technologies. According to the literature, developing countries that depend on multinational subsidiaries must invest in complementary innovation to be part of their research and development (R&D) headquarters' long-term plans. This study analyses the Brazilian auto industry innovation policy (Rota 2030) to evaluate if it targets complementarity with the German's one (NPE). It also compares the institutional arrangements of the former against the latter to check for governance gaps.

It applies a case-oriented comparative method (Ragin, 2014) for the analysis of qualitative evidence on secondary data. It investigates evidence of complementarity between Rota 2030 and national platform for electric mobility (NPE) objectives and checks for governance gaps in Rota 2030 using NPE as a reference.

The results confirmed a loose fitting between the innovation policies mainly for a lack of determinism of Rota 2030 objectives. Governance gaps were also found on Rota 2030 policy formulation and operationalization.

It contributes for the improvement of Rota 2030, and its analytical frame may be used for the formulation or adjustment of other developing countries' innovation policies.

It contributes with innovation system and policy field development with a theoretical extension coming from the New Institutional Economics (NIE) (Menard, 2018). By examining the performance of “institutional arrangements” during the process of formulation and operationalization of innovation policies, it shows the importance of coordination for their effectiveness.

This study aims to examine the concept of brand equity and willingness to buy second-hand products in the automobile context. The customer-based brand equity model is used as a theoretical lens to examine after-sales services, brand credibility and brand loyalty as drivers of brand equity and willingness to buy the second-hand product.

A survey questionnaire based on convenience sampling is used to collect the data from the car owners. A total of 433 survey responses were used to empirically test the measures and propositions by using structural equation modeling (SEM).

The findings suggest that after-sales services are a key factor in developing brand credibility and brand loyalty. Results are also in support of the positive and significant impact of brand credibility and brand loyalty on brand equity and willingness to buy second-hand products.

Brand equity represents a differential response and preference to marketing efforts that a product obtains as a result of its brand identification. Although practitioners are actively engaged to position themselves as a unique, attractive and strong brand, little is known about the equity of the brand in the case of second-hand products. This study provides an alternate branding view to the academic scholars and to the marketing manager as this study explicitly probes into the effect of after-sales services in developing brand credibility, brand loyalty, brand equity and wiliness to buy second-hand product as an outcome.