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Long waits and high prices have become a major factor in buying a new car this year due to a shortage of semiconductors worldwide and power outages.
There are early signs that this decline is increasing as stocks continue to rise. But a major change in the companies that make semiconductors that go into modern cars means that it is the first time they have said that the bad is over.
The permanent problem lies in the transformation of many automotive companies around the world into “fake” companies – they manufacture chips and then manufacture foreign (or manufacturing) products. Since these companies do not have their own products, they rely on chipmaker manufacturers such as Taiwan Semiconductor Manufacturing Company and Samsung.
The two companies, which make up about 80 percent of the world’s chip-making companies and almost all of the leading chips-making markets, have been active for a long time. The automaker’s chip specifications are very low, meaning the need to be high.
At present, modern cars use more chips than ever before. The automotive controls everything from boot boot to infotainment systems.
Additional driving features increase the amount of chips in a car. The central electric car uses 2,000 chips, twice as much fuel. The Tesla Model 3, for example, has three times as many components in the electronics industry as its predecessor. Tesla’s Full Self-Driving Chip, its mid-range component manufactured by Samsung and available in all its new models, is an integral part of its advanced technology of automotive manufacturers.
To date, many automotive chips have used the old technology. This means that automakers did not have to deal with other components such as mobile phones and telecoms on the same chips.
But as the number of vehicles increases, car manufacturers are increasingly using high-end smartphones that are used in mobile phones, Internet servers and 5G devices. As sages, autonomous vehicles are the most popular on the roads, often many chips are needed.
Despite demand, chip manufacturers such as Samsung and TSMC do not want to develop manufacturing skills. Prices are high. Samsung’s new plant in Texas, for example, will cost $ 17bn. It will take years to make and return the money. Cheap prices are negotiated once a year, making it difficult to raise prices in the midst of a rapidly changing market. Oil, 40 percent on TSMC and Samsung chip units rely on full speed using existing crops.
Car chips are also not the most popular chipmaker makers. It is difficult to manufacture and manufacture, which has to go through rigorous testing to ensure safety as any defect could mean car accidents. It takes about five years to make and manufacture them from scratch, compared to less than a year of chips used in consumer electronics. The problem is compounded by the fact that cars now need to mix old and high-end chips. There is also a small way to chip prices due to the benefits of small automakers.
As much of Samsung’s manufacturing power goes to its products, TSMC is the only viable option for many companies looking for high-end chips. But the TSMC already owns 53 percent of the market share of the contract production equipment. There are also concerns about the disruption and political turmoil after Chinese warplanes flew heavily near Taiwan this year.
Samsung shares are down 16 percent from the rise of January despite earnings. This reflects the expectation that more trading times can lower prices and profits over many years like this. During the chip supply gluts in 2001 and 2008, Samsung’s streams dropped to number one.
But the future descent cannot be unpredictable. The world has heard the devastating effects of chip disruption and has no intention of restarting. The automotive industry is booming. The closure of the Omicron-operated border adds to the already solid material.
Car manufacturers with local chains have found a limit. Tesla’s recent move to Austin, for example, is only half an hour’s drive from Samsung’s new plant in Taylor. This should result in fewer corporate issues, faster turnaround and more technical alliances.
Automobile manufacturers who rely on timely production and retailers worldwide at low prices need to be repaired. Management decisions made in the coming year reflect the market share over the next five years.
june.yoon@ft.com
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