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It’s an ill wind that blows someone some good. Tehran’s infamous traffic congestion may clog its roads and the lungs of its 12 million inhabitants, but it means big business forIran’s car makers.
Total production of new vehicles reached nearly 1 million for the Iranian year ending March 20, according to Ali RezaTahmasbi, the minister of industries and mines, makingIran’s output higher than Australia and three times that ofIndonesia.
The sector accounts for about 4% of GDP and 500,000 jobs, giving it a pressing importance for Iran’s rulers, while facing an unemployment rate officially at 11% and the prospect of further international sanctions over the country’s controversial nuclear and missile programs.
The strength of Iran’s car industry results not from a vibrant competitiveness geared to a tough world market, but rather from a mixture of high import tariffs, state ownership and petrol subsidized to the knock-down pump price of around 9 cents a liter (rising to 11 cents in May).
The government is keen for Iran to become a regional if nota world-wide auto manufacturer, and so Saipa and IranKhodro, the main domestic companies, are expanding business through exports, setting up overseas production lines and enticing foreign partners into joint ventures at home.
Renault returned to Iran in March after a 20-year absence, investing $150 million in a 51-49% partnership with Saipaand Khodro to make the Tondar-90, a version of the Logan, as mall family car first made by Renault’s Romanian subsidiaryDacia.
The car will have 60% local parts, rising in time to 80%,and Renault and its partners aim to make 300,000 units over three years. As the car went on pre-sale in March, with three models ranging from 82 million rials ($8,870) to 108million rials, Khodro claimed to be registering 22 buyers every minute. Business at the Khodro’s Tehran sales offices was certainly brisk, with customers relying more on memories of Renault’s past reputation in Iran than any detailed information on the new car.
The move is a clear challenge to Peugeot—the biggest foreign car manufacturer in Iran, assembling 400,000 cars a year in partnership with Khodro—and Renault has also decided to produce 15,000 Meganes, another small family car, in 2008, rather than importing the model from Turkey.
Renault’s decision raised eyebrows in Washington, where officials are trying to discourage international investment in Iran. But such was the French company’s commitment to the deal, first signed in principle in 2004, that it agreed to the Iranian demand that 20% of the 300,000 cars could be sold for export.
For the Iranians, such deals bring access to European technology, helping Iran in its aim to boost its non-oil exports.
Parviz Davoudi, Iran’s first vice-president, inaugurated a factory in Syria in March as a $60 million joint venture with Al-Sultan to make the Samands, Khodro’s budget family car, which will be re-branded as the Sham. Target production is 10,000 a year, a useful boost for the Samand, Iran’s only entirely indigenous model since production stopped in 2005of the Paykan, the model famously based on the UK’s HillmanHunter.
Iran also signed three auto making contracts valued at more than $1 billion with Russia and China during the Iranian calendar year ending March 20. Khodro agreed to export 6,000 Samand cars to Russia every year and to produce 30,000 inChina. Iran Khodro Diesel is to assemble 12,000 of a version of the Gazelle van, made by the Russian GAZ (GorkovskyAvtomobilny Zavod) company, beginning with importedCompletely Built-up Units (CBU) and gradually switching to50% of parts from domestic production.
Although the basic strength of the Iranian manufacturers remains a protected home market, there has been some easingof restrictions on imports.
Iran did lower slightly tariffs on imported vehicles in2006-7, allowing an increase from 10,000 to 26,000 andleading top-range manufacturers such as BMW and Mercedes-Benz to step up their limited efforts.
And domestic manufacturers have also brought in some models from their overseas partners Renault, Citroen and Hyundai.Khodro plans to add the Peugeot 407 to its sales line-up in2007-8, and will import a total of 2,000 Peugeots, with each priced at 300-400 million rials ($32,500-$43,500).
In another sign of improved fortunes for importers, Hyundai signed a contract to supply 13,450 CBUs worth about $227million to Iranian government agencies and official taxi operators, a move that came as a blow to Kerman Motors, which manufactures Hyundai models.
The relaxation of restrictions seems to have resulted from widespread public, media and even parliamentary criticism ofthe quality of Iranian-made cars.
But there is no sign of any serious challenge to the basic development model based on restricting imports. Parliamentdecided in February to keep a hefty 90% tariff in place for the coming year, ending March 2008.
Hence the cars clogging Tehran’s streets will likely for the foreseeable future, continue to be Iranian-made, even ifsome of the parts and a growing part of the technology that makes them are imported.
GARETH SMYTH is the Financial Times Tehran correspondent
