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Key Information

Nanjing Automobile
Simplified Chinese南京汽车集团有限公司
Traditional Chinese南京汽車集團有限公司
Literal meaningNanjing Automobile (Group) Corporation
Transcriptions
Standard Mandarin
Hanyu PinyinNánjīng Qìchē Jítuán Yǒuxiàn Gōngsī

Nanjing Automobile is a state-owned enterprise with a history that dates from 1947,[1][2] making it the oldest of the Chinese automobile manufacturers[1] although the comparatively younger FAW Automotive was the first to make cars.[3]

The group's products have included cars, trucks, and buses.[1]

Nanjing Auto merged with the much larger SAIC in 2007[4] becoming a subsidiary of that company.[2]

History

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Civil-war era

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The history of the corporation dates to 1947[1][2] during the Chinese Civil War.[citation needed] In July 1949, a repair service center attached to the East China Field Army (which later became the Third Field Army) took control of an automobile workshop in Nanjing, Jiangsu province, former capital of the Republic of China, after the People's Liberation Army had conquered the city.[citation needed]

Early light-truck production (Yue Jin brand)

[edit]
Late Nanjing Yuejin light truck (NJ131)

In the 1950s, oversight of the small automobile workshop that would become Nanjing Automobile was transferred to China's First Ministry of Industrial Machinery.[citation needed] It began making China's first domestically produced light-duty trucks in 1958,[5] the 2½ ton NJ-130, based on the GAZ-51 from the Soviet Union. The Ministry branded the truck Guerin (跃进牌汽车 - literally meaning "Leap Forward") and approved the establishment of Nanjing Automobile Works that same year.[6] Truck production continued until July 1987 at which point 161,988 units of various models including the NJ-130, NJ-230, NJ-135, and NJ-134 had been built.[6]

Guerin later became Yue Jin while the Mandarin name remains 跃进.

Technology transfers

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Nanjing Auto has repeatedly used technology transfers to make the company more competitive.

Mid-1980s

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In the mid-1980s, Nanjing Auto purchased designs and moulds from Isuzu[7] and obtained technology from the Italian Iveco, the commercial vehicle unit of Fiat,[8] participating in a spate of technology transfer deals circa 1980 that saw Japanese designs and machinery sold to Chinese buyers.[7]

The Iveco purchases allowed Nanjing Auto to produce a version of the Iveco Daily.[9]

2000s

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In 2000 the design, and possibly the tooling, for SEAT's first generation Ibiza was purchased and the car sold in China as the Nanjing Yuejin Soyat.[10]

MG Rover

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Acquisition of MG Rover Group assets

[edit]

Nanjing Auto acquired some assets of MG Rover Group and Powertrain Ltd in 2005 after the group had entered administration. According to the purchase agreement, Nanjing Auto bought MG, Austin, and some other dormant British car brands, and the production technology and equipment for the MG ZT and MG TF models. Some equipment and blueprints were repossessed by Honda, as its intellectual property was used in some of MG Rover vehicles, in particular, the Rover 45 and MG ZS, which were based on the Honda Domani.[1]

MG production plan

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Nanjing Auto decided to establish production bases for MGs at Longbridge and Nanjing.[citation needed] A plan to open another factory in Ardmore, Oklahoma, USA was not realized. The production of engines, transmissions and medium and low end vehicle products would be transferred to China, where a supply chain would also be set up. A production facility would be retained in the UK, with the original Longbridge site integrated to resume the production of MG TF sport cars. Meanwhile, by making use of the R&D capability and personnel in the UK as well as that of China, the Euro IV engines and a new generation of vehicles would be developed and then produced in both China and the UK.

In 2007, Nanjing Auto planned to build 13,000 cars based on the Rover 75 / MG ZT sedan, renamed MG 7. These cars would be mostly sedans (saloons), plus some MG 7T estate cars. It also planned 3,000 MG TF convertible sports cars.[citation needed]

Pukou plant

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MG Foundation Laid

The MG Factory of Nanjing Auto is located in the High-level New Technology Economic Development Zone in Pukou (a new district of Nanjing). The capacity of the Nanjing-MG Factory will reach 200,000 autos, 250,000 engines and 100,000 gear-boxes.[citation needed]

The initial MG range consisted of just the MG 7 and the MG TF.[11] Nanjing Auto also started production of the Rover Streetwise-based MG 3SW in 2008.[12]

Longbridge plant

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The plant at Longbridge was for many years one of the most important car making factories in Europe as well as the largest British-owned car manufacturing plant, making Austin cars for most of the 20th century. After the Abingdon plant closed in 1980, Longbridge was also from 1982 the home of MG and then of the Rover marque which gradually replaced Austin in the late 1980s.[citation needed]

The site is owned by St. Modwen Properties which acquired 412 acres (1.67 km2) in two deals in 2003 and 2004 for £57.5 million and leased it back to MG Rover Group. A 33-year deal was signed in February 2006 between Nanjing Auto and St. Modwen Properties covering the lease of 105 acres (a quarter of the total area of the Longbridge plant) but including the two main car assembly plants, the paint shop and administrative offices at a rent of around £1.8 million a year. £10 million was estimated to be needed to reopen the factory.[13]

With the merger of Nanjing Auto and SAIC, ownership of the Longbridge plant became a SAIC controlled facility.

Chang Da

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NAC Chang Da H9 in Shanghai
Chang Da H9 rear with the SAIC and Nanjing NAC label

Chang Da (畅达) is an NEV sub-brand of Nanjing Automobile and SAIC. Established in 2009, Chang Da has been developing electric light logistics vans for "the last mile" delivery. The first product, Chang Da H9 is based on the structure of FAW Jiabao V80 (佳宝V80) and took three years to develop before being launched in 2017.[14] The Chang Da H9 could be either bought or leased in fleets.[15]

Joint ventures

[edit]

Nanjing Auto has had at least two joint ventures with the Italian automaker Fiat. First, there was a 50/50 joint venture set up in 1999 that collapsed sometime in 2007.[16][17] This was followed by Naveco, a joint venture with Fiat's commercial vehicles unit, Iveco, established in 1996.[18]

[edit]
Naveco (Nanjing Iveco) Daily Ousheng

In 1996, Nanjing Auto established Naveco (Nanjing Iveco Automobile Co Ltd[19]) with Iveco,[18] Fiat's commercial vehicles unit.[8] The joint venture initially manufactured a version of the Iveco Daily for sale in the Chinese market,[18] and, as of 1995, it continued to make light trucks but had added diesel engines as well.[20]

The company acquired the truck manufacturing assets of Yuejin Motor Co sometime in 2007.[18][21]

In July 2017, Naveco started production of the new Iveco China Daily in the new factory of Qiaolin, Nanjing.[22][23]

Naveco products include are listed below:

  • Iveco Daily Ousheng (欧胜)- Facelift based on the second generation Iveco Daily.
  • Iveco Power Daily (褒迪)- Facelift based on the third generation Iveco Daily.
  • Iveco Xindeyi (得意)- Extended production of the first generation Iveco Daily
  • Iveco Ouba
  • Iveco Venice

Nanjing Fiat

[edit]
Main article: Nanjing Fiat Automobile

Another joint venture was Nanjing Fiat,[16] established with Fiat in 1999.[17] This Italian automaker quit the company in 2007[17][24] citing a lack of investment on the part of its Chinese partner.[17]

As of 2006, it was producing four models: the Perla and Siena sedans, Palio, compact and Palio Weekend station wagon.[16] Most of Nanjing Fiat's design and tooling was taken over by Zotye in 2008.[25]

The company was located in the Jiangning District's Economic & Technological Development Zone in Nanjing.[26]

Internal divisions

[edit]

As the company further developed its management, four complete production ecosystems were created.

Yuejin Light Truck Co

[edit]

A major manufacturing base of Nanjing Auto,[27] it makes light-duty trucks under the Yuejin brand. The production of Isuzu-based SUVs and pickups was transferred to the Wuxi Soyat branch in 2005.[citation needed]

Sometime in 2007, Yuejin's truck-making business was merged with the Iveco-Nanjing Auto joint venture Naveco,[18][21] which continued to sell under the Yuejin brand.[19]

Located in an economic development zone in Huishan District, Wuxi, (about 150 km east of Nanjing) the Wuxi Branch of Yuejin Automobile Co is a Nanjing Auto production base, and it may be the newest having been built sometime after 2003.[citation needed] Production of the Junda SUVs and pickups was taken over from Nanjing's Yuejin brand in 2005. By 2008, after SAIC's takeover of Nanjing, Wuxi Soyat production came to a halt. The factory is now used by SAIC to build the Maxus commercial van.[citation needed]

Yuejin trucks were sold and imported by Surrey-based importer Yuejin UK.[28] Founded in 2003, it offered a range of light commercial trucks including flatbeds, tippers, box vans and refrigerated trucks with styling resembling the Nissan Cabstar (F23).[29] All trucks are powered by engines that can run on both petrol and liquefied petroleum gas (LPG). A technical specification sheet from 2004 states the model is a Yuejin NJ1030 followed by different designation letters depending on the configuration.[30] It is unknown whether or not the NJ1030's design is based on the Nissan Cabstar or a different truck. The company was planning on importing the Isuzu D-Max-based Xinkai pickup (badged as the Xinkai XK) and a panel van produced by a different Chinese make.[31] The company dissolved in 2013.[32]

  • Yuejin NJ1080 in Russia
    Yuejin NJ1080 in Russia
  • 2008 Yuejin NJ-1063 flatbed in Chile
    2008 Yuejin NJ-1063 flatbed in Chile
  • 2011 Yuejin NJ-812 in Chile
    2011 Yuejin NJ-812 in Chile
  • 2014 Yuejin NJ-713 Crew Cab
    2014 Yuejin NJ-713 Crew Cab
  • Yuejin Shangjun (跃进上骏) X100 series in China
    Yuejin Shangjun (跃进上骏) X100 series in China
  • Yuejin Xiaofuxing (跃进小福星) S50 series in China
    Yuejin Xiaofuxing (跃进小福星) S50 series in China
  • SAIC Fuxing ES80 (Electric version of the Yuejin Fuyun S80)
    SAIC Fuxing ES80 (Electric version of the Yuejin Fuyun S80)

Brands

[edit]

Car brands owned by Nanjing Auto include:

[edit]

Sometime before the 1980s, Nanjing Auto was under the joint jurisdiction of both the central and local governments.[7] As of 2003, this vehicle manufacturer was owned by Yuejin Automobile Group of Jiangsu, which held just over fifty-per cent ownership of the company at this time, and two State firms created to dispose of non-performing bank loans, China Huarong Asset Management and China Cinda Asset Management.[27] Nanjing Auto is now a subsidiary of SAIC, having been merged with the much larger automaker in 2007.[34]

SAIC merger

[edit]

A result of Chinese State policy to encourage mergers and acquisitions in the domestic automobile market, SAIC Motor and the state-owned parent company of Nanjing Auto, Yuejin Automotive Group, finalized a long-planned merger in December 2007.[34] Fitful merger negotiations between the two companies had begun in 2001, and the tie-up was widely anticipated.[27] Prior to the merger, but bidding alongside SAIC,[1] Nanjing Auto purchased the remaining assets of British group MG Rover for near US$100 million.[35]

See also

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References

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[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Nanjing Automobile

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from Grokipedia
Nanjing Automobile (Group) Corporation (NAC), also known as Nanjing Auto, is a Chinese state-owned enterprise and one of the nation's oldest automobile manufacturers, with origins tracing back to 1947 when it began as a repair workshop for military vehicles during the Chinese Civil War. It achieved a milestone by producing China's first light-duty truck, the Yuejin NJ-130, on March 10, 1958, marking the birth of the country's light truck industry and establishing NAC as a pioneer in commercial vehicle production. Over the decades, NAC grew into a major player in China's automotive sector, initially focusing on light and heavy trucks, buses, and special-purpose vehicles, while expanding into passenger cars through strategic joint ventures. A notable was formed in 1999 with to produce mid-sized sedans and engines at the Fiat Automobile Co., Ltd. plant, which helped modernize its capabilities and introduced models like the and Weekend to the Chinese market. By the early 2000s, NAC had diversified further, acquiring the assets of the bankrupt British in 2005 for approximately £53 million (US$100 million), thereby gaining rights to the iconic MG brand and nameplates, which it aimed to revive for global export. In December 2007, NAC was acquired and merged into the larger Shanghai Automotive Industry Corporation (SAIC Motor), China's largest automaker, in a deal valued at approximately 2.1 billion yuan (US$286 million), integrating NAC's operations and brands into SAIC's portfolio. Post-merger, NAC functions as a subsidiary under SAIC, primarily concentrating on commercial vehicles such as light trucks under the Yuejin brand, heavy-duty trucks via joint ventures like Nanjing Iveco, and contributing to passenger car development, including the ongoing production and global expansion of MG models. As of 2024, with facilities in Nanjing and an annual capacity exceeding 200,000 units for trucks and related products, NAC plays a key role in SAIC's strategy for commercial and electric vehicle segments, while the MG brand has been revitalized under SAIC's direct oversight, including recent production expansions in Nanjing, achieving significant sales in markets like Europe and Australia.

History

Civil-War Era Establishment

Nanjing Automobile traces its origins to 1947, when it was founded as the Nanjing Car Repair Factory amid the ongoing (1945–1949). Established under the led by the , the facility served as a vital maintenance garage for the government's military forces in , the then-capital. It specialized in repairing bicycles, trucks, and tanks to sustain wartime logistics and operations. The factory's early activities were confined to basic vehicle repair and disassembly, reflecting the limited industrial capacity of the era and the Nationalist regime's focus on needs rather than full-scale . Operating in a environment, it addressed the on transport assets crucial for troop movements and supply lines during the conflict's final phases. This repair-oriented role positioned it as one of the nascent automotive support units in pre-liberation , though production of new s remained beyond its scope at the time. Following the Communist victory in the , the facility transitioned to control under the in July 1949, when it was seized by a repair service center attached to the , part of the . It began operations with a workforce of around 37 soldiers and was repurposed as a military workshop to support national reconstruction efforts. By the mid-1950s, the plant expanded to include production of simple parts and basic assembly work, aiding the recovery of transportation infrastructure devastated by years of conflict. In 1957, it was renamed the Nanjing Automobile Manufacturing Plant (also referred to as Nanjing No. 1 Automobile Manufacturing Plant in some records). This shift marked the beginning of its evolution from a wartime repair hub to a foundational element of China's emerging automotive sector.

Yuejin Light Truck Development

The Yuejin brand emerged in as Nanjing Automobile's flagship for light trucks, debuting with the NJ-130 model, China's inaugural domestically produced light-duty truck with a 2.5-ton capacity. This vehicle was directly based on licensed Soviet designs, incorporating reverse-engineered elements from earlier American WC-series trucks via Soviet adaptation, and developed with direct assistance from Soviet engineers amid Sino-Soviet industrial collaboration. Powered by a 70 hp four-cylinder and featuring a four-speed , the NJ-130 emphasized durability for basic freight transport, achieving approximately 70% local content by the time full production ramped up. In the , expanded the Yuejin lineup with NJ-130 variants tailored for specialized uses, including agricultural flatbeds for rural and configurations such as tankers and troop carriers, reflecting the era's focus on supporting national infrastructure and defense needs. By the , production scaled significantly, with updates like the NJ-230 model—an evolution based on the GAZ-63 design—introducing improved off-road capabilities and higher reliability for diverse terrains. These developments drove cumulative output across the Yuejin series to over 1 million units from the late through the , positioning as China's preeminent producer during this period. The (1966–1976) posed severe domestic challenges, suspending factory operations, purging technical staff, and stalling technological progress at Automobile, which reduced output and delayed model iterations. Post-1976 recovery, aligned with broader economic reforms, revitalized the Yuejin program; by 1978, annual production neared 150,000 units, enabling to regain its market dominance through enhanced domestic assembly lines and gradual localization of components. This resurgence solidified the Yuejin's role as a cornerstone of China's sector into the .

Technology Transfers and Partnerships

In the mid-1980s, Nanjing Automobile Corporation pursued key technology transfers to enhance its capabilities, particularly through collaborations with Japanese firms. A pivotal deal occurred in 1982 when the company acquired molds and designs for truck cabs, facilitating the integration of advanced technology into its Yuejin lineup. This enabled the development and production of upgraded models such as the NJ-1083D, which featured improved diesel powertrains for better performance and efficiency in rural and urban applications. The transfer positioned Nanjing as a leader in China's auto model conversion technology, significantly boosting its annual output from 250,000 to 650,000 units by the late . During the 1990s, Nanjing expanded its partnerships with Japanese manufacturers to refine core components, focusing on chassis and suspension systems for enhanced durability and handling. In December 1994, the company concluded a technical transfer and licensing agreement with Motor Corporation, aimed at local production of auto components as a precursor to broader collaboration. This initiative allowed Nanjing to incorporate Japanese engineering expertise into its truck platforms, improving suspension designs and chassis rigidity to meet growing domestic demands for reliable light-duty s. Earlier ties with also continued, supporting ongoing refinements in diesel applications and cab structures. In the early 2000s, Nanjing sought European suppliers to address emerging regulatory needs, particularly for emissions compliance and modern assembly techniques in commercial vehicles. A significant step was the establishment of the Wuxi Soyat Branch, which licensed mature European automotive models and technologies from SEAT, enabling the production of vehicles like the Soyat NJ7150 with advanced assembly processes adapted for lower emissions. Complementing this, Nanjing deepened its longstanding cooperation with Italian firm Iveco, formalized through a 1985 technology transfer agreement for light-duty commercial vehicles that predated their 1996 joint venture; by 2004, this evolved into expanded deals for commercial vehicle technologies, including updated engine and chassis systems to align with stricter environmental standards. These partnerships helped Nanjing modernize its production lines, incorporating European precision in assembly and emission controls without forming new formal joint ventures at the time.

MG Rover Acquisition

In April 2005, , the last major British-owned volume car manufacturer, entered administration following the collapse of negotiations with Shanghai Automotive Industry Corporation (SAIC), leading to the shutdown of its and the auction of its assets by administrators PricewaterhouseCoopers. The assets up for sale included rights, vehicle designs, engine technology, tooling, and related manufacturing equipment from the Longbridge facility, as well as the Powertrain Ltd. subsidiary responsible for engine production. Nanjing Automobile Corporation emerged as the winning bidder in July 2005, acquiring the assets for £53 million (approximately $100 million USD at the time), outbidding competitors including SAIC and UK-based investor David James. This deal encompassed for numerous vehicle designs, such as the MG TF roadster and hatchback, along with engine technologies from Ltd. and access to MG Rover's supplier networks. Although the plant's machinery and tooling were included for potential relocation, the full site lease and operations were not immediately transferred. The acquisition represented a pivotal shift for Nanjing Automobile, a company historically focused on light trucks, as it sought to leverage MG's premium heritage to enhance its international reputation and expand into passenger car segments like sedans and SUVs. By securing the MG marque—recognized globally for its legacy—Nanjing aimed to establish a stronger presence in European and other export markets while integrating British design expertise into its Chinese manufacturing base. This move was part of broader Chinese automotive strategies to acquire foreign for technological advancement and elevation.

Post-Acquisition MG Production Efforts

Following the 2005 acquisition of MG Rover's assets, Nanjing Automobile Corporation (NAC) outlined ambitious plans to revive MG production, focusing initially on the MG TF roadster at its Pukou plant in . The company invested in a new manufacturing facility there, aiming to commence assembly by early 2007 with a targeted annual capacity of up to 200,000 MG vehicles overall, including the TF model as a flagship for both domestic and export markets. This setup was intended to leverage relocated equipment from the to produce left-hand-drive variants primarily for and other regions, while emphasizing cost efficiencies through local supply chains. Parallel to domestic efforts, NAC sought to reopen the in the for right-hand-drive export models, signing a 33-year in early 2006 and investing approximately £250 million to refurbish the site. Production resumed symbolically in May 2007 with the hiring of 130 workers, expected to expand to 250 by year-end, focusing on final assembly of the MG TF using bodies and components shipped from Pukou. However, these initiatives encountered labor challenges, including disputes between Chinese management and UK workers over operational practices and job security, contributing to delays in scaling up. NAC projected 3,000 units from in 2007 alone, but output remained limited amid these tensions. The MG TF launched in on March 27, 2007, marking the first post-acquisition rollout from the Pukou line, alongside the MG 7 saloon derived from designs. Full-scale production of the TF for the domestic market began later that year, but volumes were modest, with fewer than 200 units assembled before NAC's merger with in December 2007. Some MG models under NAC overlapped conceptually with SAIC's lineup, such as the MG 7 paralleling the , though NAC maintained distinct branding. NAC's production revival faced significant operational hurdles, including supply chain disruptions as key components like engines were manufactured in but required integration with UK-sourced parts for quality consistency. To address issues with domestic suppliers, NAC replaced several Chinese vendors for MG TF elements—such as and interior components—with European alternatives, aiming to meet export standards but increasing costs. Additionally, intense competition from SAIC, which had separately acquired Rover intellectual property rights and launched rival models like the , pressured NAC through parallel market bids and overlapping product strategies, prompting calls for to avoid price wars. These challenges ultimately constrained NAC's ability to achieve its production targets before the impending merger.

Merger with SAIC Motor

In mid-2007, Nanjing Automobile Corporation (NAC), burdened by significant financial debts accumulated from its 2005 acquisition of the MG Rover assets and subsequent challenges in restarting production at the acquired facilities, entered into negotiations with for a strategic merger. On July 26, 2007, the two companies signed a framework cooperation agreement, outlining plans for integration in design, production, and to consolidate resources amid China's intensifying . These talks were driven by NAC's need for financial relief and SAIC's ambition to expand its portfolio, including access to international brands like MG. The merger was formally announced on December 26, 2007, with SAIC agreeing to acquire NAC's vehicle manufacturing and core auto parts operations for 2.095 billion yuan (approximately $285 million USD). In exchange, NAC's parent company, the Yuejin Automobile Group, received 320 million shares in SAIC, representing a 4.9% stake in the larger firm. This transaction valued NAC's key assets and marked a pivotal consolidation in the Chinese auto sector, positioning SAIC as a stronger national champion. The deal was completed shortly thereafter in early 2008, transferring ownership of NAC's Nanjing-based plants, —including the MG brand and related technologies—and operational control to SAIC, effectively ending NAC's status as an independent entity. This immediate integration allowed SAIC to leverage NAC's facilities for enhanced production capacity while resolving NAC's debt overhang from the MG venture.

Operations

Joint Ventures

Nanjing Automobile Corporation (NAC) established its first major in 1996 with , a subsidiary of the Group, forming Nanjing Iveco Automobile Co., Ltd. (commonly known as Naveco) as a 50-50 owned entity focused on the production of light commercial vans. The partnership leveraged 's expertise in commercial vehicles, with production commencing in 1998 on the model, a versatile that became a cornerstone of the venture's output. In April 1999, NAC formed another 50-50 with Auto, named Nanjing Automobile Co., Ltd., aimed at manufacturing passenger sedans at a facility in 's Jiangning Economic and Technological Development Zone. The plant produced models such as the sedan and the Perla, a locally developed upscale version of the , with annual output peaking at around 30,000 units in the early 2000s. The Nanjing Fiat venture faced significant challenges, including market saturation and competitive pressures, leading to price reductions and model adjustments in 2003 to address declining sales. Operations continued with limited production into the mid-2000s before Fiat withdrew entirely in 2007 following NAC's merger with , selling its stake back to the Chinese partner. In contrast, the Iveco joint venture proved more resilient, continuing operations seamlessly after the 2007 merger under 's oversight, with Naveco maintaining its focus on light commercial vehicles. In October 2021, became the direct shareholder in Naveco, and as of 2025, it continues to produce updated models, including electric variants, at facilities in . These joint ventures played a strategic role for NAC by providing access to advanced diesel engine technology and enhancing export capabilities, particularly through Iveco's global network.

Internal Divisions and Subsidiaries

Nanjing Automobile's internal divisions were organized around its core competencies in truck and component manufacturing, with the Yuejin Light Truck Co., Ltd. serving as the primary subsidiary dedicated to research and development, assembly, and sales of light trucks. Originating from the company's foundational light-duty truck production efforts in the late 1950s, this division operated as a key in-house entity by the 1990s, focusing exclusively on the Yuejin brand lineup to support Nanjing's commercial vehicle operations. In 2009, Nanjing established the Chang Da Automobile Co. as a specialized for the development of . Complementing these were dedicated and parts units located in the Pukou district of , which handled in-house production of essential components to integrate with vehicle assembly lines across the group's facilities. The overall management structure was centralized under the Nanjing Automobile Group, enabling coordinated oversight of these divisions, which collectively accounted for the majority of the company's output prior to its 2007 merger with . This setup allowed for efficient and in truck-related operations. Post-merger, these divisions have been integrated into 's operations, with a continued emphasis on commercial and production.

Products and Brands

Yuejin Truck Line

The Yuejin truck line, Nanjing Automobile's flagship offering, originated with the NJ-130 model introduced in 1958 as China's first domestically produced light-duty truck, featuring a 2.5-ton capacity and based on the Soviet design. This model, powered by a six-cylinder producing 70 horsepower, was produced through the 1960s with approximately 5,000 units manufactured, emphasizing durability for industrial and agricultural transport in post-war . Production of NJ-130 variants extended into the 1980s, incorporating incremental improvements in strength and reliability to meet evolving domestic needs. In the , the line evolved with the NJ-, a lighter 1-ton capacity update that integrated technology influenced by Nanjing's acquisition of cab and component designs from the mid-1980s, enhancing and driver comfort. The NJ-1020 utilized a 2.1-liter inline-4 delivering around 62 horsepower, paired with a five-speed and configuration, making it suitable for urban delivery and rural . Technical adaptations, such as reinforced frames for rough terrain and simplified features, tailored the Yuejin trucks for China's vast rural markets where infrastructure was limited. The Yuejin lineup included diverse variants like pickups for versatile cargo handling, chassis cabs for custom bodywork, and specialized models for operations with enhanced load-bearing axles, alongside export-oriented versions adapted for international standards. By the early 2000s, these trucks achieved significant , with annual production capacity reaching 200,000 units and exports to regions including , , and supporting Nanjing's role as a key supplier of affordable commercial vehicles. The line's inline-4 engines, ranging from 2.0 to 2.8 liters across models, prioritized reliability over high performance, contributing to Yuejin's reputation for cost-effective transport solutions in developing economies. As of 2025, the Yuejin brand continues under SAIC, offering updated light trucks including electric variants for commercial use.

MG Passenger Vehicles

Following the acquisition of MG Rover's assets in 2005, Nanjing Automobile sought to revive the iconic British MG brand by producing passenger vehicles that maintained the marque's sporting heritage while incorporating adaptations for cost efficiency in the Chinese market. The primary focus was on models derived from Rover platforms, emphasizing retained British design elements such as dynamic styling and performance-oriented tuning, alongside localized component sourcing to reduce expenses. These efforts centered on a limited lineup, with production emphasizing small-scale output to test market viability before broader expansion. The flagship model was the MG TF, a two-seater roadster that exemplified MG's roadster tradition. Powered by a 1.8-liter K-series inline-four delivering 160 horsepower, the TF featured a lightweight aluminum body and rear-wheel-drive layout for agile handling, with planning its relaunch in 2007 at both the in the UK and facilities in , . Chinese-market versions retained the original British styling cues, including the distinctive curved fenders and convertible top, but substituted -sourced components like body pressings and the Euro IV-compliant N-series variant produced in-house to lower costs through domestic supply chains. Production of the limited-edition LE500 series commenced in August 2008 at the , totaling 500 units assembled primarily for initial sales and demonstration purposes, under the oversight of SAIC following the merger. Complementing the TF were the MG ZR and ZS, hot hatchback and crossover models respectively, built on the Rover 25 supermini and Rover 45 midsize platforms to offer accessible entry points into the MG lineup. The ZR, a sporty five-door hatch, and the ZS, available as a hatch or saloon with elevated ride height for crossover utility, preserved heritage details like aggressive front fascias and tuned suspensions derived from MG Rover's engineering. Nanjing adapted these for the Chinese market by prioritizing local sourcing of non-critical parts, such as interior trim and suspension bushings, to achieve cost reductions while keeping core performance elements intact. Plans for production were developed, but only prototypes of the ZR and ZS were created; no small batches entered production due to the merger with SAIC. Nanjing intended these models for export to key markets, including and British Commonwealth nations such as , with shipments slated to begin in the second half of 2007 to capitalize on MG's established enthusiast base. Sales teams were established in target regions, aiming for overseas volumes to comprise at least 50% of total MG output in the initial years. However, these plans were curtailed by Nanjing's merger with in December 2007, which shifted production priorities and integrated the MG lineup into SAIC's broader operations.

Other Initiatives and Brands

The Chang Da sub-brand, an NEV-focused initiative under Nanjing Automobile and SAIC, was introduced in the late 2010s to target electric light commercial vehicles and vans. Models such as the Chang Da H9, a multi-purpose van based on the platform, emphasize efficient electric powertrains for urban logistics, with production integrated into SAIC's electrification strategy. As of 2025, Chang Da contributes to Nanjing's diversification into , accounting for a growing share of output in the segment. In the mid-2000s, Nanjing engaged in collaborations for prototypes, exploring battery integration and lightweight structures for potential future passenger cars. These efforts, including contributions from the Fiat joint venture for engineering support, laid groundwork for later EV developments under SAIC.

Ownership and Legacy

, originally established as a vehicle repair workshop in 1947, became a following the founding of the in 1949, operating under the oversight of the municipal government within Province. As a key component of China's early automotive sector, it focused on production and was managed through provincial administrative structures typical of (SOEs) during the era. In the , amid broader economic reforms in China's , Nanjing Automobile underwent significant restructuring to adapt to market-oriented changes while retaining its SOE status. This included the formation of joint ventures for , such as the 1996 establishment of Nanjing Iveco Automotive Co., Ltd., a 50-50 equity partnership with to produce light commercial vehicles. By the early , the company had evolved into Nanjing Automobile (Group) Corporation, with Yuejin Motor Group serving as the primary holding entity, controlling a majority stake and consolidating operations in trucks and passenger vehicles under state direction. Governance of Nanjing Automobile pre-merger was characterized by strong provincial influence, with the government providing policy guidance, financial support, and regulatory approval for expansions and partnerships. The board and executive leadership were appointed through state mechanisms, ensuring alignment with national industrial goals, such as enhancing domestic manufacturing capabilities. This structure facilitated access to local resources but also reflected the centralized control common in Chinese SOEs during this period. Although Nanjing Automobile encountered typical challenges in technology licensing during its growth, including negotiations over foreign partnerships, no major legal disputes significantly altered its pre-merger framework. The company's legal standing as a provincial SOE remained stable, positioning it for subsequent industry consolidations by 2006.

SAIC Acquisition Details

In December 2007, Corporation finalized an acquisition agreement for the core automotive assets of Nanjing Automobile Corporation (NAC), paying 2.095 billion yuan (approximately $286 million at the time) for its manufacturing operations and essential auto parts businesses. In exchange, NAC's parent company, Yuejin Automotive Group, received 320 million shares in SAIC, representing about 4.9% of the company's total shares and providing Yuejin with a significant stake in the larger entity. This financial structure valued the transaction at a level that reflected NAC's operational scale while addressing its liquidity needs amid broader industry consolidation in . The deal operated within China's regulatory framework, requiring approvals from relevant authorities to ensure compliance with national policies. As both SAIC and Yuejin were under state oversight, the merger aligned with efforts to strengthen domestic automotive capabilities, culminating in the formal signing on December 26, 2007, and completion in early 2008. Key strategic provisions granted SAIC full control over the and production rights related to the MG brand, which NAC had acquired from the collapsed in 2005, enabling SAIC to unify fragmented assets from prior competitive pursuits. Meanwhile, NAC's non-core assets, such as trade, services, and holdings, were transferred to Donghua Co., a between SAIC and Yuejin, allowing Yuejin to retain indirect ownership and operational involvement outside the primary auto segments. Negotiations were driven by NAC's financial pressures following its 2005 acquisition of MG Rover assets, which strained resources amid challenges in overseas expansion and technology integration. This situation was compounded by SAIC's prior competitive history, having outbid unsuccessfully against NAC for the MG Rover assets in 2005, where SAIC secured only partial intellectual property rights to certain Rover models. The 2007 agreement thus resolved these tensions, positioning SAIC to leverage NAC's European foothold while alleviating NAC's fiscal burdens through equity and cash inflows.

Post-Merger Integration and Impact

Following the 2007 merger, Nanjing Automobile was restructured as Nanjing Automobile Group Co., Ltd., a wholly owned of , enabling seamless incorporation of its operations into SAIC's broader portfolio. This integration allowed SAIC to leverage Nanjing's established manufacturing infrastructure, particularly the Pukou plant in , which was repurposed for the production of MG and vehicles. The plant's Phase II expansion entered operation in March 2010, supporting models such as the sedan, which rolled off the line that April, and later MG variants including the MG 350. By 2017, the Pukou facility continued to serve as a key hub for production, while the inherited plant focused on commercial vehicles. Nanjing's brand legacies were preserved and evolved under SAIC's oversight, contributing to the group's diversified lineup. The Yuejin truck line, a cornerstone of Nanjing's commercial vehicle heritage, was integrated into SAIC's operations, with the brand continuing for light and medium-duty trucks produced at the Nanjing base as part of the SAIC Maxus commercial arm. Meanwhile, the MG brand, acquired through Nanjing's earlier purchase of MG Rover assets, underwent global expansion, particularly in electric vehicles during the 2020s. SAIC relaunched MG production at Pukou, with models like the MG6 sedan and TF roadster emerging by 2008, paving the way for international growth. By 2025, the MG4 EV hatchback entered mass production at the Nanjing plant, featuring advanced semi-solid-state batteries and achieving a starting price of RMB 68,800 in China, while supporting SAIC's push into markets like Europe and Australia. The merger significantly enhanced SAIC's production capabilities and strategic footprint, adding Nanjing's facilities to boost overall output and enabling overseas initiatives. Post-acquisition, SAIC's annual production capacity in China rose from 740,000 to 980,000 units by 2019, incorporating Nanjing's contributions and facilitating exports of MG models. This expansion supported SAIC's European ambitions, including plans announced in 2023 for a UK-based to produce MG vehicles, with acceleration in 2025 toward local electric MG manufacturing in to mitigate tariffs and strengthen supply chains. Economically, the integration diversified SAIC's portfolio, with MG and brands driving overseas sales that reached 90,000 units in June 2025 alone, underscoring Nanjing's enduring role in global competitiveness. As of 2025, Nanjing Automobile Group operates as an integrated subsidiary within , with its primary facilities repurposed for ongoing MG and production rather than independent operations. While the plant in is closing to shift toward next-generation EVs, Nanjing's core assets continue to support parts supply and specialized manufacturing under SAIC's umbrella. This legacy reflects Nanjing's foundational contributions to SAIC's scale, with historical production spanning trucks, passenger cars, and buses since 1947, forming a vital part of China's automotive evolution.

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