The following is an article in the Nikkei Shimbun on September 3 under the title "China invites 'car talent' with generous treatment, Japanese engineers flow out to rivals.
It is not only ridiculous to say that all cars will be electric vehicles by 2030 or 2035, but also to use a deception that covers up the problem of massive power consumption during battery production, which is contradictory to low carbon emission.
It is no exaggeration to say that Europe (led by pro-China countries Germany, France, and Italy, which is also a manifestation of their deceit and hypocrisy) has targeted Toyota's HVC. The evil of Germany, France, and Italy, which have taken advantage of China's "abysmal evil" and "plausible lies," the biggest culprit of global warming, is also unforgivable. It is inexcusable.
The emphasis in the text is mine.
The Nikkei is the Nihon Keizai Shimbun and a newspaper company on amicable terms with China, so it knows information like this that other companies do not.
But why doesn't the Nihon Keizai Shimbun, as it is called Nihon=Japan, repeatedly sound the alarm about such an extremely alarming reality, a reality that will lead to the decline of Japan's national power, in the programs of its affiliated TV stations?
Why doesn't the prime minister and other politicians of the ruling party, with whom he has thick and deep connections, alert them to the situation?
The reality that this article represents is a crisis for the Japanese nation.
This article may sound like a person writing it from another country, but what the author, who lacks genuine patriotism, writes at the end overlaps with the semiconductor industry situation about 30 years ago. Japan's semiconductor industry flourished in the 1980s, but since the late 1990s, the semiconductor divisions of many electronics manufacturers have been posting significant losses. As a result, many engineers left the industry, and Samsung Electronics in South Korea, which became the recipient, greedily adopted the technology and made great strides. There is no guarantee that the automobile industry will not make the same mistake.
It is not the time to be deceptive and say that there is no guarantee.
It is not the time for deception.
They cannot realize the schemes of Europe and China, the mastermind behind this.
If this continues, the Japanese automobile industry, the backbone of Japan's industry, will suffer the same fate as the semiconductor industry.
The only person who can correct this ridiculous situation is Sanae Takaichi.
She ran for the presidency of the Liberal Democratic Party (LDP) because she clearly stated that correcting the situation, preventing the loss of Japanese technology, preventing espionage, and preventing cybercrime are the most critical issues for Japan in the future.
The readers of this column are requested to convey this most critical fact to the Japanese people.
The global warming prevention and the shift to electric vehicles, which Germany, France, and Italy are trying to take the lead in, is a ploy by China to change the paradigm of the automobile industry for the sake of its own profit.
In other words, it is a Chinese scheme to control most of the battery production for electric vehicles.
Ms. Takaichi ran for the presidency because she has a genuine sense of crisis about these realities.
Other than her, the others are people who are fundamentally made up of Asahi Shimbun editorials.
It is an obvious fact that the Asahi Shimbun is no better than a proxy for China.
This article continues.
An increasing number of Japanese engineers seek opportunities in China's automobile market, the world's largest.
In July, it learned that a former chief engineer of Toyota Motor Corp. had also moved to a state-owned auto giant in China.
As Honda and other major Japanese automakers take steps to cut their workforces on a large scale, the outflow of engineers may swell further.
The ace-level employee moves on
"I want to build cars that will surprise the world at GAC (Guangzhou Automobile Group).
At the end of July, China's state-owned auto giant Guangzhou Automobile held an event for investors in Guangzhou City, Guangdong Province.
Mr. Masato Katsumata, who has just been appointed as the Chief Technology Officer at the company's research center, where he is in charge of all aspects of planning, development, and quality control of the company's own brand vehicles, spoke about his aspirations while introducing himself in Chinese.
Mr. Katsumata joined Toyota in 1987 and has spent more than 30 years of his career, mainly in the engineering department.
He has been involved in many overseas projects, and as the chief engineer of the mainstay sedan CAMRY, he was in charge of the total model change.
It received his transition from an ace engineer at Toyota to a significant Chinese company with surprise in the industry.
In addition to Guangzhou Automobile, other emerging electric vehicle (EV) manufacturers in China actively seek Japanese human resources.
In February 2007, Xiaopeng Motor, established in 2015, welcomed Mr. Yoshitsugu Miyashita, who had been involved in quality control at Toyota for nearly 40 years, as a "Senior General Manager of Production Quality.
In February 2008, Baoneng Motor Group, established in 2005, hired several Japanese engineers as executives, including Toshiaki Otani, who had previously worked at Nissan Motor Co.
For engineers who are transferring to the new company, the benefits and a large amount of discretion are attractive.
It is not uncommon for Chinese companies to offer recruitment conditions where the annual salary exceeds 10 million yen.
In some cases, the annual salary for a manager class is around 30 million yen.
Even if you cannot speak Chinese, there are few situations where you will feel inconvenienced in your work or life.
An engineer with only a few subordinates in Japan may be entrusted with a team of dozens in China.
Mr. Katsumata said, "I want to work with all of you who are young and full of speed and vitality. That was the deciding factor for me to join (Guangzhou Automobile)," Katsumata said.
Lack of specialized human resources
China's automobile companies are lacking in specialized human resources.
The Chinese government has positioned EVs as one of the critical products and has supported the growth of manufacturers with large sales subsidies.
Many emerging manufacturers are rapidly expanding their business, but they lack know-how in production.
In anticipation of market expansion, China has a desire to increase the depth of its engineering team.
Mr. Zeng Qingqi, Chairman of Guangzhou Automobile, professes, "We will continue to recruit overseas personnel who are currently working actively.
Many Japanese engineers moving to Chinese companies are veterans who have been working for around 40 years and are about to retire. Still, there is a possibility that the number will expand to include younger people.
"I want to hire Honda engineers."
A Chinese automaker recently consulted a representative of a significant Japanese human resource service company stationed in China.
It was in response to the fact that more than 2,000 people applied for Honda's early retirement program that started in April.
Nissan, too, has decided to cut more than 10,000 workers in pharmaceuticals since 2007.
The structural reform of Japanese manufacturers, who are forced to respond to the shift to electrification, is seen as an opportunity for Chinese companies to secure human resources.
The situation in the semiconductor industry is similar to that of about 30 years ago.
Japan's semiconductor industry flourished in the 1980s, but from the late 1990s onward, the semiconductor divisions of many electronics manufacturers posted significant losses.
As a result, many engineers left the industry, and Samsung Electronics in South Korea, which became the recipient, greedily adopted the technology and made great strides.
There is no guarantee that the automobile industry will not make the same mistake.
