However, the real fascination is in the scarcely believable progress of home-grown models. Since we were here two years ago, SAIC and Nanjing Automotive have amalgamated into a new Chinese-based MG Rover. The naivety that produced faux-British launch shows and suggestions that MG stood for ‘Modern Gentleman’ rather than Morris Garages seem to have happened 20 years ago, not two.
This year’s offerings were an MG6/Roewe 550 (an attractive reworking of the old MGZS) plus an all-new and very pretty MG concept called N1, which is a slightly smaller saloon tipped for production next year. The N1 concept on display was packed with Magnetti Marelli electronic displays and net-connecting gizmos (of which the Italian engineers present were very proud), but there was no doubt that the real point of the car was that it carried the architecture for a neat and sporty production saloon. If the formerly British MG Rover had been able to produce such a car, it might have succeeded.
Meanwhile Shanghai GM’s Pan Asian Technical Centre (Patec) produced a new Buick-badged luxury MPV proposal, not for production, but to advertise the extent of its capabilities. Two years ago some of us toured this place, and while the incumbent engineers were amiable and conscientious, it was obvious that Patec was considered better at doing long-winded exhaust emissions tests than creating new cars. Again, much has changed. The car was rather flamboyantly styled, but its practical flat floors and sumptuous six seats made it look a workable concept.
None of this is to suggest that every home-grown product at Shanghai this year was an inspiration. It was not. Frequently, impressive engineering was ordinarily clothed. Just as it sometimes is at Geneva or Frankfurt. But the base standard has improved out of sight. Once a generator of some laughable design projects, China’s baseline is competence and believability. Where will it be in another two years? Ironically, one of the Shanghai show’s craziest projects was arguably its most expensive. As part of a huge leap forward that included the launch of three sub-brands (Gleagle, Emgrand and Shanghai Englon), the aggressively expansionist Geely brand produced an ungainly Rolls Phantom pastiche – though not a copy. It was so unoriginal and lacking in gravitas that it drew smirks from onlookers, virtually the only car at this year’s show to do so.
Interestingly, no-one quibbled about Chinese quality. Cars from this part of the world used to be the butt of jokes on that score, but this year no-one raised the subject. Even the cartoon Rolls was well enough put together. Where the Chinese need to progress, though, is in branding and naming. To find the JAC company, I had to resort to looking at the show site plan, so poor and was the signage on cars and stand.
When you find them, some names can still be comical. Chery’s two new sub-brands are Riich and Rely. Great Wall’s baby car was called the Gwkulla and its Fiat Panda-style contender is the Gwerpi. Gwerpi – who thought of that one? One Chinese brand I did admire was of the light-commercials company, Karry, where a bloke in a clown suit spent the day wandering the near aisles with a square box-van on his head. You couldn’t miss the message.
Radical, the racing car maker, had a big stand at Shanghai. So did Lotus, albeit with cars from the Proton parent more in the foreground than Elises and Evoras. The truth is, China’s market is now vital to any exporter. This country is becoming the engine-room of world motoring more than ever, its car creators and customers are no less discerning – and far more influential because of their numbers – than we are. Time to prepare for change and hold on tight.