第五章 結論與建議
5.4 研究限制與未來建議方向
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貨金額取代勞力成本比例、物流成本比例，擴展模型應用範圍，且應證了新分類 標準的適用性。
此外本研究也發現，原來供應商選擇組合進入模式的第二階段，需要一條需 求線作為判斷供應商落入接受域或拒絕域的標準，然而實際操作時發覺如何決定 需求線斜率之大小原理論並無特別著墨，因此難以從市場需求程度判斷零件供應 商的配置。本研究調整方法為，引入「台灣本地進貨比率」作為判別依據，讓零 件特性在由技術門檻、進貨金額劃分的圖表上顯現，進而歸納成有意義之群組，
並依此結論出哪種類型之零件適合從本地取得。因此，以本地進貨比率取代需求 線作為判斷標準，成為改良後的供應商選擇組合進入模式模型，為本研究對學術 界之貢獻。
5.4 研究限制與未來建議方向
5.4.1 研究限制
本研究遭遇之限制如下所述：
(1) 目前僅以自行車產業作為研究對象，而台灣尚有其他相似產業可供參考，例 如工具機產業，然本研究未能全部觸及，僅專注在自行車產業。
(2) 本研究從中心廠觀點探討整體供應鏈佈局，換言之已假設零件廠商必定跟隨 的立場，忽略了思考零件商的感受。從零件廠立場考量，可能會延伸出不同 的夥伴經營關係，這是本研究沒有納入的。
5.4.2 未來建議方向
若要進一步研究此議題，本研究欲提供的未來建議如下：
(1) 可從零件廠商的角度切入，探討基於中心廠利用供應商選擇組合的進入模式 理論得出的結果，零件廠商跟隨的利基與損失為何，再比較兩者策略是否一 致。
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(2) 由於本研究受訪對象為台灣自行車產業的兩大龍頭，公司品牌、市場佔有率 都在伯仲之間，因此未來若能以規模較小、資源較少的中心廠商之觀點出發，
應能獲得更多元的觀點。
(3) 本研究結果屬後設立場，意即已現有結果套入理論模型的框架，再加以解釋。
後續若能於企業尚處在評估建置跨國供應鏈階段時導入模型，並持續追蹤成 效，應能更加證明該理論之適用性。
(4) 可跳脫兩岸供應鏈的建置，探討在其他國家間是否也能運用供應商選擇組合 的進入模式理論，評估跨境投資，設立生產據點。
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展的影響，而決定一同回台投資? 貴公司對此事的態度是?
(十二) 請問就成車廠角度而言，生產過程中哪部分佔單件成車的成本較高比重?
(十三) 請問目前貴公司生產的產品，變速器供應的來源比例為何?
(十四) 請就您的認知，由高到低排序零件之技術門檻高低。為什麼?
(十五) 台灣土地狹小，交通便利，對照大陸的幅員遼闊，請問在台灣與供應商互 動的模式(關係維持、產業生態)，是否與在大陸有所不同?大陸目前是否已 具備自行車產業的群聚效應?
(十六) 請問貴公司針對不同的零組件或零件，是否有不同的採購模式?考量因素 為何?
(十七) 請就您的認知，由高到低排序零件之採購頻率高低。為什麼?
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附件三
供應商篩選分類表
技術 排序
採購 排序
技術門檻 採購頻率
高 中高 中低 低 高 中高 中低 低 碳纖維車架
輪胎 花鼓 曲柄 避震器 踏板 變速器 飛輪 鍊條 煞車皮 煞車導線 前叉 手把 坐墊 置物籃 手把皮套