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Even if a automobile part for assembly is manufactured in the U.S., the subparts may be sourced overseas. This makes it extremely difficult to pinpoint the country of manufacture. Toyota Siena is 90% sourced with US and Canadian parts according to the U.S. National Highway and Traffic Safety Administration. The Ford Mustang 2005 by contrast uses 65 %US and Canadian parts according to NHTSA. There is a publicity war between the US makers and the Japanese with commercials arguing about who is more American. According to the Japanese Automobile Manufacturers Association $28 billion is the amount of cumulative investment in N. America and $45 billion is the amount of annual purchases of parts, so that 67% of the Japanese brand cars sold in N. America are made there. A graph from National HighwayTraffic Safety Association shows the Average percentage of auto parts made in the US and Canada for cars sold in N. America. It shows 2 interesting things. 1. That the US makers GM and Ford are closer to 80% and the Japanese makers Toyota and Honda are about 70%. So American makers still have more American content. Note though that Nissan is only around 54 % domestic content, significantly lower. Its always been a much weaker competitor than Toyota, and its sales recently have been sluggish in the US. The Koreans are not shown here but its quite possible that their content is closer to Nissans than to Toyota or lower than Nissans. So all foreign plants may not be the same. Notice the change in Toyota from 52% domestic content to 70% domestic content, from 2000 to 2005,an 18% jump which could only result from a deliberate strategy anticipating the controversy of who is truly American and who isn't. 2. In contrast GM has definitely shifted from 92% to 80% and rapidly moving in the opposite direction than Toyota. The sea change currently underway in the American auto parts industry is in the background, with Delphi looking to increasing manufacture and sourcing overseas particularly Asia (China, India etc), to bring down costs and be competitive in a globalizing auto parts industry. In the future as Delphi shifts overseas and GM procures from China and India one could see a continuing rapid shift to higher overseas content to add the cost savings directly to GM and Ford's bottom line. ...

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What will the E-Book do to bookstoreslike Barnes & Noble? This is a question that investors like Burkle, who owns 20% of Barnes & Noble, and Mr. Riggio who owns 31%, are facing. Apple's IPad is expected to sell 5.5 million units in 2010, Amazon's Kindle 3 million, and Barnes and Noble's Nook 1 million units. Barnes & Noble invested early on in a handheld device called the Rocket eBook reader with its investment in NuvoMedia in 1998. But pulled out of the eBook business in 2003. The problem at the time was the lack of enough titles to arouse reader interest and the high prices-$20 per eBook vs $25 for a hardbook. This move proved costly when Amazon launched its Kindle in 2007. Amazon now has 70-80% of the eBook buisness, with Sony, Kobo, and Barnes and Noble competing for the remaining share. Riggio bought the first store for Barnes & Noble on New York's Fifth Avenue in 1971. He promoted superstores with huge selections (over 100,000 titles) and built up a chain of 719 stores in ensuing decades. Now he faces a new reality in the arithmetic of eBooks which could remake this business. Apple set a new method for pricing eBooks that affects booksellers. Publishers and Apple set up a model that gives the publisher 70% of the eBook digital price. EBook sellers act as agents in this approach, and they get 30%. Best sellers sell for $9.99 but other books can be $12.99 or $14.99. Now the digital bookseller gets 30% of $12.99. And as it hasn't paid anything its more advantageous and profitable. This works for publishers and digital booksellers but Barnes and Noble was used to getting much more than $3.90 when it sold a $25 hardcover book. If eBook sales climb to become a quarter or more of total book sales by 2012 then it will lead to a decline in sales revenues for Barnes & Noble. With eBooks costing half of the hardcover prices in brick and mortar retailers the trend is irreversible. To address this trend Barnes & Noble has hired a digital expert Mr Lynch as CEO, and the strategy is to combine the retail presence and customer physical contact in brick-and-mortar stores with eBook retailing, to come up with an answer to this tidal wave of change in book retailing. ...

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The large increase in auto sales in 2013 to 15.6 million follows a strong rebound in the U.S. market. The gains in sales over 2009 at the peak of the financial crisis, shows Chrysler at 93% gain in sales over 2009, VW at 92%, Nissan 62% and Ford 54%, according to Autodata. Smaller gains of 33% and 26% for Honda and Toyota. Chrysler's sales were 1.8 million in 2013- the company which depended on policymakers in the Obama administration for survival showed remarkable gains under Fiat's CEO Marchionne. VW returning to the market and stumbling repeatedly in the previous ten years, made serious gains with Jetta and Passat models designed and priced for the U.S. market. VW achieved sales of 0.6 million in 2013. Ford sales were 2.5 million, Nissan 1.2 million, Honda 1.5 million and Toyota 2.2 million for 2013. GM sales 2.8 million increasing by 35% in 2013 over 2009. The automobile story may be the biggest story in the U.S. manufacturing recovery. It also may have made a difference in the election campaign of 2012- with winning campaign points in key midwestern states such as Michigan and Ohio for the Obama administration's backing of a renewed auto industry around fuel efficiency improvements, new management, and new relationship with unions. In the period 1998-2007 average sales were 16 million in the U.S. market, with a nosedive to 10.4 million vehicles in 2009, and a rebound to 15.6 million in 2013, according to Autodata. Under previous union contracts with higher wages and pension costs, and a flurry of price incentives, car makers needed higher volume to make profits. Changes since the bankruptcy of 2 automakers include bringing in management from outside the auto industry- Marchionne at Chrysler, Whittaker and Akerson at GM came from other fields (telecom, finance) bringing new perspectives. Mulally at Ford was from Boeing commercial aerospace. Other changes were lower wages and pension costs with renegotiated contracts and relationships with unions, discipline to lower incentives, younger managers moved up and brought in from outside including Reuss and Barra at GM, Farley at Ford, lower sales to fleets, improved fuel efficiency for SUV's and pickups to change the cost of operating, a mix shifted to smaller and midsized cars, improved quality, and changing the buyer perception of American brands....

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Detail about Tata's $2500 car. What it looks like- a jelly bean small in front, larger in the back for aerodynamics, 30-35 horsepower, with bearings good for 45 mph, top speed 75 mph, trunk in front to hold a briefcase and battery, rear mounted engine with continuous variable transmission, a hollowed out steering wheel shaft, engine designed by Bosch 600 to 660 cubic centimetres 35 hp. Tata CEO, Ratan Tata, says in a interview the car will do far better on emissions than today's low end cars, and that the emissions standards were much easier to meet than the crash and safety tests, because of the lightness of the vehicle. Todays lower emissions standards in developing countries makes it easier by not having to use more expensive technologies. Electronic sourcing and internet auctions are used by Tata to a greater degree, 30-40 % of parts sourced this way compared to 10-15% by other larger carmakers. This helps meet the aggressive cost target. On the safety isssue its interesting to note that most of the people buying this car will be millions of motorcycle families and individuals (typically a couple of people can ride an Indian motorcycle). They may be safer in a light car than on a motorcycle. This has to be seen in the particular context of India. Renault-Nissan used the experience of lowcost car engineering techniques and secrets from its Logan car made in Romania and transferred it to its other models. Tata started with a clean sheet of paper, asked the quesion what they really had to have and was there some other way. It was Ratan Tata's dream to build a car in 1 lakh or 100,000 rupees or about $2500. The project had all out backing and tested Indian engineers ingenuity. The Tata effort will be studied by carmakers from around the world. Bosch does not underestimate the value of this business, as the car will target a market of hundreds of millions of people in India and China and developing countries. Ariba a supplier to Toyota, and BMW a supplier to Tata, helped Tata buy parts through electronic sourcing. China's Cherry Automobile company, another pioneer, had an Austrian firm help it design its engine for its small car. Tata worked with German company Bosch on the engine. And both must have used cutting edge technology but with a different goals and specifications to achieve unique tasks....

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Petrobras and the discovery 200 miles offfshore of the Tupi field with estimated reserves of 5-8 billion barrels of light crude oil. As Brazil is self sufficient in energy with its own ethanol industry helping substitute ethanol for oil at the pump, it can become a major exporter with this find. However even with Petrobras technology and expertise in offshore drilling its a challenge as the oil is 4.5 miles below the oceans surface, and involves drilling through 7000 feet of water and 17000 feet of sand rock and massive salt layer. Cost could approach $20 billion according to analysts with current inflation in oil drilling rig costs. It involves challenges like building floating liquefied natural gas plants. Gabrielli, the Petrobras CEO thinks Petrobras has the expertise to develop it on its own. If oil majors are given the chance to join in the development the investment terms will be ones that favor Brazil. Gabrielli pointed this out saying that Brazil had already incurred most of the risk in exploration offshore so the oil majors have far less risk and Brazil should invite them only on its own terms if needed. The Tupi field puts Brazil ahead of Canada in oil reserves and in the leagues of China and Nigeria, with new Brazilian reserves at 17.2 billion from the 12.2 billion barrels currently. Brazil has invested in refineries with 2 new refineries coming up in 2010 and 2014 to increase refining capacity by 40%. It is also investing to convert heavy crude oil into diesel and $8.6 billion to reduce sulfur at 11 refineries. The Tupi field will take about 7 years to develop. Similiarly the Kashgan field in the Caspian in Kazakhstan is also in difficult in this case icy and gases filled environment that will take years for a Eni led consortium to develop. When oil does come will the demand situation have changed with new conservation taking hold in the developed world and the cars in developing countries more like the Tata Nano at 54 miles per gallon consuming less gasoline? Even with increase in energy needs of developing countries, improved efficiency and new technology for conservation brought into developing countries could if not significantly reduce, at least moderate demand. To the point where prices drop from $100 a barrel to something more affordable to developing countries....

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How ArvinMeritor navigated the treacherous waters of the automotive parts buzsiness since 2000 when the company was formed taking in the automotive business of Rockwell International in Troy, Michigan. The combination was designed to bring the automotive parts business for roof and door systems, chassis and wheel products with the comercial truck business which makes drivetrain systems and components like axles, drivelines and braking systems. The business is in turmoil and ArvinMeritor last recorded a profit in 2005. Here is how they did it. First, the combination provided some linited diversification for the cyclicality of the automotive business passenger cars and trucking together. By 2004 the foreign makers especially the Japanese were taking market share from the Detroit Big Three car makers which only accelerated after that when the Big Three overconcentrated on SUV's and had no competitive car lineup to match the Japanese in 2007 and 2008. The Big three closed plants and companies like ArvinMeritor closed plants also. In the last couple of years first GM and then Ford began to emphasize emerging market countries like China, Russia, Brazil and India. Wagoner GM's CEO in citing improved results in 2008 specifically referred to the $500 million profit in Brazil as making this possible. He also said that when investors see the improved results so early they are forgetting that the model that GM has setup has changed completely from the model that investors were used to in previous years which was a large and growing US focussed market base. Now its a global focussed market base with particular focus on emerging markets. ArvinMeritor has followed this pattern and set up parts plants in new countries like Russia to supply the Big Three's plants there. But it appears from Phil Martens, Arvin Innovation's CEO's statement that only 20% of global automotive sales for ArvinInnovation, the automobile part of the busines that is being setup as a separate company, are coming from the Big Three of Detroit. And 65% of the sales are coming from outside North America. Which suggests that 15% of sales are coming from the foreign carmakers in North America. ArvinMeritor closed 11 plants in North America and the new company Arvin Innovation has 42 facilities in 16 countries with sales of $2.2 billion in fiscal 2007. ...

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Allan Meltzer, a former economic adviser to President Reagan, and an expert on monetary policy at Carnegie Mellon School of Business says that "this is scare tactics to try to do something that is in the private but not the public interest, its terrible." Vincent Reinhart a former Fed economist says Paulson has lost credibility, people don't believe him anymore. And Elmendorf of the Brookings institution says that taxpayers should get more out of this deal with ownership stakes in the companies that use government money. Others like Bruce Bartlett, a former White House economist under president Reagan say the problem is nobody knows what the hell is going on and there are some naive assumptions about how this would function. Martin Bailly, a former chairman of the Council of Economic Advisors under President Clinton says for financial institutions to take the funds Treasury has to pay a premium because otherwise they would have sold already. While Bernanke told the Banking Committe that the government would pay more than the distressed prices to get broad participation which is a goal of Treasury and the Fed, neither he nor Paulson could reassure the committee about how taxpayers would be protected. Most of the economists surveyed here by the NYT are skeptical about a Wall Streeter from Goldman Sachs credibility on this as they see him paying financial institutions a premium price. The sore point in all this for the taxpayers and the public would be that the Bush administration has done nothing to help homeowners with foreclosures that are also at the root of the problem when you look beyond the immediate clogging up of the financial system and present a threat via declining home prices. And Paulson now offers a plan that also is very hazy about protecting taxpayers with equity ownership or some other protections, and has nothing to assuage the public's outrage about ceo compensation in the midst of distress. Not just the Banking Committee but experts from all sides of the political spectrum are raising concerns stressing one or other of these points, and find the lack of details in the Paulson Bernanke plan a sign of a hastily put together plan with little research even considering the lack of time, and the lack of any details a strain on people's intelligence for a proposal of such magnitude....

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A joint article by Robert Rubin, Clinton era Treasury Secretary and Jared Bernstein of the Economic Policy Institute. Rubin was senior adviser to Citigroup during the period that Citigroup leveraged itself and invested in lower quality securities that have left the firm exposed to substanital losses, and led to hiring a new CEO Vikram Pandit to clean up the mess. And this may explain the joint article with a less well known economist Jared Bernstein, and the tentative nature of their advice as the two differ on the important issue of long term fiscal deficits and still agree on investing heavily in healthcare, education infrastructure, worker training and energy. In a short recession they may be complementary and you could have the best of both worlds as in the other postwar recessions. But this is unlike any of the postwar recessions and is shaping up to be a long and deep downturn unlike anything seen in the postwar period. That Rubin does not even mention this shows that probably he is out of touch, as he was during his years when Citigroup was acting much like the other banks that were in serious trouble this year. Some of the decisions for lax regulation during the Clinton years were taken with the support of Rubin and Greenspan. What Rubin calls the longest expansion could have been for the most part good fortune and a steady period for the economy with Rubin's contribution being fiscal discipline, stewardship of the Mexican rescue package and committment to free trade policies, but not facing upto huge headwinds in the economy that required challenging leadership and judgement. Here Rubin mentions nothing that suggests bold vision and judgement, instead hoping that old policies that worked during the good times would somehow work today. And on some issues like labor being squeezed and getting a smaller portion of the economic pie with no support for unionization, a drop in the number of unionized workers and weakened labor bargaining strength, Rubin who now sees this as a bad trend for the working middle class incomes, did little in his years in the Clinton administration to reverse or slow this trend. He cites productivity growth of 20% from 2000 to 2007, and yet the real income of working age middle class households was falling $2000 or 3%. ...

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Comments by Eric Schmidt CEO of Google in an interview with the NYT's Helft. Important points emerging from the interview. Google he says does not know how long this crisis will last. Response not to waste money means less hiring and more careful expense reviews, and more focus. Managers are very very sensitive to important aspects of its culture, so such perks will continue which make it fun to work at the company for employees. And he says careful investment inthe future. "If you tighten too much, you eliminate future innovation, and then you set yourself up for a really bad outcome five or ten years" down the road. And here is the most important point he makes in advising the Obama administration. Do not take up the economy first, and let energy come in afterwards, deal with all the major problems at once, especially energy, which are part of the problem and the opportunity for the economy. For instance as the auto industry shrinks these job losses can be filled with jobs making parts for renewable energy like wind turbines and blades, like solar energy generation parts. This is actually happening already, government could speed things up by mandates for renewable energy and by help to companies through incentives. See the link to this in the NYT about companies in places like Newton, Iowa where lost jobs at Maytag are being replaced by renewable energy jobs. And several million jobs can be generated in energy to make up losses in auto jobs in the midwest. These parts of the Obama plan may have come up through conversations with Schmidt and other advocates of this, and by seeing what is already happening as reported by the NYT in the link. It makes Obama look like a farsighted genius, but its just sharp observation and careful listening. Pickens is already advertising this on television for his wind farms in Texas. It is not only Google's thinking, as Schmidt says, but good common sense and some ballpark estimates that would tell one that it would save sending 1 trillion dollars to Middle East and other nations that is needed for investment at home in the U.S.. Schmidt's calculations are that this amount could be saved in 22 years through renewable energy, plug-in hybrids and other innovative technologies. ...

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BP reached an agreement to sell its Carson refinery in southern California and related assets to Tesoro Corp. for $2.5 billion. This is part of a $38 billion asset sales plan to repay costs arising from the Deepwater Horizon oil spill. Total divestments have reached $26.5 billion since the beginning of 2010.

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Tokyo governor Ishihara says he does not want to see Japan become something like Tibet.