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How Northwestern University Kellogg School's Inaba Yoshimi is trying to turnaround Toyota's performance in China. Toyota is a latecomer in the China market and cultural hurdles hamper Japanese managers in China. Because Toyota dealerships in Japan use a salesforce that gets income from salary and does not depend on commissions, selling only Toyota cars, the Japanese experience seemed irrelevant to China. The experience of Toyota in China is more like the experience in the U.S. market with a sales force earning income from commissions and dealers selling many brands. In other respects China's market is different from the U.S. The Chinese market is growing very fast, and millions of cusomers are joining the carowning population, all first time buyers in an internet information intensive environment with savy informed customers. Keeping the salesforce motivated and interested in selling Toyota cars is a challenge in China. Also how to allocate cars to dealers based on how many cars move off their lots, and how to buildup a large network of Toyota dealerships and widen the range of product available in China. Management challenges have been tackled by bringing experienced veteran managers from the U.S. to China, who are culture neutral and are seen positively by the Chinese managers and staff. General Motors has a big headstart in China and is marketing to the younger demographic in China. Median age of Chinese buyers is 35 years age. See the related article on Chinese buyers and what drives their buying habits in article by Bremner in Business Week, May 17, 2006....

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The story of Eiji Toyoda is largely the story of the modern Toyota company. He guided the company as president from 1967 to 1982 and following that as chairman and senior advisor, a service that spans the entire period from the formation of Toyota during the 1930's by Sakichi Toyoda and his son Kiichiro Toyoda till today. Eiji was Sakichi Toyoda's nephew, and 18 years younger than Kiichiro. He worked in the company's textile loom business in the early days before the formation of the company to manufacture automobiles as an entrepreneurial venture by Sakichi and Kiichiro. An auobiography by Eiji Toyoda pubished by Kodansha in 1985 tells the story- Toyota- Fifty Years In Motion. Most of the prewar period was spent manufacturing buses and motorized vehicles for the military. It was after visits to Ford's Rouge automobile plant in Detroit in the fifties that Eiji first picked up the ideas for a suggestion system and getting workers to provide ideas and make improvements that later became kaizen. Eiji was born in 1913 before the beginning of the first world war and passed away at the age of 100 in 2013. He lived a remarkable life that witnessed most of the events of the twentieth century, the transition from a militaristic to a peace loving nation, and technological progress in many fields. The technological evolution continues with the development of electric cars. In the early days of the automobile Sakichi had imported a German electric car which was limited by the short battery charge, a limitation Toyota and other companies are still tackling to this day, showing the technological challenges still ahead. The story of Toyota shows pioneering efforts and progress is continuous, as Toyota picked up the ideas from Ford and added new ones of its own for better products. Family companies with dedicated service spanning a century are rare and Toyota is one of these companies. When the recall crisis of 2011 brought the young CEO, Akio Toyoda, Kiichiro's grandson, to the verge of tears at a public event, the memories of a generation of leaders and the need to live up to their ideals and the work that preceded him must have gone through his mind....

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GM's management decisons in the last 20 years have failed to put innovation and making courageous decisions right up front. Instead its management with the support and acquiescence of its board favored the status quo and stuck too long with what worked at the time like the SUV's that it had invested in, and refused to take any bold decisions in favor of fuel efficiency. ANd it starved new projects like Saturn of resources.

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Response to criticism of car companie about poor fuel eficiency.

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Spain's foreign minister Alfonso Dastis says Spanish authorites may have not realized the extent to which the situation in Catalonia would get out of control with the actions by separatists towards fragmentation. He admitted Spain's government may have been naive in tackling the situation and anticipating the response. Reports of excessive use of force by Spanish police may have exacerbated the situation. Spain may not have realized separatists would declare independence.

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Schlesinger says Kuroda now appears to be behind the curve when he announced quantitative easing measures in Japan to fight deflation tendencies. With Japan in recession stronger action may be needed.

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The WSJ editorial supporting the former WSJ Detroit Bureau chief's position on the editorial pages on November 10, 2008, asking the Bush administration to turn down any request from Congress or the president elect to turn over TARP funds to the automakers. The automakers have problems of not being competitive and making the cars that people want for decades, handing out taxpayer billions will not solve this, and will only postpone the day of reckoning says the WSJ editorial. The union goldplated contracts and things like the Jobs Bank never made sense and neither the union or management acted responsibly. The best thing now it says is to let the shareholders lose whatever value is left, cancell the contracts, and put the companies in government receivership, letting go the old management and the boards that let these companies get to this sorry situation. This is not a time for politics as usual, and if the new administration wants to do it let it do it on its own political dime says the WSJ. ...

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There is considerable opposition among analysts, Congressmen, and experts to continuing with the current management at GM if help is provided to automakers. And GM's management is insisting on staying on which may complicate things. There is a strong perception throughout the country that management has failed the company, and now the economy of the midwest and the country. And some are arguing that bankruptcy or government receivership will be necessary to effect a complete restructuring of the industry after years of failure both by management and unions, the credit crisis having come as the last blow after a long series of mistakes and inability to get things right.

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Micheline Maynard gets diverse views on bankruptcy filing and bailout for General Motors and Ford. Out of hundreds of comments, (looking at the comments based on reader recommends from 70 to 15 readers recommend range), with over 90% of comments favoring no bailout money for automakers without coming to grips with problems and replacing management and the board, it is clear that readers cite in order of importance the following against the automakers. Complicity with Congress and lobbyists in keeping fuel efficiency low. This sent billions of dollars to mideast nations for oil, which in turn bloated liquidity here at home, helping fuel the cheap credit era in the US and building consumer and mortgage debt. This lack of conservation in gasoline use burdened economies around the world with high oil prices, and then hit the car companies in Detroit hard as sales of large vehicles collapsed. Its entirely the Detroit carmakers own shortsightedness they say. Second most mentioned is bad management, and bad decisions and arrogance. Third the unions bloated contracts, and bankruptcy as the only way to get rid of them. Fourth failure to make green cars. Fifth the lack of any idea what $25 or $50 billion given to GM and Chrysler would get the taxpayer, because if the market has collapsed then more money will be needed each year to pay salaries and contiinue operations in 2009, followed by 2010. The market has gone from 16 milllion to a 10 million rate in October 2008, if it drops to 8 million in 2009, it would require the companies to shrink by 50% as a rough guess, and the union contracts just negotiated would be totally inappropriate for the new market and financial conditions. Getting rid of those union contracts could only be done in a bankruptcy filing, as in bankruptcy everything would have to be done from scratch. Whereas in a bailout the unions would simply refuse to cooperate as they have done in the past. This is also what readers are saying when they say let the market economy work. A look at the reader comments on similar articles in the Washington Post and the WSJ also show an overwhelming number of readers not favoring taxpayer money for automakers without serious changes, and bringing a completely new management and board to get things off to a fresh start, with no legacy from the past. ...

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Interview with Jim Press by Michelle Krebs of Business Week. It gives deep insights into the thinking of Toyota- its approach to the automobile business and the marketing of its cars. Being admired by the new generationof buyers, the perception of Toyota in the mind of buyers is important to Toyota. It will try to be strong in each community. The example of San Antonio is given so its roots will stretch deeper. Press tell Krebs that being part of the community is important for Toyota. See the related article by Ed Wallace, Business Week, May 25, 2006. Press says attrition is one of the reasons GM lost its high regard and perception with buyers. By that he means the older generations, two generations, that respected General Motors for its innovation and contributions, has passed away. This is replaced by younger people and a new generation which does not have the same recorded perceptions in its memory. In fact it may see just the opposite, in terms of Detroits attitude perceived as arrogant, in terms of fuel efficiency perceived as wasteful, in terms of quality perceived as not upto the higher bar set by the Japanese competition of Toyota and Honda. Toyota does not look like a pioneer in the ethanol vehicle field, so GM and Ford have a opening here they can use. Toyota will continue to set the bar higher on Quality. And this is not a company about to be complacent about its success . Press sees Toyota's success stemming partly from the failure of GM and Ford to maintain market share and only partly from its own better qualities. One of Toyota's goals is to keep increasing local content so it can show that its a truly American company to this new generation....

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In India 70% of smartphones sold in 2015 cost less than $150. Apple's market share in India is really small at about 2%. Apple iPhone sales were up 56% in the 1st quarter of 2016 over the same quarter in 2015, according to CEO Tim Cook. iPhones cost about $300-$1000 without a data plan in India reducing the size of the market. In May 2016 Apple applied for approval from the Indian government to sell refurbished or certified iPhones at lower cost. In India the best selling iPhone is the older 5S which costs about $300. It makes up 50% of iPhone sales in India for 1st quarter in 2016, according to Counterpoint. Apple has no model at the low end, as the SE model will cost even more at $500. The Indian market is growing at 26% in 2016 over prior year, making it the next largest market after China. Another approach Apple is taking is seeking approval to open its own retail stores and sell online. A waiver has been given by the government for using locally made parts. Apple's high prices and margins remain a significant barrier in opening up the Indian market, when lower priced Korean and Chinese smartphone models offer attractive options to price conscious Indian buyers....

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The median household headed by a person 60-62 years of age with a 401(k) account has less than one fourth of what is needed to maintain a standard of living at retirement, according to data from the Federal Reserve and analyzed by the Center for Retirement Research at Boston College for the Wall Street Journal. Including Social Security and any pensions or other savings, the savings are way short of what is needed for retirement. Households used in this data had a median income of $87,700 in 2009. The 85% needed for a decent standard of living upon retirement is $74,545. Social Security would provide an estimated 40% of pre-retiremment income, or $35,080 for that median family, leaving $39,465 that has to come from other sources. The median 401(k) account has $149,400 which would only provide a fixed income each year of $9,073- only one fourth of the $39,465 needed. To generate that $39,465, households have to have $636,673, and only 8% of American households approaching retirement have that amount. Half of the families have other pension income of $26,500 a year, which added to $9,073 in 401(k) income gets the total income up to $35,573. Other studies using different data by the Employee Benefit Research Institute show results that are largely similiar. The Employee Benefit Research Institute, is supported by 401(k) providers. Its estimate of the median person is based on individuals in the 60's who have worked at the same company for more than 30 years. This data shows an estimated median person having about $158,754, not much different from the Fed data. Why is the amount in most Americans 401(k) savings so low? There was a mistaken sense that a 6% annual contribution, with a 3% company match would be enough. Vanguard Group says the current median amount that people contribute is 9%, counting the employer contribution. Now Vanguard is advising people to contribute more, 12 to 15%, including the employer contribution. Other problems for the low savings is that saving started late, or contributions were suspended after a job loss, or medical emergencies, other debt. The stock market collapses of 2000-2002 and 2007-2009, added to the problems, by wiping out a portion of the savings. The low rate of interest on savings for most of the last decade hurt even conservative investors and lowers the kind of retirement account income used by seniors. The way people are coping with this is to work longer, in some cases into the 70's, cutting down on spending for food, travel, and taking greater risks for higher returns, risks that could make the situation worse....

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China's Finance Ministry is having a difficult time controlling local governments using local government financing vehicles to invest in more infrastructure, airports roads and subways. One such city is Wuhan which plans six subway lines, three bridges over the Yangste river and a new airport. Much of the money comes from land sales. The Finance Ministry in a 2013 report pointed to the unreliability of land sales for future borrowing as the property market is slowing, and because it is highly unpopular to requisition land for land sales. This matters because the IMF says debt is growing faster in China than when Japan, South Korea and the U.S. fell into deep recessions at different times between the late 1980's and 2009. Local government debt accounts for one fourth of the increase in China's domestic debt since 2008. New rules by China's bond agency in Dec. 2014 prevents investors from using low grade debt to borrow cash. In the past local governments found a way around the central governments effort to curb growth of debt by restructuring the local government vehicles or some other way, as Wuhan has done. Wuhan Urban is the local government financing vehicle for Wuhan and its debt increased by 20% in 2013. Wuhan's mayor, Tang Liangzhi, is pushing construction to the point where he is known as Mr. Dig, Dig. One reason for China's slowing growth below 6-7% is the need to control the growth of debt. Local government debt in China reached 36% of GDP in 2013, double the figure in 2008, and will increase to 52% of GDP in 2019, according to the IMF. And the increase is not proportionally delivering the same results as before. JP Morgan estimates that over 4 units of borrowing are needed in 2015 for every unit of investment, compared to less than 2 units of borrowing for every unit of investment in 2007. PRC Macro Advisors of Hong Kong says half of the borrowing by financing vehicles goes to pay interest on existing debt in 2014. There are 8000 such local government financing vehicles in China today each competing to build infrastructure in its neighborhood, in the case of Wuhan to build a computing back office for financial companies and as transportation hub, even though its uncertain whether this will be realized or not. The problem is that alternative investments as an opportunity cost are being neglected, the hospital not being built as China's population ages with underinvestment in health care, and the private company with better returns that is unable to find financing. A classic example of crowding out of better return investments as a glut of housing and road/bridge/ airport infrastructure gets built. The central government is wary but faced with slowing growth pushes problems down the road, what experts call a Japan syndrome....

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Vikram Pandit's style at Citigroup after 4 months, thoughful, asking lots of questions, fixing the little things that actually matter a lot, like the unwillingness of some heads of divisions to sit together in the same room, some hiring decisions and new lines of reporting and responsibiity and interaction in the organization structure that call for teamwork, discussion and collaboration. The oldtimers like Krawcheck used to clear lines of reporting are now getting used to the new culture of collaborative working. His style is first to come to grips with issues and not to come to snap decisions based on intuition, such as interviewing at length and asking tough questions at length to Ajay Banga, head of Citi's international group about the extensive defaults in Citi's consumer loan business in Japan. One of his views is that only if you get the foundation right can you talk about vision. Regarding pettiness in management and small grudges, its either going to be a partnership or you're not going to be here. some of his colleagues like James Forense say that they would take substance over form, judgement over form, any day of the week. And while he does not shy away from details like expecting lower level employees to pay for sporting event tickets Citigroup earlier gave out free, and he himself rides the subway sometimes, he has made some of the bigger decisions. Among these, getting capital from outside sources by travelling extensively abroad, urging Citigroup's board to slash the dividend for the first time in 20 years, selling off 2 peripheral units that did not belong and a third Primerica on sale also. And urged by his mentor former Treasury secretary Rubin who also used a note pad and a thinking thoughtful style like Pandit's at Treasury during the Asian banking crisis and the Mexican financial crisis, Pandit has been direct and realistic. He tells Wall Street that the fate of Citigroup is going to be decided to some extent by the duration of the environment we are going through, the twin perils of the debt-market crisis and the sluggish US economy. And that for now issues like these are going to overwhelm our actions. Pandit's father was a senior executive of one of India's leading pharmaceutical companies when the family moved to New York, so he has grown up around business, and is able to ask the question quite sincerely and matter of factly of his managers at the beginning of every meeting. "What are you doing with the shareholder's money?" After which come the torrent of well thought out questions, probing deeper each time, especiually where issues are festering for a long time, and remain unresolved. ...