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The new price of the Leaf is $35,200 for the 2012 model year as more features were made standard by Nissan. The Leaf will now cost $27,700 after a $7,500 federal tax credit in the U.S. The higher price also reflects the stronger yen as the Leaf is made in Japan. Every Leaf is sold from a waiting list, with sales in only some states- including Arizona, California, Hawaii, Oregon, Tennessee, Texas and Washington. Nissan's marketing chief, Brian Carolin, says about 1000 vehicles a month will be sold for the remainder of 2011. The average customer of the Leaf drives the car with an all electric range of 75 miles, for 30 miles each day and charges it for 3 hours a day. Average household income is $140,000. The 2012 standard model comes with a cold weather package, heated seats, battery warmer and steering wheel, and a fast charging arrangement that gets it recharged in 30 minutes, instead of the 8 hours.

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Stories of children in New York City overcoming adversity to go to college with the help of the New York Times College Scholarship Fund. Children with poor or sick parents in the city, from Pakistan, Bangladesh, Ivory Coast, Ecuador, and other countries.

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What has to give in government oversight and reshaping the debt and costs at General Motors? The auto workers and retirees inspite of all the givebacks still pay only 5% of theirhealthcare costs vs an average of 30% for the rest of Americans with healthcare coverage. With a sharing that reflects the national average GM wouldn't have to shoulder the size of the health care obligations for union workers and retirees of the sum of $47 billion. And the debt holders of GM debt, the bondholders would take a cut of something approaching Senator Corker's proposal to trade debt for equity at a 70% discount. That would reduce the GM debt from $63 billion to less than half that.

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55% of Chrysler cars went to corporate and rental fleets in Septemeber and incentives are higher than ever, both warning signs for Chrysler. New Fiat models are not due for another 2 years.

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Cerberus will lose control of GMAC, and this may be a good thing, as decisions at Cerberus and GMAC while under its control were made not in the interests of GM and its customers but of Cerberus,s efforts to extricate itself from its troubled investments. One of these decisions was the decision in September 2008 to raise the credit scores for prospective GM customers to 700 before approving credit. Johnson of Barclays Capital says that in November 2008 only 1% of GM's customers used GMAC financing from a figure that was normally at 45%. During September, October, and when the credit crisis hit hardest in November 2008, GM continued to suffer hugely declining sales, and the decision to cut GM's customers off from GMAC credit must have only aggravated a bad situation from GM's concentration in SUV's and trucks and the tight credit conditions. With the November situation worsened by customers simply postponing car purchases due to concerns about job security (as about 586,000 jobs were lost in November), the credit scores decision could only hurt GM badly. Now Treasury is stepping in with $5 billion to GMAC with another $1 billion to GM to invest in GMAC. The result will be reducing Cerberus control of GMAC from 51% to 14.9% of voting shares and 33% of total equity. Cerberus will also stop providing consulting services to GMAC and the 2 companies will no longer share executives. And the GMAC Board will be reconstituted reducing the number of members affiliated to GM and Cerberus, and adding agovernment appointed board member. The government's $5 billion stake will pay an 8% dividend and it will put the government ahead of Cerberus's common equity holdings. Originally Cerberus and dozens of co-investors paid $7.4 billion for the 51% stake in GMAC in 2006. Now Cerberus plans to distribute piev=ces of it current GMAC stake directly to coinvestors. Cerberus has other troubled investments. With its flagship $4 billion fund down 15.8% as of November 30, 2008, and the firm has suspended withdrawal requests from investors after suffering big losses in October and November on a bet in fixed income markets....

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The deep cuts in Chrysler's engineering staf, with 40% of the engineering staff gone under Daimler and Cerberus, is hsowing up at job fairs. Jim Badhorn was a Chrysler engineer for 21 years before he took the buyout. He designed the rear doors of the Chrysler 300 sedan. Badhorn put much of the $75,000 into acollege fund for his 2 daughters. He hits the gym everyday. He is arenter so his home in Birminghan isn't like the other owners who have lost 40% of their home value. And he can't even find the end of the job line when he goes to a job fair for a military contractor.

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Holman Jenkins makes some good points as the auto companies in Detroit look for government rescue. He suggests dumping CAFE altogether if Congress is serious about conservation, a gas tax would be the only intellectually honest thing to do. In the light of falling gas prices in November 2008 with $1.98 a gallon in Michigan and across the country, how will demand for hybrids and the Chevy Volt at $40,000 fare? Its hard to tell but some serious thinking about energy and automobiles is in order. Congressional mandates have a tendency to have poor consequences as Holman mentions, because of the loopholes in the mandates like the fuel mileage rules that allowed fleet averages, loopholes Detroit automakers used to lead the trucks and SUV boom to coverup hidden problems for so long. Some of these had to do with the UAW's insistence on rules and benefits and things like the Jobs Banks that were obsolete in a age of globalized manufacturing and unequal playing fields with the Japanese and Koreans in mostly unuionized factories in the southern United States. Some of them with lack of effort, vision and innovation by Detroit car companies to make the fuel efficient technologies to reduce costly fuel imports, and the failure to bridge the union management divide that has been there all the time in the postwar period skewing decisions and leading to obsolete behaviours. Holman sees nationalization of the auto companies as the only possibility given the car companies history and failures, with or without bankruptcy. Even then he does not see them becoming competitive without good leadership and right policies in running the companies and honest policy at the government level, and courage to get a firm grip on reality. ...

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Some of the flaws in China's development model are shown by the Economist. Over half of the economy is dominatd by state run enterprises. And the remainder is also heavily influenced by local government and officials from the government. Financing goes through state run banks which lend to state run enterprises, and only a small fraction of lending goes to small businesses. These busineses are not actively looking to support innovation and new products. The other weakness that the Economist correctly points out, is that by contrast even in the 1960's, about 10 years into Japan's postwar development, quality control was a big thing with companies in Japan. The Deming Prize was seen as the most prestigious prize for Japanese companies, and Japanese engineers tried to learn everything they could about quality control to make Made in Japan mean high quality. They succeeded by the 1980's in making this happen, with leading global brands like Sony, Matsushita, Panasonic, Toyota, Honda, Canon and a host of other brands. If 1980 in China, is where Japan was in 1950, now about 30 years later there is nothing like what was seen happen in Japan in the area of quality and global brands. The area in which the freewheeling culture of capitalism has been most successful is the economic zone, a 2 hour drive between Guanghou and Shenzen. It manufactures mostly low tech goods like toys and apparel and shoes, and these manufacturing facilities are of low quality, with poor conditions for labor. With the efforts by the government to move to higher value added and high tech products these businesses came under pressure by mid 2007, with new labor laws, more enforcement, pollution control laws and resulting higher costs. As they felt the impact by mid 2008 from the higher costs, some businesses disappeared. Then another and even bigger problem hit these businesses. The global economic crisis, the shortage of credit in western countries to sustain import orders, and the rapid fall off of demand from highly indebted consumers in the USA, has led to closure of most of these businesses. The rapidity with which many of these businesses closed is amazing, as row after row of these buildings are now empty in the Guangzhou-Shenzen area. Another development is happening in Taiwanese firms like Hon Hai, that with little disclosure, make IPods, laptops, PC's, and other electronic products in the same area. At one point this firm employed 250,000 people in a industrial city sized factory campus. Now it is shifting production to places like Vietnam. Now Taiwanese reports say that the workforce of Hon Hai in Shenzen area will drop to 100,000. Other Taiwanese firms are also shifting production to other countries. Climate change and the heavily polluting industries that are widespread in China is one of the other flaws in the Chinese development model. Another is the lack of energy efficiency in these industries. With all these changes exposing the deeper flaws in the model China has used for development for the last 30 years, this a time for change in the way economic development takes place in China. ...

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GM comes out with a new Buick La Crosse and 2 new crossovers at the Detroit Auto Show just when the market is sagging.

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Chrysler decides to close the St Louis minivan plant with 2400 jobs lost.

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The automakers are still stuck with dependence on pickups like the Dodge Ram which provides 17% of domestic vehicle sales and the F-150 pickup truck for Ford which provides 26% of domestic vehicle sales. Even though they earn estimated $5000 to $10,000 per pickup this dependence has hurt the automakers, as they are losing money due to the neglect of the rest of their lineup. In 2008 the domestic pickup sales will decline 10% to 2 million units from 2.2 million according to Global Insight. Sales to customers now will almost entirley be to construction industry users in a bad construction market, as other customers who used pickups for general use are shifting to other vehicles.

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Why is this important? Because America needs a future and investing in the future meets investing in new technologies and investing in infrastructure, and in mitigating cost of living for families that are struggling. Mr. Trump's claims on cost of living, oil and gas production, and job losses from electric cars at a rally in Texas and fact check: Oil and gas production is 12.9 million barrels a day compared to 12.3 million barrels a day during the Trump administration- source: Energy Information Administration. Energy costs are up a lot by $2250. (Mr. Trump said). Energy costs per household up $1520 not $2250 according to Bureau of Labor Statistics. $1520 compares 2022 with 2019 as baseline, $2250 uses Jan 2021 as a baseline when energy use dropped because of the pandemic. The Ukraine war and taking Russian supplies off the market pushed oil prices higher which were mitigated by policies of the Biden administration on how shipping of oil takes place in international markets setting a lower price for oil than what the Russians and Saudis were expecting. Autoworkers won't have jobs in 3 years because everything is going electric. (Mr. Trump said).It takes fewer workers to produce electric cars than fossil fuel cars. Yet the world is moving to electric cars and even companies like Toyota that lagged are falling behind. The 146,000 workers at GM and Ford secured a 25% wage increase over several years to meet rising cost of living with the support of president Biden on the picket line. No jobs are expected to be lost in 3 years and America is gaining leadership in electric car technologies to build a healthy automobile industry and well paying jobs for the future.     ...

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Japanese firms have $2.65 trillion in excess reserves as of June 30, 2014, according to the Ministry of Finance. Yet slow growth and falling prices in the last decade have made Japanese companies overly cautious in increasing wages. A declining yen makes imports more costly. Real wages were up for only 4 months during the Abe administration in 2013-2014. The first increase in the national sales tax in April 2014 to reduce the large deficit has also hit consumers, leading to a recession in the third quarter of 2014. Prime minister Abe made an effort in 2013 to get companies to increase wages, but results were modest in Spring 2014 as smaller companies held back. At the time prime minister Abe promised to do his part by reducing corporate taxes and implement pro-growth strategies, expecting companies to adjust wages upward. Analysts now say tightening labor markets are likely to create a situation where businesses will have to raise wages. A Bank of Japan survey of business sentiment in Dec. 2014 shows the number of firms seeing a shortage of workers is at the highest proportion since 1992. Declining oil prices will reduce Japan's fuel import bill by 9.6 trillion yen in 2015, and give more money to consumers offsetting the effects of the increase in the consumption tax to 8%....

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This report in the Economist says that the days of double digit increases in the car market are a thing of the past. Future increases will be in the mid to high single digits, according to McKinsey consulting firm. China's economy is slowing and official estimates of GDP growth of 7% are described by experts as overstated, with real estimate of growth for the 1st quarter of 2015 by Citi, Conference Board and Capital Economics all below 5%, as reported in the WSJ. A sign of the change in the market is the need for higher use of incentives. The growth in the used car market offers buyers other alternatives. The new plants being added will increase production by 5.3 million light vehicles a year and come online in 2015 and 2016, this is in addition to the 22.8 million in sales in 2014. Average Chinese auto plants operate at 70% of capacity and the added volume will lower capacity utilization further. China's local automobile companies, with the exception of companies in joint ventures with foreign companies, have failed to gain customer loyalty. Many of these companies may be absorbed by foreign car makers or shut down as the industry consolidates. Foreign companies will find doing business less attractive as sales decline. ...

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India's Supreme Court ruled that Vodafone PLC does not owe $2.2 billion in taxes on the acquisition of a majority stake in Hutchison Essar Ltd. The Indian tax authorites were directed to return 25 billion rupees ($500 million) which Vodafone had deposited. With declining foreign investment in India and a lower growth rate of about 7%, this tax case had assumed larger significance. The Supreme Court decision emphasized that taxing Vodafone "would amount to imposing capital punishment for capital investment." Vodafone had difficulties in its Indian operations- a $3.4 billion impairment charge in May 2010 because of strong competition. Vodafone is estimated to have invested $26 billion in India since 2007, and in the fiscal year ending March 2011 showed only $115 million in profit on sales of $3.86 billion.