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Ford's North American operations had earnings of $889 million in the 4th quarter of 2011. The growth in U.S. was offset by loss of $190 million in Europe and a loss of $83 million for Asia Pacific & Africa. Results in Europe are expected to deteriorate further. Moody's Investors Service predicts a 6.2% decline in sales for the Western European countries compared to 2011. Increasing competition in the North American market led to a decline in the pre-tax per vehicle profit for the 4th quarter of 2011 to $1317, a drop from $2806 in the first quarter of 2011.

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Whats the breakdown of costs for Detroit's Three Auto Companies. The following infomation is from documents submitted by Ford Motor Company to Congress. Detroit Auto Companies Foreign Makes like Toyota Hourly cost Hourly cost Hourly wage for workers $29 $26 (Toyota Kentucky plant) Holidays and Vacation pay & pay for Detroit laid off workers $14 $9 Cost of Health Care and Pensions for $16 Toyota has only 300 retired retired workers workers Overall cost $71 $49 The biggest difference is in the cost of paying laid off workers, jobs banks, and in the cost of paying the health care and retirement pensions of retired workers. And for GM there are about 1 million of them, (96,000 active workers, 497,000 retired workers and also the dependents of retired workers) costing GM $4.8 billion on health care. At $1500 per car for GM costs on health care vs. $200 per car for health care costs at Toyota. The difference is $1300. If this is factored in to the profitability of small cars then the field is skewed one way. On a $23,000 car that is a 5% margin right there for adiffernce of $1100 in health care costs. If this is the way profit is calculated on small cars with this health care differential factored in then there is always a muddleheaded tendency to product he bigger cars and trucks because they can absorb this differential better. But it doesn't make sense that this should dictate how the business is run. And it could lead to serious mistakes which appears to be the situation at the Detroit companies, the way they went into the downturn right into 2008 with a product mix that was going to be hit hardest by a change in customer preferences. ...

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Energy Conversion Devices, a Michigan company, is providing the solar electric system for the largest rooftop array, 12 megawatts, to a General Motors assembly plant in Zaragoza, Spain. This project uses solar devices manufactured in rolls like carpet runners. Veolia Environment and Clairvoyant Energy will lease the rooftop space from GM and operate the installation. Spain has become a center for solar installations as it offers large subsidies, 0.42 euros or 66 cents for each kilowatt hour, this is about 5 times the average cost of a kilowatt hour in the USA. Energy Conversion plans to produce 150 megawatts of cell this year and recently raised $400 million an dannounced plans to build cells for 1 gigawatt or 1000 megawatts. Solar arrays on houses are only a few kilowatts and 1 megawatt can run about 1000 window airconditioners simultaneously while the sun is shining.

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Ford's earnings were $2.55 billion for the first quarter of 2011, a 22% increase over the prior year.

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This op-ed essay by the President of Toyota Motor Company, Akio Toyoda, talks frankly about the situation that led to the quality failures at Toyota and promises that Toyota will try to live up to the ideals that shaped its beginnings some 70 years ago. Toyota had humble beginnings in the thirties when the original founder of Toyoda was in the textile loom manufacturing business. Following a new venture in automobiles in the 1930's, for three decades Toyota was only trying to catchup with the U.S. in auto manufacturing. It started with the current chairman Shoichiro Toyoda's father -and Akio Toyoda's grandfather Kiichiro- visiting a Professor of Metallurgical Engineerig at a university in Tokyo to collect ideas and information for entering the automobile manufacturing business. Akio Toyoda seems quite cognizant of these beginnings in this essay. Action steps he mentions are a top down review of global operations, establishing an Automotive Center of Quality Excellence in the United States, and asking a blue-ribbon safety advisory group of outside experts in quality management to independently review Toyota's operations, with the findings made public. Akio Toyoda points to the lack of effective communication in quality matters in its global operations that led to the problem festering for so long. He says that in regard to sticking accelerator pedals, Toyota "failed to connect the dots between problems in Europe and problems in the United States because the European situation related primarily to right-hand-drive vehicles." Toyota also moved to address problems in its Prius and Lexus HS250h models for anti-lock braking systems....

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The new Ford Focus being unveiled at the Detroit Auto Show in 2009, is a new kind of car for Ford. This is a new kind of effort, a new discipline that Ford CEO Mullaly has advocated from the beginning. Making one car for all markets worldwide. Early on Mullaly told Ford's chairman Bill Ford that Boeing did not have a 737 for Europe and a 737 for the US and a 737 for Asia, why was Ford building a Focus for Europe and a Focus for the USA. In fact before Mullaly the Focus for the USA was a stripped down version of the European Focus and did not make much of an impression. The new Focus will have 80% common parts and 75% of parts from the same suppliers worldwide, so that a Focus made in Germany and the USA will share the same parts as a Focus made in Russia and a Focus made in China. And all of these plants will go into production at about the same time with the new Focus. To accomplish this transformation of Ford for "One Ford" worldwide, which is also on every business card carried by Ford managers, Mullaly appointed Derrick Kuzak as head of global manufacturing. See link for Derrick Kuzak. And the strategy was announced in mid-2008 with the start of retooling of truck factories in Mexico, Kentucky and Michigan, to make small cars designed in Europe for global markets. The task of coming up with one design for a global car was given to Martin Smith, a British designer based in Cologne, Germany. Smith says tastes are converging worldwide with the internet use, and customers are more unified than one would think, and whats emerging is a new kind of global cool if one looks for it. This is what happened when Focus protypes were shown to consumer panels in Europe, the USA and Asia, with a good impression created in all 3 markets. Aligning the US and European tastes was easier, China was a bit harder and the yellow leather interior popular in Shanghai had to be crossed out. Another challenge that had to be met in adisciplined manner was the varying safety rules and emissions around the world. For example European designers liked to have the windshield further forward, and Ford's global small car chief had to tell his engineers to move it back to meet US crumple zone standards. Similiar challenges had to be met in purchasing by global purchasing chief, Tony Brown, with a massive coordination effort needed to be done globally. And plastic trim from Michigan has to fit perfectly with sheet metal stamped in Michigan, and Ford used a virtual manufacturing system that allows the car to be built in cyberspace, and the bugs taken out at that early virtual build stage. The entire change is part of a metamorphosis at Ford, a change of culture and mastering a new discipline in coordinated effort worldwide for "One Ford." One year ago the Wayne Truck plant here in Detroit made the Navigator and the Expedition large vehicles.. With a $550 million investment this plant will make the Ford Focus a year from now. ...

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Nissan Motor Company CEO Hiroto Saikawa confirms that Nissan executives passed on information from a probe to Japanese authorites so that plans for a Renault takeover of the company could not take place. Mr Ghosn was seen as pushing a plan for a full combination of Renault with Nissan. Their motivation this report says was to protect Nissan and protect Japan's industry. In April 2018 the French government with a 15% stake in Renault laid out plans for a merger.

Nissan sells more cars than Renault but has a smaller stake in Renault. Renault owns 43.4% of Nissan after a 1999 bailout deal when Nissan sought help. Nissan holds only 1 15% nonvoting stake in Renault. Hence the imbalance. The alliance has benefited Renault because of the dividends from Nissan shares and sharing of auto parts and designs. Japan is seen as a very prideful nation according to Nissan executives who wanted to protect Nissan from takeover.

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Marketing innovation at Ford. Marketing campaign called "Bold Moves," to help Ford reconnect with younger buyers, bring the younger demographics into Ford's customer base again. Could cost upto $100 million. It would have a documentary style internet program starring Mark Fields, head of North and South American operations, and features a new Kelly Clarkson song. Ford plans to produce this show itself, to tell its own story in its own words.

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Sweden's new government elected in 2006 after years of Social Democratic governments, is not in favor of state involvement in industry. The enterprise minister Oloffson says, the Swedish government is not prepared to own car factories. Southwest Sweden where Saab in located, in the town of Trollhattan, will be hard hit if Saab closes. It has 54,000 people, with 4000 employed at Saab. Saab turnedout its first car here in 1947. But its not the same Saab that became known for its engineering. Under General Motors Saab lost its edge as a car with advanced engineering. And last year Saab sold 93,295 cars, 21,383 in the USA, and this year demand will drop steeply. Already losses for 2008 are $343 million. No matter what the label meant in the past, the hard facts are that here is a neglected car company, which may sell only sixty or seventy thousand cars in the years ahead and keep going down in numbers, with no money for investment in new technology in these credit markets for declining numbers, and offering huge losses that may approach half a billion dollars in 2009. Even a Social Democratic government might think to pause. Given Sweden's generous employee retraining, would the money for rescue be better spent in some new field with better prospects....

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The interest rate Ford is paying bondholders is half of what it paid last year. This is especially significant considering Ford's high level of debt and debt payments. Ford lost its investment grade rating in May 2005.

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Ford's seven passenger wagon attracts buyers with its boxy styling.

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Volvo is the economic centre of western Sweden. It merged with Geely of China after Volvo executives met with Geely Auto Holding group executives. Ford Motor acquired Volvo in 1999 for $6.45 billion but failed to invest in the company. Geely has invested $10 billion since the merger with Volvo and Volvo sales have increased. Volvo was able to operate autonomously under both Ford and Geely. There is now considerable uncertainty about the future of Volvo and its autonomous operating status after deterioration in relations between Sweden and China. 

Sweden has seen acquisitions of technology companies in Sweden by China and there is concern in Sweden from the standpoint of national security. In this new context there is considerable uncertainty in Sweden about the future of Volvo.

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Johnson Controls offered $1.25 billion for Visteon's auto interiors and electronics businesses. Visteon is reorganizing under Chapter 11 protection. Johnson Controls CEO, Roell, says the combined operations would give global scale and complementary capabilities. For Johnson Controls there are particular advantages to combining the Visteon operations in China with its own operations there, resulting in scale and combined revenues for China of $7 billion. Johnson Controls says Visteon's main customer and joint venture partner support the acquisition.

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Ford Motor's reliance on the redesigned F-150 and other large pickup trucks for its higher profits in 2015. The price tag on these vehicles keeps rising, with some pickups sold at about $50,000 and having interior leather seating, amenities resembling luxury cars in 2015. Higher fuel efficiency engines, body redesigned with lighter materials including aluminium, other innovations, combined with the lower price of gas, lower interest rates for financing, have led to a resurgence in these larger vehicles.

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Tells the story of Cherry, a state owned company that is China's largest independent car maker. It started about 1995 with just an idea in the head of Zhan Xialai an assistant to the mayor of Wuhu, and some other local government officials, in a poor eastern province Anhui who saw this is a way to boost incomes and growth in the province. Zhan brought in Zhoua manager in a cityowned building supply company. They brought in Yin an Anhui native who worked at a VW joint venture. In 1996 Zhou went to England to buy engine assembly equipment discarded by a Ford plant there and in March 1997 started building its first factory. It hired a Taiwanese company to help design its first model the Fengyun or Wind Cloud which it cobbled together using parts from component makers that supplied the China operations of VW and GM. It was not till Dec 1999 that the first cars came off this makeshift assembly line. And then it ran into bureaucratic obstacles as the company did not have a government license to be in the auto business . To solve this it became a part of the Shanghai Automotive Industry Corporation a large state owned company that had partnerships with VW and GM. Then it wasn't till 2001 that this Fengyun made it to market with 28000 being sold that year. Cherry then began work on a 4 door hatchback minicar that was called the QQ when it went on sale 2 years later in 2003 and looked like the Chevy Spark, a GM model. GM sued Cherry in Chinese court in 2004 saying Cherry had copied its design for the Spark and the lawsuit was settled in 2005. The settlement was described by Cherry as "very friendly." GM may have secured other concessions for manufacture and assembly in China because the QQ was then manufactured with local partners at a plant in southwestern China. It is Cherry's No. 1 model and far outsells the Chevy Spark. About this time in 2003 a big shift was ocurring in China as the car market was being pushed up by continuing development of infrastructure and road expansion, new ventures from Europe and the US expanding car sales in China. Government planners and executives began thinking about how China could develop its own potential in this growing and about to explode market. They decided they had to move upscale and buy the best technologies from Europe and the United Staes and recruit Chinese engineers working in the automotive industries in these regions. This led to a new phase of massive new investments. One of the goals after Cherry's brush with GM over copying its designs, was to acquire and then develop the technology so that it would be Cherry's own technology. In 2003 Cherry hired Xu Min an engineer at Delphi who was an Anhui native and was a specialist in combustion and fuel injection. They turned to an engineering consulting firm in Austria that specializes in internal combustion engines, and this firm AVL List GmbH agreed to train Cherry engineers to design and build the sophisticated engines. The culture that has grown up around this company in Wuhu, Anhui province, is also what drives the company. It exhorts employees in posters hanging on factory walls, "Know plain living and hard struggle." And in some areas of the plant JD Powers charts showing where Cherry lags behind its western counterparts in quality control surveys are shown on bulletin boards. Zhou, Zhan and Yin are known around Anhui and in the rest of China as "the Eight Guardians", a reference to eight defendors of the faith in Buddhist legend. ...

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GM shares have fallen to $32 by April 2011, having dropped by 13.5%. Ford Motor shares have dropped by 9%. All automobile manufacturers have been affected by rising oil prices. And the government's plans to sell all of its GM shares this summer at a loss create additional uncertainty about the value of GM stock. A sense that the IPO roadshow for GM last summer may have oversold GM and created expectations that may not be fulfilled.

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The terms of the bailout loan to GM and Chrysler prohibit a threat to strike or a strike by the UAW during the negotiations with GM that take place between now and Feb 17, 2009. These are the terms between the Treasury Department and GM. Smaller strikes at GM and a longer strike at American Axle and Manufacturing cost the supplier and GM billions of dollars in cash at a perilous time for GM, showing that steps by the union have not been in the interests of the union and its workers in the long run. GM and the union now have the government also as a part of the negotiations, and more pressures are inevitable to become competitive in wages, benefits and other costs with the Japanese manufacturers.

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The average U.S. light vehicle price was $30,303 in April 2012, up $1219 from the prior year. Incentives were also lower, down $146 to average of $2,446, according to TrueCar.com. This is happening even though cars account for a greater portion of sales of light vehicles. Used cars and trucks prices increased by 3.2% in March over the prior year, according to the Labor department data. Pent up demand is part of the reason. Another reason is the discipline exercized by auto manufacturers, especially the Big Three, in not letting supply exceed demand and therefore not having to offer higher incentives to get rid of inventory. These practices of oversupplying the market hurt the Detroit automakers in the period before bankruptcy, especially GM. Increases in used car prices and higher prices of new cars create a virtuous cycle for automakers to support higher margins. With the high retirement and healthcare costs reduced through bankruptcy and new agreements with the UAW, the Detroit automakers are now better positioned in the market to sustain margins by limiting production to demand. ...

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It is a landmark agreement and more innovative than the GM and Chrysler agreeements, with the UAW getting a significant stake in Ford, something that is a first. UAW supported money going into creating 5 flexible body shops so that investment to get Ford new models and manufacturing capability is put in place in this agreement- showing union management unanimity in understanding Ford's situation. The UAW Ford Agreement details: UAW gets about 18% ownership of Ford and becomes Ford's largest shareholder with about 4 times the shares of the Ford family. Ford will build 5 new flexible body shops in unionized assembly plants, invest separately $200 million in new technology and equipment in unionized stamping plants, and make substantial new investments in engine operations. All new hires will get a starting rate of $14.20 an hour and a full rate of $15.34 an hour, nearly half the curtrent level and its good till Ford reaches 20% of the Ford UAW workforce. When this is reached for entry level positions Ford must first move those hired at the lower wage upto the higher wage before filling in more positions at the lower rate. The VEBA health trust will work this way. Ford will only put in $6.5 billion in cash into the trust and $450 million each year in current dollars. The rest is done innovatively to conserve cash and give the union a stake in Ford that will be a first time in such a deal. It may change the labor vs. management atmopsphere in the long run as Ford recovers. A $3.3 billion convertible debenture note will be issued giving the union a stake of about 18% at current share prices, which terms are still not clear. Ford will also issue a $3 billion secured note. And to cover retiree health obligations until the trust makes payments Ford will pay $2.2 billion. The Jobs Bank is restricted to 2 years. After 2 new job offers are declined the worker goes off the payroll. Ford will also trim about 10,000 to 14,000 workers with buyout packages. ...