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Canadian politicians have criticized Toyota over its failure to properly apologize to Canadian citizens who were affected by the massive automobile recall. Toyota has dealt mainly with the floor mats and accelerators that get stuck but insists that it does not need to fix the computerized throttle system. Insights on speculative media reports against Toyota are also given.

Italian-Canadian Sergio Marchionne, CEO of both Fiat and Chrysler, has vowed to save the American company by running it with frugality and by transforming its assembly plants into state-of-the art operations. Fiat was the driving force behind Chrysler during its make or break period after taking over from German control. Insights on Marchionne's five-year plan for Chrysler are also given.

The contributions of Ralph Gilles to automobile manufacturing giant Daimler Chrysler AG are discussed.

Despite production cutbacks, declining market share and the Asian invasion, North American automakers say they're optimistic. They probably shouldn't be As the granddaddy of Old Economy events, the glitzy North [...]

Former GM CEO Rick Wagoner has been credited for single-handedly putting back the automaker back in track before he was forced to resign and GM was restructured by government. GM has earned US$2.19 billion in the first half of 2010 after losing more than US$80 billion in the three years leading up to its failure. How GM managed the comeback is also discussed.

Toyota has been forced to face U.S. congressional inquiry for investigations of possible link of unexpected vehicle acceleration to more than 30 deaths. However, company supporters insisted that Toyota was getting unfavorable treatment and claimed that U.S. politicians have used it to score political points. How Canadians reacted to Toyota's auto recall is also presented.

It is believed that investors who are interested in ZENN Motor Co.'s stocks remember how shareholders of Timminco lost some money because of reports that advertised Timminco's technology. Shares of ZENN Motor has recently increased as a result of news that showed positive results for EESTOR Inc. ZENN owns the automotive rights for EESTOR's energy storage system.

Some analysts predict a Chapter 11-style tune-up making GM and Ford a speculative turnaround stock. However, the price of oil could make or break the shares of the Big Three U.S. automobile manufacturers and if oil goes up too high then a speculative bet is an electric car company called Zenn Motor Co.

Michigan based Delphi Corp., an auto parts supplier has filed papers under Chapter 11 for bankruptcy protection. The implications it has for automobile sector across the world are discussed.

Members of the Canadian Auto Workers union claim to do a better job on average than their less productive counterparts south of the border. When contract negotiations begin in July, [...]

The decision by General Motors to pull out from $782-million deal with Magna International and Kremlin-controlled lender OAO Sberbank is examined. Magna would be force compete head-to-head against their own customers if the deal pushed through and start building cars in Canada. The decision has also rocked the automotive and political world.

Canadians who were thrilled to see American auto companies doing well are aghast at the manufacturers' decisions to manufacture sports utility vehicles and massive trucks. All the Detroit-based manufacturers have shifted gears and are planning bigger fuel-guzzling vehicles despite oil prices hitting all-time highs and spokesmen for the auto companies say that the shift is in keeping with consumer demand.

Canada would be better off with more Frank Stronachs. That, at least, is what Magna International Inc.'s self-satisfied chairman told company shareholders after his controversial $50-million-plus pay package was questioned [...]

As birthplace of the sport-utility vehicle, Detroit isn't known for hosting environmentally friendly events. Indeed, the few frantic sneak-peek media days that open the North American International Auto Show have [...]

WITH UNION NEGOTIATIONS come and gone without a hitch and another year of astronomical sales under its fan belt, the Canadian auto sector appears healthy. Like a lease, however, appearances [...]

The article examines the significance of a move by Frank Stronach, chairman of Magna International Inc., to control General Motor's European division, Adam Opel. A joint offer was made by Magna and Russian lender OAO Sberbank worth 782 million Canadian dollars for a 55 stake in Germany-based Opel. It is noted that Magna's bid makes it a competitor against some of its clients which raised concerns from Magna officials and analysts. Stronach has assured company officials that he will never to over-leverage operations again.

The article presents an overview of many problems which manufacturing firms, including automobile manufacturing plants run by General Motors and other automobile companies, are seeing in 2008. A discussion of a decrease in factory and manufacturing employment which has been seen in Canada since 2000 is presented.

The article forecasts the outlook for seven sectors, transportation, technology, retail, steel, energy, gold, and automotive in 2005. Air Canada emerged from bankruptcy with a new name, ACE, a moniker that sounds kind of like a chain of discount hardware stores. Chinese imports have caused massive backlogs at the Port of Vancouver, where container business ramped up about 7% in 2004. The bottleneck was so tight it became a new excuse for executives who didn't make their numbers this year, including La Senza, which blamed a money-Losing third quarter on lineups at the dock. And it's only expected to get worse in 2005. Drewry Shipping Consultants predicts another 14% rise in shipments between North America and Asia. In early December, IBM announced plans to sell its personal computer division to Chinese PC maker Lenovo Group. As well, the low-level, undeclared feud between U.S. and Chinese companies over global tech standards (who gets to set them) will continue. On the biotech front, the sector faces a big challenge. David Emerson, file new federal industry minister and former CEO of Canfor, has made it a goal that Canada's biotech industry should be one of the Top 5 globally in terms of R&D. The government has shovelled money into the sector, but it continues to offer more promise than return. The king of Canadian biotech, Biovail, has lost nearly two-thirds of its value since mid-September 2003, while drug developer ConjuChem sold off in the second half of 2004.

Fred Jaekel, the CEO of Martinrea International Inc., is a rare beast. Among other things, he's a blue-collar guy who holds three passports and speaks four languages. More to the point, he can walk away with warm feelings for a company that fired him cold. Indeed, Jaekel still loves Magna International Inc., which actually canned him twice over the 19 years he put into helping Frank Stronach build his $11-billion auto parts empire. Like Stronach--who founded Magna out of a Toronto garage in 1957 after arriving from Austria with just a few bucks in his pocket--Jaekel is a tool and die maker by trade. Since Jaekel took over Martinrea, AEGON Capital Management Inc. has bought about one million shares. Jaekel has turned the company into a Tier 1 supplier to automakers such as General Motors and Ford. He's strengthened the books with equity issues that raised more than $300 million. And he's returned the company to profitability by dramatically increasing revenue--both generically (at least $100 million in the past 12 months) and through acquisitions. His vision--which aims to make cars and trucks lighter, safer and more fuel efficient, while trimming $500 from unit production costs--has spawned an exodus of employees from Magna to Martinrea.

The article focuses on the impact of the U.S. border-security measures to the operations of the industries and economy. It states that though bridges can be constructed to transport products, the security rules can still blocked it. It mentions the study of Chamber of Commerce which shows that the time and budget to have a pre-clearance could be an uncontrollable problem for many industries. Industry analyst Dennis DesRosiers believes that borders limit the investment in the automobile industry.

In 2002, General Motors (GM), Ford, and Daimler-Chrysler's Chrysler Group continued to rely on aggressive incentives to prop up North American demand for their products. Detroit automakers are each buying time to complete internal renaissance projects they hope will convince more consumers to buy American. Incentives can damage bottom lines, which is why a senior Chrysler executive approached his GM counterpart on the floor of the North American International Auto Show in January for escalating the pricing war.

In this article the author criticizes the U.S. industrial policy known as Cash for Clunkers program which offers consumers a rebate worth as much as 4,500 U.S. dollars to upgrade old cars to more fuel-efficient vehicles. It is suggested that the program helped the troubled U.S. automobile industry in the near term. The author also cites the disadvantages of the program and calls for the Canadian government not to adopt similar program.

The article explores the futility of the Canadian government's efforts to save jobs and General Motors and examines its impact on stronger companies. The claim that at least 100,000 jobs will be saved due to the $13 billion bailout of General Motors and Chrysler is criticized by industry analyst Dennis DesRosiers. DesRosiers also suggested that efforts by the two automakers to stabilize their operations will be hindered by aggressive competition from solvent automakers.

The article looks at the U.S. government's bailout of several companies in the automotive industry, including General Motors Corp. and Chrysler. Canadian analysts comment on how the administration of U.S. President Barack Obama will help to push Americans towards purchasing smaller, more fuel-efficient vehicles.

The article provides an overview of information that investors should consider before investing in the stocks of struggling U.S. automobile manufacturers, automobile parts manufacturers and environmentally friendly and fuel efficient automobile manufacturers. A discussion of financial losses that have been seen in the three major automobile manufacturers of the U.S., and of an electric automobile company called Zenn Motor Co. that is considered an excellent investment opportunity

This article examines the price of oil and what it means for Canada. Analysts are divided over whether prices will remain high or the market bubble is about to burst. The auto industry has been affected significantly in that consumers are eschewing trucks and sport utility vehicles (SUV) for more efficient, smaller cars. This change has already forced the closing of a truck plant in Ontario.

The article reports on developments in the Canadian automotive industry. Sales are expected to be down 5% in 2006 due to a declining U.S. economy. Strong ties with General Motors and Ford could hurt the automotive parts industry as those companies scale back production. Steel could see another impressive year in 2006, but steel imports from China and Russia are making analysts cautious.

Offers a look at the 2004 automobile industry. Focus of General Motors Corporation, Ford Motor Company and Daimler-Chrysler AG's Chrysler Group on cars instead of trucks; Competition with foreign automobile makers; Statement that North America is the most profitable automobile market as of 2004; Report that declining market share is not the only reason the industry is producing new products.

Offers advice for automobile investors regarding how to choose lucrative automobile companies to support. Increase in auto sales at DaimlerChrysler; Role of Dieter Zetsche as the German chief executive officer of Chrysler; Comparison of the U.S. and Canadian automobile market; Increase in the monthly truck market share of the U.S; Value of the average industry incentive.

Argues that Canadian taxpayers should not pay to help the automobile makers Ford, Chrysler, and General Motors (GM). Belief of the Canadian Auto Workers union that Canada should help automakers which dominate its manufacturing sector; Outlook for unemployment in the manufacturing sector in Canada by 2003; Mention of the auto pact, which gave GM, Ford, and Chrysler free access to the Canadian market.

The article discusses the trend toward small cars. Since 2008 when the Honda Civic upstaged the Ford F Series pickup, more people in the U.S. are said to become inspired to own smaller cars, which turned to be a boon for sales of compact cars like Toyota Yaris, Honda Fit and Chevrolet Aveo. A consumer satisfaction study conducted by AutoPacific however revealed that a growing ranks of new small-car owners in the U.S. are also starting to regret downsizing. Also noted is the introduction of the BMW 1 Series compact car in the market.

This article presents an interview with Arturo Elias, the president of GM Canada. Elias says that the company is heading into 2007 with plenty of confidence because of the progress made in restructuring the company in 2006. GM has several new models available for consumers and hopes to regain industry leadership through product excellence, fuel economy technology, environmental initiatives, and value for customers.

The article predicts 2007 performance of the Canadian automotive sector. The Conference Board of Canada sees a fall in Canada's dollar and a subsequent rise in profits. Other auto sector analysts see a different picture. Almost 90% of Canada's autos are sold in the U.S. and 80% of their parts production. Auto analyst Dennis DesRosiers sees a strong Canadian dollar and lower U.S. sales of Canadian made vehicles putting the auto industry in the red.

The article reports on Canada's auto industry. Ontario Premier Dalton McGuinty has pledged $500 million as part of a Automotive Investment Strategy to save auto makers in the province. General Motors has invested $740 million towards an auto plant. Critics say that Ontario would have landed the investment deal regardless of the premier's strategy. McGuinty has also been named Personality of the Year by the British magazine "Foreign Direct Investment."

The article focuses on the financial performance of automobile manufacturer General Motors Corp. Analysts at Barron's believe that positive first quarter results of 2006 are insufficient to warrant investor interest in the company. Burnham Securities analyst David Healey, though, says that GM has gained enough capital from the sale of a majority stake in its financing division to regain its status.

The article focuses on a giveaway from Canadian company Tim Hortons. This year's big prize is a Toyota RAV4. Toyota sells more "made in Canada" vehicles to Canadians than General Motors does. The article suggests that perhaps the union should boycott the tax dollars that Toyota generates.

The article looks at General Motors (GM) chairman and Chief Executive Officer Rick Wagoner. In addition to market share, GM has lost about $4 billion to date in 2005. Its credit rating is parked in the junkyard. Investors have lost a bundle. Wagoner promised to improve efficiencies and product quality while waging a war of attrition with legacy costs. Believe it or not, he has done all of the above. Wagoner's benefits deal with GM's American workers is an unprecedented achievement.

The article reports on the auto industry, in light of contract negotiations between the Big Three automakers and the Canadian Auto Workers union. The union boss, Buzz Hargrove, demanded compensation improvements from General Motors Corp., Ford Motor Co. and DaimlerChrysler AG. Analyst Dennis DesRosiers comments on the CAW wage increase. Data is given for auto sales. Analyst David Healy comments on the sales slump.

This article focuses on the troubled financial situation of General Motors. At the North American International Auto Show in January, General Motors CEO Rick Wagoner was asked hard questions about how his company would deal with junk-bond status--if or when GM's incredible shrinking market share and soaring health-care costs put a further dent in the world's largest automaker's credit rating. The once-unthinkable bankruptcy scenario suddenly became thinkable in mid-March, when GM rocked the financial World by slashing 2005 earnings estimates and adjusting 2004 numbers, changing Q4 numbers from black to red. The news battered GM's bonds and its shares, shoving the automaker below Harley-Davidson in market cap standing for the first time. Industry watchers say GM Canada, which shuttered a Quebec assembly plant in recent years, could be in for further pain--despite a recent $435 million in assistance from various levels of government.

Focuses on subsidies in the automobile industry. View that the North American division of Daimler-Chrysler AG, General Motors, and Ford are creating competition among Canada, the United States, and Mexico for new investments; Mention of contradictory statements by Chrysler Group CEO Dieter Zetsche and Wolfgang Bernhard concerning federal government support for the Windsor plant; Another contradiction from Zetsche about investing in Canada; Another instance where Chrysler says it needs taxpayer support.

The article comments on the role of government in the automobile industry and on Ontario Premier Dalton McGuinty. He was dead wrong when he compared the role of government to that of team manager, noting a good coach keeps his best players on the ice. That, he implied, was what his new $500-million auto-sector relief fund would do. But the fact remains that government is better suited to the role of referee. And the province's much-hyped industry relief fund is nothing more than a corporate welfare initiative, designed to actually meddle with the ongoing market contest that determines the best from the rest. Ontario's Automotive Investment Strategy is about bowing to pressure from the Big Three and the Canadian Auto Workers union. Federal Industry Minister Lucienne Robillard looked rather uncomfortable at the auto-parts conference when asked how much cash, if any, Paul Martin's Liberals were prepared to bring to the table. After all, by repackaging the province's auto fund, McGuinty's gang has parked the welfare wagon in Ottawa's garage. Indeed, Ford wants $200 million before committing to a $1-billion reinvestment in its Oakville, Ont.-based operations, where it has killed a truck plant. And the company qualifies for only $100 million from the Ontario fund. Taxpayers don't need to help the Big Three to keep them in Canada. That's CAW's job. If jobs are threatened, the union can either become more flexible or use its strike powers to convince North American automakers not to move out. And if McGuinty wants to help the game proceed, then he should focus on fixing border congestion, cutting taxes and reducing risk of power blackouts--not waste money his government doesn't even have.

Canadian National Railway wants to keep its reputation for running on time--even during a nationwide strike. "CN will operate normal freight schedules, with management staff performing key...functions," the Montreal company promised before mechanics, clerks and yard workers represented by the Canadian Auto Workers started picketing for higher wages on Feb. 20. The extra effort, however, meant little to Ford Motor Co. and General Motors, which were hit by a domino effect. Indeed, Ford was initially forced to cut Canadian production and idle workers when its CAW members refused to unload parts from CN trains--despite the fact that union leaders had supported CN's contract offer. CAW boss Buzz Hargrove admits it's an unfortunate situation for the two automakers. After all, GM and Ford can't afford strike actions, which is why they agreed to meet CAW contract demands in 2002.

Claims that a trade war could ensue if the United States refuses to repeal its steel tariffs, which the World Trade Organization have deemed illegal. Threats by the European Union and Japan to counterattack with duties on oranges and a wide range of other U.S. exports worth $2.2 billion; Background on the problems in the U.S. steel industry that led Washington to impose the tariffs; Claims by critics of the tariffs that the Bush administration was driven by political motivations, and that the tariffs have also harmed U.S. businesses, including the automobile industry; Effects of the tariffs on Canadian steel companies.

Comments on Chrysler Group CEO Dieter Zetsche. Actions taken by Zetsche suggesting he would make DaimlerChrysler AG's North American division profitable; Impact on profitability of cutting jobs, killing incentive programs, and retracting a proposed revamp of the Windsor (Ont.) plant; Conflicting reports regarding construction of a new plant and comments attributed to Zetsche about publicly-funded financing of the plant.

With union negotiations come and gone without a hitch and another year of astronomical sales under its fan belt, the Canadian auto sector appears healthy. A year ago-just months after General Motors Corp. (TSX: GM) launched a costly incentive war in Canada and the US-nobody really believed consumers on either side of the border would flock to dealers and give the cyclical industry one more year of record or near-record annual numbers. In Canada, for example, 2002 sales of light cars and trucks should park themselves somewhere above the 1.65 million mark. And most Americans aren't driving old cars, which is why sector watchdog J.D. Power and Associates cut its 2003 North American production forecast to 16.1 million vehicles (down from 16.4 million in 2002). In October, Credit Suisse First Boston and Salomon Smith Barney both reduced target prices (to US$58 from US$84 and US$64 from US$70, respectively) for Magna stock the day before CEO Belinda Stronach rang the NYSE bell to mark the firm's 10th anniversary on the exchange.

Reports on General Motors of Canada Ltd.'s negotiations with the Canadian Auto Workers union. View that the proposed contract is generous; Danger to CAW jobs from cheaper offshore automakers; How reduced sales of GM cars could lead to layoffs at Canadian automobile factories.