I said it a long time ago: that the Carlos Ghosn arrest was part of a boardroom coup, and that the media were used by Hiroto Saikawa and co. (which I said on Twitter at the time). It was pretty evident to me given how quickly the press conferences were set up, how rapidly there was âevidenceâ of wrongdoing, and, most of all, the body language and demeanour of Mr Saikawa.
Last week emerged evidence that would give meâand, more importantly, Carlos Ghosn, who has since had the freedom to make the same allegation that he was set upâcause to utter âI told you so.â I read about it in The National, but I believe Bloomberg was the source. The headline is accurate: âNissan emails reveal plot to dethrone Carlos Ghosnâ; summed up by âThe plan to take down the former chairman stemmed from opposition to deeper ties between the Japanese company and France’s Renaultâ.
One highlight:
the documents and recollections of people familiar with what transpired show that a powerful group of insiders viewed his detention and prosecution as an opportunity to revamp the global automakerâs relationship with top shareholder Renault on terms more favourable to Nissan.
A chain of email correspondence dating back to February 2018, corroborated by people who asked not to be identified discussing sensitive information, paints a picture of a methodical campaign to remove a powerful executive.
Another:
Days before Mr Ghosnâs arrest, Mr Nada sought to broaden the allegations against Mr Ghosn, telling Mr Saikawa that Nissan should push for more serious breach-of-trust charges, according to correspondence at the time and people familiar with the discussions. There was concern that the initial allegations of underreporting compensation would be harder to explain to the public, the people said.
The effort should be âsupported by media campaign for insurance of destroying CG reputation hard enough,â Mr Nada wrote, using Mr Ghosnâs initials, as he had done several times in internal communications stretching back years.
Finally:
The correspondence also for the first time gives more detail into how Nissan may have orchestrated [board member] Mr Kellyâs arrest by bringing him to Japan from the US for a board meeting.
Nissanâs continuing official position, that Ghosn and Kelly are guilty until proved innocent, has never rang correctly. Unless youâre backed by plenty of people, that isnât the typical statement you should be making, especially if itâs about your own alleged dirty laundry. You talk instead about cooperating with authorities. In this atmosphere, with Nissan, the Japanese media duped into reporting it based on powerful Nissan executives, and the hostage justice system doing its regular thing, Ghosn probably had every right to believe he would not get a fair trial. If only one of those things were in play, and not all three, he might not have reached the same conclusion.
It’s been fascinating to watch Carlos Ghosn’s press conference in Beirut, and subsequent interviews, confirming my own suspicions back in November 2018 (as Tweeted and blogged).
Carlos Ghosn's criticism of the Japanese justice system isnât âone-sidedâ as they claim. For 14 months, they controlled the narrative and the smear campaign against him. He and others are now redressing the balance. @carlosghosn#CarlosGhosn
Criticisms of Japan’s justice system don’t just come from Ghosn. There was Mark Karpeles, who endured 11 months awaiting trial in Japan. From the Asia Times:
But Karpeles didnât confess. Prosecutors kept re-arresting him and denied his lawyerâs request for bail again and again. During his incarceration, he suffered mild frost-bite, malnutrition and sleep disorders and went slightly stir crazy. He finally won bail in July 2016.
and:
It didnât surprise me that the police and prosecutors didnât want to find the real criminal: I had seen it before in the 2002 Nick Baker drug smuggling case. In that case, Japanese prosecutors declined evidence from overseas police agencies that supported Briton Bakerâs assertion that he had been framed by his traveling companion. Their aim in the case was simple: conviction.
The criticism isn’t coming only from foreigners. Carlos Ghosn’s own lawyer in Japan, Takashi Takano, recalled on his blog:
The Asia Times story has a translation, and you’re free to copy and paste into a translation service.
As someone who follows the car industry, and holds business and law degrees, this case has fascinated me far more than any Instagram caption from the Duke and Duchess of Sussexâand it will also be interesting to see how Renault Nissan Mitsubishi deals with the fallout.
Looks like the viewing rate has picked up again for Autocade despite a relative lack of updates over the last six months (in no small part due to our move). Tomorrow itâll exceed 16 million page views.
Some of the last few entries have been about filling in gaps: the Renault Clio V is out, yet only entered into the database on May 29; the Singaporean Holden Calais (and corresponding Malaysian Opel Calais) the day after, with Autocade possibly the only website which corrects another well propagated error by Wikipedia on this car; the fifth-generation Toyota RAV4, which made its motor show appearance over a year ago; and the Nissan 180SX of 1989. Autocade doesnât profess to be a complete encyclopĂŠdia, since itâs an ongoing, developing work, though it does surprise me where the gaps are sometimes. I often have the photos filed away, but wait till the mood hits. Or, in the present case, waiting till some of my reference books re-emerge as Iâm still, three weeks later, living out of boxes.
As with each million before, hereâs a summary of how the traffic has developed:
March 2008: launch
April 2011: 1,000,000 (three years for first million)
March 2012: 2,000,000 (11 months for second million)
May 2013: 3,000,000 (14 months for third million)
January 2014: 4,000,000 (eight months for fourth million)
September 2014: 5,000,000 (eight months for fifth million)
May 2015: 6,000,000 (eight months for sixth million)
October 2015: 7,000,000 (five months for seventh million)
March 2016: 8,000,000 (five months for eighth million)
August 2016: 9,000,000 (five months for ninth million)
February 2017: 10,000,000 (six months for tenth million)
June 2017: 11,000,000 (four months for eleventh million)
January 2018: 12,000,000 (seven months for twelfth million)
May 2018: 13,000,000 (four months for thirteenth million)
September 2018: 14,000,000 (four months for fourteenth million)
February 2019: 15,000,000 (five months for fifteenth million)
June 2019: 16,000,000 (four months for sixteenth million)
Itâs interesting to note that Autocade has had five million more page views since June 2017; yet it took six years (three times as long) to get the siteâs first five million. At the time of writing, the database has 3,813 models, an increase of just 32 since the site gained its 15 millionth page view.
While itâs true that Nissan is worth more than Renault now, we canât forget what a terrible shape it was in at the time the alliance was forged. While Nissan could have declared the Japanese equivalent of Chapter 11, itâs interesting to speculate how it would have emerged: would it have saved face or would consumers have lost confidence, as they have with Mitsubishi? And in the wake of Ghosnâs arrest, stories in the western media began appearing: Nissanâs performance was faltering (‘mediocre,’ says Ghosn). It had had a recent scandal and a major recall. More likely than not, it meant that certain heads were going to roll. To save themselves, they rolled their leader instead.
Weâll see if there has been financial impropriety as things proceed, but to me thereâs an element of xenophobia in the way the story has developed; and it was a surprise to learn at how ill-balanced the Japanese legal system is.
Iâve been vocal elsewhere on how poorly I think elements of both companies have been run, but Ghosn does have a valid point in his video when he says that leadership canât be based solely on consensus, as itâs not a way to propel a company forward.
Iâm keeping an open mind and, unlike some of the reporting that has gone on, maintaining that Ghosn is innocent till proved guilty. Itâs dangerous to hop on to a bandwagon. Itâs why I was a rare voice saying the Porsche Cayenne would succeed when the conventional wisdom among the press was that it would fail; and why I said Google Plus would fail when the tech press said it was a âFacebook-killerâ. Ghosn deserves to be heard.
On this Pope Gregory Arbitrary Calendar Start Day, I wrote to a contact of mine at Renault New Zealand.
In mid-2018, I joked that, since Renault had no dealers in Wellington (never mind what’s listed on their websiteâthe only people who can see a dealer there are psychic mediums), I could sell them out of my house.
Today, I may well have gone some way toward doing that, as someone I know would like a test drive of a first-gen Captur after I put it into her consideration set. After all, I put my money where my mouth is with Renault, so when I recommend one, I do so with some authority.
In the same note, I detailed some observations about Renault New Zealand’s marketing. I have since forwarded it to their top man in the country.
I concluded all that with, ‘And I reckon Hiroto Saikawa is dodgy and he was trying to cover up his own incompetence by framing his old boss and mentor. But that’s another story.’
Even if I sold one car, I might become the city’s top Renault seller. ‘If you find a better car, buy it.’
Some time during May, Autocade exceeded 13 million page views. I canât tell you the exact day, since it wasnât a milestone that weâre socialized into noticing: I just happened across it one evening last week. Itâs currently on 3,665 model entries, the latest being the Porsche 944. Admittedly, we haven’t added the premium brands as quickly as some mainstream ones.
Since Iâve kept a log of this since the siteâs inception (for reasons unknown to me now!), hereâs how the traffic has progressed:
March 2008: launch
April 2011: 1,000,000 (three years for first million)
March 2012: 2,000,000 (11 months for second million)
May 2013: 3,000,000 (14 months for third million)
January 2014: 4,000,000 (eight months for fourth million)
September 2014: 5,000,000 (eight months for fifth million)
May 2015: 6,000,000 (eight months for sixth million)
October 2015: 7,000,000 (five months for seventh million)
March 2016: 8,000,000 (five months for eighth million)
August 2016: 9,000,000 (five months for ninth million)
February 2017: 10,000,000 (six months for tenth million)
June 2017: 11,000,000 (four months for eleventh million)
January 2018: 12,000,000 (seven months for twelfth million)
May 2018: 13,000,000 (four months for thirteenth million)
In other words, it has had more visitors in the last four months than in the same period prior to that. If the June 2017âJanuary 2018 period was anomalous, then we could say that Autocade is getting progressively more traffic.
Originally published at Drivetribe, but as I own the copyright it only made sense to share it here for readers, too, especially those who might wish to buy a car from abroad and want to do the job themselves. It was originally written for a British audience.
Above: The lengths I went to, to make sure I didn’t wind up buying a car with an automatic transmission: source it from the UK and spend ten months on the process.
I advise strongly that you use a company specializing in the importation. Thatâs where Jake Williams and Dan Hepburn at Online Logistics of Auckland came in
Having identified the model I wanted, I had to trawl through the websites. The UK is well served, and some sites allow you to feed in a postcode and the distance youâre willing (or your friendâs willing) to travel.
However, if you rely on friends, youâll need to catch them at the right time, and both gentlemen had busy weekends that meant waiting.
VAT was the other issue thatâs unfamiliar to New Zealanders. GST is applied on all domestic transactions in New Zealand, but not on export ones. This isnât always the case in the UK, and some sellers wonât know how any of this works.
One of the first cars I spotted was from a seller who had VAT on the purchase price, which logically I should get refunded when the car left the country. I would have to pay the full amount but once I could prove that the car had left the UK, the transaction would be zero-rated and I would get the VAT back. I was told by the manager that in 11 years of business, he had never come across it, and over the weeks of chatting, the vehicle was sold.
Car Giant, in London, was one company that was very clued up and told me that it had sold to New Zealanders before. Theyâre willing to refund VAT on cars that were VAT-qualifying, but charged a small service fee to do so. The accountsâ department was particularly well set up, and its staff very easy to deal with long-distance.
Evans Halshaw, however, proved to be farcical. After having a vehicle moved to the Kettering branch close to Keithâs then-residence after paying the deposit, and having then paid for an AA inspection, the company then refused to sell it to me, and would only deal with Keith.
Although the company was happy to take my deposit, Keith was soon told, âwe will need payment to come from yourself either by debit card or bank transfer as the deal is with yourself not Mr Yan,â by one of its salesâ staff.
I wasnât about to ask Keith to part with any money, If I were to transfer funds to his account, but not have the car belong to me, and if Keith were to then transfer ownership to me without money changing hands, then the New Zealand Customs would smell a rat. It would look like money laundering: NZTA requires there to be a clear chain of ownership, and this wasnât clear. Evans Halshaw were unwilling to put the invoice in my name.
Iâm a British national with a UK addressâagain something a lot of buyers Down Under wonât haveâbut Evans Halshaw began claiming that it was âpolicyâ not to sell to me.
The company was never able to provide a copy of such a policy despite numerous phone calls and emails.
Essentially, for this to work and satisfy Customs on my end, Keith would have to fork out money, and I would have to pay him: a situation that didnât work for either of us.
Phil, a qualified lawyer, offered to head into another branch of Evans Halshaw and do the transaction exactly as they wanted: head there with âchip and PINâ, only for the company to change its tune again: it would not sell to me, or any representative of mine.
The refund from Evans Halshaw never materialized, and I found myself ÂŁ182 out of pocket
A photo posted by CARS IN NEW ZEALAND (NZ) (@kiwi_cars) on
It’s an old point, but the prevalence of cellphone cameras means it’s going to be increasingly hard to deny where you were on any given day. In this case, Kiwi_cars asked for permission to feature my number plate, as they usually blank it out. I gave my blessing, since my own rule is: if you can spot something publicly, you don’t need to censor. If you photograph something where the subject expects a level of privacy (e.g. through their home windows, even if you can see them from a public vantage-point; or when something is on private land), then you do.
And don’t we often buy a car for it to be admired? Since prewar days we’ve been conditioned into thinking how a car is not a durable good, but a fashion item that expresses who we are. It would seem hypocritical if someone does admire yours and you don’t permit it. If we weren’t interested in that, we’d all be driving Nissan Tiidas in a monochrome shade. And even some of those Tiida owners are very, very proud of their motors.
An edited version of this post originally appeared at Blogcozy.
Part of me admires Nissan for going after the taxi market in a big way in New York and London.
Another part of me wonders why on earth the London Hackney Carriage solution is so ugly.
I think Nissan should have asked Mr Mitsuoka for advice on how to Anglicize one of its products.
Overall, I haven’t a big problem about a van being a black cab (neither does Mercedes-Benz). We live in the 21st century, and a one-and-a-half-box design makes practical sense. The recent Metrocab, from Frazer-Nash (whose owners are domiciled abroad), doesn’t look perfect, either, but the effect is a bit more cohesive. However, it reminds me a bit of the Chevrolet Spin.
I’m not sure how conservative a buyer the cabbie is. The LTI TX4 still looks the best, and it is even being adopted in Australia, but it’s not as economical. The idea of the solid axle and Panhard rod at the back doesn’t scream modernity, either.
New Yorkers haven’t really minded the advent of Toyota Siennas and Ford Escapes taking the place of the traditional three-box sedanânor have the tourists. Therefore, I doubt much romanticism will come in to the decision. As with their counterpart elsewhere, the London cabbie will be very rational and look at the best running costs. That may suggest the demise of the TX4, at least in London. (It seems to have a life of its own in China, although that may depend on how visible it remains in London.)
The world is so globalized that no one bats an eyelid when they see a Volvo badge on a double-decker bus. It’s not that easy to find a police car with a British marque. There’s a nostalgic part of me that wants to argue that the London city brand will be adversely affected by Johnny Foreigner making its cabs, but it won’t. Even the one regarded as traditionally the “most British”, the TX4, is made by a Chinese-owned company, Geely.
History says that it won’t matter. As long as they are black, they can turn on a sixpence, and the cabbie has the Knowledge, then that’ll be sufficient for most. The experience of travelling, rather than the Carriage’s brand, is what tourists will rememberâI can’t tell you whether the first black cab I sat in was an FX4 or a TX, but I can tell you about the conversation I had with the cabbie. One would, however, remember a bad journeyâlet’s say travelling in the back of a Premier Padmini in Mumbai is not as misty-eyed as it seems.
And if one insists on a decent British solution, then it needs to be better than the competition: falling back on tradition (or at least some parody thereof) helped kill Rover when it was still around. Although I’m not sure if there are any British-owned taxi makers left. Whatever the case, the next generation of black cab will be made by a foreign-owned company, and I’m willing to bet that the 20th-century formula is toast.
