Podcasts about daimler benz

In Nazi Billionnaires: The Dark History of Germany's Wealthiest Dynasties (Mariner Books, 2022), journalist David de Jong presents a groundbreaking investigation of how the Nazis helped German tycoons make billions off the horrors of the Third Reich and World War II—and how America allowed them to get away with it. In 1946, Günther Quandt—patriarch of Germany's most iconic industrial empire, a dynasty that today controls BMW—was arrested for suspected Nazi collaboration. Quandt claimed that he had been forced to join the party by his arch-rival, propaganda minister Joseph Goebbels, and the courts acquitted him. But Quandt lied. And his heirs, and those of other Nazi billionaires, have only grown wealthier in the generations since, while their reckoning with this dark past remains incomplete at best. Many of them continue to control swaths of the world economy, owning iconic brands whose products blanket the globe. The brutal legacy of the dynasties that dominated Daimler-Benz, cofounded Allianz, and still control Porsche, Volkswagen, and BMW has remained hidden in plain sight—until now. In this landmark work of investigative journalism, David de Jong reveals the true story of how Germany's wealthiest business dynasties amassed untold money and power by abetting the atrocities of the Third Reich. Using a wealth of untapped sources, de Jong shows how these tycoons seized Jewish businesses, procured slave laborers, and ramped up weapons production to equip Hitler's army as Europe burned around them. Most shocking of all, de Jong exposes how America's political expediency enabled these billionaires to get away with their crimes, covering up a bloodstain that defiles the German and global economy to this day. This interview was conducted by Dr. Miranda Melcher whose doctoral work focused on post-conflict military integration, understanding treaty negotiation and implementation in civil war contexts, with qualitative analysis of the Angolan and Mozambican civil wars. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/military-history

In Nazi Billionnaires: The Dark History of Germany's Wealthiest Dynasties (Mariner Books, 2022), journalist David de Jong presents a groundbreaking investigation of how the Nazis helped German tycoons make billions off the horrors of the Third Reich and World War II—and how America allowed them to get away with it. In 1946, Günther Quandt—patriarch of Germany's most iconic industrial empire, a dynasty that today controls BMW—was arrested for suspected Nazi collaboration. Quandt claimed that he had been forced to join the party by his arch-rival, propaganda minister Joseph Goebbels, and the courts acquitted him. But Quandt lied. And his heirs, and those of other Nazi billionaires, have only grown wealthier in the generations since, while their reckoning with this dark past remains incomplete at best. Many of them continue to control swaths of the world economy, owning iconic brands whose products blanket the globe. The brutal legacy of the dynasties that dominated Daimler-Benz, cofounded Allianz, and still control Porsche, Volkswagen, and BMW has remained hidden in plain sight—until now. In this landmark work of investigative journalism, David de Jong reveals the true story of how Germany's wealthiest business dynasties amassed untold money and power by abetting the atrocities of the Third Reich. Using a wealth of untapped sources, de Jong shows how these tycoons seized Jewish businesses, procured slave laborers, and ramped up weapons production to equip Hitler's army as Europe burned around them. Most shocking of all, de Jong exposes how America's political expediency enabled these billionaires to get away with their crimes, covering up a bloodstain that defiles the German and global economy to this day. This interview was conducted by Dr. Miranda Melcher whose doctoral work focused on post-conflict military integration, understanding treaty negotiation and implementation in civil war contexts, with qualitative analysis of the Angolan and Mozambican civil wars. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/german-studies

In Nazi Billionnaires: The Dark History of Germany's Wealthiest Dynasties (Mariner Books, 2022), journalist David de Jong presents a groundbreaking investigation of how the Nazis helped German tycoons make billions off the horrors of the Third Reich and World War II—and how America allowed them to get away with it. In 1946, Günther Quandt—patriarch of Germany's most iconic industrial empire, a dynasty that today controls BMW—was arrested for suspected Nazi collaboration. Quandt claimed that he had been forced to join the party by his arch-rival, propaganda minister Joseph Goebbels, and the courts acquitted him. But Quandt lied. And his heirs, and those of other Nazi billionaires, have only grown wealthier in the generations since, while their reckoning with this dark past remains incomplete at best. Many of them continue to control swaths of the world economy, owning iconic brands whose products blanket the globe. The brutal legacy of the dynasties that dominated Daimler-Benz, cofounded Allianz, and still control Porsche, Volkswagen, and BMW has remained hidden in plain sight—until now. In this landmark work of investigative journalism, David de Jong reveals the true story of how Germany's wealthiest business dynasties amassed untold money and power by abetting the atrocities of the Third Reich. Using a wealth of untapped sources, de Jong shows how these tycoons seized Jewish businesses, procured slave laborers, and ramped up weapons production to equip Hitler's army as Europe burned around them. Most shocking of all, de Jong exposes how America's political expediency enabled these billionaires to get away with their crimes, covering up a bloodstain that defiles the German and global economy to this day. This interview was conducted by Dr. Miranda Melcher whose doctoral work focused on post-conflict military integration, understanding treaty negotiation and implementation in civil war contexts, with qualitative analysis of the Angolan and Mozambican civil wars. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/genocide-studies

In Nazi Billionnaires: The Dark History of Germany's Wealthiest Dynasties (Mariner Books, 2022), journalist David de Jong presents a groundbreaking investigation of how the Nazis helped German tycoons make billions off the horrors of the Third Reich and World War II—and how America allowed them to get away with it. In 1946, Günther Quandt—patriarch of Germany's most iconic industrial empire, a dynasty that today controls BMW—was arrested for suspected Nazi collaboration. Quandt claimed that he had been forced to join the party by his arch-rival, propaganda minister Joseph Goebbels, and the courts acquitted him. But Quandt lied. And his heirs, and those of other Nazi billionaires, have only grown wealthier in the generations since, while their reckoning with this dark past remains incomplete at best. Many of them continue to control swaths of the world economy, owning iconic brands whose products blanket the globe. The brutal legacy of the dynasties that dominated Daimler-Benz, cofounded Allianz, and still control Porsche, Volkswagen, and BMW has remained hidden in plain sight—until now. In this landmark work of investigative journalism, David de Jong reveals the true story of how Germany's wealthiest business dynasties amassed untold money and power by abetting the atrocities of the Third Reich. Using a wealth of untapped sources, de Jong shows how these tycoons seized Jewish businesses, procured slave laborers, and ramped up weapons production to equip Hitler's army as Europe burned around them. Most shocking of all, de Jong exposes how America's political expediency enabled these billionaires to get away with their crimes, covering up a bloodstain that defiles the German and global economy to this day. This interview was conducted by Dr. Miranda Melcher whose doctoral work focused on post-conflict military integration, understanding treaty negotiation and implementation in civil war contexts, with qualitative analysis of the Angolan and Mozambican civil wars. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/new-books-network

Edzard Reuter war einer der prägenden Wirtschaftsführer der Bundesrepublik. Am Sonntag verstarb der langjährige Daimler-Chef im Alter von 96 Jahren. Wir wiederholen das Gespräch vom Oktober 2022,

The true story of how Germany's wealthiest business dynasties amassed untold money and power by abetting the atrocities of the Third Reich — and how America looked the other way. Many of them continue to control swathes of the world economy, owning iconic brands whose products blanket the globe, brands like Daimler-Benz, Allianz, Porsche, Volkswagen, and BMW. David de Jong shows how these tycoons seized Jewish businesses, procured slave labourers, and ramped up weapons production to equip Hitler's army – and how they got away with it.  Join the gang! https://plus.acast.com/s/the-david-mcwilliams-podcast. Hosted on Acast. See acast.com/privacy for more information.

Unlock the secrets of effective church engagement with our special guest, Blue Van Dyke. As an executive pastor with a rich background in global marketing, digital advertising, and venture capital, Blue brings a unique perspective on how business principles can transform church communication and member engagement. From his journey with prestigious firms like Daimler Benz to the development of Studio C, an innovative member engagement system for churches, Blue shares compelling insights into turning congregants into passionate advocates and utilizing data-driven strategies to foster deeper connections within faith communities.Our discussion illuminates the mission of guiding individuals on their spiritual journeys through the strategic use of digital technologies. Drawing parallels to a GPS system, Blue emphasizes the importance of understanding where people are in their faith journeys to offer precise and compassionate guidance. By tailoring activities to meet the unique needs of each individual, churches can create a more personalized and effective approach to spiritual growth, transforming "not yet Christians" into fully committed followers of Christ.Dive into the critical role of data management in church settings with Blue's expert advice on using data responsibly to enhance engagement and avoid missteps. We explore the ethical use of data, address concerns over technologies like AI-powered facial recognition, and underscore the necessity of clear, transparent communication. Learn how to ensure no one falls through the cracks and how to create meaningful, personalized interactions within your church community, all while reflecting on the importance of data hygiene and the power of predictive analytics for future-proof member retention. Join us for an enlightening conversation that promises to revolutionize the way you think about church engagement.All Business. No Boundaries. The DHL Supply Chain Podcast Welcome to All Business. No Boundaries, a collection of supply chain stories by DHL...Listen on: Apple Podcasts SpotifySupport the Show.Visit uniteleadership.org

It's 1996, and the last Bronco rolls off the assembly line in Michigan. Ford is moving on to bigger, lusher SUVs. Jeep is already there with its Grand Cherokee. And as it continues to be hugely popular, Chrysler tinkers with a merger. It eventually combines with Germany's Daimler-Benz. The merger is a mess, and Jeep suffers under new management. Meanwhile, as the new millennium dawns, an underground group inside Ford quietly plots to bring back the Bronco. But just as it looks like the Bronco Underground may succeed it hits a major roadblock — a global, financial crisis that short-circuits both Ford and Chrysler.See Privacy Policy at https://art19.com/privacy and California Privacy Notice at https://art19.com/privacy#do-not-sell-my-info.

Claude & Jobst im Gespräch mit Andreas. Wir sprechen über Hardcore-Geschwindigkeitsphase, lange nicht mehr im Kino gewesen sein, Einer flog über das Kuckucksnest & Interstellar, innerlicher Dialog, musikalische Weggefährten, Chaos Z-Umbenennung in der Schlange beim Cure-Konzert, Vorband The Zeros, tröpfchenweise kommt Punk, Familienband, derselbe Verstärker bis heute, frühes Interesse an New Wave, Human League & Tubeway Army, der erste Punker an der Schule, erste Fanzines, das erste Exemplar des Aktuellen Mülleimers, 45 Jahre bei Daimler Benz, die diverse Stuttgarter Szene, die Bands Trümmerfrauen & Leblose Blicke, die große Rolle von Heroin in Stuttgart, Schulsaison-Arbeiter, Schulabbruch in der 12. Klasse, schon früher der King sein, textliche Offenbarung waren Joy Division, romantische Briefbeziehung nach Glasgow, frühe Liebe zu klassischer Musik, zugetragene Texte bei Chaos Z, der Text von Stuttgart über alles, häufig mit Normahl spielen, in der Mausefalle mit English Dogs, GBH & Napalm, ein Nazi-Problem in Stuttgart, Toyah Willcox, Kate Bush 1979 in der Liederhalle, Punk als grenzenlose Möglichkeit, die Ober-Depro-Punks, die Gewichtung der Songs ändert sich, Einzelkämpfer vs. Bandkonstellation, Randgruppenmusik, der lange Leidensweg von Thomas, Hubba & Jeans, ein Yamaha RX5, freiberuflich als Internetschreiberling, Textblätter per Hand geschrieben, der Hintergrund vom Priesthill Tattoo, Auswanderung nach Portugal, Vereinsamung, "Die Eine soll es sein", zur Hochzeit bei Mirco einzecken, genervt vom vorausgeworfenen Schatten, Einstieg bei Die Bockwurschtbude, Fliehende Stürme Kohle für andere Bands verbrannt, Schmachwanderunk, mit 7 Jahren Wünschen Gitarrespieler zu werden, Punk & Gothic wieder zusammenführen, der gleiche Arsch sein, uvm. Neu auf der Empfehlungsplaylist: Ein Fliehende Stürme-Song, den jeder kennen sollte: Die Königin darf nicht fallen Ein Song, den Andreas mit Portugal verbindet: Killing Joke - You´ll never get to me Ein aktueller Lieblings-Song: Smashing Pumpkins - Silvery Sometimes

Daimler-Chrysler: Merger LessonsOn November 12, 1998, shareholders of automotive world voting in favor surprising union: Germany's Daimler-Benz AG and America's Chrysler Corporation merged, promising to reshape the car market's landscape. The Daimler-Chrysler alliance blended German engineering finesse with American innovation and mass appeal. Yet, this perfect union on paper became a complex, challenging journey falling short of expectations.Intending to create an automotive juggernaut, Daimler-Benz sought to tap into the American market, while Chrysler aimed to harness German technological prowess. Synergies appeared promising, but reality proved far more intricate.The primary challenge lay in clashing corporate cultures. Bridging the vast differences in management styles, communication approaches, and organizational structures proved daunting, hindering the merger's full potential. Daimler's luxury focus conflicted with Chrysler's mass appeal emphasis, rendering product integration and economies of scale unsuccessful.As time elapsed, cultural and strategic misalignments eroded synergies. Promised cost savings and market presence remained elusive, frustrating shareholders. In 2007, Daimler parted ways with Chrysler, selling it to Cerberus Capital Management—ending the Daimler-Chrysler era.This cautionary tale underscores the importance of cultural integration and strategic alignment in mergers. The failed mega-merger highlights the nuances of cross-border collaborations beyond financial considerations. The Daimler-Chrysler merger remains a pivotal moment in automotive history, offering lessons on global business partnerships' complexities and ingredients for a successful merger.www.nodrivingloves.com#cars #car #collectorcars #oldcars #cartalk #electriccars #ev #hotrod #carhistory #automotivehistory #automobile #thisdayinautomotivehistory #thisdayinhistory #classiccars #onthisday #NaPodPoMo #mergerofequals #mercedes #mercedes-benz #chrysler #bigbusiness

Neben dem Sicherheitsgurt ist es vor allem der Airbag, der Fahrzeuginsassen bei einem Unfall schützt. Bei seiner Entwicklung mussten die Ingenieure etliche Details beachten.

Though regardless of my formal position, I had always been pulled into GM Europe's discussions with Suzuki from the very beginning. As this potential collaboration became closer to a reality, I found myself basically devoting most of my time and emergy to ongoing discussions. Then once Opel and Suzuki agreed to do the program, I was assigned as the European head of the program. The vehicle was called Opel Agila, and I became the Regional Vehicle Line Executive of this joint program. I would not call this a joint vehicle "development" program since Suzuki took the lead in engineering, however, the program required significant interactions between the two companies involving many memorable and talented people on both sides. And my role in this program eventually moved to Japan as a result of a dynamic shift in the reformation of the global automotive industry sparked by a merger between Chrysler and Daimler Benz. It could not get any more exciting than this, and I found myself right in the thick of alliance formation discussions. This episode describes the beginning of the Opel Agila program and my involvement in it.

Jon Summers is The Motoring Historian. He was a company car thrashing, technology sales rep that turned into a fairly inept sports bike rider. Hailing from California, he collects cars and bikes built with plenty of cheap and fast, and not much reliable. On his show, he gets together with various co-hosts to talk about new and old cars, driving, motorbikes, motor racing, and motoring travel. Topics Covered on this Episode: A Florida Roadtrip;  A Prius Digression; J impressed by hybrid torque and 50mpg; Prius not impressed by J's driving; Daytona Track Tour is worthwhile to see the banking's steepness from the actual track; J drives where Dale Earnhardt met his end;  J's recent Sprint Car research project - Midget racing in the bay area in the late 1940s/50s Hall of Fame Museum at Daytona; Campbell's Bluebird; Marshall Teague's “Fabulous” Hudson Hornet; Automotive sites in Daytona Beach - Smokey Yuinick's shop, Marshall Teague's shop Early Nascar and the rise of the SuperSpeedway; The North Turn Restaurant VINWiki Curated Lamborghini in Miami The Green Diablo Jota in the Kitchen 1981 Lamborghini Countach - the Monaco Grand Prix Pace Car The Estrella Warbirds Museum California History - Hunter-Gatherer societies and aeroplane graveyards - the most awesome sprint car collection Pebble Beach 2023 -  Structured a different way - first time in a decade didn't watch the start of the tour; Stayed in Soledad - good roads but the distance an issue; The People Of Pebble Beach, and the McLaren Millenial crowd; If last year was McLarens this year it was lots of Rolls Royces; Familiarity makes them “less off-puttingly ostentatious” J has made his peace with the Cullinan The Yellow Crypto Lambo J is cynical about Audighini's baked in understeer Big day at RM; Lancia LC2 8 litre Bentley Siata RMs Barn Find Exhibit and the 1954 Mondial JDM at Pebble; but who are Spoon?; The white 90's tuner Civic as a classic car;  Are drift cars attaining collectibility? Seeing the Quail show at the end of the day, while the cars are being loaded How Daimler and Benz came to merge in 1926 and the Mercedes-Benz S-Class, designed by Porsche Monterey Historic Races from Laguna Seca; Group C cars enjoyable from the Corkscrew; The build-up of Turns 3,4,5,and 6 - a rhythm and style which British club circuits lack. All like Copse Corner at Silverstone - simple fast, challenging; J loves Historic Formula 1; RIP Phil Reilly, Ford/Cosworth DFV Guru The Ragtime Racers,Classic car auctions as Performative Theatre J's new logistics for Pebble ‘23; the show itself remains the Best Car Show. But only until all the people arrive. A Beautifully Curated Balance of Cars. J particularly enjoyed Senna's 1988 McLaren Formula 1 car. A fresh appreciation for Daimler Benz as the featured marque. J's tribute to Don Williams, the man who wanted to “touch every car”, seller of the first $1m car, and the first $10m car; the origins of the Blackhawk Museum; Don said “I don't like crap”, but J does!  Blackhawk Museum, jewelry store display case vs. J's desire to tell rich stories around artifacts J appreciates Don for elevating cars to antiques 3 Awesome Black Mercedes - #1 - The Trossi Mercedes SSK owned by Ralph Lauren, J's Best in Show, image car for this episode J's tour for some Mercedes Benz visitors leading on how the concours works; pleasingly ended the tour on the winning car, #2 a black Mercedes 540k; 800 miles in two weeks in #3 my black ‘02 Mercedes E55 - great old car despite a cracked windshield; Cadaverous Collectors and the cars of Pebble as Avatar J's favourite YouTuber of the moment - Car UK Music sampled on this episode: Motorhead - Deadmen Tell No Tales; Iron Maiden - Sun and Steel Manowar - And The Gods Made Heavy Metal Exodus - Metal Command Ratt - Dance Type o Negative - We Hate Everyone; Kreator - Grinder Prong - Who's Fist? Dope - You Spin Me Copyright Jon Summers, The Motoring Historian. This episode is part of our Motoring Podcast Network and has been republished with permission. ===== (Oo---x---oO) ===== The Motoring Podcast Network : Years of racing, wrenching and Motorsports experience brings together a top notch collection of knowledge, stories and information. #everyonehasastory #gtmbreakfix - motoringpodcast.net Check out our membership program and go VIP at: https://www.patreon.com/gtmotorsports Other cool stuff: https://www.gtmotorsports.org/links

Las Ducati son las motos más rápidas de MotoGP. Y las únicas que utilizan sistema de distribución desmodrómico. ¿Casualidad o causalidad? Yo, lo tengo claro, ¿y tú? Ducati este año son campeones del mundo de MotoGP. Sin duda son las mejores motos de la parrilla. Ahora son estables en frenada, con buena tracción, ágiles y, como siempre, las más rápidas y potentes. Y eso, ya os lo digo yo, no es casual. ¿Es gracias a la distribución desmodrómica? Os propongo una cosa: Primero os explicó cómo funciona y luego me dais vuestra opinión. Pero antes y para no faltar a nuestra filosofía, comencemos por el principio, con un poco de historia y con un nombre clave en el mundo de la moto y, especialmente, en Ducati: Fabio Taglioni Fabio no fue el inventor. He leído muy a menudo que Fabio Taglioni fue en inventor de la distribución desmodrómica… pues un primer “lugar común” que vamos a echar por tierra: No es cierto. Y os lo voy a demostrar: La primera patente de Ducati referida a la distribución desmodrómica es de 1956. Pero la marca automovilística Daimler Benz había utilizado este sistema… ¡en 1889! Más de 60 años antes. Y Mercedes volvió a usar este sistema en sus famosas “Fechas de Plata” que arrasaron en el periodo de entreguerras entre el 1934 y 1939. Y luego la usarían en coches deportivos de calle. Lo que sí hizo Ducati a expensas de Taglioni fue evolucionarlo y patentarlo, situación que llega hasta nuestros días. La primera Ducati desmodrómica. No te equivoques. Aunque la preciosa y espectacular Ducati 750 SS, una moto de la que sigo enamorado, es la primera Ducati Desmo que, por decirlo así, “hizo ruido” y asombró a todos, no fue la primera. Fue mucho antes, en 1956 cuando nace la “Trialbero” 125. ¿Por qué se llamaba así? Porque, aunque tenía un solo cilindro, contaba con tres ejes de levas, debido a su sistema desmodrómico. Esta moto, con carenado aerodinámico, debutó con victoria en el GP de Suecia de 1956. Taglioni mientras estuvo trabajando en Ducati entre 1954 hasta 1989 no dejó de trabajar en este sistema, que ha seguido siendo utilizado por Ducati con éxito hasta nuestros días. ¿Y cuáles son sus ventajas? Para apreciar este sistema, primero hay que cómo funcionan las válvulas de un motor digamos “convencional”. Distribución convencional. En un sistema convencional las válvulas se cierran mediante muelles y se abren porque empuja la leva. A medida que aumenta el tamaño de las válvulas y por tanto su peso, y a medida que el régimen del motor sube, surgen los problemas: Hay que poner muelles duros que absorben potencia y a veces las válvulas flotan e incluso lleva a rebotar y chocar con los pistones… Os voy a contar una anécdota de mi R5 de cuando corrí la Copa Renault. Pero todo esto vamos a verlo rápidamente, en nuestra ya famosa “mesa hermética” que hoy nos hemos traído aquí, a Moto1PRO. Desmodrómico: Cómo funciona. La idea no puede ser más sencilla: igual que hay unas levas que abren las válvulas, hay otras que las cierran, obviamente de diferente forma y perfil. Las ventajas. Vamos a ver las ventajas que aporta el sistema: - Posibilidad de regímenes más altos. El límite lo pondrá el cilindro y el pistón en su movimiento alternativo, pero no la distribución. - Las pérdidas de energía son muy escasas. Yo os diría que son insignificantes comparadas con un motor convencional de muelles. Y puede que aquí resida la gran ventaja de potencia de las Ducati. - Mayor fiabilidad. No hay flotabilidad de válvulas ni peligro de que golpeen entre ellas. Mayor protección frente a los típicos pasones de vueltas. Conclusión. Y ahora que sabes algo más de esta distribución, ¿Qué opinas? ¿Tiene algo que ver en la superioridad de las Ducati? Está claro que sí. Pero os estaréis preguntando: Si es tan buena, ¿Por qué no la utiliza todo el mundo? Pues hay dos motivos: Nadie tiene la tecnología de Ducati en este sentido y que hay muchas patentes que protegen el sistema…

Now, a topic in this episode very close to my heart. Why are car ads all so bad? I spoke with Kirsten Stagg from Skoda, who's the UK Marketing Director and has made some pretty good ads herself. In fact, Skoda are responsible for the best ad on the System1 database. We also talk a lot about the move to electric vehicles, the biggest revolution since the combustion engine. How do we get more people into electric vehicles over from petrol? And what are the car industry doing to save the planet? So, no shortage of big questions in this episode.What we covered in this episode: Jon explains his failure to get a job in automotive marketing How Kirsten got a job in the automotive industry despite not owning a car How you actually pronounce Skoda and why they changed the use of it Why VW changed their approach to brand building based on how people choose cars Kirsten's favourite VW advert of all time Jon puts Kirsten on the spot about why all car ads look the same Local insights vs global execution The thinking behind ‘it's a Skoda. Honest' Why the Skoda cake advert is the best in the category A ‘driver's best friend' and how Skoda inverted the relationship between car and dog The biggest disruption in the automotive industry since the combustion engine was invented Jon explains how he ended up meeting the director of HR at Daimler Benz who turned him down How Mercedes have already made their last V8 engine The role of concept cars in gauging potential customer interest The barriers to EV adoption and how to overcome them Kirsten gives the pitch for making the switch to an EV How the EV is changing people's brand perception and encouraging switching Why very long-standing agency relationships have helped ensure strong creative work Top tips for getting the best creative work from your agency Why you should work with Directors who have low egos The best ads Jon ever made were with up-and-coming Directors

For one fine moment, you could walk into a Chrysler dealership and pick between a PT Cruiser, a Dodge Magnum, and a Chrysler Crossfire. During this halcyon day of the Pentastar brand, Germany was calling the shots in the form of now-owners Daimler-Benz. The Crossfire was the first product of this German-American marriage, and boy was it a doozy.

En 1945 la directiva de Mercedes-Benz emitía un comunicado lacónico: “Daimler Benz ha dejado de existir”. Tal era el desastre tras la guerra. Sólo 7 años después Mercedes vence en Le Mans y en 1954 nace el Mercedes 300 SL “Gullwing”… Pocos coches, quizás ninguno, son tan míticos como el Mercedes 300 SL, más conocido por “Gullwing”, para los hispanos parlantes, “alas de gaviota”. Este coche, considerado por muchos el primer superdeportivo, supuso el renacimiento de la marca cuyas fabricas estaban en completa ruina, tras la guerra y los permanentes bombardeos de los aliados sobre las fábricas nazis. Mercedes y el nazismo. Hay una leyenda negra que planea sobre muchas marcas alemanas incluida Mercedes: Su colaboracionismo con los nazis y el uso de esclavos, muchos de ellos judíos, en sus fábricas. Audi ha reconocido, de forma valiente, muy valiente, que Richard Brunt, considerado el fundador de Auto Union, era afiliado al partido Nazi. Aunque para mí, más escandaloso es la relación con los nazis de la familia Quandt, dueños en su momento de BMW y accionistas mayoritarios en la actualidad.. Pero Mercedes era una referencia en capacidad de producción y tecnología y, por tanto, estaba en el centro de la diana de los nazis. Y lo pagaron muy caro, pues los bombardeos aliados devastaron las fábricas de las marcas destruyendo la mayoría de ellas casi en un 85 por ciento. De tener 20.000 empleados pasó a tener poco más de 1.000. No había materias primas, las infraestructuras de transporte habían desaparecido, en la mayor parte de Alemania el teléfono no funcionaba y no había suministros de agua potable y electricidad. Por eso la junta directiva lanzó ese escueto comunicado: “Daimler Benz ha dejado de existir”. El milagro alemán. Pero pasados esos momentos tan duros, los directivos de Mercedes, todos los empleados y todos los alemanes se pusieron manos a la obra para salir de esa situación. Y ya en 1946, Mercedes reanuda la fabricación en unas condiciones complicadísima, pero consiguen fabricar casi 600 unidades del Mercedes 170V anterior a la guerra. Y en 1951, solo seis años después de dar por “muerta” a la marca, la directiva de Mercedes decide tres cosas: Hay que volver a hacer coches de lujo, hay que volver a hacer coches deportivos y hay que volver a las carreras y a la F1. ¿Por qué “alas de gaviota”? Para poder tener el coche lo antes posible decidieron utilizar lo que ya tenían: El pesado motor 6 cilindros de la serie 300 junto con su cambio, diferencial y suspensiones. E inspirarse en el Jaguar XK 120, que a su vez era un BMW tomado como “botín de guerra”. La fórmula era usar una mecánica mas o menos “de calle” pero con un ligero y rígido chasis tubular y una carrocería aligerada. Para que el chasis fuese rígido, los laterales eran relativamente altos que impedía poner unas puertas “como Dios manda”. Los pilotos entraban y salían prácticamente por la venta y una pequeña abertura, gracias a que el volante era desmontable. Los ingenieros propusieron una idea: Ampliar el tamaño de las puertas y que se articulasen arriba: Acababa de nacer el “alas de gaviota”. Motor “tumbado”. Esas puertas son el rasgo distintivo del 300 SL que se ve. Pero hay otro que no se ve: El motor tumbado. Como os decía, Mercedes partió de un motor que ya tenía, el del 300, pero era un motor grande, no muy potente y pesado. Consiguieron aligerarlo y hacerlo mucho más potente, pero no hacerlo más pequeño: Con ese motor era imposible hacer un coche con el morro bajo y afiliado. O no. La imaginación al poder: Tumbaron el motor 50 grados hacia la izquierda y pusieron un cárter seco, con lo cual la altura bajo mucho y consiguieron un morro muy bajo y afilado. 12 de marzo de 1952. Casi por sorpresa Mercedes presenta a la prensa el 300 SL de competición. Era una noticia doble, por un lado, la presentación de un pura-sangre de carreras, por otra la confirmación de que Mercedes volvía a las carreras con su SL, para algunos iniciales de Sport Leicht o deportivo ligero, aunque en otros documentos se dice que es Super Leicth o súper ligero… lo mismo me da que me da lo mismo. La denominación existe incluso hoy día. Pocas semanas después comienzan las participaciones de los 300 SL en competición y llegan los éxitos. Su estreno fue a lo grande, en la Mille Miglia, territorio casi exclusivo de las marcas italianas. En su primera participación en competición el 300 SL fue segundo… pero ese fue el peor resultado del año, todas las demás carreras las ganaron. Incluidas las 24 horas de Le Mans, donde hicieron doblete. Max Hoffman y el 190 SL. Los éxitos en competición y su imagen, incluidas sus particulares puertas hicieron que, en muchos lugares del Mundo, pero sobre todo en Norteamérica, muchos clientes se interesasen por la posibilidad de comprar un SL “de calle”. Max Hoffman, tenía claro que un coche así tendría en éxito asegurado en los USA. Pero el comité de dirección no lo veía claro. Y diseñaron un coche digamos que “inspirado” en el 300 SL, pero más modesto y sencillo: El 190 SL, descapotable y sin “alas de gaviota”. Pero el éxito del 190 SL lejos de disuadir a la fábrica de no hacer un 300 SL de calle… consigue justo lo contrario. Y el 6 de febrero de 1954 se presenta en el Salón de Nueva York el precioso Mercedes 300 SL “Alas de gaviota”, mucho más bonito, en mi opinión, que el coche de carreras. ¿”Gullwing” o “Widowmaker”? Si no sabéis inglés, os lo traduzco: ¿Alas de gaviota o “hacedor” de viudas? Porque el 300 SL era un coche extraordinario… y extraordinariamente difícil de conducir. Su potente motor, su chasis y sobre todo su eje trasero hacían de este 300 SL un coche solo apto para expertos. Curiosamente el Roadster mejoró mucho en este sentido y, para mí, es mejor coche… pero esa es otra historia que contaremos en otra ocasión. Porque el verdaderamente mítico es el SL. Al final si descontamos prototipos y coches de competición apenas se fabricaron 1.500 unidades en 3 años, debido a las opciones de equipamiento y a las mejoras introducidas de forma continuada, se puede decir que todos diferentes entre ellos… y todos ellos diferentes a cualquier otro coche.

Recording provided by Fight2FlyPhoto via Freesound. A restored Messerschmitt Bf-109E-3 starts up its Daimler-Benz 601 engine. This is part of the Obsolete Sounds project, the world's biggest collection of disappearing sounds and sounds that have become extinct – remixed and reimagined to create a brand new form of listening. Explore the whole project at https://citiesandmemory.com/obsolete-sounds IMAGE via Wikimedia Commons: Description | English: A Messerschmitt Bf 109E that once participated at the Battle of Britain photographed at Thunder Over Michigan 2006.Deutsch: Eine Messerschmitt Bf 109 Typ Emil-3, welche an der Luftschlacht um England teilnahm – photografiert während der „Thunder Over Michigan 2006“ Luftleistungsschau. Date | 22 September 2006 Source | https://www.flickr.com/photos/fun_flying/250148463/in/photostream/ Author | D. Miller This image was originally posted to Flickr by Armchair Aviator at https://www.flickr.com/photos/92653143@N00/250148463

¿Son malos lo actuales Mercedes No, para nada. ¿Son claramente mejores que los modelos de su competencia? Pues, desde luego, no o no siempre. Pero hubo un tiempo en que fue así, un tiempo en que la calidad de los coches Mercedes se podía decir que estaba por encima de su competencia. Antes de comenzar insisto en una cosa: Los Mercedes actuales son coches muy buenos y muy recomendables. Además, la marca ha conseguido “rejuvenecer” a su clientela, porque al menos en España hubo un tiempo es que tener un Mercedes era propio de señores de una edad avanzada, en ocasiones ricos y en otras, nuevos ricos. La marca se ha rejuvenecido… pero ya no es una marca que supera a todas en cuanto a calidad de fabricación y fiabilidad… ¿Y cuándo los Mercedes dejaron de ser verdaderos Mercedes? Bertha Benz Es curiosa la relación de la marca Mercedes con las mujeres. Y os lo explico. El que se considera el primer automóvil de la historia es el triciclo Benz patentado el 29 de enero de 1886. Tenía motor de explosión de 954 cm3, 0,74 CV y tenía una velocidad máxima asombrosa de 16 km/h. Bertha Benz hizo el primer viaje largo en coche, 104 km con sus dos hijos y con total desconocimiento de su marido Karl Benz. Lo cierto es que la señora Bertha Benz dio la mejor publicidad posible a la empresa de su marido. Dos en una. En los albores de la automoción hubo dos marcas alemanas muy destacadas: D Cannstatt Daimler-Motoren-Gesellschaft (fundada en 1890) y Mannheim Benz&Co (fundada en 1883), respectivamente las marcas de Karl Benz y Gottlieb Daimler. Pero al comienzo del siglo XX entra en escena el señor Emil Jellinek un austro-húngaro, rico, diplomático y empresario que hizo mucho, mucho por la marca… incluso darle el nombre. ¿Por qué Mercedes? Emil Jellinek no era mal piloto y de hecho ganó la carrera de Niza a Magnanone con un coche de la marca Phoenix, y la dio a conocer la marca en todo el mundo. Pero poco después entró en contacto con Daimler Benz y le gustó mucho los coches que hacían. Y les hizo una propuesta irresistible: comprar prácticamente toda la producción de Daimler a cambio de ser distribuidor exclusivo en Austria, Hungría, Francia, Bélgica y EEUU. Pero había una condición más: El nombre Mercedes. Su hija se llamaba así y sus muchas propiedades tenían ese nombre. Mercedes y la guerra. Mercedes se dedica a fabricar casi de todo, especialmente coches de lujo. Y cuando Hitler llega al poder, la relación entre la marca y el nazismo es absoluta, hasta el punto de utilizar judíos en régimen de esclavitud en sus fábricas. Das Beste oder nichts. Estas palabras en alemán son el lema de la marca: “Lo mejor o nada”. Y yo creo que representan a la perfección los modelos que, una vez superadas las penurias de la guerra y de la post guerra, comienza a fabricar Mercedes. El “secreto” de Mercedes. Y, como os decía, entre los años 60, ya superada la postguerra y los primeros 90, los Mercedes ofrecían un nivel de tecnología, calidad y fiabilidad muy superior a la media. ¿Y cuál es la verdad? Sencillo: Los modelos de Mercedes tenían una larga vida. Los rivales europeos “restilizaban” sus coches cada 2 ó 3 años y los cambiaban por modelos nuevos cada 4 ó 5. ¿Y qué hacía Mercedes mientras tanto? Pues cambiaban sus modelos por otros nuevos cada 7, 8 e incluso más de 10 años. ¿Y cuál es la ventaja? Muchas. La primera, en Mercedes se tomaban su tiempo para desarrollar los coches, era de lejos la marca que más pruebas previas hacían entes de lanzar un coche al mercado. Y en cuanto a los famosos “restyling” o “lavados de cara” o no lo había o eran mínimos. Y esto suponía una importante ventaja para los propietarios de Mercedes: El precio de reventa era muy bueno, porque eran coches de mucha calidad, generalmente cuidados y muy bien mantenidos y que, aunque tuvieran años, no parecían viejos. Algunos ejemplos. Os voy a hablar del Mercedes W114, para las personas nacidas en los 60 y 70, podríamos decir que es “el Mercedes de toda la vida”. Y es que apareció en 1968 y duró casi 9 años en catalogo y aún hoy, no se ve un coche “viejo”. Algo parecido le pasaba al W123 más moderno, que apareció en 1975 y tuvo una larga vida de 11 años. Aún se ven muchos circulando. Pero llega un punto de inflexión que asocio a tres coches, al Mercedes Clase S W140 de 1992, que está en venta solo 5 años y para mí se puede decir que es el último de su especie y con la llegada del Mercedes SLK que aparece un 1994 y con el Mercedes Clase A de 1997. Y ahora, ¿qué? No voy a ser yo quien diga si Mercedes se ha equivocado o no, porque una cosa es lo que piense un aficionado o lo que sienta y otra, más importante, la cuenta de resultados. Pero algunos, yo entre ellos, echamos de menos cuando los Mercedes eran auténticos Mercedes.

In Nazi Billionnaires: The Dark History of Germany's Wealthiest Dynasties (HarperCollins, 2022), journalist David de Jong presents a groundbreaking investigation of how the Nazis helped German tycoons make billions off the horrors of the Third Reich and World War II—and how America allowed them to get away with it. In 1946, Günther Quandt—patriarch of Germany's most iconic industrial empire, a dynasty that today controls BMW—was arrested for suspected Nazi collaboration. Quandt claimed that he had been forced to join the party by his arch-rival, propaganda minister Joseph Goebbels, and the courts acquitted him. But Quandt lied. And his heirs, and those of other Nazi billionaires, have only grown wealthier in the generations since, while their reckoning with this dark past remains incomplete at best. Many of them continue to control swaths of the world economy, owning iconic brands whose products blanket the globe. The brutal legacy of the dynasties that dominated Daimler-Benz, cofounded Allianz, and still control Porsche, Volkswagen, and BMW has remained hidden in plain sight—until now. In this landmark work of investigative journalism, David de Jong reveals the true story of how Germany's wealthiest business dynasties amassed untold money and power by abetting the atrocities of the Third Reich. Using a wealth of untapped sources, de Jong shows how these tycoons seized Jewish businesses, procured slave laborers, and ramped up weapons production to equip Hitler's army as Europe burned around them. Most shocking of all, de Jong exposes how America's political expediency enabled these billionaires to get away with their crimes, covering up a bloodstain that defiles the German and global economy to this day. This interview was conducted by Dr. Miranda Melcher whose doctoral work focused on post-conflict military integration, understanding treaty negotiation and implementation in civil war contexts, with qualitative analysis of the Angolan and Mozambican civil wars. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/new-books-network

In Nazi Billionnaires: The Dark History of Germany's Wealthiest Dynasties (HarperCollins, 2022), journalist David de Jong presents a groundbreaking investigation of how the Nazis helped German tycoons make billions off the horrors of the Third Reich and World War II—and how America allowed them to get away with it. In 1946, Günther Quandt—patriarch of Germany's most iconic industrial empire, a dynasty that today controls BMW—was arrested for suspected Nazi collaboration. Quandt claimed that he had been forced to join the party by his arch-rival, propaganda minister Joseph Goebbels, and the courts acquitted him. But Quandt lied. And his heirs, and those of other Nazi billionaires, have only grown wealthier in the generations since, while their reckoning with this dark past remains incomplete at best. Many of them continue to control swaths of the world economy, owning iconic brands whose products blanket the globe. The brutal legacy of the dynasties that dominated Daimler-Benz, cofounded Allianz, and still control Porsche, Volkswagen, and BMW has remained hidden in plain sight—until now. In this landmark work of investigative journalism, David de Jong reveals the true story of how Germany's wealthiest business dynasties amassed untold money and power by abetting the atrocities of the Third Reich. Using a wealth of untapped sources, de Jong shows how these tycoons seized Jewish businesses, procured slave laborers, and ramped up weapons production to equip Hitler's army as Europe burned around them. Most shocking of all, de Jong exposes how America's political expediency enabled these billionaires to get away with their crimes, covering up a bloodstain that defiles the German and global economy to this day. This interview was conducted by Dr. Miranda Melcher whose doctoral work focused on post-conflict military integration, understanding treaty negotiation and implementation in civil war contexts, with qualitative analysis of the Angolan and Mozambican civil wars. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/german-studies

In Nazi Billionnaires: The Dark History of Germany's Wealthiest Dynasties (HarperCollins, 2022), journalist David de Jong presents a groundbreaking investigation of how the Nazis helped German tycoons make billions off the horrors of the Third Reich and World War II—and how America allowed them to get away with it. In 1946, Günther Quandt—patriarch of Germany's most iconic industrial empire, a dynasty that today controls BMW—was arrested for suspected Nazi collaboration. Quandt claimed that he had been forced to join the party by his arch-rival, propaganda minister Joseph Goebbels, and the courts acquitted him. But Quandt lied. And his heirs, and those of other Nazi billionaires, have only grown wealthier in the generations since, while their reckoning with this dark past remains incomplete at best. Many of them continue to control swaths of the world economy, owning iconic brands whose products blanket the globe. The brutal legacy of the dynasties that dominated Daimler-Benz, cofounded Allianz, and still control Porsche, Volkswagen, and BMW has remained hidden in plain sight—until now. In this landmark work of investigative journalism, David de Jong reveals the true story of how Germany's wealthiest business dynasties amassed untold money and power by abetting the atrocities of the Third Reich. Using a wealth of untapped sources, de Jong shows how these tycoons seized Jewish businesses, procured slave laborers, and ramped up weapons production to equip Hitler's army as Europe burned around them. Most shocking of all, de Jong exposes how America's political expediency enabled these billionaires to get away with their crimes, covering up a bloodstain that defiles the German and global economy to this day. This interview was conducted by Dr. Miranda Melcher whose doctoral work focused on post-conflict military integration, understanding treaty negotiation and implementation in civil war contexts, with qualitative analysis of the Angolan and Mozambican civil wars. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/jewish-studies

In Nazi Billionnaires: The Dark History of Germany's Wealthiest Dynasties (HarperCollins, 2022), journalist David de Jong presents a groundbreaking investigation of how the Nazis helped German tycoons make billions off the horrors of the Third Reich and World War II—and how America allowed them to get away with it. In 1946, Günther Quandt—patriarch of Germany's most iconic industrial empire, a dynasty that today controls BMW—was arrested for suspected Nazi collaboration. Quandt claimed that he had been forced to join the party by his arch-rival, propaganda minister Joseph Goebbels, and the courts acquitted him. But Quandt lied. And his heirs, and those of other Nazi billionaires, have only grown wealthier in the generations since, while their reckoning with this dark past remains incomplete at best. Many of them continue to control swaths of the world economy, owning iconic brands whose products blanket the globe. The brutal legacy of the dynasties that dominated Daimler-Benz, cofounded Allianz, and still control Porsche, Volkswagen, and BMW has remained hidden in plain sight—until now. In this landmark work of investigative journalism, David de Jong reveals the true story of how Germany's wealthiest business dynasties amassed untold money and power by abetting the atrocities of the Third Reich. Using a wealth of untapped sources, de Jong shows how these tycoons seized Jewish businesses, procured slave laborers, and ramped up weapons production to equip Hitler's army as Europe burned around them. Most shocking of all, de Jong exposes how America's political expediency enabled these billionaires to get away with their crimes, covering up a bloodstain that defiles the German and global economy to this day. This interview was conducted by Dr. Miranda Melcher whose doctoral work focused on post-conflict military integration, understanding treaty negotiation and implementation in civil war contexts, with qualitative analysis of the Angolan and Mozambican civil wars. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/genocide-studies

In Nazi Billionnaires: The Dark History of Germany's Wealthiest Dynasties (HarperCollins, 2022), journalist David de Jong presents a groundbreaking investigation of how the Nazis helped German tycoons make billions off the horrors of the Third Reich and World War II—and how America allowed them to get away with it. In 1946, Günther Quandt—patriarch of Germany's most iconic industrial empire, a dynasty that today controls BMW—was arrested for suspected Nazi collaboration. Quandt claimed that he had been forced to join the party by his arch-rival, propaganda minister Joseph Goebbels, and the courts acquitted him. But Quandt lied. And his heirs, and those of other Nazi billionaires, have only grown wealthier in the generations since, while their reckoning with this dark past remains incomplete at best. Many of them continue to control swaths of the world economy, owning iconic brands whose products blanket the globe. The brutal legacy of the dynasties that dominated Daimler-Benz, cofounded Allianz, and still control Porsche, Volkswagen, and BMW has remained hidden in plain sight—until now. In this landmark work of investigative journalism, David de Jong reveals the true story of how Germany's wealthiest business dynasties amassed untold money and power by abetting the atrocities of the Third Reich. Using a wealth of untapped sources, de Jong shows how these tycoons seized Jewish businesses, procured slave laborers, and ramped up weapons production to equip Hitler's army as Europe burned around them. Most shocking of all, de Jong exposes how America's political expediency enabled these billionaires to get away with their crimes, covering up a bloodstain that defiles the German and global economy to this day. This interview was conducted by Dr. Miranda Melcher whose doctoral work focused on post-conflict military integration, understanding treaty negotiation and implementation in civil war contexts, with qualitative analysis of the Angolan and Mozambican civil wars. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/european-studies

In Nazi Billionnaires: The Dark History of Germany's Wealthiest Dynasties (HarperCollins, 2022), journalist David de Jong presents a groundbreaking investigation of how the Nazis helped German tycoons make billions off the horrors of the Third Reich and World War II—and how America allowed them to get away with it. In 1946, Günther Quandt—patriarch of Germany's most iconic industrial empire, a dynasty that today controls BMW—was arrested for suspected Nazi collaboration. Quandt claimed that he had been forced to join the party by his arch-rival, propaganda minister Joseph Goebbels, and the courts acquitted him. But Quandt lied. And his heirs, and those of other Nazi billionaires, have only grown wealthier in the generations since, while their reckoning with this dark past remains incomplete at best. Many of them continue to control swaths of the world economy, owning iconic brands whose products blanket the globe. The brutal legacy of the dynasties that dominated Daimler-Benz, cofounded Allianz, and still control Porsche, Volkswagen, and BMW has remained hidden in plain sight—until now. In this landmark work of investigative journalism, David de Jong reveals the true story of how Germany's wealthiest business dynasties amassed untold money and power by abetting the atrocities of the Third Reich. Using a wealth of untapped sources, de Jong shows how these tycoons seized Jewish businesses, procured slave laborers, and ramped up weapons production to equip Hitler's army as Europe burned around them. Most shocking of all, de Jong exposes how America's political expediency enabled these billionaires to get away with their crimes, covering up a bloodstain that defiles the German and global economy to this day. This interview was conducted by Dr. Miranda Melcher whose doctoral work focused on post-conflict military integration, understanding treaty negotiation and implementation in civil war contexts, with qualitative analysis of the Angolan and Mozambican civil wars. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/eastern-european-studies

In Nazi Billionnaires: The Dark History of Germany's Wealthiest Dynasties (HarperCollins, 2022), journalist David de Jong presents a groundbreaking investigation of how the Nazis helped German tycoons make billions off the horrors of the Third Reich and World War II—and how America allowed them to get away with it. In 1946, Günther Quandt—patriarch of Germany's most iconic industrial empire, a dynasty that today controls BMW—was arrested for suspected Nazi collaboration. Quandt claimed that he had been forced to join the party by his arch-rival, propaganda minister Joseph Goebbels, and the courts acquitted him. But Quandt lied. And his heirs, and those of other Nazi billionaires, have only grown wealthier in the generations since, while their reckoning with this dark past remains incomplete at best. Many of them continue to control swaths of the world economy, owning iconic brands whose products blanket the globe. The brutal legacy of the dynasties that dominated Daimler-Benz, cofounded Allianz, and still control Porsche, Volkswagen, and BMW has remained hidden in plain sight—until now. In this landmark work of investigative journalism, David de Jong reveals the true story of how Germany's wealthiest business dynasties amassed untold money and power by abetting the atrocities of the Third Reich. Using a wealth of untapped sources, de Jong shows how these tycoons seized Jewish businesses, procured slave laborers, and ramped up weapons production to equip Hitler's army as Europe burned around them. Most shocking of all, de Jong exposes how America's political expediency enabled these billionaires to get away with their crimes, covering up a bloodstain that defiles the German and global economy to this day. This interview was conducted by Dr. Miranda Melcher whose doctoral work focused on post-conflict military integration, understanding treaty negotiation and implementation in civil war contexts, with qualitative analysis of the Angolan and Mozambican civil wars. Learn more about your ad choices. Visit megaphone.fm/adchoices

After the Allies defeated Germany in WW2, high-ranking Nazis and collaborators lived in a long, strange twilight. The lucky ones were recruited by the Allies (such as Wernher von Braun and his rocket science team who built America's space program) but others either fled or tried to disappear back into German society.But many of the closest Nazi collaborators became scions of German industry. Today's guest is David De Jong, author of the book Nazi Billionaires: The Dark History of Germany's Wealthiest Dynasties. He investigated the secret alliances between Germany's richest modern business dynasties—many of which also have a large U.S. presence—and the Nazi Party during World War II. The tycoons, lauded by society today, seized Jewish businesses, procured slave laborers, and ramped up weapons production to equip Hitler's army as Europe burned around them. The brutal legacy of the dynasties that dominated Daimler-Benz, cofounded Allianz, and still control Porsche, Volkswagen, and BMW has remained hidden in plain sight.

Heute zu Gast in unserem Kurswechsel Podcast ist Hans-Jürgen Heinecke Hans-Jürgen hat eine bewegte Vita hinter sich und konnte schon einige Erfahrungen in der Berufswelt machen. Angefangen hat er als Wirtschaftsprüfer, anschließend ist er zu Mercedes – was damals noch Daimler Benz hieß – gewechselt und dann führe ihn sein Weg in die Beratungsbranche. Heute ist er Buchautor, Dozent und Berater für die oberen Führungsebenen. Führung in klassischen Organisationen Die klassische Pyramidenstruktur in den meisten Organisationen engt die Vorstellungskraft der Organisationen massiv ein. Früher war das anders. Die Menschen, die ganz oben in der Pyramide standen hatten einen Wissensvorsprung und waren fähig Befehle rauzugeben, die vom Rest der Mitarbeitenden lediglich ausgeführt werden mussten. Das Modell: „Oben wird gedacht, unten wird gemacht“ erwies sich als produktiv und erfolgreich. Die Führungskraft – eine aus der Zeit gefallene Rolle Was wir heute erleben ist, dass Führungskräfte überfordert sind mit den Anforderungen, die an sie gestellt werden. Zum einen sollen sie immer noch die Richtung vorgeben, zum anderen jetzt aber auch dafür sorge tragen, dass es den Menschen in der Organisation gut geht. Des Weiteren müssen sie ständig einen Spagat zwischen der – wie wir sagen – Vorder- und Hinterbühne machen. Die Vorderbühne, also die formellen Strukturen, muss von ihnen weiterhin bespielt werden. Das bedeutet: Reports einholen, selbst Reports anfertigen, Kennzahlen einhalten, etc… All diese Prozesse lösen aber kein echtes, vom Markt angeliefertes Problem. Diese sollten aber definitiv gelöst werden, immerhin sind diese Probleme der eigentliche Grund, warum das Unternehmen eigentlich existiert. Vorder- und Hinterbühne haben wir schon sehr ausführlich thematisiert. Wer sich da nochmal schlau machen möchte, kann das HIER tun. Die Anforderungen des Marktes haben sich verändert Heute ist das anders: „Zukunft ist nicht mehr Zukunft“, wie Hans-Jürgen es formuliert. Damit meint er, dass das Abarbeiten der immer gleichen Probleme mehr und mehr der Vergangenheit angehört. An diese Stelle treten nun komplexe Probleme. Um diese zu lösen, reicht Wissen allein nicht mehr aus. Es braucht Kreativität und mehrere Gehirne vereint, die zusammen Probleme lösen. Das Bild einer heldenhaften Führungskraft, die allein den Ton angibt, ist da völlig unpraktikabel. Welches Führungsmodell braucht es in der Zukunft? Es gibt natürlich Alternativen zu den klassischen Modellen von Frederic Taylor oder Henri Fayol, diese konnten sich aber irgendwie noch nicht so richtig durchsetzen. Ob das in der Zukunft anders sein wird und ob klassische Führung überhaupt noch eine Chance hat, das und noch vieles mehr erfährst Du in der neuesten Episode des Kurswechsel Podcast. Wir wünschen viel Spaß beim Hören!

Real Washington -- Nazi Billionaires: The Dark History of Germany's Wealthiest Dynasties With Author David de Jong and Hosts Richard Levick of LEVICK and Michael Zeldin of That Said With Michael Zeldin: Best selling author David de Jong speaks with hosts Richard Levick of LEVICK and Michael Zeldin of That Said with Michael Zeldin on CommPRO and a former Legal Analyst for CNN about his new book, Nazi Billionaires: The Dark History of Germany's Wealthiest Dynasties. As great as companies like Allianz, BMW, Daimler-Benz, Porsche and Volkswagen are, their paths to extraordinary success and that of their dynastic families goes right through the Third Reich. In this show and in his book, David explores the families, their arrangements with Nazis including Adolf Hitler and how they profited from historic tragedy. Filled with lessons for today's corporations facing so many challenging issues, David suggests, “Be mindful of history.”

"Das Beste oder nichts" - das war die Lebensphilosophie von Gottlieb Daimler. Der leidenschaftliche Ingenieur war ein klassischer Eigenbrötler und lebte Freundschaften eher nur beruflich. Man kann nur mutmaßen, was er zum Umgang des Dritten Reiches mit seinen Erfindungen (oder Hitlers Faible für Mercedes bei der Wahl des Führermobils) gesagt hätte. Den Weg eines kleinen Betriebes in die und aus der Kriegsmaschinerie erzählen wir in der heutigen Podcast-Folge.

El 1 de abril de 1967, Hans Werner Aufrecht y Eberhard Melcher, dos hombres apasionados por el automovilismo y la ingeniería, que fueron colaboradores del departamento de desarrollo de Daimler-Benz, fundaron AMG (Aufrecht, Melcher, Grossaspach), luego de que la firma alemana suspendió sus actividades dentro del deporte motor, dejando en pausa el trabajo que estaban realizando en el propulsor de carreras del 300 SE de aquella época.

Entrevista com o Vladimir Recaro Vladimir foi o pioneiro na restauração de Bancos Recaro, bancos que dispensam apresentação, muito famoso na Europa nos modelos de diversas marcas, na Inglaterra, Alemanha, Itália e diversos países. No Brasil ficou famoso equipando os Ford Escort XR3, Chevrolet Kadett GSI, Volkswagen Goll Gt, GTS e GTI, Santana GLS e Executivo dentre tantos outros. Vladimir conta sua história de luta, de perseverância e com muitas vitórias ao lado da sua família, achar um empreendedor resiliente como o Vladimir é muito difícil, ele merece todo o sucesso que está tendo com a fabricação das suas réplicas e restauração dos antigos bancos Recaro. A Recaro nasceu em 1906 com o nome de Stuttgarter Carosserie und Radfabrik, depois se tornou a Stuttgarter Karosseriewerk Reutter & Co. Os irmãos Wilhelm e Albert Reutter faziam cmponentes para a Daimler-Benz no início do século XX, só em 1930 passaram a trabalhar com a Porsche e participaram de alguns projetos como o do Fusca, em 1938, a Reutter era responsável pela produção do VW série 38, faziam 33 carros por dia. Em 1948 foram feitas as primeiras unidades em alumínio do Porsche 356, enquanto Ferdinand Porsche seguia na cadeia, em 1950 a Reutter começou a produzir o modelo em aço, em 1956 já tinham fabricado mais de 10.000 unidades do Porsche. Em 1963, quando a Porsche iria lançar o 901 (911), a Reutter não tinha condições de continuar a produção do sucessor do 356, foi rebatizada para RECARO, nome formado pelas iniciais de Reutter-Carosserie e proseguiu vendendo bancos. Em 1969 a empresa foi vendida pela família Reutter, hoje fabrica assento para aviões e caderias para jogadores de vídeo game. CANAIS DO VLADIMIR RECARO ✅ https://www.instagram.com/vladimir.recaro/ ✅ https://www.instagram.com/geracaorecaro/ ✅ https://www.instagram.com/_soquadrados/ YOUTUBE ✅ https://www.instagram.com/_soquadrados/ FACEBOOK ✅ https://www.facebook.com/profile.php?id=100011205611419 ✅ https://www.facebook.com/profile.php?id=100013527465668 TELEFONE / WHATSAPP ✅11 95467-2122 EMAIL ✅vladimirrecaro@gmail.com SITE ✅ https://soquadrados.com Curtam nosso canal e compartilhem com seus amigos. Vocês são a razão da nossa existência! ✅ Instagram: ▸https://www.instagram.com/sociedadeautomotiva/ ✅ Compartilhe este vídeo: ▸https://youtu.be/mnGh7KNtVys ✅ Episódio 001 : ▸https://youtu.be/jRz7AQGmOUA ✅ "VEJA MAIS VÍDEOS COMO ESTE NO LINK" ▸https://sociedadeautomotiva.com.br ✅ Podcast: ▸https://anchor.fm/garagemsa

« Đi hay ở ? » là bài toán khó đang đặt ra cho các doanh nghiệp phương Tây hoạt động tại Nga. Từ khi Ukraina bị xâm chiếm, tính đến ngày 18/03/2022 hơn 400 hãng lớn trên thế giới đã thông báo « đình chỉ các hoạt động » tại Nga tránh để mang tiếng tài trợ « cỗ máy chiến tranh » của ông Putin. « Nói dễ hơn làm » bởi đây là một quyết định gây thiệt hại bạc tỷ. Các công ty biết rõ rằng khi đã ra đi thì khó mà quay trở lại. Kèm theo đó là nguy cơ bị tịch thu tài sản và các tập đoàn Trung Quốc lấp vào chỗ trống mà phương Tây để lại.  Không hẹn mà hai hãng bia nổi tiếng trên thế giới Heineken và Carlsberg hôm 28/03/2022 cùng thông báo sẵn sàng bán lại cổ phần, rút lui khỏi thị trường Nga. Từ năm tuần qua, hình ảnh Ukraina bị tàn phá vì tên lửa của Matxcơva khiến danh sách các hãng của Âu-Mỹ quay lưng lại với nước Nga dài thêm theo từng ngày. Các tập đoàn dầu khí Anh-Mỹ, từ BP đến Shell hay ExxonMobil đã mau chóng thông báo ra đi. Cực chẳng đã, con chim đầu đàn trong ngành công nghiệp năng lượng của Pháp là TotalEnergies mãi đến gần đây cũng phải quyết định ngưng mua dầu hỏa, nhưng vẫn không thể từ bỏ các nguồn cung cấp khí đốt của Nga.   Trong ngành xe hơi, vô hình chung hãng xe Pháp Renault là nạn nhân của Kremlin. Tuần trước, Renault, hiện diện trên quê hương của tác giả cuốn Chiến Tranh và Hòa Bình từ những năm 1960, đã buộc phải thông báo tạm đóng cửa các nhà máy. Volvo Group của Thụy Điển đóng cửa nhà máy ở Kaluga, cách thủ đô Matxcơva 150 cây số về hướng tây nam. Đây là nơi mỗi năm sản xuất đến 5.000 xe vận tải. Về phía tập đoàn Đức Daimler Benz thì chuyển nhượng lại 15 % vốn cho đối tác Nga Kamaz. Ngay trong tuần lễ đầu chiến tranh Ukraina, đại lý của nhãn hiện quả táo Apple, chuỗi giải khát Starbucks của Mỹ hay các nhà hàng ăn nhanh McDonald's trên toàn lãnh thổ Nga đã nhanh chóng đóng cửa. Các nhãn hiệu hạng sang của Pháp cũng cho nhân viên tại Nga tạm nghỉ việc. Nhưng đằng sau những thông báo « đóng cửa », « ngưng hoạt động » hay « rút lui » khỏi thị trường Nga là muôn vàn những thực tế khác nhau vào lúc Matxcơva bị quốc tế trừng phạt kinh tế và tài chính do đưa quân xâm chiếm Ukraina. Nói dễ hơn làm Michel Noiry chủ tịch tổng giám đốc Origa, một cơ quan tư vấn cho các doanh nghiệp, trụ sở tại Paris, giải thích tùy theo lĩnh vực hoạt động của công ty, quyết định « đi hay ở » không phải lúc nào cũng đơn giản. Nếu chỉ là một đại lý xe hơi, hay điện thoại, thì việc đóng cửa tương đối dễ dàng, thiệt hại không nhiều và chỉ ảnh hưởng đến nhân viên quản lý cửa hàng đó mà thôi.  Trái lại nếu đã đầu tư vào các nhà máy sản xuất, vào cơ sở hạ tầng với các đối tác Nga như trong ngành công nghiệp xe hơi hay khai thác dầu khí, quyết định « ra đi » sẽ rất tốn kém và phức tạp về mặt pháp lý. Đó là lý do vì sao một số công ty Âu-Mỹ nói chung, và Pháp nói riêng, bằng mọi giá vẫn duy trì các hoạt động trên lãnh thổ Nga. Trên đài RFI Pháp ngữ, giáo sư Eric Dor giảng dậy tại đại học quản trị kinh doanh IESEG của Pháp giải thích : Eric Dor : « Có nhiều yếu tố giải thích thái độ bối rối của các hãng Pháp mà trước hết là cái giá phải trả khi một tập đoàn tháo chạy khỏi nước Nga. Ví dụ như hãng xe Renault, công ty này nắm giữ 68 % vốn của AvToVAZ và đây là hãng sản xuất xe Lada. Về mặt quốc tế, Nga chiếm 18 % thị phần của Renault và năm 2021 hãng xe Pháp này lãi 250 triệu euro nhờ buôn bán với Nga. Cho nên ngừng hoạt động tại Nga, đóng cửa các nhà máy và các địa điểm phân phối, Renault mất rất nhiều. Bài toán nan giải tương tự như vậy đối với trường hơp của hệ thống siêu thị Auchan hay các hãng chuyên bán vật liệu xây dựng Leroy Merlin hoặc là hãng sữa Danone ». Nga là thị trường lớn thứ nhì của Renault sau Pháp. Đương nhiên viễn cảnh kinh tế Nga kiệt quệ vì chiến tranh, vì các đòn trừng phạt quốc tế, vì đồng rúp mất giá…, đè nặng lên các hoạt động của Renault tại Nga. Một trở ngại khác hóc búa không kém liên quan đến luật kinh doanh của Nga. Như vừa nói Renault chẳng hạn kiểm soát gần 70 % vốn của AvtoVAZ và có đến ba nhà máy sản xuất xe hơi tại Nga. Vậy « ngừng hoạt động tại Nga » ba nhà máy đó sẽ phải đóng cửa tới khi nào ? Tương lai ba cơ sở đó với hàng chục ngàn nhân viên Nga sẽ ra sao ? Đó chưa kể câu hỏi cần giải quyết thế nào 68 % vốn của tập đoàn AvtoVAZ mà hãng xe Pháp đang nắm giữ ? Eric Dor trường quản trị kinh doanh IESEG nêu lên một khía cạnh khác nữa của vấn đề : Eric Dor : « Yếu tố thứ hai tôi muốn nói đến là ngoài những quyền lợi thuần túy về kinh tế, còn có vấn đề lương tâm ở đây nữa. Bốn mươi ngàn người Nga làm việc cho Renault, ngân hàng Société Générale tuyển dụng hơn 12 ngàn nhân viên. Đó là những người làm công ăn lương không nhất thiết họ tán đồng chiến tranh Ukraina nhưng họ cũng không có quyền chống đối. Vậy có nên bắt những người này trả giá hai lần hay không về một hành động hoàn toàn ngoài tầm kiểm soát và ngoài thẩm quyền của họ ? Đó là chưa kể Danone chẳng hạn, gần như độc quyền bán sữa cho trẻ sơ sinh. Nếu đóng cửa không chắc những đối thủ cạnh tranh của hãng này dễ dàng lấp vào chỗ trống Danone để lại. Không thể xem nhẹ tất cả những yếu tố đó ». Luật kinh doanh của Nga Vào lúc quốc tế trừng phạt chế độ của Vladimir Putin đem quân xâm lấn Ukraina và các hãng ngoại quốc ồn ào thông báo giữ khoảng cách với Nga, tại Matxcơva, phó thủ tướng đặc trách về kinh tế, Andrei Belaussov trình bày « ba giải pháp » chờ đợi các nhà đầu tư nước ngoài : Hoặc là tiếp tục hoạt động tại Nga, hoặc tạm chuyển nhượng cổ phần cho các đối tác Nga để bảo đảm các công ty vẫn được vận hành. Giải pháp sau cùng là vĩnh viễn rời khỏi nước Nga và trong trường hợp đó công ty bị tuyên bố phá sản, chính quyền sẽ chỉ định một đối tác Nga quản lý công ty. Nói cách khác, Nga tịch thu tài sản của nhà đầu tư ngoại quốc. Về phía Pháp, nguồn đầu tư ngoại quốc quan trọng nhất của Nga, bảo đảm việc làm cho trên 160.000 người lao động, câu hỏi đặt ra là liệu rằng 1.200 công ty lớn nhỏ cho đến giữa tháng 2/2022 đang hoạt động tại Nga, có sẵn sàng vất bỏ lại tất cả vì chiến tranh Ukraina hay không ? Chuyên gia về dầu khí, năng lượng, cố vấn của Viện Quan Hệ Quốc Tế Pháp, Olivier Appert giải mã thông báo của tập đoàn xăng dầu TotalEnegies « ngừng mua dầu hỏa của Nga » ngay từ cuối 2022, nhưng với khí đốt thì lại là một chuyện khác.  Olivier Appert : « Trên thị trường dầu hỏa, mức độ rủi ro không nhiều, bởi vì TotalEnergies chủ yếu tập trung vào khí đốt. Công ty Pháp đã đầu tư một số tiền rất lớn, khoảng 13 tỷ euro để mua lại một phần của đối tác Nga Novatek. Chắc chắn là Pháp cần khí đốt của Novatek đó là khí hóa lỏng và lợi thế của tập đoàn này là không bị lệ thuộc vào các đường ống dẫn khí đốt của Nga » Cần nói thêm, từ lâu nay TotalEnergies xem nước Nga là chìa khóa để làm chủ thị trường khí đốt - đặc biệt là khí hóa lỏng. Total là nhà đầu tư quan trọng nhất vào khí hóa lỏng của Nga với tham vọng trở thành mắt xích không thể thiếu trong chuỗi cung ứng năng lượng của Nga cho toàn châu Âu và cả một phần thị trường của châu Á. Novatek cho phép tập đoàn Pháp thực hiện giấc mơ đó. Và TotalEnergies biết rõ là vị trí của mình đang được rất nhiều các tập đoàn Trung Quốc nhòm ngó. Nguy cơ hất khỏi thị trường Nga Đối với bất kỳ một công ty nào, thì mục tiêu sau cùng cũng là để kiếm lời, là chinh phục những thị trường mới, là mở rộng uy tín trên thị trường nội địa và quốc tế. Trong ngắn hạn, một nền kinh tế Nga suy sụp không có lợi gì cho các doanh nhân nước ngoài. Không lợi ích gì khi « ở lại » một quốc đã bị loại ra ngoài hệ thống ngân hàng quốc tế và đang trong giai đoạn bị trừng phạt. Thêm vào đó là mang tiếng « tài trợ cho cỗ máy chiến tranh » của một « tên đồ tể » như tổng thống Mỹ Joe Biden đã đánh giá khi nói về ông Putin. Nhưng « ra đi » cũng không dễ mà chưa chắc là đã giúp được gì để ngăn chặn cỗ máy chiến tranh đó. Eric Dor : « Chưa chắc là trong một sớm một chiều các hãng khác có thể nhập cuộc, lấp vào  chỗ trống.Tuy nhiên, khi tháo chạy khỏi thị trường Nga có nghĩa là các hãng của Âu-Mỹ để lại cơ sở, nhà máy và rất có thể là Matxcơva tịch thu tất cả những tài sản đó rồi trao cho các doanh nhân Nga quản lý. Đó là những người thân cận với chính quyền. Và như vậy có khác gì là bán rẻ cho các nhà tài phiệt Nga tài sản của mình hay không ? Nếu như Renault bán lại cổ phần đang nắm giữ của hãng xe AvtoVAZ, ai có điều kiện để mua lại phần vốn đó ngoài các doanh nhân thân với Putin ? Thực sự đây là một vấn đề rất nhậy cảm. Dù vậy cũng phải hiểu rằng các nhãn hiệu lớn của Âu-Mỹ không muốn bị coi là đồng lõa với Nga trong bối cảnh hiện nay ». Kẻ ở người đi, cũng có rất nhiều các nhãn hiệu khác nổi tiếng không kém, bất chấp lệnh trừng phạt của quốc tế, vẫn trụ lại Liên Bang Nga. Đó là trường hợp của hệ thống siêu thị Auchan của Pháp, là dây chuyền phân phối hàng may mặc Mark&Spencer của Anh, là hệ thống nhà hàng ăn nhanh của Mỹ Burger King… Điểm cuối cùng đáng chú ý ở đây là tất cả tranh luận về việc « nên đi hay ở lại Nga » xuất phát từ áp lực của công luận, của những người tiêu dùng và đó là một ý kiến mà các đại tập đoàn càng lúc càng quan tâm.

Detox ist in der Ernährungsbranche ein inflationär genutzter Begriff. Doch ist es nur ein Trend oder ist es tatsächlich wichtig für unseren Körper? Um diesen Frage nachzugehen, haben wir die Expertin Katrin Kleinesper eingeladen. Katrin ist diplom-Ökotrophologin, Food Coach und hat bereits ein Buch über das Thema Detox geschrieben. Sie ist bereits 25 Jahre selbstständig und ist Lehrbeauftrage an der Uni in HH und an der Hochschule für angewandte Wissenschaft Mit Firmen wie Daimler Benz macht sie regelmäßig Detox-Kuren für die Mitarbeiter und kennt sich mit diesem Thema hervorragend aus. In dieser Folge gehen wir unter anderem auf folgende Fragen ein: -Was sind Detox-Kuren eigentlich? -Sind Detox-Tees sinnvoll? -Brauchen wir heutzutage Detox mehr als vor 100 Jahren? -Kann der Körper das nicht allein? -Was sind Erfahrungen aus Katrins Berufsleben? All das erfahrt ihr in der aktuellen Folge! Möchtet ihr euch näher mit Detox beschäftigen und sogar eine Kur ausprobieren? -> Zu ihrem Buch: https://smile.amazon.de/Die-Metabolic-Detox-Kur-Stoffwechsel-gezielt-30-Tage-Challenge/ Möchtet ihr mehr über Katrin erfahren? -> Zu ihrer Website: https://katrinkleinesper.de/ Ihr Instagram: https://www.instagram.com/katrin_kleinesper/ Unser Instagram: https://www.instagram.com/tatkraft_podcast/ Viel Freude und Inspiration wünschen Kai, Jan-Ole und Katrin! #ernährung #detox #gesundheit TATKRAFT - Was ist das für dich? Und wie integrierst Du die TATKRAFT in dein Leben ein? In diesem Podcast sprechen wir genau darüber: Für uns ist Tatkraft das Mindset mit Energie etwas zu tun, was dich in deinem Leben voranbringt. Wir wollen uns über Ideen austauschen, die dich inspirieren und zu TATEN bewegen. Wir wollen über Gedanken und Erfahrungen reden, die dir KRAFT und Motivation für dein Leben geben. UNSER ZIEL ist es, dass du aus diesem Podcast etwas mitnehmen kannst, was dich in deinem Leben voranbringt. Jeden Sonntag um 8.00 Uhr erscheint eine neue Folge für Dich! Mit frischen Themen, wie "Schlaf", "Zielsetzung", "Motivation", "Umgang mit Rückschlägen", oder "Dankbarkeit". Unser Motto: Taten sind lauter als Worte. Viel Spaß und Freude beim Hören!

En ce temps-là, le soleil était plus chaud, les fleurs plus colorées et les filles plus jolies. C'était le temps béni où les voitures se vendaient à la pelle. Il n'était pas rare que les clients viennent, après le boulot, faire un petit tour chez les concessionnaires pour admirer les bombinettes GTI de leur rêve. C'était le temps où Alpina, AMG, Brabus, Corvette, Autodelta faisaient fantasmer les jeunes cadres dynamiques de la Bourse qui se voyaient déjà cruiser sur les planches de Deauville ou le port de Saint Tropez au volant d'une étrangère de 300 ch rouge vif… A retrouver sur https://www.histo-auto.com/fr/actualite/738/lancement-mercedes-190-les-wc-construits-par-la-daimler-benz

Ok, den Titel haben wir vom SPIEGEL geklaut, aber er ist halt auch leider zu gut. Fünf Tage nach Börsengang kommt Ex-Uhrensammler und Veganz-Gründer Jan Bredack in die Suite 102 des Orania Hotels und packt aus: über Geheimnisse des veganen Dosenthunfischs, seine Anfänge bei Daimler-Benz, die Veganismus-Hochburg Moskau, warum ihn alle Aeroflot-Flugbegleiterinnen kennen, warum er nie wieder Gastronomie machen wird und dass er – hui! – mal Impfgegner war. Bevor es hip war, sozusagen. Am Ende erklärt er noch, warum er den ganzen Scheiß mit den veganen Produkten eher nicht für Brit, sondern für Curly macht. Apropos: Curly gibt ein Versprechen ab, dessen Einhaltung ihr überprüfen solltet. Beschwerden bitte bei Insta.Folgt „Foodie & Brudi“ aufInstagram: https://www.instagram.com/foodieundbrudiFolgt Jan Bredack aufInstagram: https://www.instagram.com/janbredackInstagram: https://www.instagram.com/veganzWebsite: https://veganz.de/Folgt Brit aufInstagram: https://www.instagram.com/britmorbitzer.mentorinFolgt Curly aufInstagram: https://www.instagram.com/thelifeofcurlyProduzent: pleasure*Instagram: https://www.instagram.com/pleasure_berlinWebsite: https://www.pleasure-berlin.com/Magazin: https://www.thisispleasure.com/LinkedIn: https://www.linkedin.com/company/pleasureberlin See acast.com/privacy for privacy and opt-out information.

Hay dos opciones: Que conozcas el Unimog o que no. Si lo conoces, este vídeo te va a gustar. Y si no lo conoces, este vídeo te va a gustar… y este camión te va a sorprender. Es el camión más famoso de la historia, una verdadera leyenda. Estamos a comienzos del año 1945. Alemania ha perdido la Guerra. El país está arrasado y gran parte de sus hombres jóvenes, muertos, prisioneros o mutilados. Entre fallecidos y desaparecidos Alemania ha perdido casi 4 millones de personas. Llega el hambre… Los héroes En la postguerra es cuando aparecen los verdaderos héroes, esos que salvan vidas y no que las quitan. Como el ingeniero Albert Friedrich empleado de Daimler-Benz que llevaba dos años trabajando en el prototipo de un camión ligero y polivalente. Buscaba un nuevo concepto de vehículo agrícola que permitiese a los campesinos acceder a los rincones más inhóspitos, alejados y abruptos y así contribuir a mejorar la productividad del campo. El nombre Este “aparato motorizado universal” recibe el nombre de UNIMOG que viene de UNIversal MOtor Gerät… ¿hace falta que os diga que significa?... ¡Aparato motorizado universal! La técnica Pero, técnicamente, sí es imaginativo e innovador. Alcanza los 50 km/h, lo que para un vehículo agrícola convencional es mucho; todas sus ruedas son motrices y cuenta con bloqueo de diferencial tanto en el eje delantero como en el eje trasero; los frenos actúan sobre ambos ejes; el diseño de su bastidor es muy moderno; su cabina cubierta ofrece un confort nada habitual para este tipo de vehículos; pero quizás lo más importante son los enganches, en el frontal, en la trasera y en los laterales, que permiten añadirle todo tipo de complementos para todo tipo de labores; y como no, tomas de fuerza delante y detrás para estos complementos. La prueba El miércoles 9 de octubre de 1946 se prueba el primer prototipo del Unimog. Es una prueba real y muy dura y aunque se trata aún de un prototipo, sin capó, casi sin carrocería y cargado de madera, la prueba ha sido un éxito. Las bases de la leyenda están definidas: Robustez, una inigualable versatilidad y sorprendentes habilidades como TT. El éxito Hablemos de éxito… ¡Se han vendido casi medio millón de unidades!, unas ventas extraordinarias para un vehículo minoritario como éste… pero es que puedes encontrarlo en cualquier parte del mundo. ¿Cuáles son esas claves del éxito? Para mí son tres: La robustez, su inigualable versatilidad y sus sorprendentes habilidades como TT. Las 12 generaciones Confieso que este vídeo ha sido un reto porque el Unimog es un vehículo muy versátil, con muchas variantes, diferentes evoluciones y una vida muy larga… pero no podemos terminar este vídeo sin hacer un repaso de sus doce generaciones. No sé si es apropiado hablar de generaciones, porque unas se solapan con otras y en ocasiones conviven porque en realidad se llaman UNIMOG, pero en algún caso no son UNIMOG, en mi opinión ha ido creciendo y alejándose de la idea inicial… pero juzgarlo vosotros mismos. Primera generación (1947) Segunda generación (1951) Tercera generación (1955) Cuarta generación (1963) Quinta generación (1972) Sexta generación (1974) Séptima generación (1985) Octava Generación (1992) Novena generación (1996) Décima generación (2000) Undécima generación (2015) Duodécima generación (2020) Conclusión No se me ocurre ningún camión más famoso que este. Ya sabéis que soy muy raro, el Multipla de la primera generación me parece bonito y el UNIMOG, sobre todo la segunda y cuarta generación, me parecen muy bonitos… Lo más importante es que el UNIMOG ha sido un vehículo único diseñado por gente que quería ayudar a otra gente y para ser usado en muchos casos por gente, como bomberos, policía o agentes forestales, que quieren ayudar a los demás…

Von der Piste gepurzelt: Als schwedische Autotester am 21. Oktober 1997 einen Mercedes der brandneuen A-Klasse aufs Dach legten, geriet der Großkonzern ins Schleudern. Der Elch war schuld. Obwohl er gar nicht dabei war. Es ging nicht nur um das eine Auto, sondern der Elch hatte die ganze Baureihe von Daimler-Benz beschädigt.

Dimitri and Khalid discuss Paul Manning's “Martin Bormann: Nazi in Exile” (1981) and William Stevenson's “The Bormann Brotherhood” (1973), tracing the sinister deeds and mysterious disappearance of Nazi Reichsleiter Martin Bormann after the Fall, as well as: conspiracy and fraud in identifying the “bodies” of Bormann and Heinrich “Gestapo” Mueller, Bormann and Mueller covering up Hitler murdering his niece/lover in 1931, the original Mueller Report investigating/covering up Hitler's Jewish (Rothschild?) lineage, the “Musk Ox” Bormann becoming Hitler's psychosexual puppet master, Gerta Bormann's Aryan cuckqueen fetish, the Bormann flight capital network to South America, the complicity of IG Farben, Krupp, Thyssen, Daimler-Benz et al, Reinhard Gehlen's claim that Bormann was actually a deep cover Soviet spy, parallels with the 70s Soviet TV miniseries “Seventeen Moments of Spring”, and whether the Bormann network still infests the global economy and intelligence world today. For access to full-length premium episodes and the SJ Grotto of Truth Discord, subscribe to the Al-Wara' Frequency at patreon.com/subliminaljihad.

This week Robert and Toby discuss the failed 'merger. between automotive giants Chrysler and Daimer-Benz. On paper this was supposed to be a win-win. The $36 Billion 'Merger of Equals' was supposed to raise Benz's market share in the U.S. auto market. Chrysler was supposed to improve its vehicles through Daimler-Benz' car expertise and the combined strength of Daim;er-Chrysler would stave off competition from the Japanese and deliver synergies and other benefits worth $8 Billion Nine years later PE Group Cerberus paid $7.4B for Chrysler. This is a fifth of the price paid. Chrysler was demerged and the tombstone proclaimed it to be The most unsuccessful merger of modern times.So what went so badly wrong?  Well, cultural issues at both companies certainly didn't help. The tyranny of distance between the jont CEO's (one in the Us and one in Germany) A view by Daimler-Benz that anything with the Chrysler name on it was inferior, seriously lost opportunity to leverage Chrysler's industry beating 2 year timeframe for concept -to showroom and massive differences in pay-scales and reward bonuses are just a menu of challenges that stopped any post merger integration efforts.The Post MortemBy 2001, the value of the combined company had dropped to roughly that of Daimler-Benz before the merger.Potential synergy savings ($8B)  between the two companies did not seem to take effect. By 2003 the Chrysler Group had cut some 26,000 jobs and was still losing moneyThe internal turbulence within the company and the disappointing integration led to further falling profits. In 2007 Cerberus Capital Management paid  $7.4 billion for Chrysler group.The German automaker went back to Daimler.Chrysler was demerged.The key lesson is summed up nicely by Toby and will probably go down in history as one of his greatest quotes.Every day, wrong companies are purchased for the wrong purpose, with wrong measures for valuation. This results in wrong things integrated into wrong operating models. 

En ce temps-là, le soleil était plus chaud, les fleurs plus colorées et les filles plus jolies. C'était le temps béni où les voitures se vendaient à la pelle. Il n'était pas rare que les clients viennent, après le boulot, faire un petit tour chez les concessionnaires pour admirer les bombinettes GTI de leur rêve. C'était le temps où Alpina, AMG, Brabus, Corvette, Autodelta faisaient fantasmer les jeunes cadres dynamiques de la Bourse qui se voyaient déjà cruiser sur les planches de Deauville ou le port de Saint Tropez au volant d'une étrangère de 300 ch rouge vif… A retrouver sur https://www.histo-auto.com/fr/actualite/738/lancement-mercedes-190-les-wc-construits-par-la-daimler-benz

“Never tell anyone a secret because they will surely use it against you.” That’s what Lord John Browne’s mother, an Auschwitz survivor, always told her son. The former CEO of BP followed her advice until he was 59 years old when his secret—the fact that he was a closeted gay man—was exposed by an ex-boyfriend in the British tabloids.    The revelation resulted in a media storm and Lord Browne’s immediate resignation. Just like that, after almost 40 years of service to his employer, he was out of a job and out of the closet. Keep in mind that in the few years before he was outed, Lord Browne had been knighted by Queen Elizabeth II, named to the house of Lords, won the UK’s “Most Admired Leader” Award 4 times in a row.   John Browne, Baron Browne of Maddingley served as BP's CEO from 1995 until 2007. When he took the helm, the company was called British Petroleum. The re-branding to BP was only one of several major accomplishments during his tenure. He also engineered mergers with Amoco, Arco, and oversaw major exploration projects around the globe.    Lord Browne is the former President of the Royal Academy of Engineering and has served on the boards of Intel, Daimler-Benz and Goldman Sachs. He is the author of five books, including The Glass Closet: Why Coming Out is Good for Business, which is what we disussed in most detail today. He holds a BA in Physics from St. John’s College, Cambridge and earned a Masters at Stanford.    See a list of countries that still have the death penalty for homosexuality here.  Learn more about Lord Browne on his Twitter feed and his foundation’s website.  **Please rate and review Crazy Money.** Follow Crazy Money on Instagram here and join the Crazy MoneyListeners Group here. Read Paul’s latest thoughts on life on Medium.    Topics covered in this episode include: business, leadership, executives, oil, fossil fuels, LGBT, homosexuality, inclusivity, diversity, inclusion, homophobia, gay employees About Crazy Money: Unlike traditional personal finance shows, Crazy Money is not about how to make a million bucks, how to beat the stock market, or how to save money by switching credit cards. It is about deciding what role we want money to play in our lives and how we can use it to be our best selves. Topics covered include: philosophy, happiness, contentment, meaning, dreams, purpose, success, Rat Race, society, mental health, Buddhism, Stoicism, the hedonic treadmill, morality, mid-life crisis, business, work, careers, authors, books, consumerism, values, capitalism, economics, investing, saving, spending, personal finance, charity, philanthropy, altruism, affluence, wealth, wealth management, culture, society, status. Are you really still reading? Go listen to another episode, silly.

Jeder hasst Meetings - aber warum überhaupt? Und was kann man dagegen tun? Robin und Axel vom einzigen relevanten Meeting-Podcast "Abteilungsleiter der Liebe" lassen sich nicht lumpen und schmeißen in dieser Folge mit Meeting-Hacks als wären es Kamelle. Manager hassen diesen Trick! Es geht außerdem um kunstpädagogische Agile Coaches, Jeff Bezos' Meeting-Hygiene und Rumfahren im Daimler-Benz. Da bleibt nur noch die Frage: was ist eigentlich das Ziel dieses Meetings?Spieletipp: "Going Under" bei SteamLadet HIER den "Abteilungsleiter der Liebe" Zoom-Background runterBesucht die Leseliste der LiebePunchlines der Woche:Kollegah - Red Light District SoundtrackNate57 & Telly Tellz – Zeit ist Geld

"Faut absolument y aller, c'est une voiture importante pour la marque et, de notre côté, on n'a aucun moyen de la conduire ici avant son lancement officiel. Ça va être un gros truc, c'est un lancement international mais au moins y aura toutes les combinaisons de moteurs, de boîtes et de finitions. Bref vous y allez."

15. afsnit af #Investeringspodcasten ser på det comeback, der er kommet til valueaktier og kommer blandt andet ind på bilfabrikanterne Daimler-Benz, BMW og Volkswagen. Snakken går også på Tesla, der har sat agendaen for fremtidens brændstofsnak. Herudover ser Hansen og Larsen på aktiemarkedernes forholdsvis store kursstigninger taget Coronakrisen i betragtning. De cykliske aktier i "Medico Valley" præget af Genmab, Novo Nordisk og Coloplast har indtil nu være forholdsvis sikre havne, men sker der et skifte? Herudover ses et mindre prispres på olie ledet af den store vækst i transport, der ikke kræver offentlig transport, under epidemier som den vi ser nu. Og kan olieprisen være på vej mod de 40 dollar efter det store fald tidligere på året?

Alle wollen zurück zur Natur, aber keiner zu Fuß. Wer heute eine Großstadt betritt, weicht permanent rollenden Fortbewegungsmitteln aus, vorwiegend Autos. Auch, wenn diese übermorgen weniger mir Verbrennungsmotoren angetrieben werden, es bleiben Autos. Autos wiegen deutlich mehr als die Personen, die sie transportieren. Und Autos benötigen das x-Fache an Platz, was ein Mensch "verbraucht", wenn er läuft oder das Fahrrad benutzt. Platz ist in Städten die eigentliche Ressource, um die gekämpft wird. Dann kommt die Luft, die Ruhe. Wann hat sich das Auto „verselbständigt“? Wann hat der Mensch sich damit abgefunden, seine Bedürfnisse denen der KFZ-Industrie unterzuordnen? Lässt sich diese Entwicklung stoppen? Umkehren? Wie können wir die Städte der Zukunft wieder lebenswerter machen? Wann erkennen wir, dass wir zu weit gegangen sind, als wir das Gehen dem Fahren untergeordnet haben. Sind Großstädte die richtige Antwort, um die Probleme der permanenten Mobilität zu lösen? Wäre weniger, kleiner, nicht vernünftiger, als Großstädte jetzt nur auf Elektro-KFZ umzurüsten? Wer vermeiden möchte, dass Mobilität der Zukunft im totalen Stau endet, muss das „Konzept Stadt“ neu denken. Städteplanung und die Vermeidung von Verkehr sind der richtige Weg. Das Auto, das private KFZ, hat nur dann eine Zukunft, wenn wir es intelligenter einsetzen. Immer und überall selber zu fahren, hat uns in eine Sackgasse geführt. Wer in einer Großstadt lebt, leidet unter dem Verkehr, auch wenn er privat Autos mag, da sie für ihn eine Form der Freiheit bedeuten. Autos sind für viele Menschen mehr als nur ein Fortbewegungsmittel, sie sind ein Spielzeug, eine Metapher, ein Rückzugsort. Man kann in ihnen laut Musik hören und die Landschaft an sich vorbeiziehen lassen. Das macht Spaß und Menschen brauchen Spaß. Autos in Innenstädten haben sich dann aber zur Plage entwickelt. Das nervt sowohl die Fahrer, als auch alle anderen, die sehen müssen, dass sie von den Autos nicht untergebuttert werden. Es wird Zeit, diesen innerstädtischen Kampf zu beenden. Städte sollten sich vor allem nach den Bedürfnissen nicht motorisierter Menschen richten. Es wird Zeit, Mobilität neu zu denken, damit Städte wieder zu einem Ort werden, die an Lebensqualität gewinnen. Wenn uns das gelingt, wird es auch immer weniger notwendig, sich in ein Auto zu setzen, um aufs Land zu fahren und dem krankmachenden Verkehr der Städte zu entfliehen. Inhaltsübersicht: 0:03:56 Hermann Knoflacher: Das Auto ist eine Sucht 0:07:01 Winfried Wolf: Das Elektroauto hat keine Zukunft 0:09:55 Ekhart Hahn: Je schöner die Stadt, desto weniger Autos 0:14:01 Timm Koch: Ohne Autos kann es auch sehr schön sein 0:23:48 Die Eco-City 0:32:08 Die Macht der Kartelle, DB AG und Daimler Benz 0:43:35 Wege in eine saubere, mobile Zukunft 0:55:31 Städte umrüsten - unkonventionell aber frei von Autos 1:12:20 Die Nachfrage nach Autos bleibt hoch 1:20:58 Je attraktiver die Stadt, desto weniger Reisen 1:30:13 Lösungsansätze - wenn die Bahn wieder attraktiv wäre 1:39:32 Mehr direkte Demokratie 1:52:37 Probleme bei der Umsetzung der Eco-Citys 2:03:35 Zukunfts-Pläne, die jetzt schon umsetzbar sind 2:14:43 Die gute alte Straßenbahn2:17:00 Die vielen neuen Elektroroller 2:28:17 Alternative Medien, die den Bürger erreichen2:36:46 Was, wenn sich nichts ändert? Jetzt KenFM unterstützen: https://www.patreon.com/KenFMde See acast.com/privacy for privacy and opt-out information.

Noel Tichy is one of the greatest names in leadership. His most recent book is JUDGMENT: How Winning Leaders Make Great Calls (with Warren Bennis). Tichy, who was named one of the “Top 10 Management Gurus” by BUSINESSWEEK and BUSINESS 2.0., is the founding editor and chief of HUMAN RESOURCE MANAGEMENT. Join Noel Tichy with Dr's Cathy Greenberg and Relly Nadler as he shares consulting experiences as a senior partner in Action Learning Associates, with clients including: Best Buy, GE, PepsiCo, Coca Cola, GM, Nokia, Nomura Securities, 3M, Daimler-Benz and Royal Dutch Shell.

Today is Monday, September 30, and we’re looking at Volkswagen vs. Daimler-Benz.

Millions around the world took part in the climate strike on Friday; Amazon to reach carbon zero by 2040; Daimler Benz to focus on electrification; Sudden Stratospheric Warming over Antarctica and what was the real death toll of Dorian?

Brook Banham is the Founder and Owner of Middlecott Design, based in downtown Detroit, Michigan. After graduating from Coventry University with a BA in Transport Design, Brook has undertaken a number of projects working mainly as a vehicle and industrial designer for Fortune 500 companies as a concept designer such as Daimler/ Benz, Volkswagen, BMW, Puma, Nike, Adidas, Microsoft, HP, Motorola, Hot Wheels, and Sony Entertainment.  Today his company provides graphic, industrial, and automotive design services for companies including Hasbro Transformers, Delta Airlines, Mobsteel, Ford, General Motors, Ram, and many others. He has also been teaching product, fashion and transport design sketching at the College for Creative Studies (CCS) part-time for 3 years now. Brook also founded Middlecott Sketchbattle Championships, the Fight Club of Design; a live automotive design sketching competition and party blowout held annually at the LA Auto Show, SEMA, Detroit Auto Show, and at the Pebble Beach Concours d’Elegance.

One of the most under performing asset classes so far this year has been German equities. As of this writing, German stocks were down over 20 percent year-to-date. Everyone complains about the weakness in the Dow Jones indexes, but the German markets have been in a serious downfall. This despite some of the most well-known and dominant global companies like Daimler Benz and Seimens. The German economy is the enginge of Europe and the opportunity to get exposure to that market at a 20 percent discount was appealing to me. I decided the best way to get the exposure was to passively own a basket of German stocks and that led me to evaluate some German equity ETF's. In this podcast episode, I walk through my analysis of several German equity ETF's.

Der lebensrettende Luftsack im Lenkrad oder Armaturenbrett, der sich in Sekundenbruchteilen aufbläst – tausenden Autofahrern hat er schon das Leben gerettet. Am 23.10.1971 meldete Daimler Benz eine "Aufprallschutzeinrichtung für die Insassen eines Kraftfahrzeugs" zum Patent an.

Martin C. Klein is the Vice President and Global Head of Adient’s premium brand RECARO Automotive Seating in Germany. He leads the complete automotive branch of RECARO being responsible for their performance car seat business. Martin’s past includes time at Daimler-Benz in their M&A, their worldwide Special Trucks Operation and on strategic projects including turning the single-brand dealer network into a multi-brand organization after their merger with Chrysler. His final assignment for Daimler was serving as the Director of a Mercedes-Benz branch in Germany. After 25 years at Daimler, Martin joined a privately held German Investment Company. Today, heading RECARO Automotive Seating is an honor for him and an obligation at the same time, carrying the torch for such an iconic brand. Martin and I met at SEMA in 2017 and RECARO associate Ulrich “Ulli” Andree was guest #919 in December of 2017.

Noel Tichy is one of the greatest names in leadership. His most recent book is JUDGMENT: How Winning Leaders Make Great Calls (with Warren Bennis). Tichy, who was named one of the “Top 10 Management Gurus” by BUSINESSWEEK and BUSINESS 2.0., is the founding editor and chief of HUMAN RESOURCE MANAGEMENT. Join Noel Tichy with Dr's Cathy Greenberg and Relly Nadler as he shares consulting experiences as a senior partner in Action Learning Associates, with clients including: Best Buy, GE, PepsiCo, Coca Cola, GM, Nokia, Nomura Securities, 3M, Daimler-Benz and Royal Dutch Shell.

Thomas Sattelberger ist mutig. Er ist so etwas wie ein Leuchtturm in Sachen Mut, ganz egal ob als Top Manager bei Daimler Benz, der Deutschen Lufthansa, bei Continental oder der Deutschen Telekom. Er gilt als der Verfechter für Diversity im Management. Und überhaupt, er hält nicht die Klappe, wie er selbst sagt bzw. schreibt.Genau so heißt nämlich auch sein aktuelles Buch: "Ich halte nicht die Klappe" - Mein Leben als Überzeugungstäter in der Chefetage. Mein Tipp, unbedingt lesen. Hier ist er zu Gast im Interview und stellt sich meinen Fragen zum Thema Mut.Erfolg geht anders: Mutausbrüche ist ein Interview -Podcast , der mutige Menschen, Projekte und Unternehmen präsentiert, um zu mehr Mut anzustiften. "Wir sollten viel öfter einen Mutausbruch haben." - dann gelingt Veränderung, Change mit Lust. Die meisten Menschen leiden viel mehr an ihrer Angst zu versagen, als dass sie tatsächlich Scheitern. Das ist der Grund, weshalb Projekte nicht gestartet, Unternehmen nicht gegründet, die Karriere nicht verwirklicht und Träume nicht gelebt werden. Deutschland gilt mit seiner German Angst als Land der Angsthasen. Simone Gerwers hat eine Mutinitiative gegründet, um Erfolg neu zu definieren, zu Mut anzustiften Wagnisse einzugehen und eine Mut-Kultur zu entwickeln. Interviewpartner aus Wirtschaft, Kultur, Sport und Politik sollen dazu Mutmacher sein. Wann hatten Sie Ihren letzten Mutausbruch? Folge direkt herunterladen

Bienvenidos al programa del motor de la cadena Cope Madrid Sur y al Podcast semanal de Autoblog. Te presentamos una revista sonora del motor, donde debatimos y te explicamos todo sobre las novedades de la industria automovilística. ¿Quién decía que hablar de coches era aburrido? Aquí tienes el primer magazine del automóvil emitido en la radio, donde analizamos de una manera amena las últimas noticias del motor. Esta semana hemos tenido en el estudio a Alejandro Arostegui, Pablo García, Álvaro Turiel y vía telefónica a Guillermo Alfonsín. Intentando dirigir a estos "profesionales" de la comunicación del motor, Antonio R. Vaquerizo. Como invitado especial tenemos a Víctor Piccione, jefe de prensa de Ford en España. En esta edición hemos tratado las siguientes noticias: • Analizamos los renovados Lexus IS300h versión 2015 • El Volvo V60 estrena versión Cross Country • Sordo se queda en Hyundai • Cambios en la oferta del Citroën C4 Picasso; ahora más por menos • Analizamos el nuevo Porsche Cayenne GTS 2015 • Nissan fabrica dos millones de unidades de su modelo Qashqai • Estuvimos en la jornada de formación de Audi, denominada “Audi Driving Experience Sportscar • Analizamos la toma de contacto que hemos tenido del nuevo Renault Twingo • Te presentamos el Hyundai Fest que se celebrara en el Circuito del Jarama • Te presentamos el Desafío Gran Turismo 6 que esta realizando Autoblog junto a Alfa Romeo • Analizamos el Salón internacional SEMA 2014 • Daimler Benz compra la marca de motocicletas Mv Agusta En la sección Buzón del Oyente, resolvemos las dudas que tiene nuestro oyente Miguel y le guiamos en la compra del actual Audi A3 Sportback TDI 150 CV. En esta edición realizamos un especial de Ford, donde repasaremos y analizaremos la gama actual de la marca del óvalo. Además, nos acompaña el jefe de prensa de Ford el cual nos presentara de una manera directa dicha gama y nos dará pinceladas de futuros modelos que llegaran al mercado. No te pierdas este programa especial, si quieres estar al día del presente y futuro de esta marca americana. Para finalizar estrenamos nueva sección, “A dos ruedas”, en ella hablamos de los últimos rumores de MotoGP y nos trasladamos a Cheste donde tenemos a nuestra corresponsal Verónica Martin

Bienvenidos al programa del motor de la cadena Cope Madrid Sur y al Podcast semanal de Autoblog. Te presentamos una revista sonora del motor, donde debatimos y te explicamos todo sobre las novedades de la industria automovilística. ¿Quién decía que hablar de coches era aburrido? Aquí tienes el primer magazine del automóvil emitido en la radio, donde analizamos de una manera amena las últimas noticias del motor. Esta semana hemos tenido en el estudio a Alejandro Arostegui, Pablo García, Álvaro Turiel y vía telefónica a Guillermo Alfonsín. Intentando dirigir a estos "profesionales" de la comunicación del motor, Antonio R. Vaquerizo. Como invitado especial tenemos a Víctor Piccione, jefe de prensa de Ford en España. En esta edición hemos tratado las siguientes noticias: • Analizamos los renovados Lexus IS300h versión 2015 • El Volvo V60 estrena versión Cross Country • Sordo se queda en Hyundai • Cambios en la oferta del Citroën C4 Picasso; ahora más por menos • Analizamos el nuevo Porsche Cayenne GTS 2015 • Nissan fabrica dos millones de unidades de su modelo Qashqai • Estuvimos en la jornada de formación de Audi, denominada “Audi Driving Experience Sportscar • Analizamos la toma de contacto que hemos tenido del nuevo Renault Twingo • Te presentamos el Hyundai Fest que se celebrara en el Circuito del Jarama • Te presentamos el Desafío Gran Turismo 6 que esta realizando Autoblog junto a Alfa Romeo • Analizamos el Salón internacional SEMA 2014 • Daimler Benz compra la marca de motocicletas Mv Agusta En la sección Buzón del Oyente, resolvemos las dudas que tiene nuestro oyente Miguel y le guiamos en la compra del actual Audi A3 Sportback TDI 150 CV. En esta edición realizamos un especial de Ford, donde repasaremos y analizaremos la gama actual de la marca del óvalo. Además, nos acompaña el jefe de prensa de Ford el cual nos presentara de una manera directa dicha gama y nos dará pinceladas de futuros modelos que llegaran al mercado. No te pierdas este programa especial, si quieres estar al día del presente y futuro de esta marca americana. Para finalizar estrenamos nueva sección, “A dos ruedas”, en ella hablamos de los últimos rumores de MotoGP y nos trasladamos a Cheste donde tenemos a nuestra corresponsal Verónica Martin

Teil 1: EinleitungTeil 2: Das Bremer Werk ist "Kompetenzzentrum". Was heißt das?Teil 3. Was richtet die Verdrängungskonkurrenz auf dem Automobilmarkt in den Werken an?Teil 4. HPV (Hours-per-vehicle):....Teil 5.  ein neues Aubeutungsinstrument?Teil 6. Warum sind Betriebsräte und IGM stolz auf das Bremer Werk?Teil 7. Wieso gelten Lohnarbeiter in der Automobilindustrie als "privilegiert"? - FazitTeil 8. Diskussion 

Noel Tichy is one of the greatest names in leadership. His most recent book is JUDGMENT: How Winning Leaders Make Great Calls (with Warren Bennis). Tichy, who was named one of the “Top 10 Management Gurus” by BUSINESSWEEK and BUSINESS 2.0., is the founding editor and chief of HUMAN RESOURCE MANAGEMENT. Join Noel Tichy with Dr's Cathy Greenberg and Relly Nadler as he shares consulting experiences as a senior partner in Action Learning Associates, with clients including: Best Buy, GE, PepsiCo, Coca Cola, GM, Nokia, Nomura Securities, 3M, Daimler-Benz and Royal Dutch Shell.

"Ans Steuerstrafrecht habe ich in der Tat bei diesen Überlegungen nicht gedacht" - Otto Graf Lambsdorff und seine Interpretation der Parteispenden„Kampagne“ – so lautet die Überschrift eines der Kapitel im Buch „Der Preis des Schweigens“ von Eberhard von Brauchitsch. Ab Seite 208 beschreibt von Brauchitsch Ereignisse, die sich für ihn „zum Teil weit jenseits von Recht und Gesetz“ abspielten, die aber einen festen Platz in der Geschichte der Bundesrepublik einnehmen sollten. Die "Spendenwaschanlagen" der Parteien Am 1. März 1982 titelte „Der Spiegel“: „Geld von Flick? Staatsanwälte ermitteln“. Anlass für diesen Artikel war die Eröffnung eines Ermittlungsverfahrens gegen den Flick-Manger Eberhard von Brauchitsch, Minister Otto Graf Lambsdorff und den Ex-Minister Hans Friderichs im Februar 1982. Dem Verfahren waren lange Ermittlungen in Sachen Parteispenden vorausgegangen, die 1975 durch eine Entdeckung des Bonner Steuerfahnders Klaus Förster initiiert wurden: ein Geflecht von Scheinfirmen und „Spendenwaschanlagen“ im In- und Ausland, über die Spenden an Parteien „unauffällig“ abgewickelt wurden. Den Höhepunkt erreichten die Ermittlungen nach der Durchsuchung des Büros von Flicks Chefbuchhalter Rudolf Diehl im November 1981. Die Ermittler fanden dort Schlüssel für Schließfächer, in denen sich eine Liste befand, auf der Geldzahlungen an alle drei damaligen Bundestagsparteien ausgewiesen wurden. Schnell entstand der Verdacht, dass mit diesen Zahlungen nicht nur „gewöhnliche“ Spenden flossen, sondern dass mit ihnen auch politische Entscheidungen erkauft wurden. Karl Friedrich Flick und seine Daimler-Benz-Anteile Der Grund für den Verdacht lag sechs Jahre zurück: 1975 verkaufte Karl Friedrich Flick seine Anteile an Daimler-Benz für rund 2 Milliarden DM. Doch dieser Betrag musste zum größten Teil nicht versteuert werden, weil das Geld vom Wirtschaftsministerium als besonders förderungswürdig reinvestiert anerkannt wurde. Der Clou an diesem Vorgang: die Namen der für diese Entscheidung verantwortlichen Wirtschaftsminister Lambsdorff und Friderichs befanden sich ebenfalls auf der Liste der Zahlungsempfänger. Der Skandal war perfekt. Flicks Generalbevollmächtigter Eberhard von Brauchitsch soll bei diesen Verstrickungen eine nicht unerhebliche Rolle als „Strippenzieher“ gespielt haben. Der Vorwurf der Korruption und der Steuerhinterziehung Ein Untersuchungsausschuss des Bundestages wurde zwar eingeleitet, doch seine Arbeit brachte kein nennenswertes Ergebnis. Etwa fünf Jahre seit der Eröffnung des Ermittlungsverfahrens dauerte es bis zu einem Gerichtsurteil. Die Hauptverhandlung vor der 7. Strafkammer des Landgerichts in Bonn - in der sich von Brauchitsch, Lambsdorff und Friderichs dem Vorwurf der Korruption und der Steuerhinterziehung gegenüber sahen - dauerte knapp 18 Monate. Am 16.2.87 verkündete das Gericht das Urteil: ein Fall von Korruption konnte nicht nachgewiesen werden, doch wegen Steuerhinterziehung wurden alle drei Angeklagten verurteilt. Die höchste Strafe erhielt Eberhard von Brauchitsch – zwei Jahre Gefängnis, die gegen Zahlung von 550.000 DM auf drei Jahre zur Bewährung ausgesetzt wurden. Otto Graf Lambsdorff und Hans Friderichs wurden ebenfalls der Steuerhinterziehung für schuldig befunden und wurden zu Geldstrafen von 180.000 bzw. 61.500 DM verurteilt. Bei der Urteilsverkündung stellte das Gericht unter anderem fest: „Nahezu alle Zeugen fielen durch ihr schlechtes Erinnerungsvermögen auf“ und „dass das schlechte Erinnerungsvermögen ausgesprochen selektiv war. So richtig schön versagte die Erinnerung immer dann, wenn es zum Kern der Sache ging.“ Knapp eine Woche vor der Urteilsverkündung zeichnete Werner Hahn in einem Feature die Stationen des Skandals auf. Andreas Zemke Redaktion: Diana Redlich

Noel Tichy is one of the greatest names in leadership. His most recent book is JUDGMENT: How Winning Leaders Make Great Calls (with Warren Bennis). Tichy, who was named one of the “Top 10 Management Gurus” by BUSINESSWEEK and BUSINESS 2.0., is the founding editor and chief of HUMAN RESOURCE MANAGEMENT. Join Noel Tichy with Dr's Cathy Greenberg and Relly Nadler as he shares consulting experiences as a senior partner in Action Learning Associates, with clients including: Best Buy, GE, PepsiCo, Coca Cola, GM, Nokia, Nomura Securities, 3M, Daimler-Benz and Royal Dutch Shell.

Noel Tichy is one of the greatest names in leadership. His most recent book is JUDGMENT: How Winning Leaders Make Great Calls (with Warren Bennis). Tichy, who was named one of the “Top 10 Management Gurus” by BUSINESSWEEK and BUSINESS 2.0., is the founding editor and chief of HUMAN RESOURCE MANAGEMENT. Join Noel Tichy with Dr's Cathy Greenberg and Relly Nadler as he shares consulting experiences as a senior partner in Action Learning Associates, with clients including: Best Buy, GE, PepsiCo, Coca Cola, GM, Nokia, Nomura Securities, 3M, Daimler-Benz and Royal Dutch Shell.

Noel Tichy is one of the greatest names in leadership. His most recent book is JUDGMENT: How Winning Leaders Make Great Calls (with Warren Bennis). Tichy, who was named one of the “Top 10 Management Gurus” by BUSINESSWEEK and BUSINESS 2.0., is the founding editor and chief of HUMAN RESOURCE MANAGEMENT. Join Noel Tichy with Dr's Cathy Greenberg and Relly Nadler as he shares consulting experiences as a senior partner in Action Learning Associates, with clients including: Best Buy, GE, PepsiCo, Coca Cola, GM, Nokia, Nomura Securities, 3M, Daimler-Benz and Royal Dutch Shell.

"Hasta el 5 de enero del próximo año permanecerá abierta en la sede de la Fundación Juan March la Exposición «Coches» de Andy Warhol, con la que dicha institución cultural reanudaba, el pasado 5 de octubre, su temporada artística. Desde esa fecha pueden verse 47 obras —35 cuadros y 12 dibujos de gran formato— de la serie Cars (Coches), que Andy Warhol realizó en 1986, por encargo de la compañía alemana DaimlerBenz, con motivo del centenario del automóvil, y que el artista norteamericano dejó inconclusa al morir en febrero de 1987. Esta exposición, que después de Madrid viajará a Barcelona al Palau de la Virreina, está formada con fondos prestados por la Daimler Benz AG, de Stuttgart.Cars, pues, son los últimos trabajos de Warhol. La muerte interrumpió esta extensa serie que muestra 230 veces el tema del automóvil, con diversos modelos. El proyecto —cien años de historia del automóvil ante el ejemplo de los coches Daimler-Benz— debería haber ido todavía bastante más allá de lo que llegó a realizarse. Esas imágenes brindan la ocasión de exponer algunas reflexiones e interpretaciones acerca de la obra de Warhol, y es lo que ha hecho, en un extenso estudio que aparece en el catálogo de la muestra, el especialista alemán Werner Spies. Este texto se titula «Crítica de la falta de emoción»"Más información de este acto