Yet other automakers can't come close to Toyota on how much it costs to build cars.
If they build cars consumers want, and sell them for a profit, good things will happen, they say.
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Thousands of GM workers are in the company's jobs bank, where they earn full salary but don't actually build cars.
Indeed, ask any global manufacturer and they will tell you they prefer to build cars in the markets where they sell them.
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"We don't build cars in research labs, " Larry Burns, GM's vice president of research, development and strategic planning, told the Free Press.
Nothing would damage its long-term prospects more than being forced by politicians to build cars for which the market is not yet ready.
The working garage has a lift and myriad tools, including a milling machine, grinder and welding equipment, so he can restore and build cars.
In addition, the aim of this slogan is to build cars that will appeal to both American and European consumers by using a common design theme.
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It is now possible to build cars that are powered by a combination of electricity and alcohol-based fuels, with petroleum as only one element among many.
Auto factories in Europe and Japan have long been set up to build cars to order, because European and Japanese customers order cars instead of picking them off the lot at auto malls.
Several Japanese auto makers in the U.S., which abandoned Japanese production because of the high yen, say they will soon become net exporters from the U.S., hiring Americans to build cars for export even as "domestics" like GM move toward Chinese imports.
While Japan suffered the direct impact of a massive tsunami, which also caused a nuclear crisis at the Fukushima Daiichi plant, the U.S. saw production hit by supply chain disruptions, as Japan provides many of the intermediate goods needed to build cars. (Read Bernanke Fed Blames Commodities And Japan For Soft Patch).
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For one thing, he says GM needs to build more cars people want to buy.
Taxpayers pay first so Tesla can build the cars and again to help the wealthy buy them.
U.S. automakers have been working to accommodate special orders, too, but they still build most cars on spec.
If ethanol is going to start replacing gasoline, carmakers will have to build more cars that can run on this fuel.
With other carmakers, including Ford, also announcing plans to build small cars in India, some environmentalists griped that it was the wrong step forward.
What Ford did was to dramatically increase the productivity of his workers, allowing him to build more cars than his competitors while using less labor.
Besides, the carmakers say stiff new mileage requirements, a fleetwide 35mpg by 2020, are compelling them to build smaller cars regardless of the price of gas.
Whatever has happened since, Ford Motor Company did once pay its workers well, build good cars fast, and sell them cheap to people who, suddenly, could afford them.
Rubin's plan to build these cars took root four years ago when he visited a Chinese factory that makes lithium ion batteries, which are used in laptops and cell phones.
If they are so in demand that dealers can charge thousands over the sticker price and still they are flying off the lots, just build the cars and they will come.
Yes, it costs money to develop these vehicles, but even as the price to build these cars and trucks goes up, the cost of driving these vehicles will go down, as drivers save money at the pump.
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Yet each firm has sunk so much capital in plants that it is strongly tempted to use the capacity to build extra cars that fetch enough revenue to cover marginal costs in the short run, but not total costs in the long run.
Hyundai and Suzuki build their small cars in India, and Toyota is considering an India hub.
Over time, Nissan and Renault will build all their cars using the same innards.
The innovation is happening swiftly, albeit subtly as cars build in hi-tech operating systems.
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