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We clearly have very different view on what type of businesses we would like to be in, you dont like luxury products or businesses where you can charge what the customer is willing to pay rather than a cost plus pricing strategy. Me, i would much rather be Apple where i can charge whatever the customer is willing to pay, (or LVMH et al) than a steel manufacturer.

I have no knowledge of what sweatshops he might or might not have used, so not sure what backing you have for that allegation?
and saving Aston Martin from the 8th bankruptcy which would have been guaranteed with AP in charge doesnt account for anything?

I'm very happy that we still live in a world where a person that has worked hard can chose how he spends his money and what projects are important to him, rather having some woke mob deciding what will make the world better and how he should be spending his hard earned money.
and as a side note, i'm not defending him, only the principle that he can do whatever he wants, as long as it is legal, with his own money. If Society wants something else then change the rules, And so far his investment in AML has been highly profitable.
and i will defend the principle, that you have the right to your view, however much i might disagree with it ;)
If you are saying that you would rather have a more profitable business than a less profitable one, then I think most people, including me, would agree. That wasn't my point.
In assessing what business to be in, one criterion is profitability, but another is whether the product or service has any inherent value. Can you take pride in what you do? That matters to some of us. Porsche have a what-the-customer-is-willing-to-pay business model, but in their case the products are unique, well made, and very good value-for-money. The same cannot be said for fashionable t-shirts.

As for sweatshops, I specifically inserted 'as reported' after finding several sources that made the allegation that TH, along with many other named companies, have their crappy overpriced clothing manufactured there.
Stroll and his pals sold TH a number of years ago, when sweatshop conditions were even worse than they are today. From the period when Stroll owned it there are articles in such reputable sources as the NY Times stating that TH was one of the companies that exploited workers in places such as Bangladesh and Ethiopia. So, no, I have not been a direct witness to Stroll's business model having been based on the illegal exploitation of poor people, but credible people have said so and I wrote that they had said so. I can't prove it myself, but I believe it.

Stroll et al. may have 'saved Aston Martin from the 8th bankruptcy', but I don't see why that matters. He 'saved' it not out of mercy, sentimentality, or for philanthropic reasons, but only because he thought he could make money out of it. For that reason, the operative verb should be 'bought', not 'saved'. If the assets were worth 'saving', somebody else would have bought them if he had not.

Yes, I too am happy to live in a world where people can choose how to spend their money (not sure how 'hard' Stroll has worked for his, but that's not the issue).
Just as we live in a world in which people can choose how to spend their money, we live in a world in which people can choose how to judge the behaviour of others. Any person who has elected to make him- or herself a public figure is fair game for public comment, and my comment is that Lawrence Stroll behaves like a bully and an ass and Formula One, and the world more generally, are the worse for it.

Stroll is the male version of a stage mother. He has put his son (who seems like a decent kid and is a very talented young driver) in an impossible position, piled immense pressure on him, and insured that, whatever Lance may end up achieving, there will always be questions about whether the boy earned it. He should want his son to be respected, not joked about behind his back.

The copying of the W10 was a lamentable lowering of the standards of the sport (I appreciate that plenty of other people over the years have lowered them in their own ways, but that doesn't make it right). Then for Stroll to put himself in front of the cameras and huff and puff indignantly about how he's not a cheat, blah, blah, blah, was a perfect example of the guy's narcissism. He's just obnoxious.
 

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The copying of the W10 was a lamentable lowering of the standards of the sport (I appreciate that plenty of other people over the years have lowered them in their own ways, but that doesn't make it right). Then for Stroll to put himself in front of the cameras and huff and puff indignantly about how he's not a cheat, blah, blah, blah, was a perfect example of the guy's narcissism. He's just obnoxious.
well the funny thing is that last year him and schafnauer were all about why wouldnt you copy the best car and anyone not doing it being idiots and this year they are bitching and moaning about the high rake cars. if they were any good they should have read the regulations and copied Neweys design....

having lived in Asia for most of my life, all i can say about work conditions is that it is relative assuming it is legal..(doesnt mean that we shouldnt continue to improve them), but our woke view of what is ok, might not be shared by someone where the alternative is no job and back to a fairly miserable life. Also, you really shouldnt buy any Apple products (to just pick one large company) if you care about work conditions.
 

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MOTORTREND
Life After AMG: How CEO Tobias Moers Is Re-Energizing Aston Martin
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New cars and a sharper focus for Britain’s storied sports car brand.
Angus MacKenzie.
Author
May 11, 2021
Having worked for Daimler AG for 26 years, seven of them as the successful CEO of the company's in-house hot-rod shop, Mercedes-AMG, it's fair to say that running storied British sports car brand Aston Martin was not a career move Tobias Moers had ever considered. But when billionaire Canadian businessman Lawrence Stroll—who was assembling a consortium to buy the 16.7 percent stake in the troubled automaker that would make him executive chairman—called Moers in January 2020 to discuss the idea, the German was intrigued.
"How many brands are there that are still independent, where you can create something more sustainable, build something better?" says Moers of Aston Martin, which despite struggling in the aftermath of an unsuccessful IPO in 2017, was still producing fast, good-looking cars with unique character and charisma. "And I thought,'Yeah, why not?' "
Moers arrived at Aston headquarters in Gaydon, England, in August of last year. Nine months later, he's still working 16-hour days—commuting home to Germany on the weekends—to refocus, reinvigorate, and reimagine a company that appeared to have lost its way. He's strengthened a technology agreement with five-percent shareholder Mercedes-Benz, axed costly plans to internally develop an electric-vehicle platform, put Lagonda's comeback on ice, and changed the company's entire manufacturing process to help drive 35 to 45 percent gains in efficiency.
There's a sharper focus on the cars Aston Martin will be building over the next five to 10 years, too. The two new mid-engine sports cars announced in 2019 are still in the mix, while the DBX SUV lineup will be expanded with the addition of a mild hybrid model later this year and a Lamborghini Urus-fighting high-performance model with at least 650 hp in 2022. By the end of the decade, Aston will also be building high-performance electric vehicles using an EV skateboard architecture sourced from Mercedes. Moers won't comment, but given the enhanced technical cooperation with Mercedes, it's likely the Aston EVs will be built using the performance EV platform AMG is rumored to have under development.
The Valkyrie, a multimillion-dollar road rocket with a Cosworth-built V-12 engine that revs to 11,100 rpm and ground effects aerodynamics honed by genius Red Bull F1 designer Adrian Newey, is two years late, but Moers insists the first customer car will be delivered in the second half of this year. The Valkyrie was to have been built in a separate, 90,000-square-foot factory, but Moers, who says the facility was simply too big, says the car will now be built at Gaydon.
Moers tries to spend every Friday at Aston's test and development shop at Silverstone, 30 miles southeast of Gaydon, and has driven Valkyrie prototypes both there and on the road. And? He laughs. "It's so cool! And different from anything I've driven. It's a two-seat F1 car." This from the man who at AMG kickstarted the Project One, a car powered by a genuine F1 engine.

Work proceeds apace on the two mid-engine Aston Martin sports cars—Valhalla and Vanquish—but with one key change: The internal-combustion-engine component of both cars' hybrid powertrains will not be the turbocharged 3.0-liter V-6 Aston announced it was developing early in 2020 (pictured below). Instead, each car will have a different variant of AMG's potent and versatile twin-turbo 4.0-liter V-8, versions of which are currently used in the DB11, Vantage, and DBX.
The Valhalla, described internally at Aston Martin as 'Son of Valkyrie', will share some technologies and engineering features with that car, and will be built in limited numbers. It will also be much less expensive. Moers doesn't spell out details, but the Valhalla is likely to be a rear-drive hybrid, with an electric motor between the engine and transmission, much like the Ferrari SF90 Stradale, as the front venturis of the car's Valkyrie-inspired aerodynamics make packaging motors on the front axle difficult.
Moers says the mid-engine Vanquish will be a "broadband mid-engine sports car" aimed squarely at the McLaren Artura in terms of performance and price, which, among other things, means there's likely to be a convertible version in the future. There is also likely to be an all-wheel-drive version of the Vanquish, with electric motors driving the front wheels.
What happened to the in-house V-6? "I found that was just a concept when I arrived," says Moers bluntly, adding that bringing it to production would have cost tens of millions of dollars. "If the engine had been ready, then for sure I would have moved on it. But it was not. "
The new technical agreement with Mercedes means Aston Martin now has access to not only the AMG V-8 engine, but also the coding that defines the key performance and efficiency parameters, something Moers says Aston hadn't previously asked for. This will allow the company to carefully tune the engine for a wide variety of applications.
But there's another reason for sticking with the V-8, Moers insists: The proposed EU7 emissions regulations, which are scheduled to come into force in four or five years' time, will make it very difficult for smaller-displacement engines to deliver big power, even with turbochargers. Aston will work with Mercedes to ensure the V-8 meets EU7, thus keeping it a viable engine for both companies for longer than expected. Moers is already looking for engineers who can work for Aston in the Stuttgart area.
What Moers calls Aston's "traditional sports cars"—the front-engine DBS, DB11, and Vantage models—all will be refreshed over the next few years. The money saved from not doing the V-6 engine is being spent on a new infotainment system with a unique Aston Martin user interface and a unique Aston Martin back end that will debut with each model's refresh. "It's expensive," Moers admits, "double-digit millions for sure, but it's an investment in the brand." As Moers points out, it's difficult to call yourself a bespoke brand when you're using someone else's technology.
Moers wants to hang on to the turbocharged V-12 used in the DBS and DB11 "as long as possible," but concedes the engine is unlikely to survive the switch to EU7. In the interim, he's had it tweaked to give a more linear power delivery. With a lot of torque at low revs and then a slight flat spot until power started to build, the engine was, Moers found, tricky to handle through Silverstone's fabled Stowe corner on a cold day with the traction nannies switched off. "There were a lot of things to do," he laughs, "and you had to be quick on the steering wheel…" The first car to get the revised engine is the V12 Speedster, which launches in a few weeks.
Moers expects the expanded DBX lineup to account for 50 percent of Aston Martin sales, with the traditional sports cars accounting for 30 percent and the mid-engine sports cars 20 percent. He thinks a total production of 10,000 to 12,000 vehicles a year is the sweet spot for the company: "You can run a proper business with that. "
It's been quite the career change for Tobias Moers. Is he having fun? "Not every day and not every moment, but I am having fun. It felt sometimes in the last few years with Mercedes like clay, that I couldn't move as fast as I'd like to move. But it's not about me. It's about the people here at Aston Martin. To get their belief back. "

And more ….
 

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"He said that the expansion will start with the launch of the Valkyrie hypercar in the second half of this year in road and track forms, before a third variant – likely to be a convertible – follows in 2022."

Link : New Aston Martin boss outlines bold transformation plan | Autocar
Why does CEOs feel the need to tell the world how quickly your expensive pride and joy will become old news and replaced by something better so much? MF did that with his track 2022 or whatever it was called and now this from Moers - This includes “more than 10 cars” before the end of 2023.

Im glad that the V6 is dead, and a valhalla without a V6 and no 4wd it might be interesting.
 

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Why does CEOs feel the need to tell the world how quickly your expensive pride and joy will become old news and replaced by something better so much? MF did that with his track 2022 or whatever it was called and now this from Moers - This includes “more than 10 cars” before the end of 2023.

Im glad that the V6 is dead, and a valhalla without a V6 and no 4wd it might be interesting.
Well, chances are you'll make 7 figures flipping your coupe, so it's not the end of the world ;)
 

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At the end of the day, Valkyrie will best road car ever made in all. And really doubt that any brand build something better or similiar extreme as was Valkyrie because this is truly F1 for the road. Therefore I think that everyone from 150 future owner can be maximum proud and happy that will own car like this and similar car wont nver more build.

Also to AMR PRO version will best track day hypercar....I will not lie, but it is huge misfortune that LMH program of Valkyrie was canceled. This should be best racing car ever made.

And here it is some more pictures and video Valkyrie prototype from Silverstone
http://instagr.am/p/COvGQ_-nV7V/ http://instagr.am/p/COvGtbwpErT/
 

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At the end of the day, Valkyrie will best road car ever made in all. And really doubt that any brand build something better or similiar extreme as was Valkyrie because this is truly F1 for the road. Therefore I think that everyone from 150 future owner can be maximum proud and happy that will own car like this and similar car wont nver more build.

Also to AMR PRO version will best track day hypercar....I will not lie, but it is huge misfortune that LMH program of Valkyrie was canceled. This should be best racing car ever made.

And here it is some more pictures and video Valkyrie prototype from Silverstone
http://instagr.am/p/COvGQ_-nV7V/ http://instagr.am/p/COvGtbwpErT/
agreed the 001 will be absolutely epic, not as great as it could have been, but still. nothing like it and never will be.
Not sure if i agree with your assessment of 002 though, what makes you say that? there has been very little information to owners for it, but basically a very very expensive LMP2 car with an unrestricted engine...
 

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definitely not planning on flipping the car. I'm not in the business of flipping cars.
But you would sell the coupe if you actually wanted the convertible a year later though, right? It's not like you'd ask AM to trade you cars. My point was merely if they release a new, better model, then anyone who might feel like they got hosed buying the coupe could likely sell the coupe for a huge profit and just get the convertible instead. I doubt coupe buyers aren't going to dibs on a convertible.

Only downside to the spider is that in theory there would be more cars produced, but the numbers are small enough and the car so "hot" that I don't think it really matters.
 

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agreed the 001 will be absolutely epic, not as great as it could have been, but still. nothing like it and never will be.
Not sure if i agree with your assessment of 002 though, what makes you say that? there has been very little information to owners for it, but basically a very very expensive LMP2 car with an unrestricted engine...
Yeah, I don't see the big deal about it. There was no indication the car was LMP1 or F1 levels of performance. I would highly doubt that AM could have developed something beyond a Porsche or Toyota LMP1 car, not to mention those cars that race are in fact restricted anyway. AM can barely even afford to develop their actual cars, let alone something like an LMP1 level car.
 

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But you would sell the coupe if you actually wanted the convertible a year later though, right? It's not like you'd ask AM to trade you cars. My point was merely if they release a new, better model, then anyone who might feel like they got hosed buying the coupe could likely sell the coupe for a huge profit and just get the convertible instead. I doubt coupe buyers aren't going to dibs on a convertible.

Only downside to the spider is that in theory there would be more cars produced, but the numbers are small enough and the car so "hot" that I don't think it really matters.
presumably every 001 owner would like the targa version, but if they do another 150, then that is a lot of cars, if they do less then... And presumably there would be a decent price hike on the targa, especially if it is limited in numbers. compare, laf vs lafa,
but first they will actually have to produce a car period...
 

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presumably every 001 owner would like the targa version, but if they do another 150, then that is a lot of cars, if they do less then... And presumably there would be a decent price hike on the targa, especially if it is limited in numbers. compare, laf vs lafa,
but first they will actually have to produce a car period...
True. I assume they will make 150. AM is in no position to leave money on the table IMO. Maybe they'll even more 300 ;)
 

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agreed the 001 will be absolutely epic, not as great as it could have been, but still. nothing like it and never will be.
Not sure if i agree with your assessment of 002 though, what makes you say that? there has been very little information to owners for it, but basically a very very expensive LMP2 car with an unrestricted engine...
Huge thanks for answer mr. West. And also huge congrats on your future Valkyrie and Valkyrie AMR Pro.

Yeah I have no info about 002 but when aston martin take best street hypercar, I think it will easy create from this best track hypercar. AMR Pro 002 must be LMP1 level car. Also LMP1 had arround 1000 kg and 1000 hp and strong aero. So yeah for me will 002 also best track hypercar :)
 
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