At the same time, Jonas has a number of remarks on the cooperation with Skoda, including the right of first refusal for Hoffman Investment Bank to own the remaining 50% of Skoda's shares.

Jonas will not worry about the addition of Hoffman Investment Bank, which has strengthened Skoda.

The reason why the joint venture was established was because Jonas wanted to focus on the development of the Huaxia factory.

Sucking blood from the Czech Skoda factory, and then enriching the Huaxia factory, in two or three years, it will be possible to attract most of the skilled workers to the joint venture factory with high salaries and subsidies for going abroad.

When the drastic changes in Eastern Europe are over, all the half-dead Škoda factories will be taken, and at that time, it will not be too late to develop the Czech factories.

And he used the leverage of Skoda to pry the Western automobile alliance and get the Opel he always wanted.

Even if Skoda develops by then, thanks to Jonas's funds, Jonas will be able to sell their shares for a good price.

Anyway, no matter how it is calculated, he will not lose.

In January '86, just after the New Year's holiday, when other countries and companies thought that Hoffmann Investment Bank and Skoda would go through lengthy negotiations to reach a cooperation, on January 15, Hoffmann Investment Bank signed a cooperation agreement with the Czech government.

This cooperation can be said to be vigorous and resolute, and before others can react, the negotiations between the two have ended.

The signing of the contract also caused a strong sensation among European countries, especially for German manufacturers.

For a long time, Austria's automobile industry base was deliberately controlled by Germany, and without Germany, Austrian auto parts manufacturers could not survive.

They use their terminal strength to firmly control the development of Austrian auto parts manufacturers, and use Austria's cheap labor to earn high profits.

For example, Austrian manufacturers supply engines to German car factories, and German manufacturers give them only a few profit margins.

They purchased an engine of 3,000 marks from Austria, but the Austrian manufacturers could only sell it to them, and when it came to them, it became 35,000 when it was assembled, but it was sold out, at least 6,000 units.

Because the Austrian manufacturer is only a processor, they can't sell the engines to the outside world, otherwise they will stop buying from this manufacturer.

Austrian manufacturers are the object of their exploitation, and they cannot survive without them, but now, Jonas has integrated a number of manufacturers, and now has a whole car system and brand.

Although it is impossible to be a German car manufacturer now, it has already opened a gap in this closed ecosystem.

To add insult to injury, Jonas is also the majority shareholder of a German automaker, whether Mercedes-Benz, BMW, or Volkswagen, Jonas has direct access to the board.

Since World War II, Germany has not been a complete sovereign state, and their government does not have the power to intervene directly.

The current government of West Germany has no defense, and military power, foreign affairs, and economic power are also constrained by Armenia and other European countries.

Such a lame government has very limited influence.

All of Jonas's plans were based on formal business methods, and it was very difficult to stop Jonas at a time when Jonas was already the majority shareholder of three major car companies.

And relying on these three car companies, their necks are stuck by Jonas, how to resist?

It was only then that Italy's Gianni and Marilla learned why Jonas had rejected the Agnelli family's goodwill and insisted on taking a controlling stake in China's investment plan.

At first, they laughed at Jonas for being a little self-conscious, but now they see that Jonas has stirred up the entire automotive industry.

This is definitely something that Fiat Cars cannot give to Jonas, because it is impossible for them to give up a controlling stake.

On January 17, the Czech government and the Austrian government signed an agreement on the unified export tax rebate of auto industry parts between the two countries.

To put it simply, it is the assembled accessories, which will circulate freely and will only be taxed once. Only spare parts sold in the end market will be taxed between the two countries.

This was the credit of Kohler, who persuaded the CPSU to find a way to compete with the Western camp in the Eastern camp, using the auto parts industry as a model.

Western countries have already harmonized export taxes, while Eastern countries have taxed each other, adding to the cost.

The signing of this treaty means that Austrian spare parts manufacturers will become suppliers to the Skoda car plant without increasing costs.

The production of accessories in Austria has always been closely following the processing level of the West, which is equivalent to directly improving the technological level of Skoda.

On 18 January, the German Ministry of Industry contacted Jonas, who was negotiating in the northern Austrian city of Linz, and invited Jonas to the capital Bonn for business talks, which also included the four major German automakers.

Jonas happily accepted the invitation and dropped another bomb that afternoon.

Linz, the capital city of Upper Austria, is Austria's third largest industrial city and the country's largest steel and chemical base.

It is located not far from the Czech industrial base, the Slovak mining base and is close to the Danube River, and it is also possible to transport industrial products directly to the Black Sea by ship.

Jonas invested $50 million to acquire a 25 percent stake in the Linz steel plant and jointly invested $20 million to expand the port of Linz.

This also means that Jonas can export cars directly to Eastern Europe, Central Asia, and even the Far East without going through Western countries.

Of course, all this is only a means, not an end.

If you really want to do this, you will kill a thousand enemies and injure yourself eight hundred.

The long way from the Danube outlet, the significant reduction in traffic through the Carpathian Pass in Romania, is a bottleneck and adds a huge cost.

The most convenient is to travel from Poland to the Baltic Sea or by train to Trieste, Italy.

Moreover, the largest markets are now Europe and the Americas, which are self-isolation from the West.

Therefore, Jonas's current investment is just a layout, just an intimidation of the West, and the ultimate goal is to sit down and talk with Western countries and manufacturers.

There are so many car manufacturers in the world, what's wrong with me?

On 20 January, Jonas was invited to Bonn, on the border between West Germany and Belgium.

This small town, for decades, was the capital of West Germany.

Jonas did not meet Mrs. Joanna on this trip, and this kind of negotiating meeting, until it is a critical moment, or a favorable breakthrough, will not show up for heavyweights.

Jonas himself came because he was now a provocateur, and there was no one to do in his place.

Ursula is the only one who can represent Jonas with full powers, but she is busier than Jonas.

Wherever Jonas went, he only gave intentional guidance, and then he had to be swept up by Ursula.

Just like the cooperation with Skoda, it is not enough to simply sign an agreement.

How to allocate and use 200 million US dollars, manufacturers to study new cars, future development directions, personnel deployment of joint ventures, reorganize the supplier system, etc., all need to be handled by Ursula.

The biggest pressure on Jonas now is not car manufacturers, nor European governments, but the Armenian Ministry of Commerce.

They were very dissatisfied with Switzerland's support for Jonas to develop industry in the Eastern Bloc, and strictly demanded that the Swiss government abide by the Batumi agreements and not export any sensitive technology to the Czech Republic.

Jonas argues for his desire to enter the automotive industry, but is unanimously blocked by major car manufacturers.

He portrayed himself as a persecuted man who had to cooperate with the Eastern Bloc as a last resort.

Other automakers have likened Jonas to a robber with a bill in his left hand and a gun in his right, and his presence is disrupting the entire world automotive industry.

The first day of the meeting ended with a quarrel between Jonas and the four major German car manufacturers.

The official of the Armenian Ministry of Commerce, who presided over the meeting, also had a headache in the face of this situation.

This kind of quarrel in which the public says that the public is justified and the mother-in-law says that the mother-in-law is reasonable, if you can't find a point of convergence, it can easily lead to the breakdown of negotiations.

The next day, the Swiss Ministry of Commerce sent officials to support Jonas, and at this time, the smaller the country's officials, the more dedicated.

But negotiations were still difficult, and the car factories, including France's two largest car companies, were on the opposite side of Jonas.

On the third day, representatives of General Motors appeared at the meeting and proposed that the industrial revolution carried out by Jonas with financial advantages would directly affect the technological blockade of the West from the East.

This is indeed the death hole of Jonas.

If he wants to open the Huaxia market, he must do more than other car companies, not to mention that his heart is also yellow.

If he can't come up with advanced technology to help Huaxia's overall industrial upgrading, why should he bother to enter the automobile industry, which has meager profits.

Both oil and finance make more money than the auto industry, not to mention the lucrative Internet behind it.

GM's statement directly affected the attitude of the Armenian Ministry of Commerce, and they changed their approach to no longer let Jonas directly go to court with other manufacturers, but to put a shackle on Jonas first.

Negotiations between the Armenian Ministry of Commerce and Jonas lasted three days and resulted in a mutually satisfactory result.

First, the Armenian Ministry of Commerce was willing to step in to help Jonas gain control of a car factory in the West, which was the basis for peace talks.

But at the same time, Jonas has to assume his social responsibilities and abide by the agreements signed between Amenia and the countries of Europe.

This included the prohibition of sending advanced technology beyond the limits to the Eastern Bloc, and the right to regularly inspect the technological output of the companies under the control of Jonas.

The Amenian Ministry of Commerce will send an audit team to classify the technology of each company under the name of Jonas, and each level of technology output must comply with relevant regulations, otherwise it will be subject to severe sanctions.

After Jonas signed this agreement, other car manufacturers also knew that Jonas was a spoiler who could not be driven away now.

Now, he has become a fragrant bun again, and those manufacturers have come to seek cooperation with him.