Thoughts on MV Agusta & A Story About Two Letters

02/16/2015 @ 7:51 pm, by Jensen Beeler43 COMMENTS


MV Agusta USA recently invited a slew of journalists down to Fontana, California in order to talk about the company’s new business plan, and to ride its current lineup of motorcycles on the infield course.

This article is “Part 1” of that experience, as I wanted to separate my thoughts on MV Agusta, MV Agusta USA, and the general motorcycling climate into one story, and then have my “not-a-review” of the machines for another article. Got it? Ok, let’s go.

MV Agusta Italy

It is probably easiest to start with where MV Agusta is as a company. It has been over four years now since Harley-Davidson divested itself of the Italian brand, “selling” the company back to the Castiglioni family. Just a year later, the younger Giovanni Castiglioni found himself in control of the company, after his father Claudio’s passing.

More recently, the company has a started a new three-year business plan, which sees MV Agusta pushing into a full-range of motorcycles, pushing outside of its Italian boundaries, and pushing out of the “luxury” brand segment.

By 2018, MV Agusta aims to be selling 20,000 units worldwide, with an eye on that growth coming from the American, Brazilian, and Asian markets.

In our meeting, MV Agusta was not bashful about referencing Ducati as an analog, which makes sense as MV Agusta faces the same problems Ducati faced, say a decade ago.

MV Agusta has some things strongly in its favor. The company got a fresh start financially from Harley-Davidson, and was left as a company that was set to operate efficiently (word is MV Agusta was an expert at burning cash, pre-Harley-Davidson).

Lenders have been wary of the Italian marque ever since the Castiglioni’s re-acquired it, but the recent investments of Mercedes-AMG and Banca Popolare di Milano have helped give the company the capital it needs to expand on its next steps.

MV Agusta & CEO Helen Vasilevski

This brings us to the MV Agusta’s American operations, which will be increasingly important in the next few years. First off, the old company has basically been gutted, with Helen Vasilevski appointed as MV Agusta USA’s new CEO.

Equal parts industry veteran (Ducati and BRP) and outside opinion (Diageo Liquor and Procter & Gamble), Vasilevski brings to the table enough knowledge to understand the in’s and out’s of the motorcycle industry, without being indoctrinated into the sector’s bad business habits.

A quick look around the room at our press gathering, and the mix of journalists is refreshingly insight: the usual four or five print publications “of record”, the top motorcycle portal sites, the hot motorcycle blogs, and even the inclusion of a smaller female-focused publication — it was a mix of blue chips and performance stocks, exactly what you’d expect from an MBA.

I asked Vasilevski how she picked this mix of journalists, and she replied she paid a guy in India $20 to find the top motorcycle outlets. I was impressed, as she had perhaps the most up-to-date and forward thinking media hit list in motorcycling, and spent a pittance on it, especially when compared to the inflated marketing budgets some OEMs use with 20-year-old press lists.

Another obvious talking point is the fact that Vasilevski is woman, and to my knowledge the highest ranking woman in the US motorcycle industry at this time.

The American motorcycle industry has a handful of female rock stars who are breaking through motorcycling’s thick glass ceiling, which is both demoralizing since its 2015 and still a point worth talking about; and yet also uplifting, as things are obviously slowly changing in this archaic and astonishingly conservative sector.


Curiously present at the event was Mario Spitzner, the Director of Marketing and Branding for Mercedes-AMG. You normally wouldn’t see someone of Spitzner’s business level at press meeting like this, especially since Mercedes-AMG only has a 25% interest in MV Agusta.

In many ways AMG’s role in MV Agusta is very laissez-faire, with the German marque content to let the motorcycle company make its motorcycles. On the other hand, there is a very “German” sense of control going on here, as if Mercedes-AMG needs to keep an eye on what the Italians are doing in their playpen.

The association between the two brands is supposed to be only marketing deep, but I suspect something more is there between them. Mercedes-AMG got a relatively speaking smoking deal on its investment in MV Agusta, and I suspect zie Germans are keen for a strong investment.

How much hand-holding, how much financial support, and how much technology transfer is going on behind closed doors, I can only guess. I do know that the German car manufacturer is very aware of its position to MV Agusta, looking to balance the right amount of freedom with the right amount of direction.

“It Was a Mission Statement”

We were told that MV Agusta’s marching orders going forth are to “become the leading global designer and producer of aspirational bikes in the world.”

That’s all marketing BS, just so we’re clear. But, MV Agusta does have clear goals to move into the void it feels Ducati has left behind, becoming a performance driven motorcycle brand the evokes emotion — what I call product lust — with its riders.

MV Agusta is aware of the company’s strong brand, and recognizes that it is the company’s size that prevents MV Agusta from leveraging the brand fully.

MV Agusta wants to lead every segment it enters with the performance of its machines. They are also pricing themselves strongly against their competitors, sometimes sacrificing profits for that goal.

As Ducati becomes less “Italian” in the eyes of its customers, MV Agusta wants to be the safe harbor where Italian motorcycle design rules the roost, but permeates into every motorcycle segment, with more affordable offerings.

That doesn’t mean all of MV’s bikes will be cheap, take the $46,000 MV Agusta F4 RC for example, but there will be a bike at every price point.

The Plan

As I said before, MV Agusta has an ambitious plan of reaching 20,000 units by 2018. Not only will MV Agusta expand its core business out of Italy, namely into the USA, as well as Brazil and Asia, but the company will continue to push into new motorcycling segments.

Our presentation was keen to point out that 50% of the US motorcycle market is based around touring. It should come as no surprise then that the next model to come to the USA will be the MV Agusta Turismo Veloce, due August 2015 (no, we did not get to ride it).

Reading between the lines, we can expect more touring models and variations from MV Agusta, likely in different displacements, and on different sides of the Adventure-Touring / Adventure-Sport coin.

Rarely does an OEM breakdown sales numbers for us data heads, but MV Agusta was forthright with its sales history, leading up to the Harley-Davidson sale to the Castiglioni’s. I’ve put together yearly sales, with models available, together in the following table:

2010 2011 2012 2013 2014 2015 2016 2017 2018
# of Models 3 5 8 11 16 19 22 24 26
# of Units Sold 3,650 3,687 6,557 7,488 9,200 12,000 14,250* 16,750* 20,000
% Growth 1% 77% 14% 23% 37% 19% 18% 19%

*A&R Sales Estimate

The Dealership Problem

With only 40 dealers in the USA, improving the dealership network is the real low-hanging fruit for the MV Agusta brand in North America, especially with the serious geographical gaps that currently exist. The harder problem is changing public perception.

MV Agusta has already made headway in its dealer inventory, and quotes a 98% availability rate at its current state — more or less on par with any other European brand.

In 12 to 18 months, MV Agusta hopes to have master tech at each MV Agusta dealer, a huge step in improving the customer support side of the MV Agusta ownership experience.

As was talked about at length though, the public perception of the MV Agusta brand, as far as customer support, reliability, dealer support, etc is lacking. MV Agusta literally needs to run an ad campaign promoting the changes it has made for customers — and then make sure its dealerships backup that claim with vigor.

MV Agusta’s motorcycle are certainly better than they have been historically, the joke being that each bike MV releases is “the best ever” from the company. That’s a joke because the bar has always been particularly low, and even still there is room for improvement from the Italian marque with its latest efforts.

With the bevy of electronics on modern motorcycles though, OEMs are often able to make mid-life updates that require just a simple reflash of the ECU from the dealer — a fact MV Agusta leaned perhaps too hard on with the F3 675 launch, a machine that was unrideable at its press launch, but we ready for update by the time it came to American dealers.

With MV putting that much reliance on its dealer network, it only makes sense that the dealers be as well-trained as possible, not mention, lead the charge on customer experience management.

As a colleague and I discussed, BMW has had a notoriously bad track record lately with recalls and model issues, but because the brand and its dealers have taken care of its customers so well during those critically hard times, the BMW riders keep coming back. MV Agusta, and other marques, take note.

Parting Thoughts

I have never been particularly positive of MV Agusta under Giovanni Castiglioni’s leadership. The company is debuting too many bikes that take too long to actually come to market. When they do come, they are not ready or at the level one would expect from say a competitor like Ducati, KTM, or Triumph.

These opinions of mine have made it to Varese and back, or so I’m told. Sorry for partying.

That being said, I’m starting to warm up to MV Agusta. The bikes at their core are good. The company’s new three-cylinder engine really is a piece of art, especially if you ask the people who can discern such things, such a motor builders and race tuners.

MV Agusta is not strong on the details, but they are slowly “getting it” — as much as an Italian motorcycle company can, as I honestly believe there are cultural issues that hold brands like Ducati and MV Agusta back on the global marketplace.

With strong leadership and guidance, as well as regular access to capital, I think MV Agusta has the potential to be that other Italian brand — sorry Aprilia.

Our presentation made strong distinctions between what has happened in the past, both at MV Agusta and MV Agusta USA, and what will happen now. It’s fair play, to blame the old guard, but it reminds me of a common joke, which I think summarizes my thoughts as a whole about our day-long exchange with this Italian OEM:

A common tradition in the White House is for the outgoing President to write the incoming President two letters, with a note that if the new President should ever encounter a national problem he/she cannot fix, they should open the first letter. And if then a second national crisis comes along that the new President cannot fix, to open the second letter. 

As time goes on, sure enough the new President faces an issue that he cannot sidestep, so he opens the first letter. It says, “blame everything on me” and is signed by the previous President. And so the new President does so, and is able to continue onward leading the country, with effect.

As time goes on though, another crisis occurs. Unable to resolve it, the new President looks for wisdom again from his predecessor, and opens the second letter. It reads, “write two letters.”

According to my scorecard, MV Agusta is already a letter deep into this changing of the guard. Hopefully the company’s management won’t need to look to that second letter for wisdom. Call that my reserved optimism for the brand.


Photo: © 2015 Jose Gallina / MV Agusta – All Rights Reserved

  • TCWB

    just fix the throttle and be as reliable as a Japanese manufacturer. :)

  • Easy, right?

  • Scenic Highways

    Make the type of bikes that people who spend twenty grand on them typically buy. The Turismo Veloce Lusso is so close and desireable, but it falls just short in earning my business. Keep it a triple and then add 200 CC’s and about three inches of wheelbase.

  • JoeBloke

    Need to find the next Massimo Tamburini pronto.
    Stay away from Pierre Terblanche and his like.
    Please don’t pursue the path of life style branding.
    Good luck.

  • turb0diesel

    The differentiation of a right size bike is exactly how they will sell more bikes, rather than creating another also ran.

  • paulus

    Nice article. A view point on the renewed brand. Interesting.
    MV appear to moving ahead with direction and purpose now… let’s hope they have the momentum (and cash)

  • Petzi_baer

    I see signs that they are getting better. Not sure when the new president for the US came aboard. But I thought last year, when they missed to renew the license in CA showed a lot about the organization. Also their timing was always off. Bikes weren’t ready for the main selling season. They came to the US w/o ABS when they already announced the next version with ABS in Europe.

    I can’t really afford a new bike at the moment, so I rely mostly on forums and ride report, but it seems they fixed the throttle response.

    They are in a bit of a conundrum, since they don’t have a vast network of dealers, they have to be reliable. But on the other hand they are trying to sell themselves as a high-end/high-tech brand. It’s easier for a company like Moto Guzzi, they sell bikes with tractor engines. What they definitely need to avoid is long wait times for replacement parts.

  • Troy

    Well, I have owned one of these 800 MV’s for almost a year now and it’s a great bike. Handles great, power wheelies in the first 3 gears, sounds and looks excellent as well. Factory support for issues has been perfect. They deserve the success they are getting. I don’t know about the Moto Guzzi comment.. mine just blew a main seal not to mention snapped lower fork clamps and bad cams. Those guys are straight up incompetent.

  • Troy

    It must have been awhile since you rode one of these bikes? The throttle issue on the 3 cylinder has been fixed since dec. 2013, all models. Many review riders incorrectly associate the improved throttle on the Rivale, (or whatever) as model specific – it’s not. I only have a few thousand on mine but its been reliable… Build quality seems very good.

  • Bluey

    “to move into the void it feels Ducati has left behind, becoming a performance driven motorcycle brand the evokes emotion”
    i tend to disagree here. i’ve recently been riding an MV triple around Blackhawk Farms Raceway, and also had the pleasure of thrashing a Panigale around at high speed. i can tell you, the MV had me asleep at the bars out of boredom. the Panigale was pure passion; raw speed and what a beautiful racket it made! *sigh*

  • Roman

    They still have found Adrian Morton. He is the designer of the F3 and will be the designer for all the upcomin models for sure.

  • Roman

    when you ride a Panigale 899 and compare it to a F3 800 – you know, what’s the better bike out of the box. You can’t compare apples with pears. If something from MV is near to the 1199, than testride the F4 RR.
    And to be fair…MV Agusta is building the more beautiful bikes at the momen.

  • Old Boy

    Good on MV for appointing Vasilevski to an executive position. God knows we enough stale perspectives from the old boys club at motorcycle OEM’s. She has a big challenge on her hands (as she knows) though to carve out the market share they are looking to take. The product roadmap makes sense but I doubt they will have enough leverage to whip their dealer network into shape, even if they only concentrate on their top 10 metro markets.

    As Jensen has pointed out before, it takes more than a kick ass product to make a company thrive – look no further than 3-time WSBK championship winning Aprilia. Ducati’s transformation into a modern “iconic” brand took over 15 years and 3 substantial investments (TPG 1996, Investindustrial 2005, Audi AG 2012) to achieve consistent profitability, reputable dealer network and global 40K annual unit sales. I believe MV will have to dip into the investor wallets a few more times to get where they are aiming.

    That said, it will be interesting to watch their next moves and I hope for the sake of the US motorcycle market they are able to do something really innovative.

  • Superlight

    MV needs better focus – fewer models done right, more dealers and a good parts supply would be a good start. As another has already pointed out, having good machines is only part of the solution – companies need all four of the marketing 4P’s to succeed, not just good products. Even on the product side MV should heed the notion of “under-promising and over-delivering”. That hasn’t happened so far except in styling.

  • Ducati Kid

    Old Boy, (Proudly NOT a YOOT!)
    Preface- NOT a Male Chauvinist!
    THE question for any MOTORCYCLE Manufacturer C.E.O. – RIDE?
    Reasoning, Mr. Wandell, soon to be former C.E.O. of The Motor Company, drives Golf Balls often while rarely Riding a HAWG – suggest he’s NOT alone.
    Simply, HOW can the chief executive of a MOTORCYCLE company, or subsidiary, NOT operate their product?
    PROOF behind this? Ever hear of a RIDER named Soichiro HONDA?
    Recalls years ago CYCLE magazine visiting the BIG Four (4) Japanese motorcycle manufacturers afterward announcing SUZUKI their ‘brand’ of choice.
    SUZUKI employees, at that time, RODE products manufactured!
    MV Agusta association – Clearly NOT enough corporate riders of products as obvious, continuing, ‘detail’ related issues would NEVER exist otherwise!
    Observation – difficult to Retail ANY ‘troubled product’ as PREMIUM for long!

  • AHA

    MV’s task is the easiest and also the hardest for any enterprise to achieve: listen to your customers & fix the problems they identify effectively. Achieve this and success is within your grasp. Fail and disaster turns up in Reception every day.

    Having a savvy, cash-rich big bro’ like Daimer-Benz really helps – even if you’re the coolest kid in town with a few ‘issues’ you just can’t seem to shake. Kinda like ‘Rumble Fish’. :)

  • sburns2421

    MV looks like it is following the Triumph plan. Take a basic engine and expand it to as many niches as possible. The 675/800 engine will be the basis for this going forward it seems, just as Triumph did 20 years ago with the 900cc triple and 1200cc four. This also avoids direct comparison, the F3-800 is difficult to have an apples to apples comparison with an 899 or GSXR-750 so instead of comparing spec sheets customers and media can focus on how the bike performs in its own right. I do wonder how or if the Cagiva brand will factor into their plan, MV could remain premium and Cagiva could be the mass-market brand to get their numbers up.

  • Superlight

    MV should have done more in-house testing before putting the machines on sale to the public, but I agree that quick problem resolution would go a long way toward building the brand once issues are discovered.

  • Walter

    I hope Aprilia reads and pays attention to the parts of the write-up dealing with dealer network and customer support. They have almost consistently made bikes that exemplify the best of Italian design sensibilities with Honda-like “feel”, build quality, and reliability. But, boy, Piaggio (and to be fair, Aprilia as a stand-alone company before them) sure pissed off many of their past dealers with onerous floor plans, poor warranty and parts support, and generally unresponsive customer service. Can’t help but wonder what “might have been” if Aprilia hadn’t made the bonehead purchase of Moto Guzzi. Yes, part of it was bad timing (iirc an Italian scooter helmet law passed in the same timeframe which really hurt scooter sales), but they grossly overpaid for what they got; something like 10X what the company was worth in assets.

    MVs, otoh, always feel a tag agricultural/primitive compared to Ducatis. And the designs themselves (other than the faired sportbikes) haven’t been attractive. I believe that most journalists just reach into the “laudatory sentence knapsack” when they talk about the alleged design/passion of the MV nakeds and recycle things that just aren’t true anymore; and if they were Japanese bikes these same journalists would be taking the designers to task.

  • grahluk

    Their aims & assessment of their current position are not unrealistic. Getting from here to there though is where they will have to step smartly. They have a chance to distinguish themselves somewhere between Ducati and Triumph. Their bikes are distinctive and IMO by far the most beautiful on the road. I poked around MV’s offerings at my local dealer (Rockwell Cycles), yes there happens to be a local dealer not far away from me. They make the Ducatis also on the floor look very ordinary. From the couple people I spoke with that own them I’m told they’ve been quite reliable and a joy to ride. The prices were surprisingly competitive. I was looking at the F3 675 to replace my Honda 600RR. MSRP was only a grand or two more. Yes a premium for a bike with comparable performance and less robust support network sounds like a bad decision but looking at them side by side you’ll know why you’d choose the MV. It’s like choosing a Maserati over a Nissan GTR. It’s more than just performance or readily available parts in that decision. It really, really has me considering MV when my Honda gets up there in miles.

    BTW MV are doing well in being more than an old marquee banking on past glory for new sales ala Norton. MV did extremely well coming in 2nd in the World Supersports championship last year in the hand of Jules Cluzel.

  • sburns2421

    IIRC Morton also did the Benelli Tornado, which is nothing if not striking in person. Shame it is so rare in the US while they can’t seem to give them away in Europe.

  • grahluk

    p.s. BTW if you look at the current test times in World Supersport (PI day two) MV Agusta F3 holds P1 & P2. Not bad eh?

  • Ducati Kid

    Correct about those Individual ‘appearance’ Pipes exiting the Emission-Sound ‘Can’.
    Cleaned this up photographically – CHEAP too!
    Implore Varese to implement this MotoGP inspired design.

  • Keith Wandell was arguably the best motorcycle CEO in the past decade. Who cares if he rides. What a red herring argument.

  • Ducati Kid

    Let’s review – Brought in from Johnson Controls to turn around H-D fortunes which he admittedly did.
    Then again, Mr. Wandell IS a ‘Turn Around’ specialist.
    Failed to disclose Mr. Wandell ‘firing, retiring or threatening’ others NOT agreeing with his intended course of action.
    Why do you believe H-D’s successful C.E.O. shall soon be looking for employment? LOVED does NOT describe Keith.
    Cleary the current H-D ‘board’ DOES appreciate an individual who DOES Ride Motorcycles – Matt Levatich!
    Regarding NOT Riding PRODUCT you manufacturer?
    I would suggest researching the THOUSANDS of failed businesses, of all types, HEADED by individuals who NEVER employed corporate products or services.

    Business 101 – ‘KNOW your PRODUCT!’

  • Ducati Kid

    Apologies, corrected the Exhaust treatment for a more pleasing appearance.
    Upon reflection – GP then later MotoGP inspired thus an historic MV Agusta association!

  • Richard Gozinya

    Those randomly capitalized words make it painful to read your comments.

  • Bustin Jeeler

    Add three inches of wheelbase? Wow! You must be a GP racer.

  • Bruce Steever

    Last bike i rode was a 2013-spec Brutale 800. Fueling wasn’t awful, but it needed a lot of work.

    Here’s hoping the next MV i test works out better!

  • LeDelmo

    I am very hopeful for Mv. I feel the new triple platform is very solid. But I feel the fit and finish just isn’t there anymore. I test rode a B3 675 and was very disappointed with the quality. It just didn’t feel finished. And I hold nothing back for my dis-stain of that rats nest on the side of the bike. “They left all the hoses from the F3 on the side of the B3” The old MV would have never done that. I also didn’t appreciate the tank. No curves, completely flat, just not sexy. The New F4’s I feel are holding what little of that attention to detail the Italian company has left. But the B3 platforms are simply being used as a generic cookie cutter until they find what works. But the quality will never be there because of that. If they built the B3 800RR they way they did with the 1078RR there would be one in my garage right now. I really hope it isn’t too late for MV to remedy this. I really want there to be a second generation of the B3 800RR’s. Just hope they don’t wait five years to fix the mistakes they made by rushing these to market half finished and slapped together.

    But thanks Jensen for the write up cant wait for part two.

  • Ducati Kid

    To RG and All readers –
    My apology for offending Beeler. Wandell and all.
    That stated, being upset does not dismiss historical facts or being called on past actions.
    Simply, Mr. Wandell performed his job with H-D Board approval in a manner that offended fellow H-D associates, State Governments in Three (3) States and Industry.
    Mind you, this is Normal practice within American Industry today – Pissing Off Everyone!
    Kill’s ‘brand’ approval by competitors, Government, media and Public!
    Wager today Mr. Wandell is upset with Milwaukee’s Board, then again, believe Teutonic citizens are likewise with Historical fact.
    Quoting Showman Jimmy Durante – “Be nice to People on the way Up as you meet them again on the way Down!”
    Important – C-I-V-I-L while being Historically correct!

  • don bishop

    Excellent article on the current business status of MV and here’s hoping they will succeed.

  • Superlight

    Removing the triple exhaust outlets eliminates one of the best design details of the MV triples. Your revision subtracts, not adds, to the look.

  • Piglet2010

    Recently – do you have heated gear and studded tires?

  • Piglet2010

    Mr. Honda did ride his own motorcycles.

  • Piglet2010

    “Business 101 – ‘KNOW your PRODUCT!'”

    Harley-Davidson sells a Lifestyle™ accessory, not a motorcycle.

  • Piglet2010

    Piaggio is a great example of a whole being less than the sum of the parts – a mish-mash of models and brands, with no clear focus on what Aprilia, Gilera, and Piaggio marques should be (at least Moto Guzzi and Vespa have clear identities).

  • Ducati Kid

    My thanks for your observation commentary!
    Years ago known as ‘Ray Gun’ or ‘Pipe Organ’ appearing Exhaust this design reflects corporate stylists desires to emulate the late 50’s MV Agusta ‘Six Cylinder’ Racer.
    While indeed a design element it’s effectiveness in luring buyers into dealerships is dubious – ‘Eye of the Beholder’.
    Media writer Frank Melling slammed, as a ‘Triangular Lump’, the Exhaust treatment.
    Depicted a ‘Pipeless’, subtle revision to the stock Exhaust design with indents to suggest pipes beneath an ‘appearance cover’ ending with a MotoGP inspired ‘Mesh Grill’.
    Appearance Cover?
    With the fitment of an Emissions ‘Can’ BOTH Exhaust Emission and Sound are functionally addressed.
    Good or Bad ‘appearance covers’ are arriving on Motorcycles!

  • Superlight

    All of us have our opinions on design, but I think Adrian Morton knows more about that topic than either you or I and he created/approved the 3-pipe exhaust outlets.

  • Ducati Kid

    Rest assured ‘seniors’ within Global Media have lived through all manner of ‘oddities’ passing as Motorcycles over the past decades.
    Regarding Mr. Melling’s commentary?
    He was accompanied by Giovanni Castiglioni during his testing and informed him directly of any concerns.
    Ultimately Global customers shall decide a products outcome no matter voiced opinions.
    As for me – ‘Round, Smooth and Graceful’ attracts ones eye inviting further investigation beginning an association with interested parties!

  • Alejandro Bahia

    As a MV owner, I can state that the MV is a beautiful bike, but a horrible product.

  • Mv lover

    It’s a shame the company doesn’t back its dealers and importers in Our part of the world. The product is only as good as the integrity of the creator. When the brand new mv bike caught fire on the way home , the factory just did very little. Also the ECU only lasted 1600km they wouldn’t cover the $2500 cost of replacement. The thing has become a paper weight. I have only ever purchased cagiva / mv Augusta over the past 30 years and dissapointed in the factory customer support so much that I have decided never to buy one ever again. Warning AMG warning.

  • Adam Hammond

    The problem with your ‘argument’ DK is that when you stated Wandell was a crap CEO because he did not ride, an industry insider pointed out that:

    1. Wandell was not a crap CEO, rather one of the better performing in the industry; and

    2. Whether he rode or not was irrelevant.

    Instead of taking that on the chin, you changed course and claimed that Wandell was a crap CEO because he isn’t a nice guy.

    For the record, few would argue that what Wendelin Wiedeking did with Porsche was one of the greatest feats of any CEO in history- automotive sector or otherwise. Despite that, I’m quite sure he’s not a tenth of the driver his son is, nor would I imagine he’s the most fun guy around to drink a beer with.