全球汽车业大佬薪酬大比拼

    考察日产（Nissan）CEO 卡洛斯•戈恩 2011年1,250万美元年薪有一角度，那就是把它与日本汽车巨头同行的年薪作一比较。目前为止，他的年薪可谓一骑绝尘、遥遥领先。

    然而从全球范围来看，戈恩的年薪还不到福特（Ford Motor）CEO艾伦•穆拉利的一半，后者纳入囊中的年收入高达2,890万美元。戈恩与穆拉利都是扭亏专家，他们都曾带领各自的公司反败为胜，并由此一举成名。

    CEO薪酬在普通员工看来也许高得离谱。然而在高管资源稀缺的环境下，各汽车厂商为了猎聘高管展开了白热化竞争，其高管需要有能力领导一家庞大复杂、并且在全球开展业务的制造型企业。曾经遭遇滑铁卢的高管不在少数，由此也可以看出这份工作的不易。正如伦敦亚洲汽车情报公司（Intelligence Automotive Asia）总经理阿什温•科泰对彭博新闻社（Bloomberg News）说的那样：“戈恩的成绩令人难以置信，他用了10到12年就将日产重新打造为实力雄厚的公司。”他将戈恩的薪水称为“日产为其出色业绩起码应当支付的价格。”

    丰田（Toyota）CEO丰田章男2011年的收入仅为170万美元。这一年是日本汽车史上最黯淡的年份之一，由于地震、海啸以及美国民众对其安全性挥之不去的疑虑，日本汽车遭到重创，目前依然还在缓慢恢复之中。丰田的薪水与前一年持平。本田（Honda）CEO伊东孝绅2011年的薪水事实上还缩水了5%，仅有154万美元。本田在当年也深受地震影响，它在美国的销量也下滑了将近7%。

    日本的CEO虽然不乏汽车、房产以及俱乐部会员等福利，但是他们的薪酬通常远远低于西方同行。日产声明自己的高管薪酬参照的是跨国公司薪资水平，尤其是那些高管团队成员国籍多元化的公司——这一特征使其从丰田等大多数日系公司中脱颖而出。

    根据日产的研究报告，全球各大公司CEO们2011年的平均收入为1,610万美元，而汽车行业CEO的平均年薪为1,750万美元。

    薪水排在穆拉利之后的是大众（Volkwagen AG）的马丁•文德恩，其收入为2,310万美元，高于全球其它汽车CEO的收入。这与大众196亿美元的出色业绩可谓遥相辉映，因为该业绩在所有汽车厂商中也排名第二，同样排在福特之后。文德恩在德国梅赛德斯（Mercedes）的同行蔡澈当年收到的薪水仅为1,140万美元。

    曾经凭借其天才拯救克莱斯勒（Chrysler）和菲亚特（Fiat）于水火之中的塞尔吉奥•马尔乔内去年获得的收入为1,620万美元。然而，马尔乔内未来还需要继续出奇制胜，因为这两家公司尚在合并过程中，目前还没有能力生产出可持续发展所需的汽车数量。当然，这得由马尔乔内说了算。目前，他已经要求关闭了欧洲过量的汽车产能——但是目前效果还不明显。

    美国高管薪酬最低的当属通用（General Motors）CEO艾克森。其年薪仅为900万美元，这份收入其实并不少。该公司2009年有过破产经历，目前尚有25%的股份掌握在美国政府手中——现在离美国总统大选还有5个月。因此，这份薪水不过从政治角度和透明度角度反映了大众对这家公司的接受程度。

    戈恩也许同样感受到了些许来自政府的薪酬压力——法国政府的压力，因为法国政府在雷诺（Renault）也拥有股份。他目前在雷诺的工作为他赢得了370万美元的薪酬。考虑到他在日产的职责，戈恩在雷诺董事会眼中也许只不过是一名兼职员工。

    译者：王骏

    One view of Nissan CEO Carlos Ghosn's salary of $12.5 million in 2011 is its relation to those of his peers at Japan's top automakers. It's the biggest by far.

    On a global scale, Ghosn earned less than half of the $28.9 million that Ford Motor (F) CEO Alan Mulally brought home. Ghosn and Mulally both made their reputations as turnaround specialists, leading their companies from the brink of disaster to prosperity.

    CEO pay may never strike the average worker as rational. In the rarified air of the corporate suite, competition is hot and heavy among automakers to hire an executive with the chops to lead a large complex manufacturing organization that operates worldwide. The number who have failed suggests it's not an easy job. As Ashvin Chotai of London-based Intelligence Automotive Asia told Bloomberg News, Ghosn "has done an incredible job in the 10, 12 years turning Nissan into a very solid company again." He called Ghosn's salary "a small price Nissan has to pay for his success."

    Toyota (TM) CEO Akio Toyoda earned $1.7 million in a year that was one of the weakest in the Japanese automaker's history, as it recovered from disruption caused by earthquake and tsunami as well as lingering fallout from safety concerns in the U.S. Toyoda's pay was the same as the year before. Honda's (HMC) CEO Takanobu Ito actually took a 5% cut in pay to $1.54 million in 2011, a year in which Honda also suffered from earthquake-related disruptions and a nearly 7% slide in U.S. sales.

    Japanese CEOs are usually paid far less in salary than Western counterparts, though their compensation often includes perks such as cars, houses and club memberships. Nissan (NSANY) says it benchmarks the pay of its executives against those of multinationals, especially those with diverse nationalities in its executive ranks -- a characteristic that distinguishes it from Toyota and most Japanese companies.

    According to the Nissan study, CEOs at major industrial companies worldwide were paid an average of $16.1 million in 2011, while the average for automotive CEOs was $17.5 million.

    Behind Mulally but leading the rest of the world's automotive CEOs in pay was Martin Winterkorn of Volkwagen AG. Winterkorn received $23.1 million, a sum that seemed to match VW's prodigious profit of $19.6 billion, second highest among all automakers after Ford. Winterkorn's Mercedes counterpart in Germany, Dieter Zetsche, was paid $11.4 million for the year.

    Sergio Marchionne, whose wizardry so far has saved Chrysler and Fiat from liquidation, earned $16.2 million last year. He will need even more magic going forward because the two companies, which are in the process of becoming one, don't build enough vehicles to be a sustainable enterprise. That judgment is Marchionne's, who has called for closure of excess automaking capacity in Europe -- so far with little result.

    In the U.S. the smallest paycheck was drawn by General Motors (GM) CEO Dan Akerson. His $9 million compensation wasn't paltry, it simply reflected the politics and optics of what's acceptable for a company that went through bankruptcy in 2009 and is 25%-owned by the U.S. government -- five months before a presidential election.

    Ghosn also may be feeling a bit of salary pressure from government -- the French government, which owns a stake in Renault. For his Renault work he receives about $3.7 million. In light of his duties at Nissan, perhaps the Renault board sees Ghosn as a part-time worker.