Once upon a time, in a faraway city in cold northern China, existed an unknown and unloved joint venture named Jinbei-GM — one that brought the Chevrolet S10 that we all know and love to remote parts of the world’s most populous country. Let’s look Jinbei-GM’s short life and resurrection of sorts.
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In the late ’s, when China’s economy started opening up, lots of Chinese carmakers started looking for foreign partners, often with support from local and central governments. One of these companies was called Shenyang Jinbei Automotive. This company used the Jinbei (Gold Cup) brand on a series of light trucks and minivans. The minivans were based on the Toyota HiAce and made by a joint venture with Toyota. But the Chinese wanted pickup trucks, and for reasons unknown, they couldn’t make a deal to produce those with Toyota. So they looked to America.
In , General Motors wasn’t producing any cars in China yet. The Shanghai-GM joint venture, known today as SAIC-GM, was only launched in . For GM, a car-making deal with Shenyang Jinbei presented a golden opportunity to get a foothold in the promising car market. GM had taken a shot at China before; in the late ’s, the China Automobile Industry Corporation in Beijing was looking for a foreign partner to produce sedans and light trucks. They approached General Motors, and the Americans were interested. It didn’t work out due to disagreements between the two sides. When Shenyang Jinbei Automotive came knocking a few years later, GM was ready to try again.
After speedy negotiations the Jinbei-GM joint venture was founded in . It was based in the city of Shenyang, capital of China’s cold northeast Liaoning Province. It was at first a 30-70 joint venture, with 30 percent of shares owned by General Motors and the other 70 percent belonging to Shenyang Jinbei Automotive. Total investment was $130 million. The contract for the Jinbei-GM joint venture was signed on January 15, ; the signing ceremony took place in the Great Hall of the People in Beijing, a prestigious location more commonly used to host visiting heads of state. This indicated a strong support for the joint venture by the Chinese central government, which was a good sign.
Jinbei-GM would manufacture cars under the GMC brand. They settled on the GMC S10 Sonoma pickup truck and the GMC S15 Jimmy SUV. The GMC S10 Sonoma was based on the first generation Chevrolet S10 pickup truck. The GMC Jimmy was based on the first generation Chevrolet S10 Blazer. The joint venture aimed for an annual production of 50.000 units. Production started in August .
ADVERTISEMENTThere were 3 versions of the GMC S10 Sonoma :
All were 4×2 and powered by the 2.5 liter four-cylinder “Iron Duke” petrol engine with an output of 77 kW (105 hp) and 185 Nm. The motor was mated to a 5-speed manual. Top speed was rated at 140 km/h and fuel consumption at 9 liters per 100 kilometers (26 MPG). The S was more upmarket than its single cab sisters, with fancy wheels and strips over the sides and bumpers.
Image from period government catalog.The Jimmy was designated “S.” The big 4.3 liter V6 engine that became known for its reliability in the U.S. made 118 kW (158 hp) and 315 Nm. That, I’m pretty sure, made it the most powerful car produced in China at the time sans Hongqi state limousines. Top speed was rated at 170 km/h (over 100 mph) and fuel consumption was a steep 11 liters per 100 kilometers (21 mpg) [Editor’s note: In the U.S., this ain’t bad! -DT]. Gearbox was a 5-speed manual, sending horses to all wheels. The Jimmy came only in a top-trim level with black alloy wheels and shiny gold striping, as shown above.
The trucks were assembled from semi-knocked-down (SKD) kits, shipped in from the US. This required very little actual production work in Shenyang. This common practice of foreign companies shipping products semi-assembled to them be fully put together in China was common in the early joint-venture years in China, as there simply weren’t any suppliers available to build things from scratch. The first series of Beijing-Jeep Cherokee, Dongfeng-PSA Citroen ZX, and Shanghai-Volkswagen Santana were all “produced” in China with SKD kits.
ADVERTISEMENTNormally, the foreign carmaker would create kits especially for China, pack ‘m up and send ‘m over. However, General Motors went for a slightly cheaper solution. They just grabbed the cars needed from the general production line, packed ‘m up, and then sent ‘m over. So a “China-made” S10 was totally the same one folks could buy at a U.S. dealer, with the same badges and stickers and whatnot more. At the time, this was legal. Later on, the Chinese government became more stringent and demanded joint ventures to source more parts locally. That did indeed happen, and nowadays most auto parts are made in China, and not just for China-produced cars, either.
The Jinbei-GM joint venture got into trouble just one year after it began. One problem had to do with management. It appeared that the two top men, Robert Stramy for GM and Zhao Xiyou for Jinbei, had frequent squabbles that soured the entire relationship between the Americans and the Chinese. Mr Stramy, whose signature is on the previously-shown advertisement, was ordered back to the U.S. and Zhao was released from his post. The dismissal of Robert “Mr. Fix-it” Stramy was painful, as he was famous within GM for turning around troubled operations stateside and abroad. He even wrote a book about it. Well, Shenyang was too hard even for him I guess. I’ve been there. It’s a tough place. But management shuffles were a small problem compared to the much bigger disaster that was coming.
In mid-, the Chinese central government took steps to cool down the economy, which was overheated at the time, with high inflation and a gold-rush as consumers tried to hold onto their savings. Banks reacted with a near-total loan-freeze, which hit Jinbei-GM hard, as they were still only in their start-up phase and weren’t making any money yet. With the loan-freeze, Jinbei-GM didn’t have any working capital to run the plant. Production came to a near-halt.
Over the next 18 months only a small number of cars rolled off the line, and to make matters worse, they didn’t find many buyers. The overheated economy and the government’s response made consumers wary of buying anything expensive. So the few cars the company made weren’t even sold. It looked like the end was near for Jinbei-GM.
ADVERTISEMENTBy , Jinbei-GM had accumulated a loss of 267 million Yuan (over $32 million), and the two sides decided to reorganize the company. Three years later, in June of , General Motors and Shenyang Jinbei Automotive jointly invested another 100 million U.S. dollars, bringing the total investment to $230 million. The shareholding in the joint venture was changed from 30-70 to 50-50. Next, the company killed the GMC Sonoma and Jimmy, and replaced them with the Chevy versions of their next generations — the Chevrolet Blazer SUV and Chevrolet S10 pickup truck. The joint venture also got its own official designation: JGM, for Jinbei General Motors. From now on, it would use the S10 designations and the JGM designations simultaneously.
China didn’t get the U.S. versions, but the South American versions, manufactured by GM Brazil. The South American versions had a more rounded front and different bumpers than the U.S. version. Just like before, it was an SKD operation, with the kits shipped in from Brazil. But there was more localization; some of the engines were made at the Shanghai-GM joint venture, which, as mentioned earlier, started business in .
Sadly, things again didn’t go as planned. It took the joint venture almost three years to get the Trailblazer (the Chevrolet Blazer got a Chinese name: 开拓者, Kāitàzhě, which translates to “Trailblazer,” which is a bit confusing, as Chevrolet used the Trailblazer name for an appearance package on the Blazer in the U.S. until it became a separate model until ) and S10 into production, and the first cars rolled off the line in December . Besides assembling the Trailblazer and S10, the joint venture was also tasked with the distribution of several imported Chevrolet cars, including the Trailblazer EXT and the Tahoe LT.
The S10 pickup truck had the S/JGMSBS designation. It was only available in double-cab form. Power came from a China-built 2.4 liter four-cylinder petrol engine with 88 kW (120 hp) and 177 Nm. The motor was mated to a 5-speed manual, sending horses to the rear wheels. Top speed was 150 km/h (around 95 mph) and 0-100 took a relaxing 17.51 seconds. Prices started at 139.800 yuan, or about $17,000.
ADVERTISEMENTAs for the SUV, the Blazer came in three kinds:
The 4.3 V6 was imported from the U.S. It had an output of 132 kW(180 hp) and 340 Nm. The engine was mated to a 4-speed automatic, and it was a 4×4. Top speed was over 100 mph. Pricing for the 4.3 model started at 299.800 yuan (over $36,000 at the time).
The 2.4 used the same SAIC-GM engine as the S10 pickup truck. It was also rear-wheel drive with a 5-speed manual gearbox. Top speed was 150 km/h and fuel consumption was 9.5 liter per 100 kilometers (25 MPG). Initially, the price started at 239.800 yuan. (Around $29 large at the time).
The police version was painted in police livery and had lights and a siren on the roof. Many Chinese car makers produce vehicles for police and security services.
In , the joint venture added a new version to the lineup powered by a “3L Vortec” 3.0 liter V6. This engine had an output of 94 kW (128 hp) and 215 Nm, and was coupled to a 4-speed automatic gearbox sending horses to all four wheels. Zero to 60 mph took over 12 seconds, and it got around 25 MPG. Price started at 249.800 yuan (roughly 30 grand). With the arrival of the 3.0 version, Jinbei-GM adjusted the price of the 2.4 version to 214.800 yuan ($26,000, roughly), a drop of 11%.
ADVERTISEMENTIn , Jinbei-GM planned to use three years (-) to reach an annual output of 30,000 vehicles, a target more modest than the earlier 40,000 a year figure. Compared to contemporary Chinese pickup trucks and SUVs, the Blazer and S10 were advanced and large. They were also way more expensive and way, way more thirsty, which didn’t help sales at all. The joint venture tried all sorts of things to attract customers. In , they launched a “Chevrolet loves return visits, free car inspection” activity, which, as the name implies, offered free vehicle inspections. The idea was to make “buying and keeping a car easy and good fun.” Jinbei-GM furthermore organized a series of rallying events for with the Blazer, showing off its off-road potential.
It wasn’t enough. In early , the Jinbei-GM joint venture was disbanded. The main reason was poor sales. But there was again a lot going on behind the scenes between the Chinese and American sides. Shenyang Jinbei Automobile had gone through several reorganizations and the Jinbei brand had been bought by the Brilliance Group, a daring private carmaker that is best known abroad for its joint venture with BMW. This made the exact ownership of the shares on the Chinese side very unclear. Phil Murtaugh, chairman and CEO of GM China at the time, told Chinese media: “Even I don’t know who the Chinese partner of Jinbei GM is.” Public criticism like that towards a joint venture partner was unusual, to say the least.
ADVERTISEMENTTo get out of the mess, GM decided to do a new restructuring, and after some tough negotiations Shenyang Jinbei Automotive was bought out, and with that out of the picture. But at the time, the Chinese government didn’t allow foreign automakers to control more than 50% of the shares of a car maker. GM solved this problem by creating an ingenious new joint venture called Shanghai GM Norsom Motors. The Shanghai-GM joint venture became the new main shareholder with 50%. The other 50% was divided equally between Shanghai Auto (now SAIC) and GM China. A joint venture owned by a joint venture! As soon as this was settled, production of the S10 pickup truck and the Blazer was canceled. And that was the end of Jinbei-GM in China.
Shanghai GM Norsom Motors now owned the factory in Shenyang. In the early ’s, car sales in China started to boom and the existing production capacity in Shanghai was not enough. Subsequently, the Shenyang factory was put into good use for making the Shanghai-GM Buick GL8 and Chevrolet Cruze sedan, both of which became best-sellers on the Chinese car market.
In the ’s, the most popular kind of car in China was the sedan, followed by the MPs and pickup truck. SUVs weren’t popular at all, and the Blazer remained the only SUV General Motors had ever made in China until the arrival of the Chevrolet Captiva in . The story is a bit more complicated for pickup trucks. GM didn’t make any under their own brands, but they had a short-lived joint venture with FAW making the FAW Kuncheng pickup truck.
The Jinbei brand still exists. However, the Brilliance Group went into bankruptcy and restructuring in late after it failed to pay back its loans. The restructuring is still ongoing at the time of writing. SAIC-GM, and the Shenyang plant, is still very much alive as well, but the joint venture is losing sales to Chinese carmakers, mainly caused by slow product development and by completely missing the EV boom. The far more versatile Chinese brands are slowly but certainly grabbing more market share, and those brands include Roewe, MG, and IM, all three owned by GM’s partner SAIC. Unless GM China can make a fast turnaround (they are trying) SAIC-GM might die in the foreseeable future. If so, this time, it’ll be the Chinese side that pulls the plug.
ADVERTISEMENTHowever, some legacy of Jinbei-GM lives on. The Blazer turned out to be a strong SUV, and even today many examples are offered for sale second hand and parts are still widely available. Emission regulations have largely banned these cars from the big cities, but don’t be surprised to see a big American Blazer SUV driving down the countryside in China!
The end of the Jinbei-GM joint venture led to a rare consumer protest in , three years after the joint venture was disbanded. I first heard about this from a colleague of mine. She said the local Beijing government refused to register the Chevrolet Blazer 4.3 she had just bought. The car registry office said the manufacturer had ceased to exist, so they couldn’t legally register the vehicle. That meant no license plate and no insurance, so the car couldn’t be used. Naturally, she was very pissed off.
I was surprised by this story, as the Blazer had been off the market for just three years. As it turned out, an independent Beijing car seller had gotten his hands on 56 brand new Blazers, with the 4.3 liter engine, that had been stored away since . He sold these cars for 220.000 yuan, a large discount over the original 299.800 yuan price. All cars were sold, but when the happy new owners of five-year-old cars tried to register their machines they were in for a nasty surprise; like my colleague’s car, none could be registered. The angry buyers initially blamed the dealer, who blamed GM, and then the buyers sought out Shanghai-GM for compensation! Shanghai-GM blamed the dealer, and so it went around for a while. In the end, Shanghai-GM took responsibility for the vehicles so they could be registered after all. My colleague got her license plates and happily used the Blazer until she left China some years later.
I witnessed the consumer protest myself. It was in central Beijing, just around the corner from where I lived. Large public consumer protests were very rare in China. They were not exactly forbidden but most consumers just didn’t care or dare. Nowadays, individual consumer protests are quite common but collective protests are still seldom seen.
ADVERTISEMENTAbout a dozen Blazers were lined up alongside the road. In the background was my local supermarket where I bought most of my stuff. Above the supermarket was a McDonald’s that stayed open until at night. The signs on the cars say: “Buy a Chevrolet, cannot be licensed, return my hard-earned money!” and “Refund! Refund! Refund!” The cars stood there for a few days, attracting lots of attention from local residents. And then one day, they were gone.
Liaoning is a province in northwestern China, part of the area we used to call Manchuria. Over the centuries, the region was ruled by the Chinese, Mongolians, Koreans, Russians and Japanese, but since the end of the Second World War it has been an undisputed part of China.
Liaoning was one of the engines of the Chinese economy in the s. Rich in fossil fuel resources, mainly coal, and a large steel industry drove early industrialization. Even the very first car designed and built in China came from it, a truck named Minsheng.
Link to Yuchung Power
From the late s onwards, the prosperity starts to decline. Just like in the US, a “rust belt” is slowly emerging, a steel industry that is slowly languishing. The pioneering role in Chinese progress is being taken over by rapid developments in the long eastern coastal strip, which runs from Beijing via Shanghai to Shenzhen. However, not all is doom and gloom, because they also make cars in Liaoning.
Julong truck
The Minsheng truck was built in the former Arsenal of Shenyang, capital of the province. After the conquest of China by the communists, the first beginnings of the company that we now know as Brilliance Auto originate in the same city. During ‘the Great Leap Forward’ in , the provincial government of Liaoning establishes a truck manufacturer. From , a truck branded Julong (based on the Russian GAZ 51) rolls off the production line at this Shenyang Automobile Manufacturing Plant. This car shares its technique with the much more famous Yuejin NJ130 from Nanjing Auto. Later, modern variants will follow that are given the production code SY. In the early s Shenyang Automobile starts making trucks based on the BJ130 from Beijing Automobile Works.
Trolley bus in Shenyang
It is not the only manufacturer in Shenyang, because in the Shenyang Municipality already established a garage, the Shenyang Auto Repair & Assembly Factory. It is a workshop where local notables have their Cadillac, Lincoln or Mercedes serviced, but the garage also assemble trolley buses for public transport. For years Shenyang Auto Repair limits itself to this line of work, but in it becomes a car manufacturer. Or actually a bus manufacturer, because they’re starting to put together the SY622, a 10-seat bus that looks suspiciously like a Toyota Coaster of the time.
After a long period of domestic unrest, a more moderate leaderships takes control of the Communist party. At the end of the s they create room for more modern ideas about the economy and start to experiment with elements of capitalism. One of the policies is to operate large state-owned companies more like normal commercial businesses and reduce the direct influence of Party members. Instead companies should have a board of directors, with competent managers running the operations.
Jinbei SY622 10-seat bus
In Shenyang this leads to the establishment of Shenyang Automotive Industry in , under which the above-mentioned automakers are united along with a few dozen other small enterprises, like parts manufacturers and agricultural machinery plants. The new business structure opens the opportunity to look across the border. Shenyang Auto signs an agreement with Mitsubishi in to renew their line of light trucks, and Shenyang Auto Repair turns to Toyota. They make a deal in for the assembly of Hiace vans from knockdown kits, which is expanded in into a more comprehensive technical collaboration.
These developments also lead to a restructuring of Shenyang Automotive and the introduction of the Jinbei brand name. The new brand name is used for both trucks and buses starting in . The parent company renames itself Shenyang Jinbei Automotive Industry (Jinbei Auto) and the bus factory will be called Shenyang Jinbei Passenger Vehicle Manufacturing (Jinbei PV). These changes take place in . The new Jinbei faces problems with outdated equipment and lack of personnel and desperately needs an injection of cash. Chairman Zhao Xiyou raises the novel idea of an IPO. While Jinbei Auto sells half its shares on the Shanghai stock exchange, it suffers exchange rate losses due to the rising value of the Japanese yen, in which it has to pay its part supplies. Jinbei is caught between a rock and a hard place.
And then Yang Rong appears on the scene.
There a two distinctively different stories about the life of Yang Rong.
He himself claims to be born in Huizhou, Anhui province in , graduated from Southwestern University with a PhD in economics and then pursued a career in the Chinese army. He participated in the armed conflict with Vietnam over the Spratly Islands in which he was fatally wounded. After a miraculous recovery he turned his attention to investment banking.
Various media reports however state that Yang was born as Yang Yong in Jiangyin City, Jiangsu province and has four brothers. He graduated high school, worked as a chef and later operated a small shop. After that he worked at the Jiangyin Foreign Trade Office until , when he decided to try his luck as stock trader in Shanghai.
Yang Rong
Whatever the true story is, he ends up trading stock in Shanghai, where he meets his mentor Xu Wentong. In he establishes Huabo Finance Company under Hong Kong law, with Xu’s fund Huayin Trust as the main financer. His activities are fund lending, bond and stock trading and he proves to be a handy negotiator and good networker. Yang and Xu have a shared vision about the Chinese industry: many companies face financial difficulties and management restructure and capital investment alone is not enough to save most them. The stock market is the place to go to.
To prove their point, Yang picks up the and contact Zhao Xiyou about a participation in Jinbei PV. The deal follows quickly. In Yang’s Huabo and Xu’s Huayin purchase a 25% and 15% share respectively in Jinbei PV. A year later Huayin transfers its shares to Huabo and Yang Rong owns the entire 40%. Yang’s ultimate goal is a listing in the United States, which is then impossible for Chinese car companies. So he establishes Brilliance China Automotive Holdings, registered in Bermuda, and Yang places Huabo’s ownership with Brilliance. So now Brilliance owns 40% of Jinbei PV.
In order for the stock exchange listing to happen, two things still need to be done. First, Brilliance is a minority shareholder of Jinbei PV, which is not very attractive to investors. Thus, Brilliance and Jinbei Auto execute a share exchange. Brilliance gets a few extra shares of Jinbei PV and in exchange Jinbei Auto gets shares of Brilliance. Brilliance now effectively owns 51% of Jinbei PV.
Three generations of Jinbei Haishi vans
Second, the Chinese government does not allow foreign ownership of key companies and Brilliance is formally a Bermuda company. Therefore, a Chinese registered fund, China Financial Educational Development Fund, is established to manage all shares of Jinbei PV for Brilliance, with a contractual agreement in place between the fund and Brilliance. In October Brilliance is the first Chinese company to be listed in the US. After the IPO, Brilliance is 56% owned by the Development Fund, 15% by Jinbei Auto and 29% is publicly traded on the New York Stock Exchange.
Before we continue the adventures of Yang Rong, let’s take a look at Jinbei Automotive. Besides the few shares of Brilliance, the company’s main asset is Shenyang Vehicle Manufacturing, the truck factory. It still makes medium trucks based on Mitsubishi technology. Although it’s an well-known brand in Liaoning, on a national level it’s a small company.
In Shenyang Auto sets up a joint venture with GM with the intention of making the Blazer for the Chinese market. However, the collaboration does not get off the ground and in the plans are shelved. In an attempt is made to revive the joint venture, GM takes a larger share (50% instead of the original 30%) and Blazers are indeed made for some time. In , Jinbei Auto sells all its shares to SAIC, where the company is integrated with SAIC-GM.
GMC Pickup, Jinbei Haishi and Jinbei light Truck
In chairman Zhao Xiyou retires for health reasons and another instrumental player in the Brilliance Jinbei deal, Shenyang mayor Wu Disheng, dies in an plane crash. The new leadership of Jinbei Auto tries to regain control of Jinbei PV, but fails and subsequently sells Jinbei Auto to state-owned manufacturer FAW for a symbolic price of 1 yuan. FAW takes a 51% share, Brilliance keeps 12%, Liaoning Province 8% and the rest remains publicly traded on the Shanghai exchange.
Meanwhile, Yang Rong is energetically working with his fresh capital at Jinbei PV. The factory produces the Toyota Hiace vans under the name Jinbei Haishi and these become quite successful in the market. With an average annual growth rate of 50% between and , Jinbei PV becomes the largest producer of light commercial vehicles in China. At the same time Yang builds a supply chain. He buys or starts up all kinds of parts manufacturing businesses, sets up an engines joint venture with Wuliangye Group (a Chinese liquor producer) called Xinchen Engine and acquires a stake in Shenyang Aerospace Mitsubishi Motors. Both engine factories supply engines to many car manufacturers in China.
Jinbei Automobile Manufacturing Plant in Shenyang
Yang’s main motivation is creating a passenger car brand. He outsources all the R&D. Ital Design draws the bodies, TRW develops the platform and Porsche engineers the production in a newly build factory. The first Zhonghua Zunchi comes off the production line in December . Zhonghua is the domestic brand name, abroad we know the car as Brilliance BS6. This first car is a pre-production model and Brilliance has no permit at all for making passenger cars. This permit only follows in and series production starts in August of that year. This means that Yang does not experience the birth of his brainchild, because at that time he’s no longer the CEO of Brilliance.
Due to the clever development of the Brilliance empire, Yang becomes the richest businessman in China, he even makes the American Fortune lists. That fairy tale story ends, when in the early ’00s he falls out of favour with the governor of Liaoning, Bo Xilai (an interesting character, who can get you through an evening on Google).
Zhonghua Zunchi (Brilliance BS6), the first Brilliance car (Photos: Wikimedia)
In the mid-s, Brilliance briefly owns the Tianye Automobile Group (currently known as Zhongxing or ZX Auto), which at that time is negotiating with BMW MG Rover about the production of Land Rovers in China. That deal falls through, but the contacts come in handy as Yang seeks technical cooperation in Europe for his Zhonghua project. MG Rover has just been dumped by BMW and is looking for investors and new markets. The two parties find each other and start negotiations on cooperation and a joint venture. MG Rover even issues a premature press release at the end of that the deal is complete.
Yang chooses the city of Ningbo as the location for the joint venture. Ningbo is located in the coastal strip mentioned in the introduction, where Chinese economic growth is accelerating. Concerned about employment in his ‘rust belt’, Bo Xilai objects and states that the MG Rover factory should be located in Liaoning. Yang refuses to comply and then it’s all out war between the two men.
As explained above, Yang’s shares in Brilliance are managed by the Chinese Development Fund. Bo declares this fund state-owned and with that Yang loses his shares in Brilliance. Of course he protests and files a lawsuit to reverse the expropriation. Bo hits back even harder: he accuses Yang of corruption, embezzling taxpayers’ money, gets all the boards of the Brilliance companies to fire Yang and issues a warrant for his arrest. Yang Rong sees no other option than to flee to the United States in July , where he is living in exile ever since.
Bo Xilai (center)
Twenty years later, Yang is doing a lot better than Bo. Initially, Yang starts litigation in Bermuda and the United States to retrieve his Brilliance share, but he loses all the lawsuits. Instead of giving up, he starts all over again. In he establishes Hybrid Kinetic, a startup for luxury electric cars. In collaboration with Pininfarina, the brand presents a number of concept cars and Yang is now working on a production infrastructure in China. Although the charges against him have never been officially dropped, his relationship with his homeland appears to have returned to normal.
After his governorship in Liaoning, Bo becomes mayor of the metropolis of Chongqing. Not much later he is implicated with the murder of English businessman Neil Heywood, whom Bo suspected was having an affair with Mrs. Bo. Bo never stands trial for Heywood’s death, but he is sentenced to life in prison in for bribery, corruption and abuse of power. Remarkably, Mrs. Bo (a well known and influential lawyer) was convicted of Heywood’s murder and sentenced to a suspended death penalty.
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