All set for some even more automotive news? We have an excellent post today that you need to really check out. Stay up to this day with all automobile related info and car transportation news right here.
NHTSA opened an investigation after receiving 15 complaints describing mechanical failure with rear axles on the 2005 Dodge Ram 1500.
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June 28, 2014 - 1:34 pm ET
WASHINGTON (Bloomberg) -- U.S. auto-safety regulators are investigating complaints that rear axles on Dodge Ram pickups have locked up without warning while driving, causing vehicles to spin out at high speeds in some cases.
The National Highway Traffic Safety Administration opened the investigation after receiving 15 complaints describing the mechanical failure on the 2005 Dodge Ram 1500.
Seven incidents occurred at speeds of 50 miles (80 kilometers) per hour or more, according to a posting today on the agency's website.
"A preliminary evaluation has been opened to assess the scope, frequency and safety-related consequences of the alleged defect," the agency said.
There have been no crashes or injuries related to the complaints on Chrysler Group's truck. The probe involves about 260,000 vehicles, the agency said.
At least two of the complaints from drivers said the lockup of the rear axle made the truck spin.
Consumers reported that loose pinion nuts caused the rear differential, which makes the back axle spin, to lock up, or caused the drive shaft to separate from the differential, the agency said.
Drivers said there was little noise or other warning before the lockups or separations happened, NHTSA said.
"Chrysler Group is cooperating fully with NHTSA and would like to remind customers that this is an investigation, not a recall," the automaker said in a statement.
Contact Automotive News
http://www.autonews.com/article/20140628/OEM11/306289986/chryslers-ram-pickup-under-u-s-safety-investigation-for-rear-axle
Sunday, June 29, 2014
Saturday, June 28, 2014
Suzuki's 84-year-old CEO causes concern over lack of succession plan
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Osamu Suzuki's term as head of the carmaker has been extended a further year.
Photo credit: Bloomberg
Automotive News
June 28, 2014 - 12:01 am ET
TOKYO (Bloomberg) -- Suzuki Motor Corp.'s investors are becoming increasingly concerned at the lack of clarity over who will succeed the carmaker's 84-year-old Chairman and President, Osamu Suzuki, who has spent almost three decades as head of the carmaker.
On Friday, Suzuki's term was extended by one year at the annual general meeting in Hamamatsu, southwest of Tokyo, despite his age.
"It's a big risk having a 84-year-old at the helm and there's a widespread sense of uncertainty," said Kazuyuki Terao, Tokyo-based chief investment officer at Allianz Global Investors Japan Co. "We're most concerned that if Osamu leaves suddenly given his age, the market will react negatively without knowing what comes next."
While Suzuki earned a record profit last year, its revenue is dwarfed by automakers like Toyota Motor Corp., undermining its ability to keep up with spending on research and development.
Investors such as Mizuho Asset Management are also concerned about the carmaker's strategic direction after Osamu Suzuki leaves. While he hasn't designated a successor, Osamu Suzuki promoted four of his lieutenants in 2011 to the level of executive vice presidents, from which a president may eventually be chosen. They include his son, Toshihiro Suzuki, 55, who heads the company's overseas business.
The contenders
The other three EVPs are Yasuhito Harayama, 58, who used to work for Japan's economy and trade ministry, and company veterans Minoru Tamura, 66, and Osamu Honda, 64.
"It's not transparent," said Takashi Aoki, a Tokyo-based fund manager at Mizuho Asset. "We don't know what to expect. That's not good for investors." Both Allianz and Mizuho Asset owned Suzuki shares, according to data compiled by Bloomberg.
Ei Mochizuki, a Suzuki spokesman in Tokyo, declined to comment on the matter.
Osamu Suzuki's son-in-law Hirotaka Ono, whom he groomed to take over Suzuki Motor, died in 2007 at the age of 52 after battling pancreatic cancer. In his memoir, "I'm a small-business boss," Osamu Suzuki wrote that his plan "fell apart" with Ono's passing. "Nothing is more difficult than picking a successor," he said in the memoir. "Although president is not a position that can be shared by many, I have to say I made a mistake by locking in the person too early. I should have prepared two to three candidates, because you don't know what will happen to them no matter how young they are."
New chief
The new Suzuki president would have to safeguard the company's dominance in India, its biggest market, where Nissan Motor Corp. and Honda Motor Co. are wooing customers with wider, lower-priced selections. The new chief would also have to see through its dispute with shareholder Volkswagen Group -- if Osamu Suzuki isn't able to do it himself while still president -- and find a new alliance partner.
"We understand the need for the discussion for succession," Toshihiro Suzuki said in an interview in August. "For now, our priority is to put an end to the VW arbitration." The issue of succession wasn't discussed at the two-hour annual general meeting on Friday, which was attended by 569 stock holders.
Long career
A former bank employee, Osamu Suzuki got his start in the automotive business through his arranged marriage to Shoko Suzuki, the granddaughter of Michio Suzuki, who founded Suzuki Motor's predecessor company. He then took his wife's surname, as is the Japanese custom when there are no male heirs to a family business. In a career spanning five decades, he led Suzuki Motor's overseas expansion by leveraging the carmaker's expertise in small cars to build a dominant market share in India during his first of two term as president from 1978 to 2000. He also steered the company into alliances with two of the world's biggest automakers, VW and General Motors Co., that ultimately failed.
In 1981, GM, then the world's biggest carmaker, agreed to buy a stake in Suzuki as the Japanese company sought to expand in North America and Europe. GM would later hold as much as 20 percent of Suzuki Motor after doubling its stake in 2001. Reeling from five straight quarterly losses, the U.S. carmaker began selling its Suzuki Motor shares for cash in 2006 and completed the divestment in 2008, before filing for bankruptcy.
VW alliance
After the GM alliance was dissolved, Suzuki Motor agreed to a tie-up with Germany's Volkswagen, which bought a 19.9 percent stake in the Japanese company in 2010. The VW alliance descended into acrimony after the German carmaker described Suzuki Motor as an "associate" in an annual report, and as the Japanese carmaker accused VW of disparaging its honor by alleging Suzuki Motor had violated their partnership agreement by buying engines from Italy's Fiat Group.
The two partners have been in international arbitration since November 2011 to settle Suzuki's demand that VW sell back its stake, which VW has turned down.
When Osamu Suzuki took over from Hiroshi Tsuda in 2008 for his second stint as president -- in addition to his role as chairman -- Suzuki Motor was facing its first profit decline in eight years as a global recession and tighter lending dented car demand. He cut costs by shifting some production out of Japan to Thailand and pulled out of the U.S. in 2012. In India and Japan, the company's two biggest markets, he boosted Suzuki's sales after revamping the Wagon R and Alto small cars.
Record profit
Last year, the company made a record profit of 107.5 billion yen. Suzuki's shares have gained 13 percent this year, outperforming the 3.5 percent decline in the benchmark Topix Index.
"I think he has done a terrific job with the company," said Edwin Merner, president of Atlantis Investment Research Corp., which doesn't own Suzuki shares. "But it's time for somebody else to take it over."
http://www.autonews.com/article/20140628/OEM02/306289995/suzukis-84-year-old-ceo-causes-concern-over-lack-of-succession-plan
Osamu Suzuki's term as head of the carmaker has been extended a further year.
Photo credit: Bloomberg
Automotive News
June 28, 2014 - 12:01 am ET
TOKYO (Bloomberg) -- Suzuki Motor Corp.'s investors are becoming increasingly concerned at the lack of clarity over who will succeed the carmaker's 84-year-old Chairman and President, Osamu Suzuki, who has spent almost three decades as head of the carmaker.
On Friday, Suzuki's term was extended by one year at the annual general meeting in Hamamatsu, southwest of Tokyo, despite his age.
"It's a big risk having a 84-year-old at the helm and there's a widespread sense of uncertainty," said Kazuyuki Terao, Tokyo-based chief investment officer at Allianz Global Investors Japan Co. "We're most concerned that if Osamu leaves suddenly given his age, the market will react negatively without knowing what comes next."
While Suzuki earned a record profit last year, its revenue is dwarfed by automakers like Toyota Motor Corp., undermining its ability to keep up with spending on research and development.
Investors such as Mizuho Asset Management are also concerned about the carmaker's strategic direction after Osamu Suzuki leaves. While he hasn't designated a successor, Osamu Suzuki promoted four of his lieutenants in 2011 to the level of executive vice presidents, from which a president may eventually be chosen. They include his son, Toshihiro Suzuki, 55, who heads the company's overseas business.
The contenders
The other three EVPs are Yasuhito Harayama, 58, who used to work for Japan's economy and trade ministry, and company veterans Minoru Tamura, 66, and Osamu Honda, 64.
"It's not transparent," said Takashi Aoki, a Tokyo-based fund manager at Mizuho Asset. "We don't know what to expect. That's not good for investors." Both Allianz and Mizuho Asset owned Suzuki shares, according to data compiled by Bloomberg.
Ei Mochizuki, a Suzuki spokesman in Tokyo, declined to comment on the matter.
Osamu Suzuki's son-in-law Hirotaka Ono, whom he groomed to take over Suzuki Motor, died in 2007 at the age of 52 after battling pancreatic cancer. In his memoir, "I'm a small-business boss," Osamu Suzuki wrote that his plan "fell apart" with Ono's passing. "Nothing is more difficult than picking a successor," he said in the memoir. "Although president is not a position that can be shared by many, I have to say I made a mistake by locking in the person too early. I should have prepared two to three candidates, because you don't know what will happen to them no matter how young they are."
New chief
The new Suzuki president would have to safeguard the company's dominance in India, its biggest market, where Nissan Motor Corp. and Honda Motor Co. are wooing customers with wider, lower-priced selections. The new chief would also have to see through its dispute with shareholder Volkswagen Group -- if Osamu Suzuki isn't able to do it himself while still president -- and find a new alliance partner.
"We understand the need for the discussion for succession," Toshihiro Suzuki said in an interview in August. "For now, our priority is to put an end to the VW arbitration." The issue of succession wasn't discussed at the two-hour annual general meeting on Friday, which was attended by 569 stock holders.
Long career
A former bank employee, Osamu Suzuki got his start in the automotive business through his arranged marriage to Shoko Suzuki, the granddaughter of Michio Suzuki, who founded Suzuki Motor's predecessor company. He then took his wife's surname, as is the Japanese custom when there are no male heirs to a family business. In a career spanning five decades, he led Suzuki Motor's overseas expansion by leveraging the carmaker's expertise in small cars to build a dominant market share in India during his first of two term as president from 1978 to 2000. He also steered the company into alliances with two of the world's biggest automakers, VW and General Motors Co., that ultimately failed.
In 1981, GM, then the world's biggest carmaker, agreed to buy a stake in Suzuki as the Japanese company sought to expand in North America and Europe. GM would later hold as much as 20 percent of Suzuki Motor after doubling its stake in 2001. Reeling from five straight quarterly losses, the U.S. carmaker began selling its Suzuki Motor shares for cash in 2006 and completed the divestment in 2008, before filing for bankruptcy.
VW alliance
After the GM alliance was dissolved, Suzuki Motor agreed to a tie-up with Germany's Volkswagen, which bought a 19.9 percent stake in the Japanese company in 2010. The VW alliance descended into acrimony after the German carmaker described Suzuki Motor as an "associate" in an annual report, and as the Japanese carmaker accused VW of disparaging its honor by alleging Suzuki Motor had violated their partnership agreement by buying engines from Italy's Fiat Group.
The two partners have been in international arbitration since November 2011 to settle Suzuki's demand that VW sell back its stake, which VW has turned down.
When Osamu Suzuki took over from Hiroshi Tsuda in 2008 for his second stint as president -- in addition to his role as chairman -- Suzuki Motor was facing its first profit decline in eight years as a global recession and tighter lending dented car demand. He cut costs by shifting some production out of Japan to Thailand and pulled out of the U.S. in 2012. In India and Japan, the company's two biggest markets, he boosted Suzuki's sales after revamping the Wagon R and Alto small cars.
Record profit
Last year, the company made a record profit of 107.5 billion yen. Suzuki's shares have gained 13 percent this year, outperforming the 3.5 percent decline in the benchmark Topix Index.
"I think he has done a terrific job with the company," said Edwin Merner, president of Atlantis Investment Research Corp., which doesn't own Suzuki shares. "But it's time for somebody else to take it over."
http://www.autonews.com/article/20140628/OEM02/306289995/suzukis-84-year-old-ceo-causes-concern-over-lack-of-succession-plan
Friday, June 27, 2014
China's GAC set to export Trumpchi line to U.S., exec says
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GAC, which operates manufacturing joint ventures in China with Toyota and Fiat, started the Trumpchi brand in 2010.
Related Topics
June 26, 2014 - 12:34 pm ET
BEIJING (Bloomberg) -- The China-made SUV shown in the latest Transformers movie may hit U.S. showrooms as early as next year, testing demand by American consumers for Chinese autos.
Guangzhou Automobile Group Co. plans to start exporting models including the Trumpchi GS5 featured in "Transformers: Age of Extinction" to the United States, according to Wu Song, head of the Trumpchi brand.
The carmaker, which operates manufacturing joint ventures with Toyota Motor Corp. and Fiat SpA, started the marque in 2010.
"Our sponsorship of Transformers 4 will help more overseas dealers and consumers know about our cars and over the long run it will greatly contribute to our branding," Wu said in an interview Thursday. "We want to start exporting to the U.S. as quickly as possible and I am confident that they will find our Trumpchi cars competitive."
Guangzhou Auto joins BYD Co., Geely Automobile Holdings and Great Wall Motor Co. among Chinese automakers with ambitions to crack the U.S. market.
The Trumpchi E-jet, a plug-in electric hybrid developed by state-owned GAC.
They're seeking to challenge General Motors and Ford Motor Co. to burnish their own standing back home in China, where local Chinese brands are losing market share to foreign nameplates.
The film, which features Mark Wahlberg, is predicted to rank among the biggest-grossing of the year with U.S. ticket revenue projected at $265 million by BoxOffice.com.
The automaker was approached to participate in the fourth installment of the Transformers movie franchise after director Michael Bay saw the Trumpchi E-Jet electric car at an auto show, Wu said.
Guangzhou Auto currently exports its Trumpchi vehicles to the Middle East, South America and Russia.
Demand for the brand has exceeded expectations, with total sales projected to reach 135,000 units this year versus an earlier target of 115,000 vehicles, Wu said.
"Transformers: Age of Extinction" will be shown in China theaters starting Friday.
Contact Automotive News
http://www.autonews.com/article/20140626/GLOBAL03/306269949/chinas-gac-set-to-export-trumpchi-line-to-u-s-exec-says
GAC, which operates manufacturing joint ventures in China with Toyota and Fiat, started the Trumpchi brand in 2010.
Related Topics
June 26, 2014 - 12:34 pm ET
BEIJING (Bloomberg) -- The China-made SUV shown in the latest Transformers movie may hit U.S. showrooms as early as next year, testing demand by American consumers for Chinese autos.
Guangzhou Automobile Group Co. plans to start exporting models including the Trumpchi GS5 featured in "Transformers: Age of Extinction" to the United States, according to Wu Song, head of the Trumpchi brand.
The carmaker, which operates manufacturing joint ventures with Toyota Motor Corp. and Fiat SpA, started the marque in 2010.
"Our sponsorship of Transformers 4 will help more overseas dealers and consumers know about our cars and over the long run it will greatly contribute to our branding," Wu said in an interview Thursday. "We want to start exporting to the U.S. as quickly as possible and I am confident that they will find our Trumpchi cars competitive."
Guangzhou Auto joins BYD Co., Geely Automobile Holdings and Great Wall Motor Co. among Chinese automakers with ambitions to crack the U.S. market.
The Trumpchi E-jet, a plug-in electric hybrid developed by state-owned GAC.
They're seeking to challenge General Motors and Ford Motor Co. to burnish their own standing back home in China, where local Chinese brands are losing market share to foreign nameplates.
The film, which features Mark Wahlberg, is predicted to rank among the biggest-grossing of the year with U.S. ticket revenue projected at $265 million by BoxOffice.com.
The automaker was approached to participate in the fourth installment of the Transformers movie franchise after director Michael Bay saw the Trumpchi E-Jet electric car at an auto show, Wu said.
Guangzhou Auto currently exports its Trumpchi vehicles to the Middle East, South America and Russia.
Demand for the brand has exceeded expectations, with total sales projected to reach 135,000 units this year versus an earlier target of 115,000 vehicles, Wu said.
"Transformers: Age of Extinction" will be shown in China theaters starting Friday.
Contact Automotive News
http://www.autonews.com/article/20140626/GLOBAL03/306269949/chinas-gac-set-to-export-trumpchi-line-to-u-s-exec-says
Thursday, June 26, 2014
GM boss grilled by Congress as panel chairman claims cover-up at auto giant
Ready for some more automotive news? We have a good post today that you should really review. Stay up to date with all vehicle related details and car transport information right here.
General Motors boss Mary Barra was grilled again by Congress on Wednesday as the chairman of the House committee investigating its fatal ignition switch scandal said he continued to believe there had been a cover-up at the car giant.
Members of the House energy and commerce subcommittee said there was evidence that whistleblowers were afraid to speak up in the company, and that the warnings of those who did speak out were ignored.
Chairman Tim Murphy, Republican from Pennsylvania, said: âI remain unconvinced there wasn't an effort to cover up bad decisions to avoid liability.â
He said GMâs own report into the scandal had identified âthe GM nod and the GM salute â" people look to others to do something, but no one accepts responsibility.â
GM has fired 15 people over the issue, which took a decade to be resolved and is linked to 13 deaths. But â99.999% of the people are the same,â said Murphy.
âA culture that allowed safety problems to fester for years will be hard to change,â he said. âThe system failed and people died and it could have been prevented.â
Attorney Anton Valukas, who compiled GMâs report, also testified at the hearing. He said his report had uncovered serious cultural issues within the company that had led to the ignition issues. He said it had taken a lawyer representing a victim of the ignition issue to do a âsimple thingâ like compare two switches to find that GM had changed a faulty part without notifying anyone.
âNo one goes back to review previous decisions,â he said.
GM has recalled 20m cars so far this year. The committee is investigating the recall of millions of Cobalts and other smaller cars where a fault with the ignition switch led to car engines switching off while in motion, a fault that also disabled airbags.
The company had operated in silos, information was not shared, Valukas said. There were circumstances where employees showed âsensitivity to the word âstallsâ and would stay away from using words that would force people to ask hard questions.â
But Valukas said his investigation had found no specific evidence of a cover-up. He said his firm, Jenner & Block, had been given âunfettered accessâ to GM employees and files, had conducted 350 interviews and reviewed 41m documents. Investigators had looked at whether people took steps to conceal what they knew from other individuals.
âDoes a corporate culture of carelessness where life-saving information sits in boxes ⦠is that not a cover-up?â asked Murphy.
âWe did not find that,â Valuskas said.
Barra once again apologised for the fiasco, and said âthe men and women of GM, the vast majority, come to work every day and want to do a good job ⦠they want to do the right thing.â
But committee members seemed unconvinced. Diana DeGette, the top Democrat on the subcommittee, said Valukasâs report "does not answer the key questions".
âThe report singles out many individuals at GM who made poor decisions or failed to act, but it doesn't identify one individual in positions of high leadership who was responsible for these systemic failures," she said.
http://www.theguardian.com/business/2014/jun/18/gm-boss-mary-barra-congress-ignition-switch-scandal
General Motors boss Mary Barra was grilled again by Congress on Wednesday as the chairman of the House committee investigating its fatal ignition switch scandal said he continued to believe there had been a cover-up at the car giant.
Members of the House energy and commerce subcommittee said there was evidence that whistleblowers were afraid to speak up in the company, and that the warnings of those who did speak out were ignored.
Chairman Tim Murphy, Republican from Pennsylvania, said: âI remain unconvinced there wasn't an effort to cover up bad decisions to avoid liability.â
He said GMâs own report into the scandal had identified âthe GM nod and the GM salute â" people look to others to do something, but no one accepts responsibility.â
GM has fired 15 people over the issue, which took a decade to be resolved and is linked to 13 deaths. But â99.999% of the people are the same,â said Murphy.
âA culture that allowed safety problems to fester for years will be hard to change,â he said. âThe system failed and people died and it could have been prevented.â
Attorney Anton Valukas, who compiled GMâs report, also testified at the hearing. He said his report had uncovered serious cultural issues within the company that had led to the ignition issues. He said it had taken a lawyer representing a victim of the ignition issue to do a âsimple thingâ like compare two switches to find that GM had changed a faulty part without notifying anyone.
âNo one goes back to review previous decisions,â he said.
GM has recalled 20m cars so far this year. The committee is investigating the recall of millions of Cobalts and other smaller cars where a fault with the ignition switch led to car engines switching off while in motion, a fault that also disabled airbags.
The company had operated in silos, information was not shared, Valukas said. There were circumstances where employees showed âsensitivity to the word âstallsâ and would stay away from using words that would force people to ask hard questions.â
But Valukas said his investigation had found no specific evidence of a cover-up. He said his firm, Jenner & Block, had been given âunfettered accessâ to GM employees and files, had conducted 350 interviews and reviewed 41m documents. Investigators had looked at whether people took steps to conceal what they knew from other individuals.
âDoes a corporate culture of carelessness where life-saving information sits in boxes ⦠is that not a cover-up?â asked Murphy.
âWe did not find that,â Valuskas said.
Barra once again apologised for the fiasco, and said âthe men and women of GM, the vast majority, come to work every day and want to do a good job ⦠they want to do the right thing.â
But committee members seemed unconvinced. Diana DeGette, the top Democrat on the subcommittee, said Valukasâs report "does not answer the key questions".
âThe report singles out many individuals at GM who made poor decisions or failed to act, but it doesn't identify one individual in positions of high leadership who was responsible for these systemic failures," she said.
http://www.theguardian.com/business/2014/jun/18/gm-boss-mary-barra-congress-ignition-switch-scandal
Wednesday, June 25, 2014
Michigan's Suburban Collection acquires 2 Cadillac dealerships in state
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DETROIT -- The Suburban Collection has acquired two Michigan dealerships -- Don Massey Cadillac in Plymouth and Capitol Cadillac in Lansing -- from Charlotte, N.C.-based Sonic Automotive Inc. for an undisclosed amount.
Sonic had owned both stores since purchasing them from the late Don Massey in 2002.
The 73,000-square-foot Plymouth store, which employs 90, will give The Suburban Collection a presence on the west side of metro Detroit.
It already operates Cadillac dealerships in Troy and Ann Arbor, Mich., and Costa Mesa, Calif.
With its purchase of Capitol Cadillac, a 53,000-square-foot site employing 45 people, the dealership group will gain entry to the Lansing market.
The acquisitions are in line with The Suburban Collectionâs strategy of continued, managed growth and geographic expansion, Chairman and CEO David Fischer said in a statement.
Since early 2012, The Suburban Collection has completed the purchase of five other Michigan dealerships: Suburban Fiat in Ann Arbor, Suburban Kia in Troy, Suburban Chrysler Jeep Dodge Ram in Garden City, Chrysler Jeep of Ann Arbor and Fresard Buick GMC, a truck dealership in Ferndale.
With employees from the two new Cadillac dealerships, The Suburban Collection now employs 2,000 and is Michiganâs largest privately held dealership group and the 18th-largest dealer group in the country, with sites in Michigan, Florida, Illinois, Wisconsin and California.
The group reported $1.6 billion in revenue in 2013 and more than 57,100 new and used vehicles sold nationwide.
In December, Fischer projected 2013 sales and vehicles would be up 15 percent, outpacing national increases among dealer groups.
You can reach Sherri Welch at swelch@crain.com.
http://www.autonews.com/article/20140624/RETAIL07/140629945/michigans-suburban-collection-acquires-2-cadillac-dealerships-in
DETROIT -- The Suburban Collection has acquired two Michigan dealerships -- Don Massey Cadillac in Plymouth and Capitol Cadillac in Lansing -- from Charlotte, N.C.-based Sonic Automotive Inc. for an undisclosed amount.
Sonic had owned both stores since purchasing them from the late Don Massey in 2002.
The 73,000-square-foot Plymouth store, which employs 90, will give The Suburban Collection a presence on the west side of metro Detroit.
It already operates Cadillac dealerships in Troy and Ann Arbor, Mich., and Costa Mesa, Calif.
With its purchase of Capitol Cadillac, a 53,000-square-foot site employing 45 people, the dealership group will gain entry to the Lansing market.
The acquisitions are in line with The Suburban Collectionâs strategy of continued, managed growth and geographic expansion, Chairman and CEO David Fischer said in a statement.
Since early 2012, The Suburban Collection has completed the purchase of five other Michigan dealerships: Suburban Fiat in Ann Arbor, Suburban Kia in Troy, Suburban Chrysler Jeep Dodge Ram in Garden City, Chrysler Jeep of Ann Arbor and Fresard Buick GMC, a truck dealership in Ferndale.
With employees from the two new Cadillac dealerships, The Suburban Collection now employs 2,000 and is Michiganâs largest privately held dealership group and the 18th-largest dealer group in the country, with sites in Michigan, Florida, Illinois, Wisconsin and California.
The group reported $1.6 billion in revenue in 2013 and more than 57,100 new and used vehicles sold nationwide.
In December, Fischer projected 2013 sales and vehicles would be up 15 percent, outpacing national increases among dealer groups.
You can reach Sherri Welch at swelch@crain.com.
http://www.autonews.com/article/20140624/RETAIL07/140629945/michigans-suburban-collection-acquires-2-cadillac-dealerships-in
Tuesday, June 24, 2014
GM to begin processing faulty ignition switch claims by 1 August
Ready for some even more automotive news? We have a good article today that you need to actually check out. Stay up to date with all car related details and automobile transportation news here.
General Motors expects to begin processing claims related to its deadly faulty ignition switches by 1 August, chief executive officer Mary Barra will tell the US Congress on Wednesday.
The GM bossâs prepared testimony was released a day before her second appearance before the House energy and commerce committee. In her previous appearance, Barra faced a barrage of criticism over GMâs handling of the defect, linked to at least 13 deaths.
GM released an internal report into the scandal earlier this month compiled by former US attorney Anton Valukas. The company fired 15 employees and instituted a series of new safety checks as the report was released. In her testimony, Barra describes the report as âbrutally tough and deeply troubling.â
âIt paints a picture of an organization that failed to handle a complex safety issue in a responsible way. I was deeply saddened and disturbed as I read the report. For those of us who have dedicated our lives to this company, it is enormously painful to have our shortcomings laid out so vividly. There is no way to minimize the seriousness of what Mr Valukas and his investigators uncovered,â she said.
GM appointed attorney Ken Feinberg to work on a plan to compensate victims of the ignition defect, which led to car engines turning off unexpectedly and disabling airbags. Barra said Feinberg, known for his handling of compensation for victims in high profile cases including the 9/11 terrorist attacks and BP Deepwater Horizon oil spill, will outline his plan to GM by the end of the month and the company intends to start compensating victims by 1 August.
GM has recalled more than 20m cars this year, including 2.6m Chevrolet Cobalts and other small cars with ignition problems. On Monday it issued a recall for another 3.36m cars including Chevrolet Impala, Cadillac Deville and Buick Lacrosse for an ignition issue that can lead to power steering and power braking being turned off while the car is being driven.
Valukas will also testify before the committee.
In his prepared remarks he said: âThe story of the Cobalt is one of a series of individual and organizational failures that led to devastating consequences. Throughout the decade that it took GM to recall the Cobalt, there was a lack of accountability, a lack of urgency, and a failure of company personnel charged with ensuring the safety of the company's vehicles to understand how GM's own cars were designed.
"We found failures throughout the company â" including individual errors, poor management, byzantine committee structures, lack of training, and inadequate policies.â
It remains to be seen whether Feinbergâs plan or Valukasâs report will satisfy Congress, or the lawyers who claim GMâs failures were responsible for many more accidents and fatalities.
Commenting on the car companyâs latest recall Monday, committee chairman Fred Upton said: âThis latest recall raises even more questions about just how pervasive safety problems are at GM. Drivers and their families need to be assured that their cars are safe to drive.â
http://www.theguardian.com/business/2014/jun/17/gm-claims-faulty-ignition-switches-mary-barra
General Motors expects to begin processing claims related to its deadly faulty ignition switches by 1 August, chief executive officer Mary Barra will tell the US Congress on Wednesday.
The GM bossâs prepared testimony was released a day before her second appearance before the House energy and commerce committee. In her previous appearance, Barra faced a barrage of criticism over GMâs handling of the defect, linked to at least 13 deaths.
GM released an internal report into the scandal earlier this month compiled by former US attorney Anton Valukas. The company fired 15 employees and instituted a series of new safety checks as the report was released. In her testimony, Barra describes the report as âbrutally tough and deeply troubling.â
âIt paints a picture of an organization that failed to handle a complex safety issue in a responsible way. I was deeply saddened and disturbed as I read the report. For those of us who have dedicated our lives to this company, it is enormously painful to have our shortcomings laid out so vividly. There is no way to minimize the seriousness of what Mr Valukas and his investigators uncovered,â she said.
GM appointed attorney Ken Feinberg to work on a plan to compensate victims of the ignition defect, which led to car engines turning off unexpectedly and disabling airbags. Barra said Feinberg, known for his handling of compensation for victims in high profile cases including the 9/11 terrorist attacks and BP Deepwater Horizon oil spill, will outline his plan to GM by the end of the month and the company intends to start compensating victims by 1 August.
GM has recalled more than 20m cars this year, including 2.6m Chevrolet Cobalts and other small cars with ignition problems. On Monday it issued a recall for another 3.36m cars including Chevrolet Impala, Cadillac Deville and Buick Lacrosse for an ignition issue that can lead to power steering and power braking being turned off while the car is being driven.
Valukas will also testify before the committee.
In his prepared remarks he said: âThe story of the Cobalt is one of a series of individual and organizational failures that led to devastating consequences. Throughout the decade that it took GM to recall the Cobalt, there was a lack of accountability, a lack of urgency, and a failure of company personnel charged with ensuring the safety of the company's vehicles to understand how GM's own cars were designed.
"We found failures throughout the company â" including individual errors, poor management, byzantine committee structures, lack of training, and inadequate policies.â
It remains to be seen whether Feinbergâs plan or Valukasâs report will satisfy Congress, or the lawyers who claim GMâs failures were responsible for many more accidents and fatalities.
Commenting on the car companyâs latest recall Monday, committee chairman Fred Upton said: âThis latest recall raises even more questions about just how pervasive safety problems are at GM. Drivers and their families need to be assured that their cars are safe to drive.â
http://www.theguardian.com/business/2014/jun/17/gm-claims-faulty-ignition-switches-mary-barra
Monday, June 23, 2014
Audi has blueprints for range of high-performance electric cars
Prepared for some more automotive news? We have a good article today that you need to actually review. Stay up to date with all automobile related information and automobile transportation news right here.
Production of the electric Audi R8 will be strictly tailored to demand. But the firm has also drawn up blueprints for several high-performance vehicles. Photograph: Martyn Goddard/Corbis
Audi has drawn up blueprints for a range of high-performance electric cars to take on US firm Tesla Motors, according to sources at the German carmaker.
Consumers have largely shunned battery-powered vehicles because of their high price tags and limited driving range as well as the scarcity of charging stations. But many analysts predict sales will rise sharply by the end of the decade.
Tesla has managed to stay ahead of the pack with new technology that has extended driving range and reduced costs. Its success and the excitement about BMW's new "i" electric series have caught the attention of Audi, which some analysts have said risks looking like a laggard in an industry where innovation is a big draw for customers.
Audi, a unit of Volkswagen, is about to launch its first purely electric car, a battery-powered version of its R8 supercar, which is due to hit European dealerships in 2015 and will offer a range of 280 miles. This is close to the 312-mile range of Tesla's top-selling Model S luxury saloon.
Production of the electric R8 will be strictly tailored to demand. However, Audi has also drawn up blueprints for several high-performance electric saloons and sport-utility vehicles, two company sources told Reuters, asking not to be identified because the matter is confidential.
http://www.theguardian.com/business/2014/jun/19/audi-high-performance-electric-cars-tesla-r8-supercar
Production of the electric Audi R8 will be strictly tailored to demand. But the firm has also drawn up blueprints for several high-performance vehicles. Photograph: Martyn Goddard/Corbis
Audi has drawn up blueprints for a range of high-performance electric cars to take on US firm Tesla Motors, according to sources at the German carmaker.
Consumers have largely shunned battery-powered vehicles because of their high price tags and limited driving range as well as the scarcity of charging stations. But many analysts predict sales will rise sharply by the end of the decade.
Tesla has managed to stay ahead of the pack with new technology that has extended driving range and reduced costs. Its success and the excitement about BMW's new "i" electric series have caught the attention of Audi, which some analysts have said risks looking like a laggard in an industry where innovation is a big draw for customers.
Audi, a unit of Volkswagen, is about to launch its first purely electric car, a battery-powered version of its R8 supercar, which is due to hit European dealerships in 2015 and will offer a range of 280 miles. This is close to the 312-mile range of Tesla's top-selling Model S luxury saloon.
Production of the electric R8 will be strictly tailored to demand. However, Audi has also drawn up blueprints for several high-performance electric saloons and sport-utility vehicles, two company sources told Reuters, asking not to be identified because the matter is confidential.
http://www.theguardian.com/business/2014/jun/19/audi-high-performance-electric-cars-tesla-r8-supercar
Sunday, June 22, 2014
GM to begin processing faulty ignition switch claims by 1 August
All set for some more automobile news? We have an excellent article today that you must actually check out. Stay up to date with all car related information and car transport news right here.
General Motors expects to begin processing claims related to its deadly faulty ignition switches by 1 August, chief executive officer Mary Barra will tell the US Congress on Wednesday.
The GM bossâs prepared testimony was released a day before her second appearance before the House energy and commerce committee. In her previous appearance, Barra faced a barrage of criticism over GMâs handling of the defect, linked to at least 13 deaths.
GM released an internal report into the scandal earlier this month compiled by former US attorney Anton Valukas. The company fired 15 employees and instituted a series of new safety checks as the report was released. In her testimony, Barra describes the report as âbrutally tough and deeply troubling.â
âIt paints a picture of an organization that failed to handle a complex safety issue in a responsible way. I was deeply saddened and disturbed as I read the report. For those of us who have dedicated our lives to this company, it is enormously painful to have our shortcomings laid out so vividly. There is no way to minimize the seriousness of what Mr Valukas and his investigators uncovered,â she said.
GM appointed attorney Ken Feinberg to work on a plan to compensate victims of the ignition defect, which led to car engines turning off unexpectedly and disabling airbags. Barra said Feinberg, known for his handling of compensation for victims in high profile cases including the 9/11 terrorist attacks and BP Deepwater Horizon oil spill, will outline his plan to GM by the end of the month and the company intends to start compensating victims by 1 August.
GM has recalled more than 20m cars this year, including 2.6m Chevrolet Cobalts and other small cars with ignition problems. On Monday it issued a recall for another 3.36m cars including Chevrolet Impala, Cadillac Deville and Buick Lacrosse for an ignition issue that can lead to power steering and power braking being turned off while the car is being driven.
Valukas will also testify before the committee.
In his prepared remarks he said: âThe story of the Cobalt is one of a series of individual and organizational failures that led to devastating consequences. Throughout the decade that it took GM to recall the Cobalt, there was a lack of accountability, a lack of urgency, and a failure of company personnel charged with ensuring the safety of the company's vehicles to understand how GM's own cars were designed.
"We found failures throughout the company â" including individual errors, poor management, byzantine committee structures, lack of training, and inadequate policies.â
It remains to be seen whether Feinbergâs plan or Valukasâs report will satisfy Congress, or the lawyers who claim GMâs failures were responsible for many more accidents and fatalities.
Commenting on the car companyâs latest recall Monday, committee chairman Fred Upton said: âThis latest recall raises even more questions about just how pervasive safety problems are at GM. Drivers and their families need to be assured that their cars are safe to drive.â
http://www.theguardian.com/business/2014/jun/17/gm-claims-faulty-ignition-switches-mary-barra
General Motors expects to begin processing claims related to its deadly faulty ignition switches by 1 August, chief executive officer Mary Barra will tell the US Congress on Wednesday.
The GM bossâs prepared testimony was released a day before her second appearance before the House energy and commerce committee. In her previous appearance, Barra faced a barrage of criticism over GMâs handling of the defect, linked to at least 13 deaths.
GM released an internal report into the scandal earlier this month compiled by former US attorney Anton Valukas. The company fired 15 employees and instituted a series of new safety checks as the report was released. In her testimony, Barra describes the report as âbrutally tough and deeply troubling.â
âIt paints a picture of an organization that failed to handle a complex safety issue in a responsible way. I was deeply saddened and disturbed as I read the report. For those of us who have dedicated our lives to this company, it is enormously painful to have our shortcomings laid out so vividly. There is no way to minimize the seriousness of what Mr Valukas and his investigators uncovered,â she said.
GM appointed attorney Ken Feinberg to work on a plan to compensate victims of the ignition defect, which led to car engines turning off unexpectedly and disabling airbags. Barra said Feinberg, known for his handling of compensation for victims in high profile cases including the 9/11 terrorist attacks and BP Deepwater Horizon oil spill, will outline his plan to GM by the end of the month and the company intends to start compensating victims by 1 August.
GM has recalled more than 20m cars this year, including 2.6m Chevrolet Cobalts and other small cars with ignition problems. On Monday it issued a recall for another 3.36m cars including Chevrolet Impala, Cadillac Deville and Buick Lacrosse for an ignition issue that can lead to power steering and power braking being turned off while the car is being driven.
Valukas will also testify before the committee.
In his prepared remarks he said: âThe story of the Cobalt is one of a series of individual and organizational failures that led to devastating consequences. Throughout the decade that it took GM to recall the Cobalt, there was a lack of accountability, a lack of urgency, and a failure of company personnel charged with ensuring the safety of the company's vehicles to understand how GM's own cars were designed.
"We found failures throughout the company â" including individual errors, poor management, byzantine committee structures, lack of training, and inadequate policies.â
It remains to be seen whether Feinbergâs plan or Valukasâs report will satisfy Congress, or the lawyers who claim GMâs failures were responsible for many more accidents and fatalities.
Commenting on the car companyâs latest recall Monday, committee chairman Fred Upton said: âThis latest recall raises even more questions about just how pervasive safety problems are at GM. Drivers and their families need to be assured that their cars are safe to drive.â
http://www.theguardian.com/business/2014/jun/17/gm-claims-faulty-ignition-switches-mary-barra
Saturday, June 21, 2014
Chrysler investigated for faulty ignition switches alongside GM inquiry
All set for some even more automobile news? We have a great post today that you ought to actually read. Stay up to date with all vehicle related details and auto transportation news right here.
Problems with vehicle ignition switches have drawn US safety regulators to investigate a second Detroit automaker, Chrysler Group, even as General Motors' chief executive Mary Barra was providing US lawmakers on Wednesday with more details on GM's ongoing switch issues.
Chrysler is the subject of two investigations involving possible nondeployment of airbags because of potentially defective switches that can be turned off in more than 1.2m older Jeep, Dodge and Chrysler models, according to the National Highway Traffic Safety Administration (NHTSA). No deaths or injuries have been reported, NHTSA said.
NHTSA, which administers safety recalls, continues to investigate similar issues at GM, which this year has recalled more than 20m vehicles worldwide, including 6.5m for switch-related issues that could disable airbags in crashes.
The new Chrysler investigations suggest that issues with faulty ignition switches that could cause airbags to fail may be more widespread than once believed and eventually could touch other vehicle manufacturers besides GM and Chrysler.
The safety agency on Wednesday said the Chrysler probes resulted from NHTSA's recent "communication with automotive manufacturers and suppliers regarding airbag design and performance related to the position of the vehicle ignition switch".
It added: "As part of NHTSA's broader efforts to evaluate this issue, the agency examined all major manufacturers' airbag deployment strategies as they relate to switch position."
NHTSA's acting administrator, David Friedman, earlier this year told lawmakers that, prior to GM's recall of the Chevrolet Cobalt and Saturn Ion, the agency did not fully understand the link between the cars' ignition switch and the ability of the air bags to deploy in a crash.
The agency said it had received complaints of engine stalling in the Chrysler models, but was not aware of any incidents where the air bags did not deploy.
Chrysler, a unit of Fiat Chrysler Automobiles, said it was "awaiting additional information" from NHTSA and would cooperate fully with the investigations.
A chassis assembly line supervisor on the assembly line at the Chrysler Jefferson North Assembly plant in Detroit. Photograph: Paul Sancya/AP
German automaker Daimler AG, Chrysler's previous owner, said on Wednesday it was not affected by the NHTSA investigations of Chrysler switches.
One of the NHTSA investigations of Chrysler, involving about 525,000 Jeep SUVs made between 2005 and 2007, focuses on complaints about switches that can be bumped by a driver's knee to the "off" or accessory position, turning off the engine and potentially disabling air bags in a frontal crash.
GM cited similar issues in several of its switch-related recalls, including 2.6m Cobalts, Ions and other cars linked to at least 13 deaths.
NHTSA also is investigating about 700,000 Chrysler Town & Country and Dodge Grand Caravan minivans and Dodge Journey crossovers from model years 2008-2010 for complaints about switches that can be turned off when driving on rough roads, which could prevent airbags from deploying in a crash.
In March 2011, Chrysler recalled 2010 Grand Caravan, Town & Country and Journey models for "inadvertent ignition key rotation".
NHTSA said it opened the latest recall query "to assess the scope and effectiveness" of the previous recall, and determine whether the recall should be extended to 2008-2009 models.
Owners of even earlier models have complained of similar problems.
In a complaint filed in March with NHTSA, the driver of a 2006 Chrysler Town & Country wrote: "Ignition switch shuts off while driving and engine stops running. Possible from bumps in road or bumping key ring with driver's knee. Has happened more than three times."
GM on Monday recalled 3.4m older mid-size and full-size sedans, including the Chevrolet Impala and the Cadillac DeVille, saying the switches on those cars could be bumped out of the run position by a combination of heavy key chains and rough roads.
In addition, GM last Friday recalled 511,528 Chevrolet Camaros from 2010-2014 because a driver's knee could bump the key fob out of the run position and turn off the engine.
GM's Barra returned before a House Energy and Commerce subcommittee on Wednesday to face harsh questions about why the No1 US automaker waited more than a decade to recall millions of vehicles with the defect linked to at least 13 deaths. Barra, who became CEO only in January but is a GM veteran of more than 30 years, has said she did not become aware of the problem until December 2013.
http://www.theguardian.com/business/2014/jun/18/chrysler-gm-faulty-ignition-switch-investigation-recall
Problems with vehicle ignition switches have drawn US safety regulators to investigate a second Detroit automaker, Chrysler Group, even as General Motors' chief executive Mary Barra was providing US lawmakers on Wednesday with more details on GM's ongoing switch issues.
Chrysler is the subject of two investigations involving possible nondeployment of airbags because of potentially defective switches that can be turned off in more than 1.2m older Jeep, Dodge and Chrysler models, according to the National Highway Traffic Safety Administration (NHTSA). No deaths or injuries have been reported, NHTSA said.
NHTSA, which administers safety recalls, continues to investigate similar issues at GM, which this year has recalled more than 20m vehicles worldwide, including 6.5m for switch-related issues that could disable airbags in crashes.
The new Chrysler investigations suggest that issues with faulty ignition switches that could cause airbags to fail may be more widespread than once believed and eventually could touch other vehicle manufacturers besides GM and Chrysler.
The safety agency on Wednesday said the Chrysler probes resulted from NHTSA's recent "communication with automotive manufacturers and suppliers regarding airbag design and performance related to the position of the vehicle ignition switch".
It added: "As part of NHTSA's broader efforts to evaluate this issue, the agency examined all major manufacturers' airbag deployment strategies as they relate to switch position."
NHTSA's acting administrator, David Friedman, earlier this year told lawmakers that, prior to GM's recall of the Chevrolet Cobalt and Saturn Ion, the agency did not fully understand the link between the cars' ignition switch and the ability of the air bags to deploy in a crash.
The agency said it had received complaints of engine stalling in the Chrysler models, but was not aware of any incidents where the air bags did not deploy.
Chrysler, a unit of Fiat Chrysler Automobiles, said it was "awaiting additional information" from NHTSA and would cooperate fully with the investigations.
A chassis assembly line supervisor on the assembly line at the Chrysler Jefferson North Assembly plant in Detroit. Photograph: Paul Sancya/AP
German automaker Daimler AG, Chrysler's previous owner, said on Wednesday it was not affected by the NHTSA investigations of Chrysler switches.
One of the NHTSA investigations of Chrysler, involving about 525,000 Jeep SUVs made between 2005 and 2007, focuses on complaints about switches that can be bumped by a driver's knee to the "off" or accessory position, turning off the engine and potentially disabling air bags in a frontal crash.
GM cited similar issues in several of its switch-related recalls, including 2.6m Cobalts, Ions and other cars linked to at least 13 deaths.
NHTSA also is investigating about 700,000 Chrysler Town & Country and Dodge Grand Caravan minivans and Dodge Journey crossovers from model years 2008-2010 for complaints about switches that can be turned off when driving on rough roads, which could prevent airbags from deploying in a crash.
In March 2011, Chrysler recalled 2010 Grand Caravan, Town & Country and Journey models for "inadvertent ignition key rotation".
NHTSA said it opened the latest recall query "to assess the scope and effectiveness" of the previous recall, and determine whether the recall should be extended to 2008-2009 models.
Owners of even earlier models have complained of similar problems.
In a complaint filed in March with NHTSA, the driver of a 2006 Chrysler Town & Country wrote: "Ignition switch shuts off while driving and engine stops running. Possible from bumps in road or bumping key ring with driver's knee. Has happened more than three times."
GM on Monday recalled 3.4m older mid-size and full-size sedans, including the Chevrolet Impala and the Cadillac DeVille, saying the switches on those cars could be bumped out of the run position by a combination of heavy key chains and rough roads.
In addition, GM last Friday recalled 511,528 Chevrolet Camaros from 2010-2014 because a driver's knee could bump the key fob out of the run position and turn off the engine.
GM's Barra returned before a House Energy and Commerce subcommittee on Wednesday to face harsh questions about why the No1 US automaker waited more than a decade to recall millions of vehicles with the defect linked to at least 13 deaths. Barra, who became CEO only in January but is a GM veteran of more than 30 years, has said she did not become aware of the problem until December 2013.
http://www.theguardian.com/business/2014/jun/18/chrysler-gm-faulty-ignition-switch-investigation-recall
Friday, June 20, 2014
GM recalls 3m more cars to fix ignition switch problems
Prepared for some more automobile news? We have an excellent article today that you ought to really check out. Stay up to date with all car related information and car transportation information here.
General Motors has recalled 3 million more cars for ignition switch issues, roughly doubling the number of GM vehicles with known switch problems in a crisis that has defined the automaker and new chief executive Mary Barra this year.
GM on Monday recalled 3.36 million midsize and fullsize cars globally with ignition switches that can be jarred out of the "run" position, potentially affecting power steering, power brakes and air bags.
The switch issue is similar to the defect linked to at least 13 deaths in an earlier, 2.6-million vehicle recall of Chevrolet Cobalts and other small cars.
GM engineers first noted the Cobalt problem more than a decade ago, and GM's slow response to the switch issue triggered investigations within the company and by Congress and federal agencies.
"The recall is just sort of the tip of the iceberg in terms of what has to be done" at GM, senator Richard Blumenthal, a Democrat from Connecticut and one of GM's more vocal critics in Congress, said after Monday's recall.
GM said the engineer who designed the defective Cobalt switches, Ray DeGiorgio, also designed the switches on the latest batch of recalled cars. DeGiorgio was fired after the earlier recall. He could not be reached for comment.
GM has issued 44 recalls this year totaling about 20 million vehicles worldwide, which is more than total annual US vehicle sales. Of the recalls this year, nearly 6.5m of the vehicles were recalled for ignition switch-related issues, including more than half a million Chevrolet Camaros on Friday.
The automaker raised a recall-related charge for the second quarter to $700m from $400m. That takes GM's total recall-related charges this year to $2 billion.
Despite the rash of recalls this year, GM US sales rose in May to the highest level since August 2008.
GM's high profile problem this year has catalyzed recalls at other automakers, said David Cole, chairman emeritus of the Center of Automotive Research in Ann Arbor. He described the recent flurry of activity as "recall spring."
"If it were unique to GM, I would say it is a much more serious problem," said Cole.
Clarence Ditlow, executive director Center for Auto Safety Of Monday's recall, said GM could not afford to take a chance on not recalling a car. "Their calculus has totally changed," he said.
GM said it was aware of eight crashes and six injuries related to the latest recall, and that there were no fatalities.
The automaker on Monday said it would replace or rework ignition keys to eliminate a slot in the end of the key. The slot allows a dangling key ring to slip to one side and pull the ignition key out of run position.
"The use of a key with a hole, rather than a slotted key, addresses the concern of unintended key rotation due to a jarring road event, such as striking a pothole or crossing railroad tracks," it said.
A spokesman said the ignition switches did not need to be replaced, even though they were "slightly" below the company specification for torque - the force needed to move the switch out of the run position.
The latest recall includes Buick LaCrosse, Chevrolet Impala, Cadillac DeVille and several other models, though only the Impala is currently in production. The cars cover model years 2000 through 2014.
Monday's recall comes two days before CEO Barra is due to return to Congress to testify about the earlier Cobalt recall.
Barra will be joined by Anton Valukas, chairman of GM's outside law firm Jenner & Block, who conducted a months-long investigation that detailed deep flaws in GM's internal decision-making process.
The so-called Valukas report triggered the departures of 15 GM employees, including several high-ranking executives in the legal, engineering and public policy groups, as well as DeGiorgio.
GM said Barra wants to update Congress on the actions the company has taken in response to the switch recall crisis, including fixing the failures outlined in the company's internal report, announcing plans to establish a victims' compensation fund and setting up a structure at the company to ensure vehicle safety.
The U.S. National Highway Traffic Safety Administration, which administers vehicle recalls, said Monday that it would "monitor the pace and effectiveness" of the latest GM recall and "take necessary action as warranted."
http://www.theguardian.com/business/2014/jun/17/gm-recalls-3m-more-cars-problems-ignition-switch
General Motors has recalled 3 million more cars for ignition switch issues, roughly doubling the number of GM vehicles with known switch problems in a crisis that has defined the automaker and new chief executive Mary Barra this year.
GM on Monday recalled 3.36 million midsize and fullsize cars globally with ignition switches that can be jarred out of the "run" position, potentially affecting power steering, power brakes and air bags.
The switch issue is similar to the defect linked to at least 13 deaths in an earlier, 2.6-million vehicle recall of Chevrolet Cobalts and other small cars.
GM engineers first noted the Cobalt problem more than a decade ago, and GM's slow response to the switch issue triggered investigations within the company and by Congress and federal agencies.
"The recall is just sort of the tip of the iceberg in terms of what has to be done" at GM, senator Richard Blumenthal, a Democrat from Connecticut and one of GM's more vocal critics in Congress, said after Monday's recall.
GM said the engineer who designed the defective Cobalt switches, Ray DeGiorgio, also designed the switches on the latest batch of recalled cars. DeGiorgio was fired after the earlier recall. He could not be reached for comment.
GM has issued 44 recalls this year totaling about 20 million vehicles worldwide, which is more than total annual US vehicle sales. Of the recalls this year, nearly 6.5m of the vehicles were recalled for ignition switch-related issues, including more than half a million Chevrolet Camaros on Friday.
The automaker raised a recall-related charge for the second quarter to $700m from $400m. That takes GM's total recall-related charges this year to $2 billion.
Despite the rash of recalls this year, GM US sales rose in May to the highest level since August 2008.
GM's high profile problem this year has catalyzed recalls at other automakers, said David Cole, chairman emeritus of the Center of Automotive Research in Ann Arbor. He described the recent flurry of activity as "recall spring."
"If it were unique to GM, I would say it is a much more serious problem," said Cole.
Clarence Ditlow, executive director Center for Auto Safety Of Monday's recall, said GM could not afford to take a chance on not recalling a car. "Their calculus has totally changed," he said.
GM said it was aware of eight crashes and six injuries related to the latest recall, and that there were no fatalities.
The automaker on Monday said it would replace or rework ignition keys to eliminate a slot in the end of the key. The slot allows a dangling key ring to slip to one side and pull the ignition key out of run position.
"The use of a key with a hole, rather than a slotted key, addresses the concern of unintended key rotation due to a jarring road event, such as striking a pothole or crossing railroad tracks," it said.
A spokesman said the ignition switches did not need to be replaced, even though they were "slightly" below the company specification for torque - the force needed to move the switch out of the run position.
The latest recall includes Buick LaCrosse, Chevrolet Impala, Cadillac DeVille and several other models, though only the Impala is currently in production. The cars cover model years 2000 through 2014.
Monday's recall comes two days before CEO Barra is due to return to Congress to testify about the earlier Cobalt recall.
Barra will be joined by Anton Valukas, chairman of GM's outside law firm Jenner & Block, who conducted a months-long investigation that detailed deep flaws in GM's internal decision-making process.
The so-called Valukas report triggered the departures of 15 GM employees, including several high-ranking executives in the legal, engineering and public policy groups, as well as DeGiorgio.
GM said Barra wants to update Congress on the actions the company has taken in response to the switch recall crisis, including fixing the failures outlined in the company's internal report, announcing plans to establish a victims' compensation fund and setting up a structure at the company to ensure vehicle safety.
The U.S. National Highway Traffic Safety Administration, which administers vehicle recalls, said Monday that it would "monitor the pace and effectiveness" of the latest GM recall and "take necessary action as warranted."
http://www.theguardian.com/business/2014/jun/17/gm-recalls-3m-more-cars-problems-ignition-switch
Thursday, June 19, 2014
Chrysler investigated for faulty ignition switches alongside GM inquiry
All set for some more automobile news? We have an excellent short article today that you should really check out. Stay up to date with all automobile related details and automobile transport information right here.
Problems with vehicle ignition switches have drawn US safety regulators to investigate a second Detroit automaker, Chrysler Group, even as General Motors' chief executive Mary Barra was providing US lawmakers on Wednesday with more details on GM's ongoing switch issues.
Chrysler is the subject of two investigations involving possible nondeployment of airbags because of potentially defective switches that can be turned off in more than 1.2m older Jeep, Dodge and Chrysler models, according to the National Highway Traffic Safety Administration (NHTSA). No deaths or injuries have been reported, NHTSA said.
NHTSA, which administers safety recalls, continues to investigate similar issues at GM, which this year has recalled more than 20m vehicles worldwide, including 6.5m for switch-related issues that could disable airbags in crashes.
The new Chrysler investigations suggest that issues with faulty ignition switches that could cause airbags to fail may be more widespread than once believed and eventually could touch other vehicle manufacturers besides GM and Chrysler.
The safety agency on Wednesday said the Chrysler probes resulted from NHTSA's recent "communication with automotive manufacturers and suppliers regarding airbag design and performance related to the position of the vehicle ignition switch".
It added: "As part of NHTSA's broader efforts to evaluate this issue, the agency examined all major manufacturers' airbag deployment strategies as they relate to switch position."
NHTSA's acting administrator, David Friedman, earlier this year told lawmakers that, prior to GM's recall of the Chevrolet Cobalt and Saturn Ion, the agency did not fully understand the link between the cars' ignition switch and the ability of the air bags to deploy in a crash.
The agency said it had received complaints of engine stalling in the Chrysler models, but was not aware of any incidents where the air bags did not deploy.
Chrysler, a unit of Fiat Chrysler Automobiles, said it was "awaiting additional information" from NHTSA and would cooperate fully with the investigations.
A chassis assembly line supervisor on the assembly line at the Chrysler Jefferson North Assembly plant in Detroit. Photograph: Paul Sancya/AP
German automaker Daimler AG, Chrysler's previous owner, said on Wednesday it was not affected by the NHTSA investigations of Chrysler switches.
One of the NHTSA investigations of Chrysler, involving about 525,000 Jeep SUVs made between 2005 and 2007, focuses on complaints about switches that can be bumped by a driver's knee to the "off" or accessory position, turning off the engine and potentially disabling air bags in a frontal crash.
GM cited similar issues in several of its switch-related recalls, including 2.6m Cobalts, Ions and other cars linked to at least 13 deaths.
NHTSA also is investigating about 700,000 Chrysler Town & Country and Dodge Grand Caravan minivans and Dodge Journey crossovers from model years 2008-2010 for complaints about switches that can be turned off when driving on rough roads, which could prevent airbags from deploying in a crash.
In March 2011, Chrysler recalled 2010 Grand Caravan, Town & Country and Journey models for "inadvertent ignition key rotation".
NHTSA said it opened the latest recall query "to assess the scope and effectiveness" of the previous recall, and determine whether the recall should be extended to 2008-2009 models.
Owners of even earlier models have complained of similar problems.
In a complaint filed in March with NHTSA, the driver of a 2006 Chrysler Town & Country wrote: "Ignition switch shuts off while driving and engine stops running. Possible from bumps in road or bumping key ring with driver's knee. Has happened more than three times."
GM on Monday recalled 3.4m older mid-size and full-size sedans, including the Chevrolet Impala and the Cadillac DeVille, saying the switches on those cars could be bumped out of the run position by a combination of heavy key chains and rough roads.
In addition, GM last Friday recalled 511,528 Chevrolet Camaros from 2010-2014 because a driver's knee could bump the key fob out of the run position and turn off the engine.
GM's Barra returned before a House Energy and Commerce subcommittee on Wednesday to face harsh questions about why the No1 US automaker waited more than a decade to recall millions of vehicles with the defect linked to at least 13 deaths. Barra, who became CEO only in January but is a GM veteran of more than 30 years, has said she did not become aware of the problem until December 2013.
http://www.theguardian.com/business/2014/jun/18/chrysler-gm-faulty-ignition-switch-investigation-recall
Problems with vehicle ignition switches have drawn US safety regulators to investigate a second Detroit automaker, Chrysler Group, even as General Motors' chief executive Mary Barra was providing US lawmakers on Wednesday with more details on GM's ongoing switch issues.
Chrysler is the subject of two investigations involving possible nondeployment of airbags because of potentially defective switches that can be turned off in more than 1.2m older Jeep, Dodge and Chrysler models, according to the National Highway Traffic Safety Administration (NHTSA). No deaths or injuries have been reported, NHTSA said.
NHTSA, which administers safety recalls, continues to investigate similar issues at GM, which this year has recalled more than 20m vehicles worldwide, including 6.5m for switch-related issues that could disable airbags in crashes.
The new Chrysler investigations suggest that issues with faulty ignition switches that could cause airbags to fail may be more widespread than once believed and eventually could touch other vehicle manufacturers besides GM and Chrysler.
The safety agency on Wednesday said the Chrysler probes resulted from NHTSA's recent "communication with automotive manufacturers and suppliers regarding airbag design and performance related to the position of the vehicle ignition switch".
It added: "As part of NHTSA's broader efforts to evaluate this issue, the agency examined all major manufacturers' airbag deployment strategies as they relate to switch position."
NHTSA's acting administrator, David Friedman, earlier this year told lawmakers that, prior to GM's recall of the Chevrolet Cobalt and Saturn Ion, the agency did not fully understand the link between the cars' ignition switch and the ability of the air bags to deploy in a crash.
The agency said it had received complaints of engine stalling in the Chrysler models, but was not aware of any incidents where the air bags did not deploy.
Chrysler, a unit of Fiat Chrysler Automobiles, said it was "awaiting additional information" from NHTSA and would cooperate fully with the investigations.
A chassis assembly line supervisor on the assembly line at the Chrysler Jefferson North Assembly plant in Detroit. Photograph: Paul Sancya/AP
German automaker Daimler AG, Chrysler's previous owner, said on Wednesday it was not affected by the NHTSA investigations of Chrysler switches.
One of the NHTSA investigations of Chrysler, involving about 525,000 Jeep SUVs made between 2005 and 2007, focuses on complaints about switches that can be bumped by a driver's knee to the "off" or accessory position, turning off the engine and potentially disabling air bags in a frontal crash.
GM cited similar issues in several of its switch-related recalls, including 2.6m Cobalts, Ions and other cars linked to at least 13 deaths.
NHTSA also is investigating about 700,000 Chrysler Town & Country and Dodge Grand Caravan minivans and Dodge Journey crossovers from model years 2008-2010 for complaints about switches that can be turned off when driving on rough roads, which could prevent airbags from deploying in a crash.
In March 2011, Chrysler recalled 2010 Grand Caravan, Town & Country and Journey models for "inadvertent ignition key rotation".
NHTSA said it opened the latest recall query "to assess the scope and effectiveness" of the previous recall, and determine whether the recall should be extended to 2008-2009 models.
Owners of even earlier models have complained of similar problems.
In a complaint filed in March with NHTSA, the driver of a 2006 Chrysler Town & Country wrote: "Ignition switch shuts off while driving and engine stops running. Possible from bumps in road or bumping key ring with driver's knee. Has happened more than three times."
GM on Monday recalled 3.4m older mid-size and full-size sedans, including the Chevrolet Impala and the Cadillac DeVille, saying the switches on those cars could be bumped out of the run position by a combination of heavy key chains and rough roads.
In addition, GM last Friday recalled 511,528 Chevrolet Camaros from 2010-2014 because a driver's knee could bump the key fob out of the run position and turn off the engine.
GM's Barra returned before a House Energy and Commerce subcommittee on Wednesday to face harsh questions about why the No1 US automaker waited more than a decade to recall millions of vehicles with the defect linked to at least 13 deaths. Barra, who became CEO only in January but is a GM veteran of more than 30 years, has said she did not become aware of the problem until December 2013.
http://www.theguardian.com/business/2014/jun/18/chrysler-gm-faulty-ignition-switch-investigation-recall
Wednesday, June 18, 2014
VW public service spot a success
All set for some even more automotive information? We have an excellent short article today that you must really check out. Stay up to date with all automobile related info and automobile transport information right here.
June 17, 2014 - 12:01 am ET
The wild success story of the week is Volkswagen's spot "Eyes on the Road," which in one week has garnered 21,191,996 views and taken the No. 1 place on our weekly auto brand viral video chart. The ad, created by Ogilvy Beijing, warns of the dangers of texting and driving with creative use of a cinema preview and a device that can send texts to phones based on proximity. Watch the ad below and read our full story about it here.
Also new this week are a series of spots from Porsche about the racing event 24 Hours of Le Mans. "Le Mans 2014" is ranked seventh by Visible Measures with 813,951 views; "Patrick Dempsey" is ranked eighth with 519,838 views; and "We are Racers," co-created by Porsche and Michelin, is ranked tenth with 356,587 views.
3
NEW
Let's All Be Futbol Fans
4
-8%
2014 FIFA World Cup Brazil
6
-12%
The Glorious Journey for All
Contact Automotive News
http://www.autonews.com/article/20140617/VIRALVIDEO/306179999/vw-public-service-spot-a-success
June 17, 2014 - 12:01 am ET
The wild success story of the week is Volkswagen's spot "Eyes on the Road," which in one week has garnered 21,191,996 views and taken the No. 1 place on our weekly auto brand viral video chart. The ad, created by Ogilvy Beijing, warns of the dangers of texting and driving with creative use of a cinema preview and a device that can send texts to phones based on proximity. Watch the ad below and read our full story about it here.
Also new this week are a series of spots from Porsche about the racing event 24 Hours of Le Mans. "Le Mans 2014" is ranked seventh by Visible Measures with 813,951 views; "Patrick Dempsey" is ranked eighth with 519,838 views; and "We are Racers," co-created by Porsche and Michelin, is ranked tenth with 356,587 views.
3
NEW
Let's All Be Futbol Fans
4
-8%
2014 FIFA World Cup Brazil
6
-12%
The Glorious Journey for All
Contact Automotive News
http://www.autonews.com/article/20140617/VIRALVIDEO/306179999/vw-public-service-spot-a-success
Tuesday, June 17, 2014
The fault in our starry-eyed 'recovery': 2014 looks like we're going bust again | Heidi Moore
Ready for some more automotive information? We have a great short article today that you should really review. Stay up to this day with all car related information and car transport information here.
Forget the cheerleading from the White House. Nevermind the latest job numbers. Look at your wallets. Despite the persistent happy talk about a recovery, and the hundreds of charts that come along with it, the US economy is not getting better â" it may actually be getting worse.
There are millions of Americans who hoped 2014 would be the year their financial lives would improve. After the struggle of a stagnant country since 2009, economic forecasts predicted that a real recovery was coming - that this this would be the year for a well-paying new job, a house, the year those Americans would pay off student loans or reduce their credit-card debt.
But nothing can really improve for us individually until everything improves for all of us economically. And, increasingly, that utopia looks distant. According to the numbers â" and to an increasingly frustrated group of experts â" the first few months of 2014 are turning out to be a bust, and thereâs no reason to believe the rest of the year will be any better, for the haves or the have-nots.
First, there are the basics. This year has started with bad news for consumers: a weaker housing market, anemic employment with 10m people out of work and millions of others not even looking any more, plus economic growth thatâs lower than itâs been in three years.
Guy LeBas, a managing director at Janney Capital Markets who called the GDP figures âan absolute tape bomb,â pointed out: â2014, what was supposed to be the âbreak-outâ year according to many optimistic forecasts, would be starting off with the weakest performance of any quarter since 2011.â
There are other, wonkier measures that fill out the picture: productivity, a measure of the robustness of the American workforce, dropped to 3.2% in April - the sharpest tumble since 2008. Personal spending is falling, into negative territory, because healthcare and high gas bills were the main things Americans were buying this winter, and they arenât now.
To millions of Americans, this downward trend is no surprise, even if the numbers are new. The relentless cheerleading about the improving economy never really made sense for a large swath of Americans: those who were forced to take lower-paying jobs, had their houses foreclosed by banks, or were drummed out of the workforce into long-term unemployment.
Whatâs different this time is that the misery is starting to spread higher up.
The paradox of the ârecoveryâ for the past five years has been that consumers suffered while corporations and Wall Street raked in profits unseen in their history. At the end of 2013, corporate profits hit an all-time high of $1.9tn. Those profits were largely achieved not by growing, but by cutting - cutting jobs, investment in research, and new projects. Banks benefitted, too, with their profits of the six largest US banks reaching $76bn last year - not so far from the record of $82bn in 2006. That was also based on cutting - mainly, on cutting out consumers from mortgages and other lending.
The corporate balloon is popping: trade deficits jumped to a two-year high, and once-bulletproof companies and banks are suffering as corporate profit margins fell 14% in the first three months of the year â" at the expense of American workers, of course, with Goldman Sachs dispassionately declaring that âwage growth has shown little evidence of a pick-upâ.
The negative economic data recently has been waved off by any number of economists, who dismissed the GDP drop into negative territory, for instance, as an anomaly. Itâs the same way many economists have waved off Americaâs persistent unemployment crisis. The promise was that the economy was storing up all its energy, that consumers were temporarily holding back until they would be released - by weather, by credit, by sheer impulse - to go on economy-boosting spending sprees throughout the country.
For anyone paying attention, hearing these chipper decisions to ignore the data was like falling through the looking glass.
Lindsey Piegza, chief economist of Sterne Agee, was paying attention. Her prediction for GDP growth in the second half of the year is about 1.7% â" less than half of what many others are predicting.
âThe momentum that I found most economists pointing to, I wasnât seeing that,â she told me. âA lot of economists were expecting this rebound in demand in the consumer sector, but itâs not as if consumers were at home twiddling their thumbs waiting to spend money.â
In her discussions with businesses, too, she gets the impression that âtheyâre trying to keep their heads above water. ⦠Iâm not seeing where the momentum is coming from.â
That will trickle down to workers and consumers. Guy Lebas, a managing director with Janney Capital Markets, says as long as companies are âfinding it more productive to buy back shares than build new factories, productivity will remain at best stagnant.â
No wonder consumers â" those engines of economic growth â" donât have much money. Income growth is at its lowest point since 2007. When people are shopping, theyâre using borrowed money - âsome of it credit, 401ks, investment portfoliosâ, Piegza says.
A good example: the boom in auto sales. GM, Ford and Chrysler have been selling cars at a rapid clip, despite the recall scandals. The reason? Auto loans are cheap and readily available, and the lenders arenât too picky. The average auto loan is now about $28,000 a car, and one-quarter of new loans are being paid out over as much as seven to nine years. Lenders are also giving auto loans to people with bad credit - subprime consumers. Auto sales are booming purely on the back of the American willingness to go into unimaginable levels of debt with very little collateral.
For things that arenât cars - houses, and clothes, and gadgets - Piegza says, âwe have nowhere to go but waning consumption levels.â
Translation: expect people to squeeze their wallets shut, and hard.
To find out why, look to employment and housing, those two stalwarts of financial security for most people.
The job market is not yet secure. The real unemployment rate - not the one in headlines (6.3% in May, the US Department of Labor announced Friday morning), but the one that counts a fuller number of the unemployed as well - is around 12%. Companies are hiring, but itâs âtemporary flexible labor,â and even though the economy is adding jobs, many of them are low-quality and low-paying.
Housing is also becoming weak, after false claims last year that a recovery was on the way.
The problem is simple: housing is too expensive for most people to afford, especially because mortgages are scarce. To paraphrase a New York political candidate, the mortgage is too damn high. Or, as Ian Shepherdson of Pantheon Macroeconomics puts it:
The end of the severe winter weather will not bring with it a sustained revival in the housing market. The real problem is last year's massive deterioration in affordability, the worst for 32 years. Housing is not going to drive the economy forward for the foreseeable future, and could easily be a net drag for some time yet.
This is not a permanent situation. The economy changes - monthly, weekly, and daily. It is volatile. It can turn around, but it would require something to create a giant shot of economic growth - a massive investment in infrastructure, for instance, or a sudden demand for US products. If US consumers arenât buying, maybe Chinese consumers will get excited about spending again.
Thereâs no evidence that anything like that is in the works - and with an election coming in November, vast swaths of Washington lawmakers are happier to believe magical thinking that says the recovery is already here. Talk wonât fix the problem.
For the rest of us, thereâs not much to do but be more careful with our money, work a little harder to keep our jobs, and not make any plans for big spending. It wonât improve the economy. But it will mean we wonât be surprised or particularly vulnerable if the bad times keep going just a little bit longer.
http://www.theguardian.com/commentisfree/2014/jun/06/recovery-2014-economy-wall-street-washington-hype
Forget the cheerleading from the White House. Nevermind the latest job numbers. Look at your wallets. Despite the persistent happy talk about a recovery, and the hundreds of charts that come along with it, the US economy is not getting better â" it may actually be getting worse.
There are millions of Americans who hoped 2014 would be the year their financial lives would improve. After the struggle of a stagnant country since 2009, economic forecasts predicted that a real recovery was coming - that this this would be the year for a well-paying new job, a house, the year those Americans would pay off student loans or reduce their credit-card debt.
But nothing can really improve for us individually until everything improves for all of us economically. And, increasingly, that utopia looks distant. According to the numbers â" and to an increasingly frustrated group of experts â" the first few months of 2014 are turning out to be a bust, and thereâs no reason to believe the rest of the year will be any better, for the haves or the have-nots.
First, there are the basics. This year has started with bad news for consumers: a weaker housing market, anemic employment with 10m people out of work and millions of others not even looking any more, plus economic growth thatâs lower than itâs been in three years.
Guy LeBas, a managing director at Janney Capital Markets who called the GDP figures âan absolute tape bomb,â pointed out: â2014, what was supposed to be the âbreak-outâ year according to many optimistic forecasts, would be starting off with the weakest performance of any quarter since 2011.â
There are other, wonkier measures that fill out the picture: productivity, a measure of the robustness of the American workforce, dropped to 3.2% in April - the sharpest tumble since 2008. Personal spending is falling, into negative territory, because healthcare and high gas bills were the main things Americans were buying this winter, and they arenât now.
To millions of Americans, this downward trend is no surprise, even if the numbers are new. The relentless cheerleading about the improving economy never really made sense for a large swath of Americans: those who were forced to take lower-paying jobs, had their houses foreclosed by banks, or were drummed out of the workforce into long-term unemployment.
Whatâs different this time is that the misery is starting to spread higher up.
The paradox of the ârecoveryâ for the past five years has been that consumers suffered while corporations and Wall Street raked in profits unseen in their history. At the end of 2013, corporate profits hit an all-time high of $1.9tn. Those profits were largely achieved not by growing, but by cutting - cutting jobs, investment in research, and new projects. Banks benefitted, too, with their profits of the six largest US banks reaching $76bn last year - not so far from the record of $82bn in 2006. That was also based on cutting - mainly, on cutting out consumers from mortgages and other lending.
The corporate balloon is popping: trade deficits jumped to a two-year high, and once-bulletproof companies and banks are suffering as corporate profit margins fell 14% in the first three months of the year â" at the expense of American workers, of course, with Goldman Sachs dispassionately declaring that âwage growth has shown little evidence of a pick-upâ.
The negative economic data recently has been waved off by any number of economists, who dismissed the GDP drop into negative territory, for instance, as an anomaly. Itâs the same way many economists have waved off Americaâs persistent unemployment crisis. The promise was that the economy was storing up all its energy, that consumers were temporarily holding back until they would be released - by weather, by credit, by sheer impulse - to go on economy-boosting spending sprees throughout the country.
For anyone paying attention, hearing these chipper decisions to ignore the data was like falling through the looking glass.
Lindsey Piegza, chief economist of Sterne Agee, was paying attention. Her prediction for GDP growth in the second half of the year is about 1.7% â" less than half of what many others are predicting.
âThe momentum that I found most economists pointing to, I wasnât seeing that,â she told me. âA lot of economists were expecting this rebound in demand in the consumer sector, but itâs not as if consumers were at home twiddling their thumbs waiting to spend money.â
In her discussions with businesses, too, she gets the impression that âtheyâre trying to keep their heads above water. ⦠Iâm not seeing where the momentum is coming from.â
That will trickle down to workers and consumers. Guy Lebas, a managing director with Janney Capital Markets, says as long as companies are âfinding it more productive to buy back shares than build new factories, productivity will remain at best stagnant.â
No wonder consumers â" those engines of economic growth â" donât have much money. Income growth is at its lowest point since 2007. When people are shopping, theyâre using borrowed money - âsome of it credit, 401ks, investment portfoliosâ, Piegza says.
A good example: the boom in auto sales. GM, Ford and Chrysler have been selling cars at a rapid clip, despite the recall scandals. The reason? Auto loans are cheap and readily available, and the lenders arenât too picky. The average auto loan is now about $28,000 a car, and one-quarter of new loans are being paid out over as much as seven to nine years. Lenders are also giving auto loans to people with bad credit - subprime consumers. Auto sales are booming purely on the back of the American willingness to go into unimaginable levels of debt with very little collateral.
For things that arenât cars - houses, and clothes, and gadgets - Piegza says, âwe have nowhere to go but waning consumption levels.â
Translation: expect people to squeeze their wallets shut, and hard.
To find out why, look to employment and housing, those two stalwarts of financial security for most people.
The job market is not yet secure. The real unemployment rate - not the one in headlines (6.3% in May, the US Department of Labor announced Friday morning), but the one that counts a fuller number of the unemployed as well - is around 12%. Companies are hiring, but itâs âtemporary flexible labor,â and even though the economy is adding jobs, many of them are low-quality and low-paying.
Housing is also becoming weak, after false claims last year that a recovery was on the way.
The problem is simple: housing is too expensive for most people to afford, especially because mortgages are scarce. To paraphrase a New York political candidate, the mortgage is too damn high. Or, as Ian Shepherdson of Pantheon Macroeconomics puts it:
The end of the severe winter weather will not bring with it a sustained revival in the housing market. The real problem is last year's massive deterioration in affordability, the worst for 32 years. Housing is not going to drive the economy forward for the foreseeable future, and could easily be a net drag for some time yet.
This is not a permanent situation. The economy changes - monthly, weekly, and daily. It is volatile. It can turn around, but it would require something to create a giant shot of economic growth - a massive investment in infrastructure, for instance, or a sudden demand for US products. If US consumers arenât buying, maybe Chinese consumers will get excited about spending again.
Thereâs no evidence that anything like that is in the works - and with an election coming in November, vast swaths of Washington lawmakers are happier to believe magical thinking that says the recovery is already here. Talk wonât fix the problem.
For the rest of us, thereâs not much to do but be more careful with our money, work a little harder to keep our jobs, and not make any plans for big spending. It wonât improve the economy. But it will mean we wonât be surprised or particularly vulnerable if the bad times keep going just a little bit longer.
http://www.theguardian.com/commentisfree/2014/jun/06/recovery-2014-economy-wall-street-washington-hype
Monday, June 16, 2014
After 100 years, Dodge's identity still tough to pin down
Ready for some even more vehicle information? We have an excellent article today that you need to actually review. Stay up to this day with all vehicle related info and car transportation news right here.
DEFINING DODGE
The 1968 Dodge Charger R/T, a classic muscle car, was known for the cigar-band stripe around the tail.
DETROIT â" Letâs be honest: For 100 years, Dodge has been spinning its wheels.
During the good times, it has done so literally: delivering performance, power and passion to a domestic audience that hungered for vehicles that stood out in a crowd, with the smell of burning rubber.
But when times were bad, Dodge lost its way. The brandâs history is strewn with vehicles that shouldnât have worn the Dodge name.
On July 1, Dodge will be 100 years old.
Dodgeâs muddled history explains why itâs hard today to say clearly what the brand is all about. Over the years, Dodge has pitched a womanâs car, muscle cars, pickups, family haulers, rebadged Japanese compacts and more.
But the muddle is also why the brandâs current mission â" affordable performance â" strikes a chord. Unlike the past, the new mission is well-defined and compelling.
The mission was spelled out by the team of Fiat Chrysler Automobiles CEO Sergio Marchionne in May when it unveiled the automakerâs five-year product and business plan.
Dodgeâs potential first blossomed 100 years ago in Detroit with its founders, brothers John and Horace Dodge.
The inseparable business partners and tinkerers had made a killing as suppliers for other automakers, including Ford Motor Co. and Oldsmobile. Most would have been happy with the success.
Yet, in 1914, John and Horace Dodge risked everything they had built on the belief that they could make a better car than the competition.
Their first car, an all-steel-bodied sedan, rolled off the assembly line on Nov. 14, 1914, one of 249 built that year.
Six years later, only their former client Ford would sell more cars and trucks in the United States. Those early Dodge cars were more costly than the Ford Model T â" $785 compared with $490 â" but they were technically more advanced and more powerful, and they had an all-steel chassis.
But since then, Dodge has struggled at timeswith its identity. It has been a part of Chrysler since 1928 when Walter P. Chrysler bought the brand from New York investment bankers.
In the 1950s, Dodge created both the high-performance D-500 and the La Femme, a car for women, whose defining feature was a matching umbrella.
Three decades later, Dodge had helped create an entirely new segment with the Caravan minivan, yet it also sold the strange-looking Rampage, a compact car with a cargo bed mashed on the back.
Still, Dodge produced some exceptional and iconic vehicles over the decades. The Charger and Challenger were favorites during the muscle-car era of the late 1960s and early 1970s. When those nameplates were resurrected in the 2000s, their fans returned.
In 1993, Dodge also redefined what the pickup truck should look like with its âBig Rigâ-inspired Ram 1500.
A year earlier, the brand began selling what some consider was the original American supercar, the crude, boorish and absolutely thrilling Dodge Viper.
Todayâs Dodge finds itself in the midst of another brand refocusing.
When Italian automaker Fiat took over in 2009, it wanted to make Dodge a multiline competitor to Ford and Chevrolet, only without its pickups or commercial vehicles, which were spun off to create Ram.
But in May, Dodgeâs role as Chrysler Groupâs Ford and Chevy fighter was transferred to the Chrysler brand.
Under current brand head Tim Kuniskis, Dodge is being restored to its originalplace as an affordable performance brand, much as John and Horace Dodge had envisioned. Itâs dropping some models â" the lackluster Avenger sedan and the Caravan minivan â" and adding high-performance versions of the rest of its lineup.
Other than SRT versions of existing nameplates, Dodge isnât scheduled to expand its lineup until early 2018. So, under the brandâs plan, it will take at least four years for the brandâs sales to return to the 596,000 units it hit in 2013.
But now, Dodge has a clear identity. Weâre not talking BMW-like refined performance. This is the domestic variety â" loud, brash, bold. Fun.
Itâs a risky plan â" one that would make John and Horace Dodge proud.
You can reach Larry P. Vellequette at lvellequette@crain.com.
http://www.autonews.com/article/20140616/OEM/140619925/after-100-years-dodges-identity-still-tough-to-pin-down
DEFINING DODGE
The 1968 Dodge Charger R/T, a classic muscle car, was known for the cigar-band stripe around the tail.
DETROIT â" Letâs be honest: For 100 years, Dodge has been spinning its wheels.
During the good times, it has done so literally: delivering performance, power and passion to a domestic audience that hungered for vehicles that stood out in a crowd, with the smell of burning rubber.
But when times were bad, Dodge lost its way. The brandâs history is strewn with vehicles that shouldnât have worn the Dodge name.
On July 1, Dodge will be 100 years old.
Dodgeâs muddled history explains why itâs hard today to say clearly what the brand is all about. Over the years, Dodge has pitched a womanâs car, muscle cars, pickups, family haulers, rebadged Japanese compacts and more.
But the muddle is also why the brandâs current mission â" affordable performance â" strikes a chord. Unlike the past, the new mission is well-defined and compelling.
The mission was spelled out by the team of Fiat Chrysler Automobiles CEO Sergio Marchionne in May when it unveiled the automakerâs five-year product and business plan.
Dodgeâs potential first blossomed 100 years ago in Detroit with its founders, brothers John and Horace Dodge.
The inseparable business partners and tinkerers had made a killing as suppliers for other automakers, including Ford Motor Co. and Oldsmobile. Most would have been happy with the success.
Yet, in 1914, John and Horace Dodge risked everything they had built on the belief that they could make a better car than the competition.
Their first car, an all-steel-bodied sedan, rolled off the assembly line on Nov. 14, 1914, one of 249 built that year.
Six years later, only their former client Ford would sell more cars and trucks in the United States. Those early Dodge cars were more costly than the Ford Model T â" $785 compared with $490 â" but they were technically more advanced and more powerful, and they had an all-steel chassis.
But since then, Dodge has struggled at timeswith its identity. It has been a part of Chrysler since 1928 when Walter P. Chrysler bought the brand from New York investment bankers.
In the 1950s, Dodge created both the high-performance D-500 and the La Femme, a car for women, whose defining feature was a matching umbrella.
Three decades later, Dodge had helped create an entirely new segment with the Caravan minivan, yet it also sold the strange-looking Rampage, a compact car with a cargo bed mashed on the back.
Still, Dodge produced some exceptional and iconic vehicles over the decades. The Charger and Challenger were favorites during the muscle-car era of the late 1960s and early 1970s. When those nameplates were resurrected in the 2000s, their fans returned.
In 1993, Dodge also redefined what the pickup truck should look like with its âBig Rigâ-inspired Ram 1500.
A year earlier, the brand began selling what some consider was the original American supercar, the crude, boorish and absolutely thrilling Dodge Viper.
Todayâs Dodge finds itself in the midst of another brand refocusing.
When Italian automaker Fiat took over in 2009, it wanted to make Dodge a multiline competitor to Ford and Chevrolet, only without its pickups or commercial vehicles, which were spun off to create Ram.
But in May, Dodgeâs role as Chrysler Groupâs Ford and Chevy fighter was transferred to the Chrysler brand.
Under current brand head Tim Kuniskis, Dodge is being restored to its originalplace as an affordable performance brand, much as John and Horace Dodge had envisioned. Itâs dropping some models â" the lackluster Avenger sedan and the Caravan minivan â" and adding high-performance versions of the rest of its lineup.
Other than SRT versions of existing nameplates, Dodge isnât scheduled to expand its lineup until early 2018. So, under the brandâs plan, it will take at least four years for the brandâs sales to return to the 596,000 units it hit in 2013.
But now, Dodge has a clear identity. Weâre not talking BMW-like refined performance. This is the domestic variety â" loud, brash, bold. Fun.
Itâs a risky plan â" one that would make John and Horace Dodge proud.
You can reach Larry P. Vellequette at lvellequette@crain.com.
http://www.autonews.com/article/20140616/OEM/140619925/after-100-years-dodges-identity-still-tough-to-pin-down
Sunday, June 15, 2014
Move over Golf, how about a VW home power plant?
All set for some even more vehicle information? We have a good article today that you need to really read. Stay up to this day with all vehicle related info and auto transport information here.
Volkswagen car engines purr in the basement of German green power company Lichtblickâs test site in a church across the street from Berlinâs Jewish Museum.
The VW motors sit inside metal boxes adorned with meters, including one reading âhow much CO2 youâve not released by using this unit.â
Itâs not the VW engines that are special â" but the software that manipulates them from afar.
Lichtblick controls each of its 1,500 Volkswagen âhome power plantsâ from its Hamburg headquarters. The utility â" which says it wants to become "the Google of electricity" â" has created an algorithm that automatically starts and stops each VW engine connected to the network based on the usage data it collects.
The system has the backing of the German government, which is pushing Lichtblickâs model â" and a similar venture between Honda and meter maker Valliant â" because it thinks switching to decentralised power units will make it possible to shut down its nuclear reactors by 2022.
âWe are building an IT platform that connects every kind of decentralised power station â" be it solar, wind, or these VW combined heat and power units (CHPs) â" with every kind of market,â Nick Schalock of Lichtblick said on a recent tour.
Lichtblickâs adoption of CHP generators is not unique â" CHP units have long been used in industry and niche operations like university campuses. But Lichtblickâs idea to partner with Germanyâs most popular carmaker, and then heavily market the boilersâ green credentials at organic farmers markets nationwide, has made it the most recognisable mini-CHP option in the country.
Like much larger CHP systems, Lichtblickâs engines burn natural gas to create electricity. The waste heat from the engines is captured and used to warm water. By capturing excess heat â" rather than simply releasing it through smokestacks into the environment, as do nuclear, coal, or natural gas plants â" the system achieves 90% efficiency (as opposed to about 30-40% efficiency for large-scale power plants).
Lichtblick installed the first 1,000 VW units free of charge in commercial and residential dwellings in 2010. When gifting sceptical Germans new boilers wasnât enough, the company sweetened the deal by giving users a small cut of any electricity generated in their basements.
Four years later, the business has matured to the point where Lichtblick says it can now charge users for the new systems. A three-engine system â" suitable for a medium-sized hotel â" costs around â¬50,000 (£40,000) with installation, and can be paid off in three years.
The German utilityâs smart grid technology allows it to anticipate demand on the network and generate power when the price for gas is low relative to the price of electricity. One common usage scenario: your neighbour turns on their Xbox and runs their microwave every Monday, Wednesday, and Friday at 7pm. Lichtblickâs algorithm will pick up on this trend and automatically turn on the nearest micro-CHP at 6:59 pm so it can sell power to the gamer â" if, that is, the algorithm thinks Lichtblick can make a profit doing this.
But can this model work outside Germany? It is working in markets where energy prices are high, like Japan, the worldâs largest micro-CHP market with some 100,000 units. But in markets like the US, where fracking and wind energy have driven down the price of power, the case for adoption is harder (though states like California are pushing micro-CHP through a subsidies programme).
The idea might make sense in the UK, though, said Ilias Vazaios, who authored a study about the potential of micro-CHP units in the UK at the UK-based energy consulting company Ecuity. Vazaios said 1.6m boilers are changed every year in the UK. As a result, the business case for micro-CHP boilers is becoming more attractive.
âIn the UK, thereâs interest, including from German players,â Vazaios said. âBut so far, the deployment in the UK hasnât been significant.â
But this could soon change. One solution tailored to the UK market is the FlowBoiler made by Ipswich-based Flow Energy. Flow units capture their own waste heat and generate electricity for the home. Some 100 of the Scottish-made units have been installed in a pilot programme near Chester. Flow says it plans to begin selling its innovative boilers to the public by end of the year.
Unlike Lichtblickâs units, however, Flow units and similar systems in the UK donât sell power back to the grid â" yet.
âThereâs a discussion about commercialising micro-CHP in the UK to aggregate these units like Lichtblick is doing in Germany,â Vazaios said. âNational Gridâs short term operating reserve programme is an example. So, there may eventually be an opportunity for aggregators in the UK to generate electricity in basements the way some German providers are now doing.â
http://www.theguardian.com/environment/2014/jun/13/golf-vw-car-power-plant-germany
Volkswagen car engines purr in the basement of German green power company Lichtblickâs test site in a church across the street from Berlinâs Jewish Museum.
The VW motors sit inside metal boxes adorned with meters, including one reading âhow much CO2 youâve not released by using this unit.â
Itâs not the VW engines that are special â" but the software that manipulates them from afar.
Lichtblick controls each of its 1,500 Volkswagen âhome power plantsâ from its Hamburg headquarters. The utility â" which says it wants to become "the Google of electricity" â" has created an algorithm that automatically starts and stops each VW engine connected to the network based on the usage data it collects.
The system has the backing of the German government, which is pushing Lichtblickâs model â" and a similar venture between Honda and meter maker Valliant â" because it thinks switching to decentralised power units will make it possible to shut down its nuclear reactors by 2022.
âWe are building an IT platform that connects every kind of decentralised power station â" be it solar, wind, or these VW combined heat and power units (CHPs) â" with every kind of market,â Nick Schalock of Lichtblick said on a recent tour.
Lichtblickâs adoption of CHP generators is not unique â" CHP units have long been used in industry and niche operations like university campuses. But Lichtblickâs idea to partner with Germanyâs most popular carmaker, and then heavily market the boilersâ green credentials at organic farmers markets nationwide, has made it the most recognisable mini-CHP option in the country.
Like much larger CHP systems, Lichtblickâs engines burn natural gas to create electricity. The waste heat from the engines is captured and used to warm water. By capturing excess heat â" rather than simply releasing it through smokestacks into the environment, as do nuclear, coal, or natural gas plants â" the system achieves 90% efficiency (as opposed to about 30-40% efficiency for large-scale power plants).
Lichtblick installed the first 1,000 VW units free of charge in commercial and residential dwellings in 2010. When gifting sceptical Germans new boilers wasnât enough, the company sweetened the deal by giving users a small cut of any electricity generated in their basements.
Four years later, the business has matured to the point where Lichtblick says it can now charge users for the new systems. A three-engine system â" suitable for a medium-sized hotel â" costs around â¬50,000 (£40,000) with installation, and can be paid off in three years.
The German utilityâs smart grid technology allows it to anticipate demand on the network and generate power when the price for gas is low relative to the price of electricity. One common usage scenario: your neighbour turns on their Xbox and runs their microwave every Monday, Wednesday, and Friday at 7pm. Lichtblickâs algorithm will pick up on this trend and automatically turn on the nearest micro-CHP at 6:59 pm so it can sell power to the gamer â" if, that is, the algorithm thinks Lichtblick can make a profit doing this.
But can this model work outside Germany? It is working in markets where energy prices are high, like Japan, the worldâs largest micro-CHP market with some 100,000 units. But in markets like the US, where fracking and wind energy have driven down the price of power, the case for adoption is harder (though states like California are pushing micro-CHP through a subsidies programme).
The idea might make sense in the UK, though, said Ilias Vazaios, who authored a study about the potential of micro-CHP units in the UK at the UK-based energy consulting company Ecuity. Vazaios said 1.6m boilers are changed every year in the UK. As a result, the business case for micro-CHP boilers is becoming more attractive.
âIn the UK, thereâs interest, including from German players,â Vazaios said. âBut so far, the deployment in the UK hasnât been significant.â
But this could soon change. One solution tailored to the UK market is the FlowBoiler made by Ipswich-based Flow Energy. Flow units capture their own waste heat and generate electricity for the home. Some 100 of the Scottish-made units have been installed in a pilot programme near Chester. Flow says it plans to begin selling its innovative boilers to the public by end of the year.
Unlike Lichtblickâs units, however, Flow units and similar systems in the UK donât sell power back to the grid â" yet.
âThereâs a discussion about commercialising micro-CHP in the UK to aggregate these units like Lichtblick is doing in Germany,â Vazaios said. âNational Gridâs short term operating reserve programme is an example. So, there may eventually be an opportunity for aggregators in the UK to generate electricity in basements the way some German providers are now doing.â
http://www.theguardian.com/environment/2014/jun/13/golf-vw-car-power-plant-germany
Saturday, June 14, 2014
The fault in our starry-eyed 'recovery': 2014 looks like we're going bust again | Heidi Moore
Ready for some even more automotive news? We have a great short article today that you should really check out. Stay up to this day with all automobile related info and car transport news here.
Forget the cheerleading from the White House. Nevermind the latest job numbers. Look at your wallets. Despite the persistent happy talk about a recovery, and the hundreds of charts that come along with it, the US economy is not getting better â" it may actually be getting worse.
There are millions of Americans who hoped 2014 would be the year their financial lives would improve. After the struggle of a stagnant country since 2009, economic forecasts predicted that a real recovery was coming - that this this would be the year for a well-paying new job, a house, the year those Americans would pay off student loans or reduce their credit-card debt.
But nothing can really improve for us individually until everything improves for all of us economically. And, increasingly, that utopia looks distant. According to the numbers â" and to an increasingly frustrated group of experts â" the first few months of 2014 are turning out to be a bust, and thereâs no reason to believe the rest of the year will be any better, for the haves or the have-nots.
First, there are the basics. This year has started with bad news for consumers: a weaker housing market, anemic employment with 10m people out of work and millions of others not even looking any more, plus economic growth thatâs lower than itâs been in three years.
Guy LeBas, a managing director at Janney Capital Markets who called the GDP figures âan absolute tape bomb,â pointed out: â2014, what was supposed to be the âbreak-outâ year according to many optimistic forecasts, would be starting off with the weakest performance of any quarter since 2011.â
There are other, wonkier measures that fill out the picture: productivity, a measure of the robustness of the American workforce, dropped to 3.2% in April - the sharpest tumble since 2008. Personal spending is falling, into negative territory, because healthcare and high gas bills were the main things Americans were buying this winter, and they arenât now.
To millions of Americans, this downward trend is no surprise, even if the numbers are new. The relentless cheerleading about the improving economy never really made sense for a large swath of Americans: those who were forced to take lower-paying jobs, had their houses foreclosed by banks, or were drummed out of the workforce into long-term unemployment.
Whatâs different this time is that the misery is starting to spread higher up.
The paradox of the ârecoveryâ for the past five years has been that consumers suffered while corporations and Wall Street raked in profits unseen in their history. At the end of 2013, corporate profits hit an all-time high of $1.9tn. Those profits were largely achieved not by growing, but by cutting - cutting jobs, investment in research, and new projects. Banks benefitted, too, with their profits of the six largest US banks reaching $76bn last year - not so far from the record of $82bn in 2006. That was also based on cutting - mainly, on cutting out consumers from mortgages and other lending.
The corporate balloon is popping: trade deficits jumped to a two-year high, and once-bulletproof companies and banks are suffering as corporate profit margins fell 14% in the first three months of the year â" at the expense of American workers, of course, with Goldman Sachs dispassionately declaring that âwage growth has shown little evidence of a pick-upâ.
The negative economic data recently has been waved off by any number of economists, who dismissed the GDP drop into negative territory, for instance, as an anomaly. Itâs the same way many economists have waved off Americaâs persistent unemployment crisis. The promise was that the economy was storing up all its energy, that consumers were temporarily holding back until they would be released - by weather, by credit, by sheer impulse - to go on economy-boosting spending sprees throughout the country.
For anyone paying attention, hearing these chipper decisions to ignore the data was like falling through the looking glass.
Lindsey Piegza, chief economist of Sterne Agee, was paying attention. Her prediction for GDP growth in the second half of the year is about 1.7% â" less than half of what many others are predicting.
âThe momentum that I found most economists pointing to, I wasnât seeing that,â she told me. âA lot of economists were expecting this rebound in demand in the consumer sector, but itâs not as if consumers were at home twiddling their thumbs waiting to spend money.â
In her discussions with businesses, too, she gets the impression that âtheyâre trying to keep their heads above water. ⦠Iâm not seeing where the momentum is coming from.â
That will trickle down to workers and consumers. Guy Lebas, a managing director with Janney Capital Markets, says as long as companies are âfinding it more productive to buy back shares than build new factories, productivity will remain at best stagnant.â
No wonder consumers â" those engines of economic growth â" donât have much money. Income growth is at its lowest point since 2007. When people are shopping, theyâre using borrowed money - âsome of it credit, 401ks, investment portfoliosâ, Piegza says.
A good example: the boom in auto sales. GM, Ford and Chrysler have been selling cars at a rapid clip, despite the recall scandals. The reason? Auto loans are cheap and readily available, and the lenders arenât too picky. The average auto loan is now about $28,000 a car, and one-quarter of new loans are being paid out over as much as seven to nine years. Lenders are also giving auto loans to people with bad credit - subprime consumers. Auto sales are booming purely on the back of the American willingness to go into unimaginable levels of debt with very little collateral.
For things that arenât cars - houses, and clothes, and gadgets - Piegza says, âwe have nowhere to go but waning consumption levels.â
Translation: expect people to squeeze their wallets shut, and hard.
To find out why, look to employment and housing, those two stalwarts of financial security for most people.
The job market is not yet secure. The real unemployment rate - not the one in headlines (6.3% in May, the US Department of Labor announced Friday morning), but the one that counts a fuller number of the unemployed as well - is around 12%. Companies are hiring, but itâs âtemporary flexible labor,â and even though the economy is adding jobs, many of them are low-quality and low-paying.
Housing is also becoming weak, after false claims last year that a recovery was on the way.
The problem is simple: housing is too expensive for most people to afford, especially because mortgages are scarce. To paraphrase a New York political candidate, the mortgage is too damn high. Or, as Ian Shepherdson of Pantheon Macroeconomics puts it:
The end of the severe winter weather will not bring with it a sustained revival in the housing market. The real problem is last year's massive deterioration in affordability, the worst for 32 years. Housing is not going to drive the economy forward for the foreseeable future, and could easily be a net drag for some time yet.
This is not a permanent situation. The economy changes - monthly, weekly, and daily. It is volatile. It can turn around, but it would require something to create a giant shot of economic growth - a massive investment in infrastructure, for instance, or a sudden demand for US products. If US consumers arenât buying, maybe Chinese consumers will get excited about spending again.
Thereâs no evidence that anything like that is in the works - and with an election coming in November, vast swaths of Washington lawmakers are happier to believe magical thinking that says the recovery is already here. Talk wonât fix the problem.
For the rest of us, thereâs not much to do but be more careful with our money, work a little harder to keep our jobs, and not make any plans for big spending. It wonât improve the economy. But it will mean we wonât be surprised or particularly vulnerable if the bad times keep going just a little bit longer.
http://www.theguardian.com/commentisfree/2014/jun/06/recovery-2014-economy-wall-street-washington-hype
Forget the cheerleading from the White House. Nevermind the latest job numbers. Look at your wallets. Despite the persistent happy talk about a recovery, and the hundreds of charts that come along with it, the US economy is not getting better â" it may actually be getting worse.
There are millions of Americans who hoped 2014 would be the year their financial lives would improve. After the struggle of a stagnant country since 2009, economic forecasts predicted that a real recovery was coming - that this this would be the year for a well-paying new job, a house, the year those Americans would pay off student loans or reduce their credit-card debt.
But nothing can really improve for us individually until everything improves for all of us economically. And, increasingly, that utopia looks distant. According to the numbers â" and to an increasingly frustrated group of experts â" the first few months of 2014 are turning out to be a bust, and thereâs no reason to believe the rest of the year will be any better, for the haves or the have-nots.
First, there are the basics. This year has started with bad news for consumers: a weaker housing market, anemic employment with 10m people out of work and millions of others not even looking any more, plus economic growth thatâs lower than itâs been in three years.
Guy LeBas, a managing director at Janney Capital Markets who called the GDP figures âan absolute tape bomb,â pointed out: â2014, what was supposed to be the âbreak-outâ year according to many optimistic forecasts, would be starting off with the weakest performance of any quarter since 2011.â
There are other, wonkier measures that fill out the picture: productivity, a measure of the robustness of the American workforce, dropped to 3.2% in April - the sharpest tumble since 2008. Personal spending is falling, into negative territory, because healthcare and high gas bills were the main things Americans were buying this winter, and they arenât now.
To millions of Americans, this downward trend is no surprise, even if the numbers are new. The relentless cheerleading about the improving economy never really made sense for a large swath of Americans: those who were forced to take lower-paying jobs, had their houses foreclosed by banks, or were drummed out of the workforce into long-term unemployment.
Whatâs different this time is that the misery is starting to spread higher up.
The paradox of the ârecoveryâ for the past five years has been that consumers suffered while corporations and Wall Street raked in profits unseen in their history. At the end of 2013, corporate profits hit an all-time high of $1.9tn. Those profits were largely achieved not by growing, but by cutting - cutting jobs, investment in research, and new projects. Banks benefitted, too, with their profits of the six largest US banks reaching $76bn last year - not so far from the record of $82bn in 2006. That was also based on cutting - mainly, on cutting out consumers from mortgages and other lending.
The corporate balloon is popping: trade deficits jumped to a two-year high, and once-bulletproof companies and banks are suffering as corporate profit margins fell 14% in the first three months of the year â" at the expense of American workers, of course, with Goldman Sachs dispassionately declaring that âwage growth has shown little evidence of a pick-upâ.
The negative economic data recently has been waved off by any number of economists, who dismissed the GDP drop into negative territory, for instance, as an anomaly. Itâs the same way many economists have waved off Americaâs persistent unemployment crisis. The promise was that the economy was storing up all its energy, that consumers were temporarily holding back until they would be released - by weather, by credit, by sheer impulse - to go on economy-boosting spending sprees throughout the country.
For anyone paying attention, hearing these chipper decisions to ignore the data was like falling through the looking glass.
Lindsey Piegza, chief economist of Sterne Agee, was paying attention. Her prediction for GDP growth in the second half of the year is about 1.7% â" less than half of what many others are predicting.
âThe momentum that I found most economists pointing to, I wasnât seeing that,â she told me. âA lot of economists were expecting this rebound in demand in the consumer sector, but itâs not as if consumers were at home twiddling their thumbs waiting to spend money.â
In her discussions with businesses, too, she gets the impression that âtheyâre trying to keep their heads above water. ⦠Iâm not seeing where the momentum is coming from.â
That will trickle down to workers and consumers. Guy Lebas, a managing director with Janney Capital Markets, says as long as companies are âfinding it more productive to buy back shares than build new factories, productivity will remain at best stagnant.â
No wonder consumers â" those engines of economic growth â" donât have much money. Income growth is at its lowest point since 2007. When people are shopping, theyâre using borrowed money - âsome of it credit, 401ks, investment portfoliosâ, Piegza says.
A good example: the boom in auto sales. GM, Ford and Chrysler have been selling cars at a rapid clip, despite the recall scandals. The reason? Auto loans are cheap and readily available, and the lenders arenât too picky. The average auto loan is now about $28,000 a car, and one-quarter of new loans are being paid out over as much as seven to nine years. Lenders are also giving auto loans to people with bad credit - subprime consumers. Auto sales are booming purely on the back of the American willingness to go into unimaginable levels of debt with very little collateral.
For things that arenât cars - houses, and clothes, and gadgets - Piegza says, âwe have nowhere to go but waning consumption levels.â
Translation: expect people to squeeze their wallets shut, and hard.
To find out why, look to employment and housing, those two stalwarts of financial security for most people.
The job market is not yet secure. The real unemployment rate - not the one in headlines (6.3% in May, the US Department of Labor announced Friday morning), but the one that counts a fuller number of the unemployed as well - is around 12%. Companies are hiring, but itâs âtemporary flexible labor,â and even though the economy is adding jobs, many of them are low-quality and low-paying.
Housing is also becoming weak, after false claims last year that a recovery was on the way.
The problem is simple: housing is too expensive for most people to afford, especially because mortgages are scarce. To paraphrase a New York political candidate, the mortgage is too damn high. Or, as Ian Shepherdson of Pantheon Macroeconomics puts it:
The end of the severe winter weather will not bring with it a sustained revival in the housing market. The real problem is last year's massive deterioration in affordability, the worst for 32 years. Housing is not going to drive the economy forward for the foreseeable future, and could easily be a net drag for some time yet.
This is not a permanent situation. The economy changes - monthly, weekly, and daily. It is volatile. It can turn around, but it would require something to create a giant shot of economic growth - a massive investment in infrastructure, for instance, or a sudden demand for US products. If US consumers arenât buying, maybe Chinese consumers will get excited about spending again.
Thereâs no evidence that anything like that is in the works - and with an election coming in November, vast swaths of Washington lawmakers are happier to believe magical thinking that says the recovery is already here. Talk wonât fix the problem.
For the rest of us, thereâs not much to do but be more careful with our money, work a little harder to keep our jobs, and not make any plans for big spending. It wonât improve the economy. But it will mean we wonât be surprised or particularly vulnerable if the bad times keep going just a little bit longer.
http://www.theguardian.com/commentisfree/2014/jun/06/recovery-2014-economy-wall-street-washington-hype
Friday, June 13, 2014
US auto giants pledge $26m to save Detroit's art treasures
All set for some more automobile information? We have a good short article today that you ought to actually check out. Stay up to this day with all car related information and auto transportation news here.
General Motors, Ford and Chrysler are driving into Detroit's bankruptcy reorganization by pledging $26 million to help support retiree pensions while keeping the city's art treasures off the auction block, officials announced Monday.
The money will go to the Detroit Institute of Arts as part of its $100 million commitment to what what's being called a "grand bargain" to resolve the largest public bankruptcy in US history. It's helping keep city-owned pieces in the museum off the auction block as some creditors demand they be sold to pay off some of Detroit'sbillions of dollars in debt.
Of the $26 million, $10 million will come from Ford, $6 million from Chrysler, $5 million from General Motors and $5 million from the General Motors Foundation.
"The city needs more and specifically the city needs cash," Reid Bigland, head of US sales for Chrysler, said during the announcement at the museum.
Last week, the Michigan Legislature approved sending $195 million for Detroit's two retirement systems, and Governor Rick Snyder has said he will sign the bill. A dozen foundations also have committed about $360 million toward state-appointed emergency manager Kevyn Orr's plan of adjustment, which is Detroit's roadmap through and beyond bankruptcy.
As part of the deal, the city's art museum and its assets would be transferred to a private nonprofit.
Snyder called the corporate and foundation support the "fundamental core" of Detroit's comeback, which he described as going on for a while.
"It's a fragile comeback," he said. "Our work is not done. We need to follow through."
About 2,800 city-owned artworks have been valued at between $454 million and $867 million.
Orr has said the city's debt is $18 billion or more with $5.7 billion in unfunded retiree health care and $3.5 billion in unfunded pension liabilities.
The city already has reached a deal â" brokered by mediators â" that would protect the art forever and limit pension cuts for approximately 30,000 retirees and city workers to no more than 4.5 percent instead of as much as 34 percent. If the retirees and employees do not support it, the money from the state, foundations and DIA pledge would be made moot and deeper pension cuts could become inevitable.
Retirees have until July 11 to vote on the city's plan. The trial on the city's case will be held this summer.
http://www.theguardian.com/world/2014/jun/09/us-auto-giants-detroit-art
General Motors, Ford and Chrysler are driving into Detroit's bankruptcy reorganization by pledging $26 million to help support retiree pensions while keeping the city's art treasures off the auction block, officials announced Monday.
The money will go to the Detroit Institute of Arts as part of its $100 million commitment to what what's being called a "grand bargain" to resolve the largest public bankruptcy in US history. It's helping keep city-owned pieces in the museum off the auction block as some creditors demand they be sold to pay off some of Detroit'sbillions of dollars in debt.
Of the $26 million, $10 million will come from Ford, $6 million from Chrysler, $5 million from General Motors and $5 million from the General Motors Foundation.
"The city needs more and specifically the city needs cash," Reid Bigland, head of US sales for Chrysler, said during the announcement at the museum.
Last week, the Michigan Legislature approved sending $195 million for Detroit's two retirement systems, and Governor Rick Snyder has said he will sign the bill. A dozen foundations also have committed about $360 million toward state-appointed emergency manager Kevyn Orr's plan of adjustment, which is Detroit's roadmap through and beyond bankruptcy.
As part of the deal, the city's art museum and its assets would be transferred to a private nonprofit.
Snyder called the corporate and foundation support the "fundamental core" of Detroit's comeback, which he described as going on for a while.
"It's a fragile comeback," he said. "Our work is not done. We need to follow through."
About 2,800 city-owned artworks have been valued at between $454 million and $867 million.
Orr has said the city's debt is $18 billion or more with $5.7 billion in unfunded retiree health care and $3.5 billion in unfunded pension liabilities.
The city already has reached a deal â" brokered by mediators â" that would protect the art forever and limit pension cuts for approximately 30,000 retirees and city workers to no more than 4.5 percent instead of as much as 34 percent. If the retirees and employees do not support it, the money from the state, foundations and DIA pledge would be made moot and deeper pension cuts could become inevitable.
Retirees have until July 11 to vote on the city's plan. The trial on the city's case will be held this summer.
http://www.theguardian.com/world/2014/jun/09/us-auto-giants-detroit-art
Thursday, June 12, 2014
75 percent of U.S. pickups will have aluminum bodies by 2025, industry study says
Prepared for some more automobile information? We have a great article today that you should actually check out. Stay up to date with all car related info and auto transport news here.
GM, Chrysler expected to follow Ford into aluminum
GM, Chrysler expected to follow Ford into aluminum
The study authors expect the aluminum-bodied F-150 to be a success -- and then GM and Chrysler will follow suit.
Photo credit: RICHARD TRUETT
Related Downloads
Related Topics
Future Product Pipeline
Kathleen Burke
Automotive News
June 11, 2014 - 2:22 pm ET -- UPDATED: 6/11/14 4:34 pm ET -- adds correction
Editor's note: An earlier version of this story misstated the period of the study's 50-year projection. The period in the study runs from 1975 to 2025.
The majority of pickups manufactured within the next decade will have aluminum bodies, according to a study commissioned by the Aluminum Association.
Production of aluminum is estimated to grow steadily over a 50-year period, with 75 percent of all pickups having aluminum bodies and closures by 2025, according to the study conducted for the industry by Ducker Worldwide.
Ford Motor Co., General Motors Co. and Fiat Chrysler Automobiles are projected to lead the charge as the biggest users of aluminum sheet, the study said, but neither GM nor Chrysler has yet made public commitments to making aluminum-bodied vehicles.
Ford will produce the first aluminum-bodied F-150 later this year and is expected to sell 650,000 units per year.
Richard Schultz, managing director of Ducker Worldwide, said the aluminum F-150âs prominence in the market is inevitable.
âOur assumption is that the Ford F-150 will be successful, there is no way Ford wonât let it not be successful,â Schultz said. âAnd there is no way GM and Chrysler would not follow Ford.â
He added: âGM and Chrysler are taking this pretty seriously. The truck business is competitive. They are lemmings, they follow each other.â
Fuel economy and cost
On top of competition, fuel economy is another concern for automakers. U.S. regulators will require automakers to double the average fuel efficiency of their fleets to 54.5 mpg by 2025. Though aluminum is more expensive than steel, it increases fuel economy significantly.
According to a study by global investment firm CLSA, the aluminum-body F-150 is projected to have a 10 to 12 percent improvement in fuel economy, with the base V-6 engine expected to have 26 mpg on the highway and the EcoBoost V-6 at 28 mpg on the highway. The estimated increased production cost is about $750 per truck.
âConsumers wonât visibly notice a different metal under the paint, but theyâll see greater savings at the gas pump and experience better performance and handling behind the wheel,â Tom Boney, general manager of automotive for aluminum producer Novelis North America, told Reuters.
GM product chief Mark Reuss said at a technology forum in May that the company recognized the cost of using aluminum and would be paying attention to the F-150âs reception later this year.
âWe know itâs expensive, and nothing lasts forever in this business in terms of technology and the costs of doing that technology,â Reuss said. âI give [Ford] a lot of credit for doing it.â
GMâs decision to use aluminum bodies in the next-generation Chevrolet Silverado and GMC Sierra -- due around 2018 -- is expected to be announced within the year.
Chrysler CEO Sergio Marchionne has not been as eager about incorporating aluminum into the companyâs pickups, hinting last month that the next-generation Jeep Wrangler SUV may have an aluminum body, but it may not make sense to do the same for the Ram pickup.
The Ram already tops the full-sized segment for fuel economy, with the V-6 gasoline engine rated at 25 mpg on the highway and the EcoDiesel rated at 28 mpg on the highway.
Aluminum demand
Schultz said there have been additional indicators that point to the rise of aluminum.
Both Alcoa Inc. and Novelis Inc. have announced plans to increase their production capacity. Alcoa has applied for a loan from the Department of Energy to expand a Tennessee plant that produces automotive-grade sheet aluminum. Novelis began construction in April on an automotive sheet metal line in Nachterstedt, Germany.
âIf you look at whatâs happening behind the scenes ⦠GM and Chrysler are working with suppliers,â Schultz said.
The Wall Street Journal reported in February that GM signed contracts with both Alcoa and Novelis.
According to the Ducker study, demand for aluminum sheet for light vehicle body parts will grow to nearly 4 billion pounds by 2025 from less than 200 million pounds in 2012, and every major automaker will have multiple aluminum body and closure panel programs.
âWe took [the study] to the OEMs, and no one said we were crazy,â Schultz said. âThatâs about as much affirmation as youâre going to get from them.â
Though the study touts the rising prominence of aluminum in the industry, steel manufacturers are not concerned. Ronald Krupitzer, vice president of automotive market for the Steel Market Development Institute, said in a statement that the study did not fully grasp the progress of advanced high strength steel.
âNew vehicles currently being designed have targeted mass reduction levels, most of which can be accomplished with AHSS,â Krupitzer said in the statement. âThese new AHSS solutions, which are being evaluated now against competing materials, in many cases offer similar mass savings at much lower cost.â
He added that while aluminum has created some competition in the market, steelâs lower price will make it the easy option for automakers.
âIt is our job at SMDI to maximize the growth of AHSS and thereby reduce the intrusion of alternative materials in automotive, a job we fully expect to complete,â Krupitzer said in the statement. "... Ultimately, while materials competition will continue, the cost effectiveness of our products and the lightweight designs they enable will create a different future than estimated in this forecast.â
Richard Truett, Bloomberg, and Reuters contributed to this report.
http://www.autonews.com/article/20140611/OEM04/140619963/75-percent-of-u-s-pickups-will-have-aluminum-bodies-by-2025-industry
GM, Chrysler expected to follow Ford into aluminum
GM, Chrysler expected to follow Ford into aluminum
The study authors expect the aluminum-bodied F-150 to be a success -- and then GM and Chrysler will follow suit.
Photo credit: RICHARD TRUETT
Related Downloads
Related Topics
Future Product Pipeline
Kathleen Burke
Automotive News
June 11, 2014 - 2:22 pm ET -- UPDATED: 6/11/14 4:34 pm ET -- adds correction
Editor's note: An earlier version of this story misstated the period of the study's 50-year projection. The period in the study runs from 1975 to 2025.
The majority of pickups manufactured within the next decade will have aluminum bodies, according to a study commissioned by the Aluminum Association.
Production of aluminum is estimated to grow steadily over a 50-year period, with 75 percent of all pickups having aluminum bodies and closures by 2025, according to the study conducted for the industry by Ducker Worldwide.
Ford Motor Co., General Motors Co. and Fiat Chrysler Automobiles are projected to lead the charge as the biggest users of aluminum sheet, the study said, but neither GM nor Chrysler has yet made public commitments to making aluminum-bodied vehicles.
Ford will produce the first aluminum-bodied F-150 later this year and is expected to sell 650,000 units per year.
Richard Schultz, managing director of Ducker Worldwide, said the aluminum F-150âs prominence in the market is inevitable.
âOur assumption is that the Ford F-150 will be successful, there is no way Ford wonât let it not be successful,â Schultz said. âAnd there is no way GM and Chrysler would not follow Ford.â
He added: âGM and Chrysler are taking this pretty seriously. The truck business is competitive. They are lemmings, they follow each other.â
Fuel economy and cost
On top of competition, fuel economy is another concern for automakers. U.S. regulators will require automakers to double the average fuel efficiency of their fleets to 54.5 mpg by 2025. Though aluminum is more expensive than steel, it increases fuel economy significantly.
According to a study by global investment firm CLSA, the aluminum-body F-150 is projected to have a 10 to 12 percent improvement in fuel economy, with the base V-6 engine expected to have 26 mpg on the highway and the EcoBoost V-6 at 28 mpg on the highway. The estimated increased production cost is about $750 per truck.
âConsumers wonât visibly notice a different metal under the paint, but theyâll see greater savings at the gas pump and experience better performance and handling behind the wheel,â Tom Boney, general manager of automotive for aluminum producer Novelis North America, told Reuters.
GM product chief Mark Reuss said at a technology forum in May that the company recognized the cost of using aluminum and would be paying attention to the F-150âs reception later this year.
âWe know itâs expensive, and nothing lasts forever in this business in terms of technology and the costs of doing that technology,â Reuss said. âI give [Ford] a lot of credit for doing it.â
GMâs decision to use aluminum bodies in the next-generation Chevrolet Silverado and GMC Sierra -- due around 2018 -- is expected to be announced within the year.
Chrysler CEO Sergio Marchionne has not been as eager about incorporating aluminum into the companyâs pickups, hinting last month that the next-generation Jeep Wrangler SUV may have an aluminum body, but it may not make sense to do the same for the Ram pickup.
The Ram already tops the full-sized segment for fuel economy, with the V-6 gasoline engine rated at 25 mpg on the highway and the EcoDiesel rated at 28 mpg on the highway.
Aluminum demand
Schultz said there have been additional indicators that point to the rise of aluminum.
Both Alcoa Inc. and Novelis Inc. have announced plans to increase their production capacity. Alcoa has applied for a loan from the Department of Energy to expand a Tennessee plant that produces automotive-grade sheet aluminum. Novelis began construction in April on an automotive sheet metal line in Nachterstedt, Germany.
âIf you look at whatâs happening behind the scenes ⦠GM and Chrysler are working with suppliers,â Schultz said.
The Wall Street Journal reported in February that GM signed contracts with both Alcoa and Novelis.
According to the Ducker study, demand for aluminum sheet for light vehicle body parts will grow to nearly 4 billion pounds by 2025 from less than 200 million pounds in 2012, and every major automaker will have multiple aluminum body and closure panel programs.
âWe took [the study] to the OEMs, and no one said we were crazy,â Schultz said. âThatâs about as much affirmation as youâre going to get from them.â
Though the study touts the rising prominence of aluminum in the industry, steel manufacturers are not concerned. Ronald Krupitzer, vice president of automotive market for the Steel Market Development Institute, said in a statement that the study did not fully grasp the progress of advanced high strength steel.
âNew vehicles currently being designed have targeted mass reduction levels, most of which can be accomplished with AHSS,â Krupitzer said in the statement. âThese new AHSS solutions, which are being evaluated now against competing materials, in many cases offer similar mass savings at much lower cost.â
He added that while aluminum has created some competition in the market, steelâs lower price will make it the easy option for automakers.
âIt is our job at SMDI to maximize the growth of AHSS and thereby reduce the intrusion of alternative materials in automotive, a job we fully expect to complete,â Krupitzer said in the statement. "... Ultimately, while materials competition will continue, the cost effectiveness of our products and the lightweight designs they enable will create a different future than estimated in this forecast.â
Richard Truett, Bloomberg, and Reuters contributed to this report.
http://www.autonews.com/article/20140611/OEM04/140619963/75-percent-of-u-s-pickups-will-have-aluminum-bodies-by-2025-industry
Wednesday, June 11, 2014
Automakers oppose Pennsylvania's bill allowing Tesla stores
Ready for some even more automobile information? We have an excellent post today that you ought to actually check out. Stay up to this day with all vehicle related info and auto transportation news right here.
Pa. dealers group supports same bill
Pa. dealers group supports same bill
Photo credit: OMARI GARDNER
Related Topics
Automakers are fighting Pennsylvania legislation that would allow electric-vehicle maker Tesla Motors to operate an unlimited number of factory-owned stores in that state.
The Alliance of Automobile Manufacturers says the legislation, introduced Monday, creates an uneven playing field because it doesnât cap the number of allowed sales outlets or the volume of vehicles that could be sold directly.
âIt really gives them an advantage in the marketplace,â said Gloria Bergquist, vice president of communications and public affairs for the alliance, a Washington trade association representing 12 vehicle manufacturers. âWe really believe a cap is needed to maintain a competitive industry.â
Without a very narrow restriction on either the number of showrooms or number of vehicles sold, any exemption to direct factory sales made for Tesla should be available to all manufacturers, Bergquist said. Tesla is not a member of the alliance.
No longer neutral
The alliance had not previously objected to compromises reached between dealers and Tesla in such states as Ohio and New York because those compromises included caps on the number of vehicles sold or the number of outlets allowed. But now the Pennsylvania bill has pushed the traditional automakers out of their position of neutrality on the subject, Bergquist said.
John Devlin, president of the Pennsylvania Automotive Association, which represents dealers in that state, says the association is supporting the legislation in order to clear up ambiguity over whether Teslaâs direct-sales model is legal in the state. The proposal is similar to the compromises struck in other states, even without a cap, he said.
Agreed to disagree
âWeâve talkedâ to the alliance, Devlin said, âand I guess weâve agreed to disagree on this.â
After seeing the tide of public and political opinion favor Tesla in other states, Pennsylvania association leaders agreed it would be best to provide an exemption for Tesla in order to preserve overall franchise protections. Association leaders believe the current statute already prohibits direct factory sales, Devlin said, but Tesla was able to open a store in King of Prussia, Pa., and is planning a second location in Devon, Pa.
The proposed legislation would make the restrictions on factory-owned dealerships stronger in case another manufacturer tried to challenge it down the road, he said.
âWhere weâre drawing the line in the sand is with the manufacturers who have a franchise system,â Devlin said. âThe reason weâre doing this is really to preserve the franchise system.â
Tesla officials declined to comment on the Pennsylvania bill.
You can reach Amy Wilson at awilson@crain.com.
http://www.autonews.com/article/20140610/RETAIL07/140619975/automakers-oppose-pennsylvania-s-bill-allowing-tesla-stores
Pa. dealers group supports same bill
Pa. dealers group supports same bill
Photo credit: OMARI GARDNER
Related Topics
Automakers are fighting Pennsylvania legislation that would allow electric-vehicle maker Tesla Motors to operate an unlimited number of factory-owned stores in that state.
The Alliance of Automobile Manufacturers says the legislation, introduced Monday, creates an uneven playing field because it doesnât cap the number of allowed sales outlets or the volume of vehicles that could be sold directly.
âIt really gives them an advantage in the marketplace,â said Gloria Bergquist, vice president of communications and public affairs for the alliance, a Washington trade association representing 12 vehicle manufacturers. âWe really believe a cap is needed to maintain a competitive industry.â
Without a very narrow restriction on either the number of showrooms or number of vehicles sold, any exemption to direct factory sales made for Tesla should be available to all manufacturers, Bergquist said. Tesla is not a member of the alliance.
No longer neutral
The alliance had not previously objected to compromises reached between dealers and Tesla in such states as Ohio and New York because those compromises included caps on the number of vehicles sold or the number of outlets allowed. But now the Pennsylvania bill has pushed the traditional automakers out of their position of neutrality on the subject, Bergquist said.
John Devlin, president of the Pennsylvania Automotive Association, which represents dealers in that state, says the association is supporting the legislation in order to clear up ambiguity over whether Teslaâs direct-sales model is legal in the state. The proposal is similar to the compromises struck in other states, even without a cap, he said.
Agreed to disagree
âWeâve talkedâ to the alliance, Devlin said, âand I guess weâve agreed to disagree on this.â
After seeing the tide of public and political opinion favor Tesla in other states, Pennsylvania association leaders agreed it would be best to provide an exemption for Tesla in order to preserve overall franchise protections. Association leaders believe the current statute already prohibits direct factory sales, Devlin said, but Tesla was able to open a store in King of Prussia, Pa., and is planning a second location in Devon, Pa.
The proposed legislation would make the restrictions on factory-owned dealerships stronger in case another manufacturer tried to challenge it down the road, he said.
âWhere weâre drawing the line in the sand is with the manufacturers who have a franchise system,â Devlin said. âThe reason weâre doing this is really to preserve the franchise system.â
Tesla officials declined to comment on the Pennsylvania bill.
You can reach Amy Wilson at awilson@crain.com.
http://www.autonews.com/article/20140610/RETAIL07/140619975/automakers-oppose-pennsylvania-s-bill-allowing-tesla-stores
Tuesday, June 10, 2014
UK car industry enjoys longest period of sales growth since 1959
Ready for some even more automobile information? We have a great short article today that you need to really check out. Stay up to this day with all vehicle related information and car transportation information here.
The new car market has now grown in every month since March 2012. Photograph: Gareth Fuller/PA
Britain's car industry smashed records going back to 1959 in May after another increase in sales marked the longest ever period of growth for the new car market.
The number of new cars registered in the UK rose 7.7% to 194,032 last month, which was the strongest May in a decade.
A combination of growing consumer confidence amid economic recovery, cheap finance deals, and payouts over PPI mis-selling have driven the new car market to 27 consecutive months of growth, breaking a previous record set in the late 1980s.
"The new car market has now grown in every month since March 2012 â" the longest period of growth on record and a reflection of the UK's ever-improving economic conditions," said Mike Hawes, chief executive of the Society of Motor Manufacturers and Traders (SMMT), which published the figures.
UK registrations have already passed the 1m mark in 2014, rising 11.6% to 1.059m compared with the same period last year.
The bestseller in May was the Ford Fiesta, followed by the Volkswagen Golf and Vauxhall Corsa.
Hawes said new technologies and improved fuel economy, as well as competitive finance deals, were making a new car more affordable for many. However, he warned the rate of growth was likely to slow in the coming months as demand stabilises. The SMMT is forecasting a 6% rise in new car registrations in 2014 overall.
http://www.theguardian.com/business/2014/jun/05/uk-car-industry-longest-period-sale-growth-1959
The new car market has now grown in every month since March 2012. Photograph: Gareth Fuller/PA
Britain's car industry smashed records going back to 1959 in May after another increase in sales marked the longest ever period of growth for the new car market.
The number of new cars registered in the UK rose 7.7% to 194,032 last month, which was the strongest May in a decade.
A combination of growing consumer confidence amid economic recovery, cheap finance deals, and payouts over PPI mis-selling have driven the new car market to 27 consecutive months of growth, breaking a previous record set in the late 1980s.
"The new car market has now grown in every month since March 2012 â" the longest period of growth on record and a reflection of the UK's ever-improving economic conditions," said Mike Hawes, chief executive of the Society of Motor Manufacturers and Traders (SMMT), which published the figures.
UK registrations have already passed the 1m mark in 2014, rising 11.6% to 1.059m compared with the same period last year.
The bestseller in May was the Ford Fiesta, followed by the Volkswagen Golf and Vauxhall Corsa.
Hawes said new technologies and improved fuel economy, as well as competitive finance deals, were making a new car more affordable for many. However, he warned the rate of growth was likely to slow in the coming months as demand stabilises. The SMMT is forecasting a 6% rise in new car registrations in 2014 overall.
http://www.theguardian.com/business/2014/jun/05/uk-car-industry-longest-period-sale-growth-1959
Monday, June 9, 2014
GM car defects may have led to dozens more deaths, report suggests
Prepared for some even more automotive information? We have an excellent post today that you need to really review. Stay up to this day with all automobile related details and car transport information here.
At least 74 people have died in General Motors cars in accidents with some key similarities to those that GM has linked to 13 deaths involving defective ignition switches, a Reuters analysis of government fatal-crash data has determined. Such accidents also occurred at a higher rate in the GM cars than in top competitors' models, the analysis showed.
Reuters searched the Fatality Analysis Reporting System (FARS), a national database of crash information submitted by local law-enforcement agencies, for single-car frontal collisions where no front air bags deployed and the driver or front-seat passenger was killed.
The news agency compared the incidence of this kind of deadly accident in the Chevrolet Cobalt and the Saturn Ion, the highest-profile cars in GM's recall of 2.6 million cars with defective switches, against the records of three popular small-car competitors: Ford Focus, Honda Civic and Toyota Corolla. The analysis found that the frequency of such accidents in the Ion was nearly six times that of the Corolla and twice that of the Focus. The Ion had 5.9 such fatal crashes per 100,000 cars sold, followed by the Cobalt, with 4.1, the Ford Focus with 2.9, the Civic with 1.6, and the Corolla with 1.0.
It is not clear how many of the deadly accidents identified by Reuters involved defective ignition switches, because crash reports typically do not include that data. That leaves open the possibility that air bags may have failed to deploy in some of the GM crashes for reasons other than faulty switches.
GM, which has offered few details of the fatal crashes related to faulty switches, told Reuters it derived the tally of 13 deaths from claims and lawsuits filed against the automaker. GM checked those claims and lawsuits against other sources available to it, including vehicle data recorders recovered from some crashes.
The Reuters analysis relied on the FARS database, which encompasses a much wider universe of accidents. GM declined to say whether it had used information from the federal database.
Reuters disclosed its findings in detail to GM and federal regulators at the National Highway Traffic Safety Administration (NHTSA). GM declined to comment on Reuters' findings or methodology, responding only that: "Our focus is on doing the right thing for customers - fixing the recalled vehicles as quickly as possible, addressing our civic and legal responsibilities and setting a new industry standard for safety."
NHTSA Acting Administrator David Friedman told Reuters: "The final death toll associated with this safety defect is not known to NHTSA, but we believe it's likely that more than 13 lives were lost."
Toyota and Honda declined to comment. Ford said it took issue with the Reuters findings concerning the Focus, but didn't specify its reasons.
GM engineers first encountered problems with the switches in 2001, a year before the first Ion went into production. The faulty GM ignition switches could cause engines to shut off while driving, leading to a sudden loss of power steering and power brakes, and the failure of air bags to deploy in a crash.
Managers subsequently considered, then rejected several proposals to repair or replace the switches because of the extra cost, GM told NHTSA and congressional investigators. The automaker did not begin recalling the cars until February 2014, after a two-and-a-half-year internal investigation. Eventually, GM recalled every Ion and Cobalt built from model years 2003 to 2010. Reuters used those model years for its analysis.
Using the FARS database of crashes reported to U.S. safety regulators between 2003 and 2012, Reuters identified 45 front-seat fatalities in the Cobalt and 29 in the Ion. In similar crashes, there were 44 fatalities in the Ford Focus, 41 in the Honda Civic and 24 in the Toyota Corolla.
Reuters found the Focus had 43 fatal accidents, the Cobalt had 42, the Civic had 39, the Ion had 28 and the Corolla had 24. While the raw crash numbers appear comparable, the rate of deadly crashes was higher in the two GM models, as the Ford, Honda and Toyota models sold in substantially greater numbers.
The Insurance Institute for Highway Safety, a non-profit safety research group connected with the U.S. insurance industry, reviewed the Reuters analysis. David Zuby, executive vice president and chief research officer, said: "Your crash rates suggest that Cobalt and Ion are less crashworthy than the other models for which you've computed similar statistics," and are similar to those in a 2011 IIHS analysis.
Zuby added that there were several limitations to the analysis, noting that "while your analysis does focus on circumstances that are similar to the cases involving GM air bags that failed to deploy because of the ignition switch problem, it cannot be said definitively that the ignition switch problem" caused 74 deaths.
It is possible, Zuby said, that limitations in the data examined by Reuters may overstate the number of deaths attributable to air bag non-deployment in the car models examined.
Those limitations include the fact that there are other reasons why air bags may not deploy in a frontal crash, such as a car sliding under a truck. Air bag defects unrelated to the ignition switch could cause a failure to deploy, he said, and air bags are designed not to deploy in some situations, such as where the passenger is a child. Zuby also noted that an Insurance Institute study showed the FARS database overstated the problem of air bag non-deployments.
That means the number of fatalities from the Reuters analysis is probably inflated, he said. However, the problems would not affect one model more than another, he added.
At the same time, there are other ways in which the Reuters tally may undercount switch-related fatalities in the GM models. The FARS crash data runs only through 2012, and Reuters did not include two fatalities of backseat passengers.
The fatalities entered in the FARS database and reviewed by Reuters do not include at least five of the 13 deaths acknowledged by GM. One died in 2013, past the range of the current FARS data, and two died in a multi-car accident.
Another, Amber Marie Rose, was killed in the July 2005 single-car crash of her 2005 Cobalt in Maryland. GM has confirmed that Rose is among the 13 victims, and investigators hired by NHTSA said her air bag did not deploy. But the FARS data indicates that the air bag did deploy and her death isn't included in the Reuters count.
http://www.theguardian.com/business/2014/jun/03/gm-car-defects-deaths-faults
At least 74 people have died in General Motors cars in accidents with some key similarities to those that GM has linked to 13 deaths involving defective ignition switches, a Reuters analysis of government fatal-crash data has determined. Such accidents also occurred at a higher rate in the GM cars than in top competitors' models, the analysis showed.
Reuters searched the Fatality Analysis Reporting System (FARS), a national database of crash information submitted by local law-enforcement agencies, for single-car frontal collisions where no front air bags deployed and the driver or front-seat passenger was killed.
The news agency compared the incidence of this kind of deadly accident in the Chevrolet Cobalt and the Saturn Ion, the highest-profile cars in GM's recall of 2.6 million cars with defective switches, against the records of three popular small-car competitors: Ford Focus, Honda Civic and Toyota Corolla. The analysis found that the frequency of such accidents in the Ion was nearly six times that of the Corolla and twice that of the Focus. The Ion had 5.9 such fatal crashes per 100,000 cars sold, followed by the Cobalt, with 4.1, the Ford Focus with 2.9, the Civic with 1.6, and the Corolla with 1.0.
It is not clear how many of the deadly accidents identified by Reuters involved defective ignition switches, because crash reports typically do not include that data. That leaves open the possibility that air bags may have failed to deploy in some of the GM crashes for reasons other than faulty switches.
GM, which has offered few details of the fatal crashes related to faulty switches, told Reuters it derived the tally of 13 deaths from claims and lawsuits filed against the automaker. GM checked those claims and lawsuits against other sources available to it, including vehicle data recorders recovered from some crashes.
The Reuters analysis relied on the FARS database, which encompasses a much wider universe of accidents. GM declined to say whether it had used information from the federal database.
Reuters disclosed its findings in detail to GM and federal regulators at the National Highway Traffic Safety Administration (NHTSA). GM declined to comment on Reuters' findings or methodology, responding only that: "Our focus is on doing the right thing for customers - fixing the recalled vehicles as quickly as possible, addressing our civic and legal responsibilities and setting a new industry standard for safety."
NHTSA Acting Administrator David Friedman told Reuters: "The final death toll associated with this safety defect is not known to NHTSA, but we believe it's likely that more than 13 lives were lost."
Toyota and Honda declined to comment. Ford said it took issue with the Reuters findings concerning the Focus, but didn't specify its reasons.
GM engineers first encountered problems with the switches in 2001, a year before the first Ion went into production. The faulty GM ignition switches could cause engines to shut off while driving, leading to a sudden loss of power steering and power brakes, and the failure of air bags to deploy in a crash.
Managers subsequently considered, then rejected several proposals to repair or replace the switches because of the extra cost, GM told NHTSA and congressional investigators. The automaker did not begin recalling the cars until February 2014, after a two-and-a-half-year internal investigation. Eventually, GM recalled every Ion and Cobalt built from model years 2003 to 2010. Reuters used those model years for its analysis.
Using the FARS database of crashes reported to U.S. safety regulators between 2003 and 2012, Reuters identified 45 front-seat fatalities in the Cobalt and 29 in the Ion. In similar crashes, there were 44 fatalities in the Ford Focus, 41 in the Honda Civic and 24 in the Toyota Corolla.
Reuters found the Focus had 43 fatal accidents, the Cobalt had 42, the Civic had 39, the Ion had 28 and the Corolla had 24. While the raw crash numbers appear comparable, the rate of deadly crashes was higher in the two GM models, as the Ford, Honda and Toyota models sold in substantially greater numbers.
The Insurance Institute for Highway Safety, a non-profit safety research group connected with the U.S. insurance industry, reviewed the Reuters analysis. David Zuby, executive vice president and chief research officer, said: "Your crash rates suggest that Cobalt and Ion are less crashworthy than the other models for which you've computed similar statistics," and are similar to those in a 2011 IIHS analysis.
Zuby added that there were several limitations to the analysis, noting that "while your analysis does focus on circumstances that are similar to the cases involving GM air bags that failed to deploy because of the ignition switch problem, it cannot be said definitively that the ignition switch problem" caused 74 deaths.
It is possible, Zuby said, that limitations in the data examined by Reuters may overstate the number of deaths attributable to air bag non-deployment in the car models examined.
Those limitations include the fact that there are other reasons why air bags may not deploy in a frontal crash, such as a car sliding under a truck. Air bag defects unrelated to the ignition switch could cause a failure to deploy, he said, and air bags are designed not to deploy in some situations, such as where the passenger is a child. Zuby also noted that an Insurance Institute study showed the FARS database overstated the problem of air bag non-deployments.
That means the number of fatalities from the Reuters analysis is probably inflated, he said. However, the problems would not affect one model more than another, he added.
At the same time, there are other ways in which the Reuters tally may undercount switch-related fatalities in the GM models. The FARS crash data runs only through 2012, and Reuters did not include two fatalities of backseat passengers.
The fatalities entered in the FARS database and reviewed by Reuters do not include at least five of the 13 deaths acknowledged by GM. One died in 2013, past the range of the current FARS data, and two died in a multi-car accident.
Another, Amber Marie Rose, was killed in the July 2005 single-car crash of her 2005 Cobalt in Maryland. GM has confirmed that Rose is among the 13 victims, and investigators hired by NHTSA said her air bag did not deploy. But the FARS data indicates that the air bag did deploy and her death isn't included in the Reuters count.
http://www.theguardian.com/business/2014/jun/03/gm-car-defects-deaths-faults
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