GM Recall: Answers Hiding In Plain Sight?

And all the investigations, all of Lutz's men/ couldn't figure out who was in charge of things then.

And all the investigations, all of Lutz’s men, couldn’t figure out who was in charge of things then…

In the wake of General Motors’ and Mary Barra’s public lambasting last week, at the hands Congress and Comedy alike, a new sense of gravity now surrounds the still-unfolding scandal. Combined with the shocking facts surrounding the defect itself, Barra’s performance paints a picture of a GM unable to establish basic accountability without outside intervention. In a recent interview with New York Magazine, and sounding more like a corporate consultant than radical activist, Ralph Nader advises Barra to act relentlessly, arguing:

Look what it’s costing them: It’s already at $750 million and growing. What’s it cost them in lost sales? All kinds of stuff spills out, even if it’s not directly related to the ignition switch. She knows that it’s just going to get worse and worse. There are going to be whistle-blowers, and plain envelopes, especially when the press sees prizes — they see Polk Awards, Pulitzers, and so on — once they get into that realm, there’s no stopping it.

This has all the elements. It’s a cocktail that gets it going. It is very difficult to get the press into that realm — take it from someone who knows from over the years.

Ralph’s right: Barra’s unconvincing performance last week has stepped up pressure to find the answers she wouldn’t provide, and there’s no knowing where some tough digging could lead. After all, there are answers that Barra refused to give still hiding in (relatively) plain sight. With the help of a single book and internet access, anyone can find insight into the problems that are stumping Congress, the media and Mary Barra herself… Let’s not wait for the investigation, shall we?

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Niedermeyer Tackles GM Recall Regulation At Road & Track

Can it be saved? Or is there another way?

Can it be saved? Or is there another way?

In my last Bloomberg View column, I asked the question on everyones’ lips: how do you solve a problem like General Motors? I gloomily concluded that only creative destruction at the hands of consumers would truly “fix” a culture as broken as GM’s, in light of the firm’s nearly half-century of arrogance and failure. But with congressional hearings about to begin, Road & Track asked me to explore the regulatory side of the problem in a little more depth. Perhaps, one editor suggested, NHTSA’s ineptitude, underfunding or industry capture adds to the government’s responsibility for this mess.

Clearly this is the case. The shameful situation with David Strickland and Chrysler/Venable proves that Americans can’t trust NHTSA to serve their interests. But is there really evidence that NHTSA could have forced a GM recall any earlier than it did? Given that GM execs appear to have hid the problem from themselves, NHTSA would have to embed deep within every automaker to catch this type of problem. Instead of throwing more money and mandates at NHTSA, which clearly has its own culture issues, it’s time to take a different approach. Rather than trying to hold an entire corporation accountable, lawmakers should create criminal penalties and whistleblower protections that force every executive and engineer to personally weigh the consequences of cutting corners in vehicle safety. As my R&T piece concludes:

The first line of responsibility for the public’s safety lies with the engineers and executives who design and build the cars … just as individual motorists are the first line in terms of their personal safety. Only when they individually face penalties that are nearly as harsh as those consumers face at the hands of their defects will they truly take safety as seriously as we do.

What’s Good For General Motors

Are the results of the elections unclear?

Are the results of the elections unclear?

When I first started writing about cars, it was for someone else’s brand. I didn’t have final cut over my work, I didn’t get to pick my own topics, and the result was that a lot of my work read a lot like it was written by my editor. At the time this was exactly what I needed: my first six months or so of blogging were basically an intensive self-education, guided by a firm mentor with a clear vision. But as I began writing more about the burgeoning auto bailout, I found myself being given more freedom to write the worlds of the car business and politics collided. Having studied Political Science in school, this created the perfect opportunity for me to study the sudden collision of politics and cars, which in turn opened my eyes to the countless ways in which cars shape our world.

My piece in today’s Bloomberg View goes back to my original take on the topic that first pulled me into the world of cars, the basis from which all my bailout-critical writing has stemmed: bailing out automakers prevents creative destruction, and robs consumers of the right to reject businesses that are unresponsive to them. One need not be a free-market fundamentalist to defend this basic function of the market system, just as one does not need to be a political hack to oppose the bailout of GM and Chrysler. Government with pretensions to democratic representation should think hard before ignoring decades of votes its constituents have cast with their wallets… after all, turnout is much higher in the marketplace than the ballot box. If they do not, they risk complicity in such tragedies as we now face with GM: young, promising lives cut down due to defects that executives appear have ignored or covered up. This would be bad enough, were GM alone responsible for this mess…  but because of our fear of the basic tradeoff of the system that affords us such wealth, that failing companies must fail, we are all in some small way party to it.

There is no going back in time…. but by noting the consequences of our political actions, as a nation we can perhaps still avoid the fate that almost certainly awaits GM.

Tesla Fights The Good Fight

 

Forget the electric thing... this is a better future we can achieve now.

Forget the electric thing… this is a better future we can achieve now.

Regular readers of my work probably consider me something of a Tesla skeptic, and the record doesn’t exactly dispute the charge. But as I’ve maintained throughout my criticisms of other automakers, criticism is hardly a sign of disrespect or antagonism. In fact, as a lifelong resident of the West Coast of the USA, Tesla represents the closest thing I have to a hometown team in the auto industry. Perhaps I’m out of touch with the self-esteem-centric values of our times, but I firmly believe that critical analysis is the most constructive contribution the media can make to the health of a company or industry. Certainly the history of the US auto industry confirms the fact that companies can drift dangerously and self-destructively out of touch with reality in the absence of regular gut checks from an independent media. [ There is more … ]

Chrysler’s Canadian Breakdown

 

Southbound and Down? (Courtesy: canadianmetalworking.com)

Brampton: Southbound and Down? (Courtesy: canadianmetalworking.com)

When Chrysler Group LLC announced that it was withdrawing requests for Canadian Government aid earlier this week, my immediate reaction was to think: “there goes another piece of Canada’s auto industry.” Having just months ago watched GM close its Australian operations when it became clear the government there wouldn’t continue to subsidize the industry, it seemed clear that Chrysler would move at least one of its Canadian products to the waiting Toluca, Mexico plant. I was not alone in guessing that Windsor’s minivan plant would be on the block, but in its carefully-worded statement Chrysler indicated it would move ahead with the tool-up for a new generation of minivans there. Chrysler even committed to investing in “substantial product interventions” for Brampton’s Lx platform vehicles (300, Charger, Challenger), which are supposed to hit markets later this year.

So did FCA’s CEO Sergio Marchionne break the political math tying government support to new product investments? Not exactly. He still has plenty of room to maneuver, and lots of possible asks. And the likelihood that a Canada plant will end up losing a Chrysler plant to Mexico remains very high.

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Is Private Surveillance Behind Crazy Car Loans?

Big Brother Is Repossessing You (Courtesy: Boston Globe/BostonBeta.com)

Big Brother Is Repossessing You (Courtesy: Boston Globe/BostonBeta.com)

There’s been a lot of news about the explosion in auto credit in the US, which now exceeds credit card debt and ranks second only to student debt in non-mortgage consumer credit. Every aspect of auto-backed debt -amount, term length, securitization, subprime availability- has hit new highs recently… except repossessions, which remain relatively low.  And that, say the issuers, bundlers and sellers of auto debt, is what makes the credit class so safe relative to mortgage debt. Because repossessing a car is relatively easier than repossessing a house, bad debts are easier to collect. [ There is more … ]

The Great Auto Safety Crash, Or, Why You Need To Be A Lawyer To Do An Automotive Journalist’s Work

GMCobaltNHTSA

I'm not an automotive journalist, but I played one on TV in the 1960's...

I’m not an automotive journalist, but I played one on TV in the 1960’s…

Of all the automotive sector topics covered by the business media, defect recalls are consistently one of the most tricky to cover. Most defects are the inevitable products of immensely complex supply chains and constant price pressure, and recalls for them are ultimately a sign of a company responding to the problem. And with some 22 million vehicles recalled from the US market in 2013, consumers can hardly be expected to know which ones represent grounds for real concern.

Because automakers control all the information about the products they make, reporters on the automotive safety beat have little choice but rely on the company line for their stories. Only the threat of investigation by the National Highway Transit Safety Administration compels automakers to fully reveal their dirty laundry, and only NHTSA’s complaint database gives the public an opportunity to compare their experiences with the company line. No wonder the first real auto safety journalist (and the inspiration for NHTSA’s founding) was a lawyer.

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Why The UAW’s Loss At Chattanooga Was Good For Autoworkers

A worker at VW's Chattanooga plant answers questions from the author during a plant tour in 2011.     A worker at VW's Chattanooga plant answers questions from the author during a plant tour in 2011.

A worker at VW’s Chattanooga plant answers questions from the author during a plant tour in 2011.

My latest post at Bloomberg’s The Ticker blog covers the UAW’s defeat in Chattanooga… and that’s right, it was good for autoworkers. I don’t believe unions are intrinsically good or bad, but I know the UAW has nothing to offer auto workers. The deeply unfair Two Tier wage structure drives away new hires, and in Chattanooga the union was simply trying to rent-seek on what could be an important experiment in US labor relations.

Put simply, VW management and Chattanooga workers alike want a German-style works council, not the UAW. The law should allow workers to adopt works councils and other innovative representative tools (considered a major factor in the success of Germany’s auto industry), and not simply enforce a politicized union’s monopoly (which has nearly a half-century of decline in jobs and wages in this country to answer for).

A lot of people have been reacting to this news with the old trope of the South’s ingrained resistance to change, but what’s really happening is a much-needed innovation in labor relations: decoupling plant-specific worker representation from the political machines that unions like the UAW have become. The key to remaining competitive is experimenting with what is proven to work for others, not retreating into a long-faded past. If works councils wash away the UAW, workers will be far better off for it.

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