Were you hoping BMW and Tesla would join forces for the future of electrification? Not so fast.
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Were you hoping BMW and Tesla would join forces for the future of electrification? Not so fast.
The big news this past week from Nissan: lots of old iron at Pebble Beach, concept car test drives for sympathetic journalists and a pledge to have autonomous cars ready (but not on sale) for 2020. More interesting than that is news of Nissan’s booming exports from America. Some say that this is the “new normal” – Japanese OEMs expanding their manufacturing base in America as they leave Japan en masse to both insulate themselves from a volatile yen, take advantage of America’s welcoming manufacturing climate and shed a reliance on Japan’s aging and declining population. And even more interesting than that is how it was presented.
A Reuters article on Hyundai’s recent quality problems raises an interesting question. Has the company grown too fast following an unprecedented image makeover?
If you’ve ever had a friend or relative who was both eager and nervous to show off a painting, piece of music or other creative work (“Tell me what you really think. Don’t sugarcoat it.” Who hasn’t heard that one before), then you’ll understand how PR people must feel when they’re tasked with introducing a new vehicle.
A year ago nearly to the day, I was investigating the connection between Libyan dictator Muammar Gaddafi and Fiat. With an American-led intervention in Libya underway, Reuters had reported that a Wikileaked State Department document revealed that the Libyan Government owned a two-percent stake in the automaker Fiat as recently as 2006. When I contacted Fiat’s international media relations department for comment, I received this response:
Dear Mr Niedermeyer,
Further to your email, I would mention that the Reuters report you refer to is incorrect. As too are other similar mentions that have appeared recently in the media concerning the LIA’s holdings in Fiat.
The LIA sold all of its 14% shareholding in Fiat SpA in 1986 – ten years after its initial stake was bought. It no longer has a stake in Fiat SpA.
I trust that this clarifies the matter.
It didn’t, actually. In fact the matter remained as clear as mud to me until just now, when I saw Reuters’ report that Italian police have seized $1.46 billion worth of Gaddafi assets, including “stakes in… carmaker Fiat,” under orders from the International Criminal Court.
“Do you want to accompany? or go on ahead? or go off alone? … One must know what one wants and that one wants”
Friedrich Nietzsche, Twilight Of The Idols
This week’s news that GM would stop production of the Chevrolet Volt for the third time in its brief lifespan came roaring out of the proverbial blind spot. Having watched the Volt’s progress closely from gestation through each month’s sales results, it was no secret to me that the Volt was seriously underperforming to expectations. But in the current media environment, anything that happens three times is a trend, and the latest shutdown (and, even more ominously, the accompanying layoffs) was unmistakeable. Not since succumbing to government-organized bankruptcy and bailout has GM so publicly cried “uncle” to the forces of the market, and I genuinely expected The General to continue to signal optimism for the Volt’s long-term prospects. After all, sales in February were up dramatically, finally breaking the 1,000 unit per month barrier. With gasoline prices on the march, this latest shutdown was far from inevitable.
And yet, here we are. Now that GM is undeniably signaling that the Volt is a Corvette-style halo car, with similar production and sales levels, my long-standing skepticism about the Volt’s chances seems to be validated. But in the years since GM announced its intention to build the Volt, this singular car has become woven into the history and yes, the mythology of the bailout era. Now, at the apparent end of its mass-market ambitions, I am struck not with a sense of schadenfreude, but of bewilderment. If the five year voyage of Volt hype is over, we have a lot of baggage to unpack.
At the beginning of this year, the United Auto Workers pledged that it would launch a campaign to organize the foreign-owned, non-union “transplant” factories in the US, threatening to tar uncooperative automakers as “human right abusers.” The campaign initially lost steam, but the UAW stuck to its pledge, re-iterating on several occasions that it would organize “at least one” transplant factory by the end of 2011. With one month left to accomplish that goal and no signs of progress in sight, the UAW has officially called off that goal. In fact, the UAW now hopes to simply pick an automaker to target by the end of 2011. Spokeswoman Michelle Martin tells Bloomberg
At this point, our hope is to make a decision about who we’re going to target by the end of the year. But obviously, we won’t have the organizing campaign completed by the end of the year.
This is not too surprising, considering the UAW announced last week that it would be focusing on dealership pickets initially rather than factory organizing. And sure enough, the first dealership picket has begun, targeting Hyundai dealerships. And yet, says Martin
This has nothing to do with the domestic organizing campaign. Hyundai is not the target.
Huh? If the UAW is not committing to organizing Hyundai’s assembly workers, why picket Hyundai dealerships?
A TTAC tipster sent us a Teknikens Värld interview with Saab’s long-suffering would-be rescuer, Victor Muller, in which the eternal Saabtimist seems ready to admit defeat. In essence, he admits that GM is unlikely to ever approve a plan involving Chinese firms, that the Chinese firms are throwing “money into a black hole” and that all the previous plans are off the table. Of course, Muller does seem to think that some kind of rescue may yet be possible, but he admits
If I doze off Saab would disappear in an instant
If Muller is losing faith, and doesn’t even have a hairbrained scenario to hype, it seems that the end may well be near. But then, the whole rescue of Saab is beginning to be eclipsed by questions about Muller’s erstwhile partner, Vladimir Antonov, who was recently bailed out of British jail, where he was being held on charges of embezzlement and document forgery. But first, to the Muller interview…
Tucked into a corner of the communication department of Nissan is a Japanese rarity: A closed room. Usually, a Japanese office is a sea of people, working elbow-to-elbow without even the suggestion of a cubicle. Most of the floor in Nissan’s swank headquarters in Yokohama is just like that.
Behind the closed doors however works an unusual group of people who probably have to be kept away from the general population anyway: An international team of professional journalists that could change the way companies interact with the media. (Read More…)
TTAC has long held that reviews of press cars made available by manufacturers at launches and press fleets must be complimented by reviews of vehicles acquired from dealer lots. It’s been a controversial position at times, and I’ve had to do battle with OEMs as recently as a few months ago to explain why dealer car impressions matter. Today, Consumer Reports is proving the point by revealing
When VW dropped off an early media car this summer, I remember looking at the trunk and saying to myself “well, at least both of the cheap hinges are dressed up with plastic covers, unlike the Jetta, which just has plastic on the side with the wiring.” As you can see in these two photos from Car & Driver and Edmunds it appears that the Passats in VW’s press fleet have covers on the hinges.
But not that Passat you just bought. No, your new Passat isn’t as nicely finished as the press version.
Like all the vehicles we put through testing, Consumer Reports buys retail samples at a car dealership. I personally purchased the Passat TDI we’re testing. (We also bought a 2.5 SE and a 3.6 SEL Premium.) As you can see in our images, none of the Passats have the two plastic covers found on the press cars. Consumers apparently only get a cover for the wiring loom hinge; the other one goes bare.
Interestingly, we had a somewhat similar issue with VW when a Passat press car proved to be equipped in a spec that is not actually available at dealerships (V6 with 17-inch wheels). When we noticed the discrepancy (and by we, I mean Michael Karesh, of course), we asked VW how we had received a non-representative model, to which they replied that press fleet vehicles were “early builds” from the new Nashville plant, and therefore not necessarily in market-ready spec. Which is a reason, but not an excuse: the media can only serve consumers well if we’re given representative cars to review. So, while these discrepancies are all relatively minor, details matter when you’re spending upwards of $20k on something. Hopefully VW and the rest of the industry will learn from this experience and make greater efforts to equip their media cars exactly to dealer spec. One also hopes that Motor Trend has driven at least one Passat that’s not from a press fleet…
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