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.
TTAC has long held that reviews of press cars made available by manufacturers at launches and press fleets must be complemented 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…
Ask a Westerner what he or she thinks of Chinese cars, and the answer will be predictable: unsafe. Thanks to China’s slower crash test speeds and low-cost manufacturing, Chinese cars have largely not met global safety standards, and Youtube videos have long cemented the impression that Chinese cars are fundamentally unsafe. But as with any growing industry, the Chinese are stepping their game up. Far from a global embarrassment, the latest Geely Emgrand even earned four stars in Euro-NCAP testing. That’s not enough to erase China’s reputation for unsafe cars, as five star performances are rapidly becoming the standard in Europe. But it is enough to match the achievements of other modern European cars, most notably the updated Fiat Panda. Though the Panda is considerably smaller than the Emgrand, and therefore is at something of a safety disadvantage, the price difference between the two cars is likely to be negligible, making the comparison quite interesting. Meanwhile, there are other four-star (or should we call it “Chinese Quality”?) cars in NCAP’s latest round of testing, including the considerably more expensive Jaguar XF and Jeep Grand Cherokee. Check out the reports for the XF, Panda and Emgrand in the gallery below, or surf on over to Autobild for more details on where these cars came up short on safety…
With a tough negotiating session with its traditional employers now complete, the United Auto Workers are turning their focus back to the year’s primary goal: organizing the transplant factories. 2011 was supposed to be the year in which the UAW took down “at least one” foreign-owned auto plant, with the union’s boss even going as far as to say
If we don’t organize the transnationals, I don’t think there is a long-term future for the UAW
But as we found, the UAW is not welcome in the South, where most of the transplant factories are found. And with Honda, Hyundai, Toyota and VW all rejecting the UAW’s advances in some form or another, the union’s options are fairly limited. So instead of taking on the factories directly, the UAW is bringing back a questionable tactic from the days when it was misleadingly bashing Toyota for “abandoning” the NUMMI factory: they are taking the fight to dealerships.
Say what you want about Saab fans, the guys have some dedication. At a time when most have finally accepted the fact that Saab is at the end of the line, Saab’s hard-core “dead-enders” are taking up their social media arms to rescue their beloved brand. After all they have a perfect opportunity: after months of wading through a quagmire, uncertain whether to support Victor Muller, Vladimir Antonov, or one of Saab’s Chinese suitors, all Saab fans can now rally against their old enemy, GM. Long blamed for Saab’s decline despite the fact that the brand’s peak sales came under its ownership, GM has long been the bête noire for Saabistas. And with GM now taking the wheel of Saab’s fate, Saab’s rabid fans have taken over GM’s Facebook wall, posting images of their favorite Saabs and demanding The General “let Saab go.” Will it be enough to convince GM to go against its carefully-crafted Chinese relationships and interests by giving Saab carte blanche to ship its technology wherever its new Chinese masters want? Don’t count on it. But for the moment GM has to sit through the online equivalent of an “Occupy” protest.
Remember the uproar over Unintended Acceleration in Toyotas? After more than a year of investigation, NHTSA has yet to find a definitive cause for the furor… although the experience was not an entire waste. In fact, the most interesting result of the entire situation was that it cast light on NHTSA’s inefficacy as much as it did embarrass Toyota’s quality control. And to help clarify what exactly the lessons of the Toyota flap were, the DOT’s Inspector General has released a report detailing its criticisms of the federal safety regulators. According to the report [ PDF], NHTSA’s Office of Defect Investigation (ODI) has not
- Adequately tracked or documented pre-investigation activities.
- Established a systematic process for determining when to involve third-party or Vehicle Research and Test Center (VRTC) assistance
- Followed timeliness goals for completing investigations or fully implemented its redaction policy to ensure consumers’ privacy. [Ed: gee, you think?]
- Established a complete and transparent record system with documented support for decisions that significantly affect its investigations.
- Developed a formal training program to ensure staff has the necessary skills and expertise.
If the American manufacturers had gone years ago to the government and said, ‘Listen, we have a huge project’ – electric cars, for instance, the government could at least have studied it. But they never tried.
Take the Chevrolet Volt (extended-range electric vehicle launched in 2010). Without government help, at least in the developmental stages in which certain economies of scale must be reached, it is too expensive. It’s just another example of the American industry being too late. They have missed many trends.
Because the sign of an innovative automaker is entanglement with the government… just ask Blain’s compatriots (and former colleagues) at Renault! Oh, and incidentally, Detroit did approach the government for help developing green cars back in the 1990s and managed to waste a cool billion dollars building three prototypes (see: PNGV). But there I go taking Blain at his word… when he’s already walking back his nonsensical comments.
Like most corporate trends, the rush to social media is often little more than an opportunity for new consultants to sell common sense packaged in the buzzwords du jour. And though it’s easy to just laugh off the process as just another fad, it’s important to remember that common sense is in relatively short supply these days… if the only way to get it across is to punctuate it with words like “engagement” and “voice share,” so be it. And because social media is forcing companies to come to grips with every possible kind of feedback, the trend is actually helping validate the hard-hitting editorial approach that TTAC has long embraced. At Motor Trader’s social media conference, Richard Anson, CEO of the consumer review site Reevoo, explains the simple truth:
Social content will help drive sales so trust and transparency are vital; we all trust our peers more than any vendor or brand. Negative reviews are good for business. Retailing is all about transparency so perfection is not credible. Customers expect and want negative reviews and they give dealers a great opportunity to engage.
You know, it’s getting goddamned hard for a chap to enjoy a decent corporate-sponsored nosebag from time to time what with the ever-imminent prospect of Jack “Banquo” Baruth popping out from behind a silver soup tureen and shouting “J’accuse!” like some sort of admonitory, jort-clad Visigoth. At least, such I was thinking to myself as I lined the walls of my pericardium with the rich yellow fat best produced by overly-sauced food and moderately crappy wines.
This was in the latter stages of a lunch – sorry – launch I was attending in, admittedly, a very unprofessional capacity. I’m still not entirely sure how I ended up here, but I’m one of those people who can’t say no when offered work; here though there would be no byline, and theoretically therefore, no conflict of interest.
Still, I was keeping one eye open, metaphorically-speaking, for our own favourite Sword of Damocles, as – pardon me good sir, but I believe your trotter is in my trough!
Lifer Automotive Journalist the Size of a Small Moon: “Oh, do beg pardon. Snarfle-snarfle-glub.”
After decades of offering some of the best C-segment products available, Honda made the mistake of phoning in its latest generation of Civic just as the entire competition stepped up its game. Compared to the previous generation of Cobalts, Corollas, Elantras and Focii, the current Civic might be a fine car… but compared to the new crop of compacts, its barely competitive. In his TTAC review, Michael Karesh called the new Civic “a low point” and “dreadfully dull,” while Consumer Reports struck the body blow by failing to recommend the Civic for the first time in memory. And though Honda’s initial reaction showed signs of a potentially fatal bunker mentality, lashing out at CR and pointing to a second place Motor Trend showing (because that’s proof of an absence of mediocrity), it seems the company is coming around.
Watch UAW President Bob King on New Contracts: Top Priority Was Creating Jobs on PBS. See more from PBS NewsHour.
Though UAW boss Bob King has said that organizing transplant factories is a life-or-death struggle for the union, but the real make-or-break issue this year was the contract negotiations with the Detroit Automakers. And though King roundly denies that a rift has been formed in his union over two-tier wages, the facts simply don’t back that position up. In the last contract to be ratified (with Chrysler) for example, only 54.8% of the union approved the deal… hardly the “overwhelming support” that King claims. Moreover, 55.6% of the skilled-trades workers at Chrysler rejected the contract, according to the Detroit Free Press. King’s narrative of experienced workers “demanding” higher wages for the Tier Two brothers “in the greatest spirit of solidarity” just doesn’t hold up to scrutiny.
Whenever a CEO says “bankruptcy is not an option,” you know the game is up. After complaining in this Swedish Radio interview (in English) that his court-appointed administrator is trying to sell Saab off wholesale to the Chinese, Victor Muller trots out Churchillian and Nietszchian calls to arms… in fact, he does everything short of bursting into a spirited rendition of “I Will Survive.” Unfortunately, Muller’s credibility is long gone, and he doesn’t help himself by trying to portray Lofalk as some traitorous backstabber. With Saab months (years? decades?) into its death-flails, and the most recent “rescuer” turning out to be a non-player, is it any wonder Lofalk wants to hand over the mess to the only viable companies involved (especially when Muller calls North Street a “strong partner”)? Muller continues to labor under two basic delusions: first, that he can sell a majority share to the Chinese while keeping Saab an essentially Swedish (or at least European) company and second, that anyone cares whether Saab becomes a Chinese company. Sorry Victor, there’s just nothing left here to fight for…
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- Beachy Asphalt only works to keep the dirt road below it dry, and it is the dry dirt that holds up the asphalt surface to make a smooth road surface. Once the asphalt cracks or a spring wells up and the dirt gets wet, all bets are off. It is usually due to a spring that perennial potholes form. They are very hard to get rid of.
- JamesG I’m the owner of the featured car that’s currently on EBay. Thanks for such a nice write up on these automobiles. Mine happens to be in excellent condition and the photos don’t do it justice. The HT4100 isn’t as bad as some made them out to be and they can go 200k miles with proper maintenance. I also own a 79 w/the analog fuel injected 5.7 350 which should have been used through 1985 but ever-increasing CAFE regulations called for more economical power plants which made GM shelve this great motor.
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- Jeff S Wouldn't most of the large suvs in NYC be livery vehicles? If so that would be hurting those who make their living by driving for hire.
- EBFlex Yes their mass transit is great if you want to be beat within an inch of your life or pushed onto the tracks by some random psycho.