Automotive News - March 24, 2014 - 35
GM RECALL
MARCH 24, 2014 * 35
GM: More work to do on safety turnaround
Mike Colias
More recalls
mcolias@crain.com
ETROIT - In the wake of last
month's recall of 1.6 million 200307 small cars worldwide for an ignition switch defect linked to 12
deaths, General Motors seemed determined
to insulate itself from the fallout by characterizing the delayed response as symptomatic of the old GM's problems.
"Today's GM," North American boss Alan
Batey said in a contrite statement then, "is
committed to doing business differently
and better."
But by last week, it became clear that GM's
executives weren't satisfied with the new
GM's approach to safety either. CEO Mary
Barra, signaling a need for more urgency
and accountability within the company,
vowed renewed vigilance on safety on the
same day the company announced three recalls simultaneously for full-sized vans,
large crossovers and the Cadillac XTS sedan.
The additional recalls, she said, were the
result of a stepped-up review of pending
safety issues.
"Our system for deciding and managing
recalls is going to change because of this,"
Barra said in a video message to employees.
"And we are using this opportunity to
change much more about our business."
GM last week issued 3 recalls covering
1.5 million U.S. vehicles after CEO Mary
Barra ordered a stepped-up review of
internal safety issues.
Ⅲ 303,000 full-sized vans: 2009-14
Chevrolet Express and GMC Savana
units to rework instrument-panel
material to meet head-impact
standards. GM says it has stopped
deliveries until a fix is developed and
parts are available.
Ⅲ 63,900 full-sized sedans: 2013-14
Cadillac XTS units to fix a problem
with brake booster corrosion that can
lead to overheating. A spokesman
said GM knows of 2 vehicle fires
linked to the defect.
1.18 million crossovers: 2008-13
Ⅲ
Buick Enclave and GMC Acadia,
2009-13 Chevrolet Traverse and
2008-10 Saturn Outlook units to
repair a wiring problem that could
trigger an airbag warning light that,
left unattended, could lead airbags to
fail to deploy.
In the loop
Barra also appointed longtime GM engineer Jeff Boyer, 58, vice president of global
safety, a newly created post aimed at keeping senior executives in the loop more on
safety and recall decisions.
Last month's recall and Barra's actions
since have recast the narrative emerging
from GM since its exit from government
ownership in December and its transition to
a new CEO. Former CEO Dan Akerson, during a speech a week before his retirement in
January, boasted that GM's ratings for quality and safety had moved from laggard status
under his watch to among the industry's
best.
"This is transformative, in terms of how
we're perceived," he said in a speech to a
STEVE FECHT
D
Jeff Boyer's new job: Keep senior GM execs
in the loop more on safety, recall decisions.
business group in Detroit.
But GM's quality and safety performance
are now back under the microscope, with
much of that scrutiny coming from the
company itself.
Some industry observers dismissed Boyer's appointment as damage control, a way
to show the public and regulators that it is
moving swiftly to fix any systemic problems
that might have allowed the ignition-switch
problem to linger for more than a decade
before the recall.
But Barra insisted that Boyer's position is
the first in a series of steps GM will take to
fortify the safety of its vehicles. Boyer will
brief the CEO regularly and will be tasked
with overseeing "a closer review on safety
that will become a permanent process of
this company," she told reporters last week.
Testing 'to failure'
Even so, Barra, who was GM's global product chief for three years before becoming
CEO on Jan. 15, insists GM has "dramatically improved" its safety-validation processes
in recent years, which has led to better initial quality and durability ratings for its vehi-
Source: GM
cles. For example, she said engineers in recent years have begun testing components
"to failure," a more rigorous analysis of how vehicles will hold up in the
hands of customers.
GM also is tracking customer feedback more
closely by taking over
management of its call
centers, which had been
outsourced. Executives Reuss: Benefits
say safety-related com- of Six Sigma
plaints and questions
now are routed directly to designers and engineers, which should help uncover potential problems and devise solutions faster.
GM product development chief Mark
Reuss noted that GM in the past few years
has certified more than 2,000 engineers as
high-level practitioners of the Six Sigma approach to quality improvement, a set of
techniques pioneered by Motorola in the
1980s that aims to stamp out potential causes of defects.
Last week's acceleration of the three safety
recalls was a sign that GM is serious about
operating with a greater sense of urgency,
says Sean Kane, president of Safety Research & Strategies Inc., a Massachusetts research and safety-advocacy company.
Two-week delay
But Kane says GM's cautious approach to
last month's recall announcement showed
that it hasn't made enough progress. After announcing on Feb. 13 the initial recall of
619,000 U.S. cars for the faulty ignition switch,
it took GM nearly two weeks to expand the recall to nearly 750,000 additional U.S. cars
across four other models, amid pressure from
safety advocates and the media.
"That was a clear signal that we're still
dealing with a company that has some
problems," Kane says. "That didn't reflect
well on new GM's approach."
Many observers see the ignition switch as
symptomatic of GM's historically bureaucratic culture. Multiple investigations under
way by the National Highway Traffic Safety
Administration, two congressional committees and the U.S. Department of Justice, according to news reports, eventually could
shed more light on whether GM's handling
of the recall reflects systemic problems or an
isolated case.
But veterans of GM's massive product development enterprise view the case as a befuddling aberration that defied a carefully
regimented system designed to prevent
flaws from slipping through.
"As a chief engineer, I was constantly in
touch with the safety guys," says one former
GM insider who wasn't involved with the
handling of the ignition switch. "A potential
safety defect was an all-hands-on-deck situation."
He said: "I can't wrap my head around
how something like this could have dragged
on so long." c
●●●
STEIN
CEO Barra steps up
to take the lead
continued from Page 1
touting a new GMC Canyon on her home turf,
she'll be facing questions and cameras on
Capitol Hill next week, trying to sustain the
company's fragile comeback while addressing
charges that GM failed for more than a decade
to address a problem at the cost of at least a
dozen lives.
At first it wasn't clear who would be the
public face of GM's crisis-control effort.
Would it be North American boss Alan Batey,
who wrote a USA Today column in late
February saying GM is "deeply sorry"? Might it
be Anton Valukas, the outside lawyer hired in
March to lead an internal probe of what went
wrong? Or would it be Barra herself, who on
March 4 said she would lead the response ...
and then kept quiet publicly as Congress
announced it was launching inquiries and
news reports surfaced about a Justice
Department investigation?
That all changed last week, when Barra:
Ⅲ Announced three unrelated global recalls of
1.8 million vehicles globally to underscore
"the focus we're putting on the safety and
peace of mind of our customers" while
releasing an internal video confessing
"something went wrong with our process ...
and terrible things happened."
Ⅲ Met the press for the first time since the
recall (albeit a small group of Detroit
journalists without cameras).
Ⅲ Wrote an opinion piece published in USA
Today in which she touted GM's newly
appointed and first-ever vice president of
safety, Jeff Boyer, as a "safety zealot."
When disastrous news hits, some CEOs
recoil; others step out and lead.
Any questions about whether Barra's
reputation for being a quiet, behind-thescenes dynamo would keep her out of the
spotlight have been answered.
The recall has forced her hand.
As she has suggested she will, Barra needs to
show convincingly that her company is
reviewing every quality lapse - no matter
how small - and going the extra mile to fix it.
She needs to build trust and show that GM is
being more serious than ever about tackling
problems. She needs to find out why a recall
wasn't ordered earlier and who is responsible.
She needs to demand answers.
The stakes? AutoNation CEO Mike Jackson
says this crisis has the potential to hit 10 on
the Richter scale.
Barra will mark her 77th day in office on
April 1, when she appears before the House
Energy and Commerce Committee. While
everyone knew that the curiosity about the
hockey mom with Finnish roots would fade,
no one thought she would be writing a
defining chapter of her tenure this early.
Says Barra: "We will be better because of this
tragic situation if we seize the opportunity."
This is her moment to seize.
You may e-mail Jason Stein
at jstein@crain.com.
Numbers don't explain
why airbags don't inflate
Nick Bunkley
nbunkley@crain.com
About 3,400 people die each year in
frontal crashes with no airbag deployment
in their vehicle, according to federal data
analyzed by Automotive News.
The number - amounting to one-tenth
of all traffic fatalities - underscores the
difficulty of discerning between incidents
when airbags might have failed due to a
defect and those in which a variable such
as speed or angle of impact was a factor in
the airbags not deploying.
A detailed examination of the government's Fatality Analysis Reporting System
identified 120 deaths in front-impact
crashes with no airbag deployment in
Chevrolet Cobalts and Saturn Ions covered
by General Motors' ignition recall. Fortyone people died in rollovers, and six crashes involved a fire; both are conditions in
which an accident could be severe enough
to kill without triggering the airbags.
For the 73 other deaths, the database
gives few clues to the factors at play. A
2009 study of similar crashes in the database by the Insurance Institute for Highway Safety and the University of Maryland
concluded that more than half were
crashes in which the researchers would
not have expected the airbags to deploy.
Perry Zucker, an engineer who frequently testifies about airbags in court cases,
said the lack of deployment in a crash
doesn't necessarily indicate a defect. For
example, if a vehicle is traveling at close to
the minimum speed threshold for deployment "and it's not a direct frontal collision, it's borderline," Zucker said. But in
high-speed crashes in which a vehicle hits
an obstacle head-on, he said, "it absolutely should have deployed."
The analysis by Automotive News identified significantly fewer deaths than a recent study commissioned by the Center
for Auto Safety. That study found 303
deaths in the recalled Ions and Cobalts
during the same period, 2003 through
2012, but it included side-impact as well
as frontal crashes.
For 2012, the Center for Auto Safety
study cited 45 deaths that it said could potentially be linked to the recalled ignition
switches; Automotive News found 14.
GM says it knows of 12 deaths in frontal
crashes with no airbag deployment in the
recalled cars, all from 2005 through 2009.
The Automotive News analysis also
found that many of the deaths in crashes
without airbag deployment were pedestrians, cyclists or occupants of another vehicle. c
Automotive News - March 24, 2014
Table of Contents for the Digital Edition of Automotive News - March 24, 2014
A $1.2 billion message: Be candid
CEO Barra's defining first chapter
Former GM engineers say quiet '06 redesign of faulty ignition switch was a major violation of protocol
Cadillac shakes up Euro sales model
Nissan vision for future dealerships puts offices, desks on the hit list
Chrysler's Ram gains ground
AN reporter Rechtin is Neal winner
1st glimpse shows Bentley toned down crossover's looks
Daimler will use 3-cylinder engines in compact hybrids
GM: Quietness of new Ecotec engines for small vehicles will be 'best in class'
Acura gains clout, searches for cachet
Analysts: No surge in March sales yet
Shoppers' search priority? Color, not price
GM exec will lead Chrysler tranny unit
The right message
An F&I pro's worth his weight in gold
Mulally earns dealer's applause
GM: Barra won't participate in probe
Filling the hole in the dashboard
At last, it's time to invest in people
Audi hopes TT gets by on its looks
Hertz adjusts fleet, eyes more retail lots
Love connection: 10-store group plays Cupid
U.S. chip maker muscles into rival's turf
DCH program aims to hire, promote women
More women find careers in service lanes
VW, DealerMatch create dealer marketplace online
Dealers
Chrysler 200 advances but rear seat suffers
Members only: How a Japanese Lexus dealer pampers LS owners
Auction school for dealers
Recession's lessons boost used-car sales
Old repair bill is a powerful tool for F&I team
Recaro's elite-seat strategy
Dealers, captives battle in statehouses
Ignition woes go beyond GM – and keys
GM: More work to do on safety turnaround
Numbers don't explain why airbags don't inflate
Former Ford dealer McHale dies at 76
The boss breaks the rules on product secrets
Gary Bettenhausen finished 10th at Indy, but was the big winner
Store turns union protest into an advertising pitch
Just 144 monthly payments and the car's yours
Chrysler's hot Hellcat puts pressure on the Viper
Automotive News - March 24, 2014 - Intro
Automotive News - March 24, 2014 - Former GM engineers say quiet '06 redesign of faulty ignition switch was a major violation of protocol
Automotive News - March 24, 2014 - 2
Automotive News - March 24, 2014 - 3
Automotive News - March 24, 2014 - AN reporter Rechtin is Neal winner
Automotive News - March 24, 2014 - 5
Automotive News - March 24, 2014 - GM: Quietness of new Ecotec engines for small vehicles will be 'best in class'
Automotive News - March 24, 2014 - 7
Automotive News - March 24, 2014 - Analysts: No surge in March sales yet
Automotive News - March 24, 2014 - 9
Automotive News - March 24, 2014 - GM exec will lead Chrysler tranny unit
Automotive News - March 24, 2014 - 11
Automotive News - March 24, 2014 - At last, it's time to invest in people
Automotive News - March 24, 2014 - 13
Automotive News - March 24, 2014 - Hertz adjusts fleet, eyes more retail lots
Automotive News - March 24, 2014 - Love connection: 10-store group plays Cupid
Automotive News - March 24, 2014 - U.S. chip maker muscles into rival's turf
Automotive News - March 24, 2014 - 16a
Automotive News - March 24, 2014 - 16b
Automotive News - March 24, 2014 - 17
Automotive News - March 24, 2014 - More women find careers in service lanes
Automotive News - March 24, 2014 - 19
Automotive News - March 24, 2014 - 20
Automotive News - March 24, 2014 - 21
Automotive News - March 24, 2014 - Dealers
Automotive News - March 24, 2014 - 23
Automotive News - March 24, 2014 - Chrysler 200 advances but rear seat suffers
Automotive News - March 24, 2014 - Members only: How a Japanese Lexus dealer pampers LS owners
Automotive News - March 24, 2014 - Recession's lessons boost used-car sales
Automotive News - March 24, 2014 - 27
Automotive News - March 24, 2014 - 28
Automotive News - March 24, 2014 - 29
Automotive News - March 24, 2014 - Old repair bill is a powerful tool for F&I team
Automotive News - March 24, 2014 - 31
Automotive News - March 24, 2014 - Dealers, captives battle in statehouses
Automotive News - March 24, 2014 - 33
Automotive News - March 24, 2014 - Ignition woes go beyond GM – and keys
Automotive News - March 24, 2014 - Numbers don't explain why airbags don't inflate
Automotive News - March 24, 2014 - 36
Automotive News - March 24, 2014 - Former Ford dealer McHale dies at 76
Automotive News - March 24, 2014 - Chrysler's hot Hellcat puts pressure on the Viper
Automotive News - March 24, 2014 - 39
Automotive News - March 24, 2014 - 40
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