Letters

Automotive Industries, May, 2002

Can the Auto Industry Police Itself?

I disagree with Andrew Cummins' March column, "This Industry Can Police Itself." Industry is solely about making its shareholders' money, not about acting in the Public Good. Taking care of the Public Good is the responsibility of government, not industry, and rightly so. The Arthur Andersen mess is a good example of an industry's failure to police itself.

As for people not buying cars for their environmental impact, well, I did. One of my main criteria was fuel economy. My Honda Civic is not underpowered and as for unsafe, I had the misfortune of being in an accident in my car and came out shaken but unhurt.

Several surveys indicate people much prefer hidden taxes like CAFE to upfront taxes such as the higher gas tax Bob Lutz advocates. CAFE is just an engineering challenge which industry has proven it is quite capable of meeting.

Name withheld by request

Some would argue that if the Clean Air Act of 1970 and subsequent emission laws had not forced the development of better technology; we'd still have carburetors instead of EFI and point-triggered ignition systems instead of ECUs. This is probably true and the industry is better off today for being forced to invest in the R&D.

However, Cummins' suggestion that R&D will enable us to develop an F-350 that will pull a large trailer and still get 17 mpg ignores an important fact. It takes POWER to move that kind of load and it takes fuel to make power -- pure and simple.

Legislation and rising fuel prices and/or diminished availability will surely motivate my colleagues to make better and more efficient vehicles. On the other hand, politically "engineered" mandates won't work unless the "eco-panderers" are successful in duping the voters by promising something that can't be delivered.

Dennis Novotny

Senior Engineer

I totally agree with Andrew Cummins' column. Congressional voting cannot reverse the laws of physics. Yes, we can become less dependent on foreign sources of oil. This can be done by research into hybrid or hydrogen power, and convincing the consumer to purchase passenger cars rather than SUVs or pickups for those cases where a car will meet their needs.

Forcing the industry to change is not a solution if the consumer hasn't changed at all. The government likes to tell us what is good for us, all the while picking our pocket.

Phil Loken

Senior Engineer

Robert Bosch Corp.

I think gas should be taxed by a person's income. Low income, low tax. Let the IRS issue a code to each taxpayer to be entered at the gas pump and the tax applied to each person's income. As fast as computers are today, you'll only have to wait seconds. But how many high-salaried people and politicians will vote for this?

Rembert Raines

via email

I own a 1967 Nova SS with a 327 V-8 that I've extensively modified to extract about 400 hp out of it.

Now why would I want to make my Nova SS like that? We like the vibrations of an internal combustion engine pulling a car from a red light I don't care if my Nova gets 20 mpg. Ask a Ferrari F50 owner "what's the fuel mileage?" He will reply, "about 195 mph!"

The government doesn't get it if it wants cleaner, more fuel efficient cars, raise gas prices to $5.00 a gallon. We would buy up all those cute little hybrids. Until then my Smpg Nova SS is cool.

Jimmie Love, ME.

Regarding the industry's "self policing," collaborative efforts must begin with further integration of info and engineering. As reflected by the success of the Daimler/Chrysler CIO, information technology is the cornerstone of required criteria for positive results and improvements. For new products to become more efficient, the design/manufacturing process must reflect that philosophy.

William D'Emilio, Jr

President, American Racing Technology

Cast "Givebacks" Equal Junk

In the March issue's readers' survey, "Engineers Speak Out," I'm guessing the 8.2 percent of those who said cost givebacks have a positive impact on quality must work for the OEMs.

Sooner or later, we're going to "giveback" our way to the crap Detroit made in the 1970s and early '80s. Meanwhile, the consumer gets stuck with poor quality and the OEMs get bigger profits. if the OEMs are so intent on improving their bottom lines, I suggest they look no further than their own backyards.

Dan Gage

Demise of the American Sedan

After reading Lindsay Brooke's March editorial, "Death of the American Sedan," all I can say is, "amen brother." As I await the arrival of my recent import purchase, I echo Brooke's thoughts regarding where the "minds" of the American car companies should reside. Much as I wish to "buy American," the available designs/prices push me away.

Richard Carr

How sad that Ford has let slip the market dominance of its former flagship passenger car, the Taurus. And where are Chrysler and General Motors' competitors to Accord and Camry? The U.S. automakers surrendered the traditional family sedan market to the imports first. Next comes minivans, then SUVs. Pickup trucks will take a long time, but watch the next round of even larger pickups from the American-built Japanese. There are no "safe havens" left for the domestics. Lindsay Brooke's March column should serve as a wake-up call to those in the North American industry who still have pride in our companies and jobs.