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Automotive News & Views United Automobile Workers of America (UAW)
16711 messages, Last post on Dec 01, 2009 at 11:23 AM
You are in the Automotive News & Views Forum. Your Hosts are steve_ & claires
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Replying to: dallasdude1 (Nov 24, 2008 6:51 pm) Not too bad for a Non-Union Job. There is life after the UAW is put out of its misery.
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Replying to: 62vetteefp (Nov 24, 2008 6:36 pm) I'd guess that they have models not set up to be produced in the US (I think the CRV is one of them, but not sure). Aren't they working on setting up a plant to produce Priuses in the US?
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Replying to: 62vetteefp (Nov 24, 2008 6:36 pm) That's a good point. Looking at it on a micro scale, more production here would mean more employees. That could lead to wage pressures in areas where plants are located trying to employee more workers on a part time basis or even as full time. That might even lead to unionization by the UAW. Also more production here would mean less money going back to the motherland. The reality is they are still Japanese companies and the money still goes home flowing through suppliers set up here or other routes. |
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Replying to: tlong (Nov 24, 2008 10:08 pm)
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Replying to: circlew (Nov 24, 2008 2:20 pm) |
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Jack Smith took over GM in 1992 and left in 2000. During that time GM dumped 49% of their employees. I would say that is less than a prosperous time for the UAW. The prosperity of the '90s helped keep GM solidly profitable until the end of the decade, although it never reached Smith's target of a 5% net profit margin. He also kept shrinking the company (helped greatly by the spinoff of the Delphi parts-making unit). Total employment, which stood at 757,500 when Smith took over, had fallen to 388,000 by the time he left office. But Smith's elfin charm wasn't enough to stop warring factions among engineering, manufacturing, and design from undermining one another's work. And Smith failed to address such looming problems as why GM still had divisions like Pontiac, Buick, and Oldsmobile. With its market share down to 30% and falling, it didn't need all those brands, and ensuring that each model was distinctive remained a constant headache. The problem of "look-alike cars," brilliantly revealed in a memorable 1985 Fortune cover photograph, continued to bedevil GM. A prosperity built on gas guzzling SUVs and big PU trucks. From a very good article on the demise of a once successful automaker. Death of GM |
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Replying to: dallasdude1 (Nov 24, 2008 6:27 pm) That only proves that if GM loads a vehicle with a lot of incentives, it can get rid of leftover models. If the CTS really were selling out, there wouldn't have been any leftover 2008 models to sell, and no need for GM to offer employee pricing.
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Replying to: 62vetteefp (Nov 24, 2008 6:36 pm) Because that 50% is scattered among a bunch of low- and moderate-volume vehicles. The biggest single chunk is the RAV4 (8% of October's volume) and the Prius (7.8%), both of which are set for North American production in the next few years. The next biggest after those are the Highlander (4.5%) and the Yaris (3.2%). Lexus was 10.7% and Scion was 4.4%. Camry (including the hybrid) was 20% by itself.
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Replying to: dallasdude1 (Nov 24, 2008 6:51 pm) Not until I'm convinced he can handle one. I might get him a newer product of Munich or Stuttgartf after a year and a few HPDEs in the '02- I want him to actually learn how to drive without the assistance of intrusive electronic nannies. |
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Replying to: gagrice (Nov 23, 2008 6:37 am) Was watching a news program on cable recently on topic of unions. Guest showed the host a 2,200 page document (looked like 8.5x11 paper) that was the UAW contract agreement. Just think, with a Chapter 11, that entire document goes into the garbage and the managers and engineers take back control.
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