34 minute read
Patch Panel
The 1980’s – The Evolution of the “Patch Panel”
In the early 80’s, the term “patch panel” was still being used to describe non-OE sheet metal body panels used primarily to replace rusted-out rocker panels, floor pans, headlight buckets and the like. (In the 50’s, 60’s and 70’s, rust was a major problem. A car could be only three years old, be mechanically sound, but with rust holes already poking through rocker panels and fender wells, hence the need for “patch panels.”)
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An early 80’ s trade magazine article noted that when the Big 3 were changing sheet metal design every model year, it didn’t make financial sense for the aftermarket to make fenders for such a short-run of a vehicle model. However, with Chevy pick-ups keeping the same basic body design for many years, it now made sense to invest in tooling to make the fenders in the aftermarket. Also cited as recently becoming available were fenders for the Chevy Chevette and Citation.
Fueling the “patch-panel” market, a number of aftermarket parts suppliers began to emerge.
Some sold direct to shops, while some sold through jobbers. Some claimed that their parts were better than OE, while some claimed some really poor-fitting parts were in the supply stream – but “not carried by their company.” Some suppliers noted that they concentrated more on service rather than the part’s quality. Some suppliers noted that they offered a longer warranty than the OE to relieve any apprehension that a potential customer may have. It was the “Wild West” days of the “patch panel” market.
By 1984, “patch panels” were starting to have an impact. One trade magazine noted “Crash parts used to be a one source buy-OE parts from the local dealership. But seemingly, overnight, alternative buying sources have become available to collision shops… It’s a growing business that someday is going to be big business.” Also, in 1984, an ad for Collision Parts Distributors of Grand Rapids, MI touted availability for hoods, fenders, doors and grills for Datsun, Honda, Toyota, Mazda, Volvo, Audi, BMW, Fiat, Peugeot, Mercedes, Renault and Volkswagen as well as popular Chevy, Ford and Chrysler applications. A mid-1984 ad for Keystone body parts promoted front fenders for 80-84 Ford pickups, tailgates for 73-80 Chevy pick-ups and front fenders for 80-84 Oldsmobiles. The aftermarket body repair panels market was rolling. During that time, conspicuously absent from the growing number of trade magazine articles dedicated to the burgeoning body repair panel market was the mention of insurance companies and their insistence that the shop use more aftermarket parts. But that wouldn’t last long. By 1985, insurers began to prescribe aftermarket parts as a way to reduce severity and cost.
In the summer of 1986, a trade magazine article about the difference and growing controversy over OE versus aftermarket crash parts notes that it is “…the touchiest and most controversial situation to hit the collision repair industry many years.” The article notes that some people see no difference. The OE’s claim that the aftermarket parts do not measure up, do not fit properly, are not properly rust-proofed and have less then desirable primer on them. The aftermarket claims that their parts are comparable to OE at lower prices and saves consumer’s money. The article notes that the controversy about aftermarket VS OE did not really start until body shops were forced, by the insurance with Ed Attanasio Shop Management with Gary Ledoux Truck Topics with Gary Ledoux OE Shop Certification with Stacey Phillips OE Shop Certification with Bruce Roistacher Auto Body Attorney with Stacey Phillips National Associations “We are getting parts with certified stickers and the parts still don’t fit. When people promote something that it is not, it is fraud in any other industry.” — John Loftus
companies, to use aftermarket VS OE. Prior to that, aftermarket parts were not given a second thought by most. Once they discovered aftermarket parts and the cost savings, more and more insurance companies began to call for aftermarket parts on an estimate. This, according to some, has caused a cost decrease for aftermarket parts. Aftermarket parts tend to be lower in cost for a number of reasons including, economies of tooling, labor costs (being made in countries where unions don’t exist), and priced at a niche-carving rate. And while the lower costs affect how much an insurance company has to pay for a claim, it also reduces the amount of money a body shop makes on parts. Shop owners maintained that aftermarket parts are not the same quality. They say they have to slot aftermarket fenders and other parts to make them fit. Aftermarket proponents note
that slotting must be done on some OE parts, the result of a bad body pull. (Let the sniping begin!)
Aftermarket parts were also criticized for inadequate rust-proofing. Ford Motor Company tested parts under a 500-hour salt spray test. Ford noted that generally, the aftermarket parts did not hold up. They said that OE’s use a superior rust-proofing treatment that is not economically feasible for aftermarket suppliers.
Aftermarket opponents say that aftermarket parts are available only on a limited scale. While General Motors may carry 17,000 designated collision parts, aftermarket suppliers will have about 420 part numbers. Aftermarket suppliers carry only the most popular parts while the OE has to have every possible part available, something that also contributes to the higher overall price of an OE part.
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Having limited availability of aftermarket parts causes other problems for shops. A shop may be put at odds with their OE parts supplier if they only use that supplier for the hard-to-get parts. This could put them at an economic disadvantage if the shops want to negotiate with the OE dealer for better parts prices. It didn’t take long for dealer parts managers to figure this out and reduce the discount extended to a shop that only bought “dealer-only” items.
What was left out of the argument, in many cases, is the consumer. Insurance companies claim they save the consumers money by using aftermarket parts. Detractors of this idea claim that insurance premiums were never reduced because of the use of aftermarket parts. OE’s maintained that their reputation was at stake and at the very least, consumers have a right to be informed what parts go on their cars. A GM spokesperson said that ninety-nine out of one hundred customers have no idea what parts are being used in the repair of their car . In 1986, some in the industry tried to get I-CAR to take a stand on the use of aftermarket parts. In the fall of 1986, I-CAR announced that it will take no position regarding aftermarket versus OE parts. Jeff Silver, then I-CAR’s executive vice president noted that “I-CAR can best serve its constituency by providing a forum for discussion” and not taking a position for or against aftermarket parts. Many in the industry were dismayed, but understood the reasoning behind the decision.
In response to the growing tide of aftermarket parts, General Motors took out a full-page ad in a collision trade magazine condemning the use of aftermarket parts and at the same time announcing a price reduction on many fast-moving body parts.
In yet another full-page industry ad, Nissan made a stance against the use of aftermarket parts. Among other things, the ad emphatically noted, “Nissan believes that until a law is passed requiring imported imitation parts to be inspected and certified, the use of such parts should be discouraged.” In December, 1987, the Certified Automotive Parts Association (CAPA) was formed as a non-profit corpora
HYUNDAI
tion. CAPA acquired the Aftermarket Body Parts Association’s existing certification program with the intention of increasing its scope. The testing and quality assurance program used for certifying the aftermarket parts was developed in cooperation with the Detroit Testing Laboratory (DTL). By August, 1988, the legislative fight over OE parts versus aftermarket parts was in full swing. A trade magazine article notes that, at that time, some sort of collision parts legislation was pending in 30 states, and recently enacted in 12 states ranging from simple consumer disclosure to more complex regulations. Many states required disclosure to the consumer but did not require consent. Most laws did not require independent certification of the aftermarket parts to determine whether or not they were of like kind and quality to the originals. Some laws required that non-OE parts carry a warning to consumers, most did not. The article ended with, “Pending legislation and enacted regulations have begun to appear in some states; however, it is still too soon to tell if they will provide any answers to this ongoing controversy.”
Despite the question of a consumer’s rights to have non-OE parts, a bigger issue of fit, finish and safety was broiling in the body shops and within many shop associations; and the fact that there were so few aftermarket parts that were CAPA certified.
John Loftus of the Society of Collision Repair Specialists said, “Our members continue to report aftermarket sheet metal that doesn’t fit but the insurance companies continue to promote the parts. We are accused by the insurance companies and by others of not wanting to use the parts because of the money, but the fact is, the parts don’t fit. It comes down to fit and aftermarket parts manufacturers have failed miserably to bring the parts up to a standard. We are getting parts with certified stickers and the parts still don’t fit. When people promote something that it is not, it is fraud in any other industry.” T oday, some 35 years later, many of the same questions and issues exist – and may never be solved.
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and former shop owner Mike Quinn now serves as the Senior Vice President for Business Development for AirPro Diagnostics. Quinn said, “We can all see which way this industry is going. The future is in those companies that service a car’s electronics. Right now, this is handled by people who are more versed in the mechanical side of the auto repair business because they have had to deal with it longer. What they may not be as familiar with is the protocols and nuances of the collision repair business. That’ s where the collision industry veterans could help.” To amplify comments from Frank Terlep and Mike Quinn above, Tim Ronak, industry veteran, former shop owner and now a business consultant for AkzoNobel noted, “One of my favorite sayings is ‘Learn or die.’ Everyone’s role in the collision industry is changing and evolving. Whether you are staying in your shop, or going somewhere else, you need to keep up with the industry and the technology.” Bruce Cooley , now retired, has over 40 years in the collision repair industry having worked for DuPont and Sherwin Williams, and has called on hundreds of body shops. Cooley maintains that, among shop owners there are those that are self-employed, and those that are entrepreneurs. The entrepreneurs tend to concentrate on business concepts and business models. They employ people to do the actual work, as opposed to doing the work themselves and thus are quite adaptable to alternative but related businesses. Cooley says, “It is the entrepreneurs, those who are really engaged in the industry who will have the easier time transitioning to a different but related business. But because of their entrepreneurial spirit, may have a more difficult time simply working for someone else – especially when they have been the sole decision maker for their business for so long.”
Leave your shop – or stay? It’s a harrowing question. With fast-changing technology and an ever-evolving business and socio-economic climate, it’s a challenge either way . Have you “Had it?”
Dave Luehr’s Elite Body Shop Solutions announces the next installment in the FREE Elite Webinar Series: “CCC ® ONE Estimating Features & Tips.” Jason Kitchen , CCC ® ONE Elevate Advisor, will present on Tuesday, February 25th, at 1 p.m. CST. To register, visit: https://event.webinarjam.com/register/8484qan. Those who are unable to attend the live event can watch the recorded webinar by joining the Elite Body Shop Academy for free at http://www.elitebodyshopsolutions.com/ews. This presentation will cover features and best practices to help CCC ® ONE users optimize their utilization of CCC ® ONE Estimating. Kitchen will cover estimating topics such as database options, guide, clear coat calculation and commonly missed items along with features like electronic parts sourcing to add efficiencies to your estimat ing process. “ We are excited to have Jason joining us to teach CCC ®
ONE users how to better use their estimating software,” said Dave Luehr. ‘A tool is only as effective as the skill of the user and using tools to their full potential results in less body shop chaos!’
Attendees of the Elite We binar Series are always encouraged to bring their questions for the presenter to address and this webinar provides a unique opportunity to not only talk to someone who really understands CCC ® ONE but also interact with and learn from other users.
Every month, the Elite Academy highlights a topic to keep collision repairers and those that serve them well-informed with relevant information required to be successful in today’s challenging business environment. The webinars feature a wide range of top industry leaders in an interactive and often entertaining format.
For more information about Elite Body Shop Solutions, visit www . elitebodyshopsolutions.com.
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The Collision Repair Education Foundation is excited to announce the creation of their new “Part of the Solution” initiative which provides dealers and dealer groups with an opportunity to support future technicians by donating leftover parts that would otherwise be discarded, allowing students to train on current model vehicles. “Our philosophy is a higher quality program will attract a higher quality student which will make for a higher quality industry employee,” stated Christen Battaglia, Director of Strategic Partnerships for the Foundation. “When the technicians entering the industry are well-trained on current vehicles, using modern equipment and tools, the entire automotive industry benefi ts.” Parts are the most frequent need reported by schools with collision repair education programs, including fenders, hoods, bumper covers and a variety of other parts. Without access to these parts, many students are learning on vehicles and parts that are at least a decade old, but with the frequent advances in technology, this leaves student unequipped for a successful career after graduation. Recognizing that most dealers trash thousands of dollars’ worth of parts monthly, the Foundation developed the “Part of the Solution” initiative in order to connect local schools with these dealers and dealer groups. CREF has compiled a list of over 500 schools across the U. S. in need of scrap parts that can be donated at little to no cost to the donor facility. “Hendrick Automotive Group is excited to partner with CREF’s initiative to provide students with current vehicle parts to practice OE repair procedures on that will better prepare them for today’s Collision repair environment,” said Roger Mesiemore, Corporate Director of Collision and Service Operations for Hendrick Automotive Group which has already signed on to support the future generation of technicians by participating in “Part of the Solution.” Dealers and dealer groups can also support future technicians by donating professional uniforms through the Foundation’s Student Technician Shirt Project. Supporters purchase professional Cintas technician shirts for their local collision education programs, receiving a logo patch on the shirt in recognition of their dedication to the industry. According to Battaglia, “Receiving professional uniforms fi lls students with a sense of pride and teaches them what it means to look professional in the workplace. It instills confi dence in them, reminds them that plenty of us believe in them, and reaffi rms that they will have support as they pursue their education and enter the automotive industry as well-trained professionals.” Industry members interested in supporting the Collision Repair Education Foundation’s eff orts to assist secondary and post-secondary collision repair training programs should contact Christen Battaglia at (302) 377-5202 or Christen.Battaglia@edfoundation.org. The Collision Repair Education Foundation, founded in 1991, is a notfor-profi t organization dedicated to supporting collision repair educational programs, schools, and students to create qualifi ed, entry-level employees and connect them with an array of career opportunities. CREF Invites Dealers to Become Part of the Solution with New Initiative
“freeze-frame” or “snapshot” data. This varies by vehicle manufacturer. Some automakers capture “freezeframe data” that tells you the exact date, time and mileage when the fault code occurred. This can clarify what was crash- or repair-related, and what DTCs may be unrelated. Other manufacturers capture “snapshot” or “key-cycle” data, which tells you only how many times the keys have been turned on and off since the fault code occurred. This can be a little less defi nitive in determining what is claims related, but is still helpful to have. Capturing this data when you do a scan, or having your scanning-provider capture and provide it to you, can be a critical resource in billing for your scanning and diagnostic labor. I hope a year from now to be able to say I’m seeing more consistency in the industry in terms of separating the time for scanning and the time for the resulting diagnostic work.
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Kentucky Bob Hook Chevrolet LOUISVILLE 800-274-4665 502-499-0917 Fax M-F 8 am - 5:30 pm bmaberry@bobhook.net
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Indiana Schepel Buick GMC MERRILLVILLE 800-588-7757 219-769-7757 219-755-0339 Fax M-F 7:30 am - 5 pm parts@schepel.com
Iowa Shottenkirk Automotive FORT MADISON 877-310-0513 888-945-3729 Fax M-F 7:30 am - 5 pm gmparts@shottenkirk.com
Call An s Dealers Below Call Any of These Wholesale Parts Dealers Below
Michigan BettenBaker Chevrolet Buick GMC ALMA 888-229-2336 989-463-0456 Fax M-F 7:30 am - 6 pm dsitts@bettenbaker.com
LaFontaine Buick GMC Cadillac HIGHLAND 877-552-2580 734-793-6000 734-793-1101 Fax 734-793-1102 Fax
Shaheen Chevrolet Parts Warehouse LANSING 800-452-2828 877-900-0718 Fax M-F 7 am - 6 pm shaheenparts@shaheenchevrolet.com
Minnesota Mills Parts Center WILLMAR 800-247-1158 866-235-6700 Fax M-F 8 am - 5:30 pm
Minnesota Rosedale Chevrolet ROSEVILLE 800-247-0585 651-639-2120 651-639-2192 Fax M-Th 7 am - 8 pm F 7 am - 6 pm Sat 8 am - 4:30 pm rosedalechev.com
Missouri Bob McCosh GM COLUMBIA 800-800-8071 573-449-4103 573-441-5632 Fax M-F 7 am - 6 pm Sat 7 am - 3 pm gmparts@bmcmail.com
Ohio Classic Chevrolet MENTOR 800-951-7282 800-352-7275 24-HR Fax M-F 8 am - 6 pm Sat 8 am - 1 pm
Joseph Chevrolet CINCINNATI 800-752-1423 513-741-6735 513-741-3814 Fax M-F 7:30 am – 5:30 pm Sat 7:30 am – Noon josephgmparts@yahoo.com
Ohio Sweeney Chevy Buick GMC YOUNGSTOWN 800-476-0760 330-726-2297 330-726-0709 Fax M-F 7 am - 5 pm mattf@sweeneycars.com
VanDevere Chevy AKRON 800-362-9650 330-836-4064 330-836-4074 Fax M-F 7:30 am - 5:30 pm chevyparts@vandevere.com
Wisconsin Ivan Gandrud Chevrolet GREEN BAY 800-242-2844 920-468-3658 920-468-3673 Fax M-F 7 am - 7 pm Sat 7 am - 2 pm parts@gandrud.com
Audi TT, A8, A6 and A4 vehicles need new infl ators because airbags may underinfl ate.
Audi is recalling more than 116,000 vehicles equipped with non-azide driver infl ators as part of Takata airbags at risk of not deploying properly. 2000-2001 Audi TT Roadster 2000 Audi TT Coupe 1999 Audi A8 1998-2000 Audi A6 1999-2000 Audi A4 Nearly 107,000 Audi vehicles are recalled in the U.S. and more than 9,100 are recalled in Canada. Owner recall notifi cations are expected to begin March 27, 2020, but concerned customers may call 800-253-2834 and ask about recall number 69AE.
We thank CarComplaints. com for reprint permission.
Amazon is developing 100,000 electric-powered delivery vehicles in Detroit, due to hit the road by 2021. Amazon is pushing 100,000 electric-powered delivery vans, due to hit the road in 2021. Production
Credit: Amazon News
of emissions-free electric vehicles is underway in Plymouth, near Detroit. Part of The Climate Pledge, this massive order is Amazon’s push to meet conditions stipulated by the Paris Agreement 10 years early. The pledge obliges signatories to become net-zero carbon across their entire businesses by the year 2040, 10 years ahead of the 2050 goal of
the Paris Accord. “We’re trying to build the most sustainable transportation fl eet in the world,” said Ross Rachey, the director of Amazon’s fl eet and products. “It also needs to be the most functional, the highest performing, the safest.”
For 18 months, Amazon’s transportation team meticulously assessed a variety of electric vehicle options for the lowest carbon footprint. But since Rachey’s team had to move at lightspeed to meet their deadline, they dispatched conventional options in favor of a totally new and customized electric vehicle. You could say their designs beyond convention are the state of the industry.
Next-gen delivery and zero emissions If successful, this next-gen delivery van will reduce carbon emissions, improve driver safety, and bring technology and other design elements up to par for best-in-class driving experience. Constructed in Rivian’s plant in Normal, Illinois, the vans come in three sizes, and work with multiple battery types, to suit the disparate demands of specifi c delivery routes. “We are focused on driving effi ciency into every aspect of the vehicle design — everything from cabin heating to driver ergonomics to drivetrain design has been optimized for time and energy,” said R.J. Scaringe, CEO of Rivian. “And then the echo eff ect of this, of causing other logistics players in this space to also look at how they drive up effi ciency within their fl eet, will have a very large impact.” As a world community, we’re only on the cusp of the biggest industrial revolution ever — rivaled only by the last, in the 1900s. But the unique synergy of ambition, innovation, and global awareness could make the next few decades the most exciting time to be alive.
We thank Interesting Engineering for reprint permission.
www.autobodynews.com
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INFINITI of Naperville Naperville 866-874-6346 (331) 457-4661 Fax M-F 7-7, Sat. 8-4 www.buyinfinitiparts.com tryan@auto-plaza.com INFINITI ILLINOIS
The following dealers proudly stock genuine parts for your Nissan or Infiniti repairs.
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Patrick MINI Schaumburg 847-605-4055 (847) 619-4511 Fax Hours: M-Sat 8am-5pm patrickMINI.com
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Volvo Cars USA LLC has announced it will contribute 36 new vehicles to include twin-engine plug-in hybrid vehicles to Universal Technical Institute’s core automotive training program as part of its national Vehicle Lease Program for Schools initiative. The eff ort supports Volvo’s strategy to work directly with UTI and other educational institutions to put stateof-the-industry technology into the hands of students training for transportation careers, and ultimately increase the number of skilled technicians in the fi eld. “For nearly 20 years, Volvo has trusted Universal Technical Institute to train the technicians who maintain and service its products across the nation,” said UTI Executive Vice President of Campus Operations Sherrell Smith. “This new program will give more students the opportunity to work on the latest technology in the market – ensuring they graduate from UTI ready to hit the ground running in a fast-evolving industry with high demand and earning potential.” The new cars – to be delivered across 11 UTI campuses nationwide – will support UTI’s hands-on training with Volvo’s advanced technologies, such as collision avoidance and advanced electrical diagnosis. In preparation for this unique access to these state-of-the-industry vehicles, UTI is revising its core curriculum to ensure that all students have the opportunity to experience learning on the Volvo cars in the lab. “Volvo Cars sees an increasing demand for qualifi ed technicians as the company is rapidly adopting electrifi ed powertrains across its entire lineup,” said Jeff rey Jennings, Senior Manager, Technical Training at Volvo Car USA. “Getting our hybrid vehicles in the hands of future technicians is critical to the growth of our business.” Upon completion of UTI’s core training programs, UTI students who wish to specialize in Volvo vehicles have the option to continue their studies through the 14-week Volvo Service Automotive Factory Education (SAFE) program, exclusively off ered at UTI’s campus in Avondale, Arizona. Successful MSAT applicants often are sponsored by Volvo and local dealerships to cover the cost of tuition. After two years of employment, and ASE Master Certifi cation, they’re eligible for Master Technician status. UTI is unique for its 11 automotive Manufacturer Specifi c Advanced Training (MSAT) programs. The specialized manufacturer training and certifi cations that students receive through UTI’s MSAT programs, including the Volvo SAFE program, are acquired in just a few months and can often take two years or more to garner in the fi eld. With more than 220,000 graduates in its 54-year history, Universal Technical Institute, Inc. (NYSE: UTI) is the nation’s leading provider of technical training for automotive, diesel, collision repair, motorcycle and marine technicians, and off ers welding technology and computer numerical control (CNC) machining programs. The company has built partnerships with industry leaders, outfi ts its state-of-the-industry facilities with current technology, and delivers training that is aligned with employer needs. Through its network of 13 campuses nationwide, UTI offers post-secondary programs under the banner of several well-known brands, including Universal Technical Institute (UTI), Motorcycle Mechanics Institute and Marine Mechanics Institute (MMI) and NASCAR Technical Institute (NASCAR Tech). The company is headquartered in Scottsdale, Arizona. For more information, visit www. uti.edu. Like UTI on www.facebook. com/UTI or follow UTI on Twitter @ UTITweet, @MMITweet, and @NAS CARTechUTI. Universal Technical Institute’s Core Automotive Program Outfi tted With Volvo’s Advanced and Electrifi ed Vehicles “Th is new program will give more students the opportunity to work on the latest technology in the market – ensuring they graduate fr om UTI ready to hit the ground running in a fast-evolving industry with high demand and earning potential.” — Sherrell Smith
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Nissan is shrinking again. Not in the sense that it plans to build smaller cars, but that the Japanese automaker is downsizing its workforce in an attempt to stabilize a company at risk of circling the metaphorical drain.
On Tuesday, Nissan announced that it will reduce its U.S. workforce of 20,000 employees by offering buyouts to workers across its core and luxury brands. The automaker says that the buyout offer will be voluntary, available to both hourly and salaried workers aged 52 years and older. Nissan doesn’t specify the number of employees that it plans to target, nor if there will be mandatory layoffs should that num ber remain unmet.
This news comes just months after the automaker announced a nine-percent cut to its global workforce, placing 12,500 total jobs on the chopping block worldwide. It’ s unclear if this round of buyouts is related to that decision. In summer 2018, Nissan reduced its North American production capacity by 20 percent due to declining sales.
“Like many other automotive companies, Nissan North America is taking proactive steps to assess our structure, workflow, and operational efficiencies amid a challenging in dustry environment,” wrote Nissan’s head of sales and senior VP, Airton Cousseau, in a letter sent to dealers obtained by Automotive News. “This reor ganization will create office synergies that will enable a leaner or ganization while still focusing on dealer profitability and your ability to continue providing a quality customer experience. You will continue to receive all the support you need.” Buzzwords aside, this move is Nissan’s response to not only its own slumping sales figures but also an industry-wide downturn after a momentous decade of growth and positive cash flow.
The auto industry as a whole is beginning to watch as consumers realize that they’ve had their fill–es pecially with new car sales not do
Nissan Titan Platinum
ing so hot right now. According to CNBC, this downward trend means that manufacturers exited 2019 with one of the worst sales years since the 2008 recession. Restructuring is a sign that Nissan is looking to resize its company to a more appropriate pro portion aligned with its current sales figures, a number which drooped nearly 10 percent last year.
Forward-looking projections don’ t look so great either. Nissan has also announced that it plans to switch its financial and sales reporting from monthly to quarterly. The automaker says that this move is to “provide a clearer picture of sales performance over a longer period of time,” permitting it to smooth out its sales over a three month period rath er than report up-and-down trends, effectively removing the sting of poor numbers month-over-month. This is a method that has been adopted by other industry players (including Fiat-Chrysler, Ford, GM, BMW , and Porsche) over the past year to help investors look past declining month-to-month sales. Will smoother financial reporting and reduced costs be enough to save the automaker from itself and the market? Carlos Ghosn, the brand’s former CEO-turned-fugitive, has reportedly claimed that the writing has been on the wall for years, foreshadowing a company-wide bankruptcy by 2022. Meanwhile, dealers are begging Nissan for increased support and a better brand image before it all boils over.
We thank The Drive for reprint permission.
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