Where Can Used Cars Be Bought Safely Without Fraud

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Where Can Used Cars Be Purchased Safely Without Fraud

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The place Can Used Cars Be Bought Safely Without Fraud

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The place Can Used Cars Be Purchased Safely Without Fraud

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New Chevy Silverado offers function without flair

JACKSON HOLE, Wyo. — The 2019 Chevrolet Silverado may set a new industry standard for engineering and ride. It's smooth and nimble, and the V-8 powertrains are a joy to drive.

Particularly impressive about the new Chevy truck are the use of mixed materials to lightweight the vehicle up to 450 pounds, advancements in its box and industry-first technologies such as Dynamic Fuel Management, an advanced form of cylinder deactivation.

All that should be enough to retain loyal Chevrolet buyers. However, the 2019 Silverado may have trouble attracting new truck buyers. Top-end Silverado models also will likely struggle to conquest luxury pickup buyers.

The Silverado lacks in special features and amenities — particularly on the interior. Both are keys for younger buyers and luxury buyers. To an untrained eye, it looks like a refreshed interior of the outgoing pickup.

2019 Chevrolet Silverado: Can it attract luxury buyers? Photo credit: MICHAEL WAYLAND Where the new Silverado hits and misses

Other automotive scribes are weighing in on the redesigned Chevrolet Silverado, too. Here's what they had to say about the 2019 pickup just now hitting dealerships.

"The steering is far more direct and accurate than pickups of yore, which could feel like sailboats when hauling down the highway." — The Drive

"With either an eight- or a 10-speed transmission to keep you in the power band ... there was plenty of pull. It was remarkable just how little the driving experience changes when hauling a load." — Autoweek

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The "larger cab primarily works out to three inches of added rear-seat leg room on four-door crew cabs (swelling from 40.9 to 43.9 inches). Whether you regularly ferry backseat passengers or not, that extra floor space will come in handy." — Roadshow by CNET

"While there's not much about it that's truly fanfare worthy, Chevy customers will be happy." — Automobile

The Silverado is "packed with new features and an impressive number of upgrades and improvements, but from what we've seen from the Silverado's direct competitors, that's pretty much the price of entry." — PickupTrucks.com

"The new truck actually echoes the Camaro's front end with its short headlights, bright LED daylight running lamps and substantial grille. The whole affair is less blunt and, well, nearly elegant." — New York Daily News

"Don't tell anyone at General Motors, but this latest-generation Chevrolet Silverado doesn't look, you know, radically different from the company's previous-generation pickup. Or the Silverado before that, for that matter." — Car and Driver

A familiar interior was executed by design after customer clinics found that the outgoing interior was what people wanted. So, designers made tweaks and changed surfaces but kept the overall design.

"We go to clinic, our truck customers tell us they want what they already have," said Kelly Craigo, of Chevrolet's design team. "So we're not going to give them the same interior over again. What you see is, architecturally, very similar, but everything is brand-spanking new. Every surface is brand new."

That's fine for traditional buyers; however, the Silverado falls short in interior advancements compared with Fiat Chrysler's Ram pickup, which is also redesigned for the 2019 model year.

And it's not just the optional 12-inch touch screen on the high-end models or reclining rear seats of the Ram 1500. All Ram 1500s feature an electronic knob gear shifter instead of a column shifter — a design many younger buyers (especially new to pickups) are completely unfamiliar with. The Silverado is exclusively equipped with a column shifter and even traditional keys in low-end models.

In targeting luxury buyers, the Chevrolet High Country needs to climb higher. Ford and Ram have significantly increased the amenities and materials in their highest-end pickups, while the High Country is essentially an LTZ with added standard features.

General Motors officials argue Chevrolet doesn't necessarily need to play as high in the luxury segment because the company has the GMC Sierra; however, they'll also say the brands attract different buyers.

Ram and Ford also offer adaptive cruise control on their big pickups, while Chevrolet doesn't offer it at this point. (It looks like the pickup is equipped with all the needed technology aside from radar, so expect it in the coming model years.)

Overall, is the 2019 Chevrolet Silverado a great truck? Yes. Will it continue to get better? Yes. Could Chevy have added more flair to attract nontraditional truck buyers? Yes.

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Could Tesla survive without CEO Elon Musk?

An automaker with an irreplaceable CEO such as Musk is a throwback.

With coverage of Tesla increasingly dominated by the personality and peccadilloes of CEO Elon Musk, a question that has long lurked around the edges of discourse on the company is becoming harder to ignore: What would happen if Musk was no longer Tesla's CEO?

For many investors, Tesla without Musk is like mornings without coffee: Why bother?

"Why would you invest in Tesla without Elon Musk?" asked Ross Gerber of wealth management firm Gerber Kawasaki, a vocal Tesla supporter and investor. "It doesn't make sense."

And yet, replacing Musk has become a hot topic in the past week, following an emotional and, at times, painful-to-read interview Musk gave The New York Times this month. The newspaper quoted sources saying the Tesla board, concerned in part about Musk's use of sedative Ambien and recreational drugs, is searching for a new No. 2 executive to take some pressure off Musk. And that interview came after revelations that the U.S. Securities and Exchange Commission has been investigating Tesla for its disclosures around production problems and for Musk's tweet this month claiming the company had secured financing to go private.?On Friday, several members of Tesla’s board said Musk is no longer recommending the company go private, so the special committee exploring that option was disbanded.?

Last week, former General Motors Vice Chairman Bob Lutz, a brash and outspoken industry leader himself, told CNBC he believes Musk should step aside as CEO.

"I think Elon is tired. He's worn out. He's obviously got some emotional problems. He's self medicating," Lutz said. "He has shown some disturbing signs of being somewhat volatile and unstable. I think the right solution for Tesla at this point is to move him aside from day-to-day operations."

One thing is certain: Tesla is dependent on its CEO to an extent that the auto industry hasn't seen in decades. From sleeping at the factory to help move cars through what he called "production hell" to the external perceptions of fans, customers and investors, it's all but impossible to separate the man from the company.

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Tesla is not the first company to have its fortune tied closely to the aura around its CEO. Investors worried whether Apple could survive after CEO Steve Jobs died from pancreatic cancer.

This perception of Musk as an indispensable Tesla asset is common in investor and fan forums, but in the auto industry an irreplaceable CEO is something of a throwback. The last startup-style automakers whose brands survive to this day are Lotus, which was founded in 1952 and is now owned by Zhejiang Geely Holding Group, and Lamborghini, which was founded in 1963 and is currently part of Volkswagen Group.

Many other big, brash personalities have tried to launch their own brands, but have failed.

Sam Abuelsamid, senior transportation research analyst at Navigant Research, said that micromanaging CEOs such as Musk are no longer common in the auto industry because "as an organization grows beyond a certain level, no one person can manage the entire organization. If you're dealing with supply chain, manufacturing, design, validation, retail and the service side of the business — and then, in Tesla's case, you have all the other business lines they are in — it's just not possible for any one person to effectively manage all that."

Ford's example

Replacing Musk as CEO would not necessarily mean he would leave Tesla. Ford Motor Co. could serve as a good template for how Musk could step away from day-to-day operations at Tesla and remain deeply involved with the company. In September 2006, Bill Ford stepped aside as CEO of Ford Motor Co. and named Alan Mulally as his replacement. Ford remained with the company as executive chairman, and Mulally navigated the day-to-day business and helped Ford through the Great Recession without having to file for bankruptcy, unlike competitors GM and Chrysler.

But that dynamic worked because Ford was eager to find his own replacement. He had long admitted that it was not his dream to be CEO of his great-grandfather's company; he would have been happy overseeing something like the Detroit Lions or something dealing with visions for the future of transportation and megacities.

Musk may be unable to let go of the reins as easily. His tendency toward being what he calls a "nano-manager" may bless Tesla with a heroic glow that investors like, but inside the company, workers and managers say his direct involvement is often problematic.

"If he's sleeping at the plant, that's actually a bad thing," says one former manager who worked directly with Musk at Tesla's Fremont, Calif., plant. "He says himself that he's not a manufacturing guy. He's an engineer, he's an innovator. He puts the pressure on the management team, but he doesn't really understand where the true bottlenecks are because most of them are not going to tell him where those bottlenecks are."

Though Gerber sees Musk as fundamental to the company's success, he concedes that Musk's major weakness is in team building. "Like a lot of smart people, he doesn't get certain realities and that certain things go certain ways … and he's not really a team player," Gerber says. "But if he had a better operator partner, he wouldn't have those problems. Bringing in someone from the auto industry would be a very smart, pragmatic move."

Navigant's Abuelsamid says Musk's need to maintain control is part of why he hasn't built a long-term team around himself. "His inability to delegate frustrates the employees he brings in to help with certain areas of the business," he says. "Musk makes noise about wanting to learn from people who have expertise in different parts of the organization, but the reality is that he either decides 'you're wrong about this and we're going to do it my way,' or they gloss it over and it doesn't get addressed until there's a crisis."

As a result, Abuelsamid says, "they have an extremely high turnover rate in all parts of the organization. There have been relatively few high-ranking people at Tesla who have been there for an extended period."

Balance needed

The challenge, Abuelsamid says, is in balancing the organization's need to become independent of Musk's control and build a more balanced culture and in keeping investors happy by maintaining his leadership over the strategic direction of the company. "If he could be chairman and chief visionary officer, investors would know the guiding principle of the company is still there while allowing the operational culture to break free. But I don't know if he has it in him to give up that kind of control, so I'm not sure that's actually a workable plan."

Meanwhile, vocal Tesla critic and short seller Jim Chanos is unconvinced that Tesla's operations can be made profitable, no matter who is at the helm. A new CEO wouldn't be able to fix the underlying economics of the business, and Tesla will be dependent on raising money through the capital markets.

"Tesla has been able to defy their unsustainable economics because of Musk's access to capital markets," he said. "In any environment other than dot-com Bubble 2.0, this company probably would have been dead and buried a couple of years ago."

Neither Musk nor a new CEO will be able to withstand a cyclical downturn in financing, Chanos said.

"The fact that Musk has been able to access billions and billions of dollars to finance his vision is as much about the market environment as it is him," he said. It almost doesn't matter if Musk stays or goes; it's all about the capital markets, he said. "I think that's what investors are underestimating."

View the original article here

Could Tesla survive without CEO Elon Musk?

An automaker with an irreplaceable CEO such as Musk is a throwback.

With coverage of Tesla increasingly dominated by the personality and peccadilloes of CEO Elon Musk, a question that has long lurked around the edges of discourse on the company is becoming harder to ignore: What would happen if Musk was no longer Tesla's CEO?

For many investors, Tesla without Musk is like mornings without coffee: Why bother?

"Why would you invest in Tesla without Elon Musk?" asked Ross Gerber of wealth management firm Gerber Kawasaki, a vocal Tesla supporter and investor. "It doesn't make sense."

And yet, replacing Musk has become a hot topic in the past week, following an emotional and, at times, painful-to-read interview Musk gave The New York Times this month. The newspaper quoted sources saying the Tesla board, concerned in part about Musk's use of sedative Ambien and recreational drugs, is searching for a new No. 2 executive to take some pressure off Musk. And that interview came after revelations that the U.S. Securities and Exchange Commission has been investigating Tesla for its disclosures around production problems and for Musk's tweet this month claiming the company had secured financing to go private.?On Friday, several members of Tesla’s board said Musk is no longer recommending the company go private, so the special committee exploring that option was disbanded.?

Last week, former General Motors Vice Chairman Bob Lutz, a brash and outspoken industry leader himself, told CNBC he believes Musk should step aside as CEO.

"I think Elon is tired. He's worn out. He's obviously got some emotional problems. He's self medicating," Lutz said. "He has shown some disturbing signs of being somewhat volatile and unstable. I think the right solution for Tesla at this point is to move him aside from day-to-day operations."

One thing is certain: Tesla is dependent on its CEO to an extent that the auto industry hasn't seen in decades. From sleeping at the factory to help move cars through what he called "production hell" to the external perceptions of fans, customers and investors, it's all but impossible to separate the man from the company.

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Tesla is not the first company to have its fortune tied closely to the aura around its CEO. Investors worried whether Apple could survive after CEO Steve Jobs died from pancreatic cancer.

This perception of Musk as an indispensable Tesla asset is common in investor and fan forums, but in the auto industry an irreplaceable CEO is something of a throwback. The last startup-style automakers whose brands survive to this day are Lotus, which was founded in 1952 and is now owned by Zhejiang Geely Holding Group, and Lamborghini, which was founded in 1963 and is currently part of Volkswagen Group.

Many other big, brash personalities have tried to launch their own brands, but have failed.

Sam Abuelsamid, senior transportation research analyst at Navigant Research, said that micromanaging CEOs such as Musk are no longer common in the auto industry because "as an organization grows beyond a certain level, no one person can manage the entire organization. If you're dealing with supply chain, manufacturing, design, validation, retail and the service side of the business — and then, in Tesla's case, you have all the other business lines they are in — it's just not possible for any one person to effectively manage all that."

Ford's example

Replacing Musk as CEO would not necessarily mean he would leave Tesla. Ford Motor Co. could serve as a good template for how Musk could step away from day-to-day operations at Tesla and remain deeply involved with the company. In September 2006, Bill Ford stepped aside as CEO of Ford Motor Co. and named Alan Mulally as his replacement. Ford remained with the company as executive chairman, and Mulally navigated the day-to-day business and helped Ford through the Great Recession without having to file for bankruptcy, unlike competitors GM and Chrysler.

But that dynamic worked because Ford was eager to find his own replacement. He had long admitted that it was not his dream to be CEO of his great-grandfather's company; he would have been happy overseeing something like the Detroit Lions or something dealing with visions for the future of transportation and megacities.

Musk may be unable to let go of the reins as easily. His tendency toward being what he calls a "nano-manager" may bless Tesla with a heroic glow that investors like, but inside the company, workers and managers say his direct involvement is often problematic.

"If he's sleeping at the plant, that's actually a bad thing," says one former manager who worked directly with Musk at Tesla's Fremont, Calif., plant. "He says himself that he's not a manufacturing guy. He's an engineer, he's an innovator. He puts the pressure on the management team, but he doesn't really understand where the true bottlenecks are because most of them are not going to tell him where those bottlenecks are."

Though Gerber sees Musk as fundamental to the company's success, he concedes that Musk's major weakness is in team building. "Like a lot of smart people, he doesn't get certain realities and that certain things go certain ways … and he's not really a team player," Gerber says. "But if he had a better operator partner, he wouldn't have those problems. Bringing in someone from the auto industry would be a very smart, pragmatic move."

Navigant's Abuelsamid says Musk's need to maintain control is part of why he hasn't built a long-term team around himself. "His inability to delegate frustrates the employees he brings in to help with certain areas of the business," he says. "Musk makes noise about wanting to learn from people who have expertise in different parts of the organization, but the reality is that he either decides 'you're wrong about this and we're going to do it my way,' or they gloss it over and it doesn't get addressed until there's a crisis."

As a result, Abuelsamid says, "they have an extremely high turnover rate in all parts of the organization. There have been relatively few high-ranking people at Tesla who have been there for an extended period."

Balance needed

The challenge, Abuelsamid says, is in balancing the organization's need to become independent of Musk's control and build a more balanced culture and in keeping investors happy by maintaining his leadership over the strategic direction of the company. "If he could be chairman and chief visionary officer, investors would know the guiding principle of the company is still there while allowing the operational culture to break free. But I don't know if he has it in him to give up that kind of control, so I'm not sure that's actually a workable plan."

Meanwhile, vocal Tesla critic and short seller Jim Chanos is unconvinced that Tesla's operations can be made profitable, no matter who is at the helm. A new CEO wouldn't be able to fix the underlying economics of the business, and Tesla will be dependent on raising money through the capital markets.

"Tesla has been able to defy their unsustainable economics because of Musk's access to capital markets," he said. "In any environment other than dot-com Bubble 2.0, this company probably would have been dead and buried a couple of years ago."

Neither Musk nor a new CEO will be able to withstand a cyclical downturn in financing, Chanos said.

"The fact that Musk has been able to access billions and billions of dollars to finance his vision is as much about the market environment as it is him," he said. It almost doesn't matter if Musk stays or goes; it's all about the capital markets, he said. "I think that's what investors are underestimating."

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