A senior investigator inside of the National Highway Traffic Safety Administration wished to open an investigation into defective Chevrolet Cobalt and Saturn Ion versions in November 2007. The director of the agency’;s Defects Evaluation Division had spotted a trend of airbag non-deployments in the 2 Basic Motors versions – early evidence of a dilemma incorporated 4 fatal accidents, 29 complaints and 14 discipline reviews.
NHTSA chose not to pursue an investigation.
The revelation came Sunday when a Congressional subcommittee that’;s reviewed tens of thousands of paperwork related to GM’;s recall fiasco launched a memo that summarized its preliminary findings (which you can uncover here – warning, PDF). “Although we have had the documents for less than a week, they paint an unsettling image,” explained Representative Tim Murphy (R-PA).
Hearings held by the Residence Power and Commerce Subcommittee are scheduled commence Tuesday morning. General Motors CEO Mary Barra and NHTSA administrator David Friedman are anticipated to testify.
In a written statement Sunday, a NHTSA spokesperson explained, “the company reviewed data from a amount of sources in 2007, but the information we had at the time did not warrant a formal investigation. Recent data presented by GM offers new data and proof directly linking the ignition switch to the airbag non-deployment.”
The House hearing is the initial of numerous inquiries into Common Motors carry out and its decade-prolonged delay of a recall of a lot more than 2.5 million vehicles saddled with a possibly deadly ignition-switch defect. Paperwork have unveiled GM knew about the defect as early as 2001 – ahead of autos occasion went on sale – but did not act till February.
In the interim, at least 13 people have have died as a outcome of crashes connected to the defect. One particular review commissioned by the Center for Car Security believes the amount of deaths is much larger, that as many as 303 deaths could be tied to the defect, however the methodology of that research has come under fire.
A Senate panel holds its very own hearings Tuesday. On Wednesday, GM is supposed to submit its response to 107 queries for NHTSA’;s personal investigation. A Division of Justice investigation is pending.
More than the past month, Congressmen, security advocates and sector specialists have wondered why NHTSA and GM failed to connect the incidents – why an Early Warning Reporting system failed to set off alarm bells. As it turned out, it did, and no one acted. “The red flags had been numerous, and nevertheless these accountable failed to connect the dots,” Rep. Fred Upton (R-Mich.) tweeted Sunday.
Yet another portion of the memo launched Sunday mentioned that senior staff at Delphi, the maker of the defective ignition switches, told investigators that GM had authorized use of the component, even however testing of the torque in the switches fell below set parameters. It also mentioned that a need to preserve costs down might have played a crucial part in not fixing the defective switches prior to the cars went on sale.
In March 2005, the paperwork show the Cobalt’;s project engineer manager closed an examination of the switches with no action since, “the lead time for all options is also lengthy,” and “tooling value and piece value are as well substantial.”
Amid the concerns the Residence subcommittee is set to ask Barra, according to the memo is, “Why did GM approve ignition switches that did not meet its specifications for torque overall performance? What was GM’;s assessment of the implications for functionality and security?”