That's what William Caton has given Navistar. The Chief Risk Officer - and formerly CFO - will retire on 31st October.
We don't have much form on WC, so looked him up in Compliance Week. Here's his bio:
William Caton is executive vice president and chief risk officer for Navistar International Corp. Previously the chief financial officer, Caton also serves on the company's executive council, which is responsible for management's strategic direction. As chief risk officer, he is responsible for assessing and planning for potential strategic, operational, financial, and compliance-related risks. He also helps minimize the company's liability and related management costs, and is responsible for coordinating Navistar's enterprise risk management (ERM) approach. Prior to joining Navistar, Caton was vice president and chief financial officer of Dover Diversified Inc., a subsidiary of Dover Corp. He has also held financial posts at 3M Co., Pillsbury, and VICORP.
So, an executive in a high-ranking, sensitive position ups and offs - sorry - retires - with two weeks notice and with NO successor in sight. That successor will be named at some point, says this report. WTF?
However, we're relieved. Navistar hasn't been a very lively place of late, and, if it's getting back on track as far as shooting itself in its feet once again, this blog will celebrate accordingly.
Comments (4)
Right. A member of the executive leadership team, in a critical and sensitive role, opts to RETIRE with two weeks notice? But, no disagreement with direction or practice!
I wonder how much of the shareholders' money it's taking to make sure that any discomfort the Chief Risk Officer MIGHT have with the transparency and integrity of the company's situation doesn't become known to the investing public and the regulators.
This is about as believable as better fuel mileage with higher EGR rates.
As was the abrupt departure of the Senior diesel engine development executive in July, "for personal reasons". He personally didn't want his reputation destroyed by the evolving outcome, is the reason.
You can polish this turd to your heart's content, Shine, but it's never going to reflect anything but a company in deep trouble, with leaders who may not even know the truth, themselves, any longer.
Posted by binderman | October 17, 2009 1:45 AM
Posted on October 17, 2009 01:45
The minimal fuel economy "degradation" touted by Navastar with Massive EGR is a misnomer. They are basing the fuel economy on a "comprehensive" fuel study that blends in all vocations to help them skew poor fuel economy on over the road trucks with trucks in vocations that had poor fuel economy to start with.
Posted by Kevin | October 19, 2009 7:04 PM
Posted on October 19, 2009 19:04
This is an interesting video and read from Mr. Ed Saxman to all Mack and Volvo dealers. Mr. Saxman is Powertrain Product Manager for Volvo Trucks North America.
_______________________________________
"International Technology Revealed"
Ladies and Gentlemen, please watch the following video:
http://fleetowner.com/video/archive/navistar-2010-13-liter-1019/
Did you note where he said one of the two of their EPA'07 (water to air) charge air coolers on top of the engine has been removed? There is now a charge air cooler in the normal place behind in front of the radiator package.
Did you notice he said they have added "an 'additional' waste gate on the second turbocharger"? So both turbochargers have waste gates?
Did you get the part about the "two-stage EGR cooler"?
Then where he says the "first stage is cooled by the 'high temperature' radiator"? and "the second stage in front is cooled by the 'low temperature' radiator"? Below which there is a third 'low temperature radiator'?
He defined the 'cooling module', with the "charge air cooler in front", "three low temperature radiators", "then in the back we have our high temperature radiator".
On the left side, he points out the fuel pump "that produces 2200 bar". (32,000 psi). This is for their 'common rail fuel injection system'. High injection pressure is a benefit, as he points out, for better atomization of the fuel, which leads to more complete combustion and better fuel economy. But Volvo's Ultra-High Pressure Fuel Injection System delivers 2400 bar (35,000 psi) as it has since the introduction of EPA'07, so they still haven't caught up
Let's summarize:
1) Water to air charge air cooler on the engine.
2) Two-stage EGR cooler on the engine.
3) Two waste gated turbochargers.
4) A/C Condenser.
5) Air to Air charge air cooler in front of the radiator.
6) Three low-temperature radiators.
7) High temperature radiator.
There's probably a transmission cooler he forgot to mention.
I wonder how many hoses, hose clamps, valves, and sensors it takes to control all those coolant flows and temperatures? Imagine diagnosing this one!
International has based their entire MaxxForce 2010 attack campaign against the SCR concept on Simplicity vs. Complexity!!
Simplicity?? Complexity??
You be the judge.
Posted by Kevin Scarbel | October 22, 2009 11:46 AM
Posted on October 22, 2009 11:46
Строительство в регионах.
Posted by Greg | November 19, 2009 5:45 PM
Posted on November 19, 2009 17:45