Hagel's Hyperbole: Like most people--including, perhaps, most supporters of the "surge"--I don't expect it to work. But (assuming we don't initiate a new war with Iran or Syria) I don't quite understand why, if it fails, the U.S. will be in all that much worse a strategic position than it is now in Iraq. This doesn't seem like a doubling down. It seems more like raising the bet 15%. So when Sen. Chuck Hagel calls Bush's latest plan
"the most dangerous foreign policy blunder in this country since Vietnam, if it's carried out"
that seems a bit odd. If the surge fails, surely the 'most dangerous foreign policy blunder' will be not the surge but the initial invasion of Iraq. Hagel voted for that, remember. ... Perhaps not just publicity-seeking political ambition but guilt is at work behind Hagel's hyperbole. ... P.S.: On Charlie Rose, Hagel equivocates, Kerry/2004 style, not quite being able to bring himself to say he was wrong on the Iraq war vote. He also defends his hyperbole, citing both the strains of increased troop deployment and the possibility of conflict with Iran and Syria. But note that Hagel's own plan, as he outlines it, would involve putting our troops on Iraq's borders with Iran and Syria, which might not exactly reduce the possibility of conflict ... 8:08 P.M.
Thursday, January 11, 2007
Auto Snow: Not So Fast, Comrade Kuttner! [Note: It may actually save you time to watch the accelerated video version of this rant.]
The shift lever falls readily to hand for one R. Kuttner, who road tests the Pontiac G6. He doesn't like the door-lock releases. Or the steering. Kuttner concludes the problem wiith GM isn't its workers--or unions--it's GM's incompetent designers and executives:
You might blame GM's woes on poor American workmanship or the cost of American labor. But Japanese total labor costs are comparable, even with Detroit's higher health insurance costs. Increasingly, Japanese cars are being assembled in the USA, and the quality holds up just fine.
So what's wrong with GM? The cars. GM is famous for being run by bean counters and ad men. Toyota is run by engineers.'
This is a common viewpoint, I've found, among my Democratic friends--Jon Alter, this means you!***--who would never actually buy a Detroit product but who want to believe the UAW can't be blamed. The argument seems to be roughtly this: a) American cars are now reliable enough, having closed the gap with the Japanese brands, so b) the workers are doing their job; therefore c) if Detroit cars like the G6 are still obviously inferior--tacky and cheap, with mediocre handling--it must be because they're designed badly by white collar professionals, not because they're built badly by blue collar union members.
The trouble with this comforting liberal argument is labor costs. When Kuttner says "Japanese total labor costs are comparable, even with Detroit's higher health insurance costs," he is--as is so often the case--talking through his hat. Look at this chart. GM pays $31.35 an hour. Toyota pays $27 an hour. Not such a big difference. But--thanks in part to union work rules that prevent the thousands of little changes that boost productivity--it takes GM, on average, 34.3 hours to build a car, while it takes Toyota only 27.9 hours. ** Multiply those two numbers together and it comes out that GM spends 43% more on labor per car. And that's before health care costs (where GM has a $1,300/vehicle disadvantage).
If you're GM or Ford, how do you make up for a 43% disadvantage? Well, you concentrate on vehicle types where you don't have competition from Toyota--e.g. big SUVs in the 1980s and 1990s. Or you build cars that strike an iconic, patriotic chord--like pickup trucks, or the Mustang and Camaro. Or--and this is the most common technique--you skimp on the quality and expense of materials. Indeed, you have special teams that go over a design to "sweat" out the cost. Unfortunately, these cost-cutting measures (needed to make up for the UAW disadvantage) are all too apparent to buyers. Cost-cutting can even affect handling--does GM spend the extra money for this or that steel support to stabilize the steering, etc. As Robert Cumberford of Automobile magazine has noted, Detroit designers design great cars--but those aren't what gets built, after the cost-cutters are through with them.
Look at the big Ford Five Hundred--a beautiful car on the outside, based on the equally attractive Volvo S80. But thanks to Ford's cost-cutters it debuted with a tinny, depressing interior that would lose a comparison with a subcompact Toyota Scion. Ford wants $30,000 for the Five Hundred. Forget it!