We begin with two forlorn non-music anniversaries. Today in 1897, Oldsmobile began operation, eventually to become a division of General Motors Corp. … but not anymore.
We begin with two forlorn non-music anniversaries. Today in 1897, Oldsmobile began operation, eventually to become a division of General Motors Corp. … but not anymore.
Louis Woodhill of Forbes.com:
President Obama is proud of his bailout of General Motors. That’s good, because, if he wins a second term, he is probably going to have to bail GM out again. The company is once again losing market share, and it seems unable to develop products that are truly competitive in the U.S. market.
Right now, the federal government owns 500,000,000 shares of GM, or about 26% of the company. It would need to get about $53.00/share for these to break even on the bailout, but the stock closed at only $20.21/share on Tuesday. This left the government holding $10.1 billion worth of stock, and sitting on an unrealized loss of $16.4 billion.
Right now, the government’s GM stock is worth about 39% less than it was on November 17, 2010, when the company went public at $33.00/share. However, during the intervening time, the Dow Jones Industrial Average has risen by almost 20%, so GM shares have lost 49% of their value relative to the Dow.
It’s doubtful that the Obama administration would attempt to sell off the government’s massive position in GM while the stock price is falling. It would be too embarrassing politically. Accordingly, if GM shares continue to decline, it is likely that Obama would ride the stock down to zero.
GM is unlikely to hit the wall before the election, but, given current trends, the company could easily do so again before the end of a second Obama term.
Woodhill uses the Chevrolet Malibu to show how bad things are for GM:
Because the D-Segment is the highest volume single vehicle class in the U.S., and the U.S. is GM’s home market, it is difficult to imagine how GM could survive long term unless it can profitably develop, manufacture, and market a vehicle that can hold its own in the D-Segment. This is true not only because of the revenue potential of the D-Segment, but also because of what an also-ran Malibu would say about GM’s ability to execute at this time in its history.
GM is in the process of introducing a totally redesigned 2013 Chevy Malibu. It will compete in the D-Segment with, among others, the following: the Ford Fusion (totally redesigned for 2013); the Honda Accord (totally redesigned for 2013); the Hyundai Sonata (totally redesigned for 2011); the Nissan Altima (totally redesigned for 2013); the Toyota Camry (refreshed for 2013); and the Volkswagen Passat (totally redesigned for 2012).
Uh-oh. At this point, it appears that the 2013 Malibu is not only inferior to the 2012 Volkswagen Passat, it’s not even as good as the car it replaces, the 2012 Chevy Malibu.
If you follow the automobile enthusiast press, you know that, under the leadership of then product czar Bob Lutz, GM went all out to develop a competitive D-Segment car for the 2008 model year. The result was the 2008 Chevy Malibu, which managed to get itself named by Car and Driver magazine as one of the “10 Best Cars” for 2008.
However, when tested head to head against six other D-Segment sedans in the March 2008 issue of Car and Driver, the 2008 Malibu came in third, behind the Honda Accord and the Nissan Altima. Adjusted to the points scale that Car and Driver uses today, the 2008 Malibu scored 187 points, 6% lower than the winning 2008 Honda Accord’s 198 points. …
In their March 2012 issue, Car and Driver published another D-Segment comparison test, pitting the 2013 Chevy Malibu Eco against five competing vehicles. This time, the Malibu came in dead last.
Not only was the 2013 Malibu (183 points) crushed by the winning 2012 Volkswagen Passat (211 points), it was soundly beaten by the 2012 Honda Accord (198 points), a 5-model-year-old design due for replacement this fall. Worst of all, the 2013 Malibu scored (and placed) lower than the 2008 Malibu would have in the same test.
Uh-oh.
Digging deeper, the picture just gets worse. Despite its mild hybrid powertrain, which is intended to provide superior fuel economy (at the cost of a higher purchase price and reduced trunk space), the 2013 Malibu Eco delivered the same 26 MPG in Car and Driver’s comparison test as the Passat, the Accord, and the Toyota Camry. …
Chevrolet is not a premium brand, like Mercedes or BMW. Since the 1920s, Chevy’s essential market positioning has been “more car for your money”. Unfortunately, the 2012 Volkswagen Passat is more car for the money than is the 2013 Malibu. There will not be anything that GM will be able to do about this for the next five years other than to reduce the price of the Malibu by offering “incentives”. This will eat into the company’s profitability, which is already weak. …
“The game isn’t over until it’s over”, but if President Obama wins reelection, he should probably start giving some serious thought to how he is going to justify bailing out GM, and its unionized UAW workforce, yet again. And, during the current campaign, Obama might want to be a little more modest about what he actually achieved by bailing out GM the first time.
Some comments on Woodhill’s piece believe his analysis is excessively pessimistic because, they claim, GM has $40 billion in cash on hand. If that’s the case, then GM should buy back the $10.1 billion in government stock and remove itself from the 2012 presidential campaign.
Another comment brings up another GM product Woodhill didn’t even mention:
Nissan and VW put their best engineers into working on their most popular cars. GM has every bit as good, if not better, engineers than do these companies. Unfortunately, they were put into developing the Volt. They did a very nice job, however this car should never have been built. They pushed the envelope with this car, however the technology to make a cost efficient electric car is still a good ways off. What they ended up with was a beautiful little car that gets great gas mileage, but is far too expensive, even with the subsidy, for value conscious driver’s looking for good gas mileage. It lacks the power performance oriented driver’s are looking for and it’s too small for families. There is no rational reason for anyone to buy it. Why would any company devote their best and brightest to develop a vehicle with no market? GM still makes great trucks – if they lose this, they’re screwed.
Having seen the Volt, I disagree with the commenter’s view of the car, but I suspect his view of the process is right on.
Others claim that GM’s future isn’t going to be based on one car, even though that car is in the highest-volume sales class on the U.S. They point to GM’s profitable pickups and SUVs. Those are vehicles that will be going away with the Obama-mandated 54.5-mpg standard. There is no pickup truck, full-size or smaller, that will ever get 54.5 mpg. And GM is incapable of selling enough small cars to offset trucks’ worse fuel economy.
Profit is the biggest issue not just for GM, but for all of the Big Three. Given the economy and the increasing costs of vehicles, plus the fact that vehicles last longer, GM, Ford and Chrysler need to be focused on selling cars profitably, not just making money through volume. GM has failed to sell small cars profitably for decades, and the Volt is a money-loser. If GM’s more profitable vehicles go away, guess what happens to GM.
Ladies and gentlemen, the Vice President of the United States (as observed by National Review):
Vice President Joe Biden has made a long career out of saying crude and stupid things, and now he has outdone himself by affecting a southern accent and telling a substantially black audience in Virginia (he seemed to think he was in North Carolina) that if Romney has his way “he gonna put y’all back in chains.”
The Obama campaign already has established its reputation as a lowlife operation, trafficking in risibly and plainly untrue statements — Mitt Romney killed my wife! — but the latest from Biden is so grotesque and morally illiterate that it deserves a special mention. It bears noting, first, that Mr. Biden spent his Senate years comfortable in the company of a Democratic lion who had borne the title “Exalted Cyclops of the Ku Klux Klan” and who used the term “white n****r” on national television, and, second, that Mr. Biden represented a highly segregated state. His party has undermined the economic and educational interests of African-Americans at every turn, among other ways by fighting the D.C. scholarship program that benefits the children served by Washington’s failed public schools.
This is the sort of thing that we’re accustomed to hearing from Al Sharpton or Louis Farrakhan. To hear it from the vice president of the United States is something else altogether. Romney was right to hit back hard at the Obama campaign in the wake of these outrageous remarks, but, given the administration’s lack of a policy success story to tell, such outrages are likely to come thick and deep, and Romney will have to rise above them.
Mitt Romney has an impeccable record on civil-rights issues, having learned at the knee of his father, a Republican who campaigned on civil rights in the 1960s. To suggest as Biden did that Romney’s program has something — anything — in common with slave-trading is vile even by the standards of Democratic campaign rhetoric. That no Democrat of note has spoken up against it is a testament to the moral and intellectual bankruptcy of the party and the political movement it represents. …
An honorable president would dismiss Biden. Barack Obama probably will buy him a beer.
If Biden were a Republican, and Democrats controlled the House of Representatives, Biden would have been impeached by today. The fact that this embarrassment will continue as vice president after Nov. 6 tells you everything you need to know about Obama and the Democratic Party.
Biden is number two in the federal government. The Democratic Party’s traditional symbol is a jackass. Biden matches the perfect metaphor and the perfect symbol.
Anyone who votes for Biden’s boss Nov. 6 fully deserves what will happen next.
Today in 1965, the Rolling Stones released the song that would become their first number one hit, and yet Mick Jagger still claimed …
An august group of acts is represented in birthdays today, beginning with James Pankow, trombone player of Chicago:
How much money would you have paid for tickets for this concert at the Cow Palace in San Francisco today in 1964:
How can two songs be the number one song in the country today in 1956? Do a Google search for the words “B side”:
(Those songs, by the way, were the first Elvis recorded with his fantastic backup singers, the Jordanaires.)
Today in 1962, the Beatles made their debut with their new drummer, Ringo Starr, following a two-hour rehearsal.
Four years later, the Beatles were at number one (again with the B side):
Diana Ross reached number one today in 1973 with her first post-Supremes hit:
The number one album that same day was, believe it or not …
The number one song today in 1979:
The number one song today in 1984:
Birthdays today begin with Johnny Preston:
Nona Hendryx of Labelle:
Dennis Elliott was the original drummer of Foreigner:
Regular readers know that I have participated in the annual Bergstrom Drive for a Cure for the past several years.
Read the post from a year ago and you’ll see the reasons to support breast cancer research. Every man reading this post has a woman in his life somewhere, ranging from grandparents to grandchildren. (In my own case, my mother had breast cancer in 1988.)
The opportunity to drive cars with Bergstrom donating $1 per mile driven is certainly a more fun fundraiser than, say, selling things, running or walking great distances, getting your hair cut off, or whatever other way money is being raised for a good cause.
Bergstrom’s 2012 Drive for the Cure is today and Saturday at Bergstrom on Victory Lane in Appleton.
Bergstrom replaced BMW as the sponsor when BMW discontinued its participation. (Although you can still drive a BMW this weekend.) Bergstrom this year replaced the Susan G. Komen Foundation with the Medical College of Wisconsin.
The Komen foundation got itself into some hot water early this year by deciding, and then reversing its decision, to discontinue grants to Planned Parenthood. Planned Parenthood is controversial, of course, because some of its clinics perform abortions. Since it is Bergstrom’s event, Bergstrom can decide where it wants to send money from the Drive for a Cure, and certainly the Medical College is a worthy recipient, with the added benefit of being a state organization.
Unfortunately, I can’t Drive for the Cure this weekend, which means two things. First, I won’t be reviewing the cars I drove as I have in past years. Second, all I can do to support this worthy cause is to urge you to support this worthy cause this weekend.
The Daily Drive passes on a combination of three of my favorite subjects into one blog:
Our colleagues Steve King and Johnnie Putman, Chicago radio personalities and car enthusiasts, recently visited with Jim Peterik, best known for his work with the Ides of March (“Vehicle”) and Survivor (“Eye of the Tiger”). In addition to his massive guitar collection, Peterik also collects automobiles.
In this recent interview with Steve & Johnnie, Peterik shows off his 2008 Lamborghini Gallardo. “A certain gentleman I know who plays guitar had it up to 135 miles an hour on the Eisenhower at 3 a.m.,” Peterik said. The rock legend also shows Steve & Johnnie his 2002 Plymouth Prowler, 1955 Chevrolet Bel Air, and award-winning 1958 Chevrolet Corvette.
King and Putman were the long-time overnight voices on WGN radio in Chicago. Before that, King was a DJ on WLS radio in Chicago during its halcyon Top 40 days. And before that (and I didn’t know this until I read their blog), King was a rock guitarist and songwriter, playing with, among others, Peter Cetera in his pre-Chicago days.
The Ides of March hit fits in two of my favorite categories — brass rock and road songs:
The Beatles were never known for having wild concerts. (Other than their fans, that is.) Today in 1960, the Beatles played their first of 48 appearances at the Indra Club in Hamburg, West Germany. The Indra Club’s owner asked the Beatles to put on a “mach shau.” The Beatles responded by reportedly screaming, shouting, leaping around the stage, and playing lying on the floor of the club. John Lennon reportedly made a stage appearance wearing only his underwear, and also wore a toilet seat around his neck on stage. As they say, Sei vorsichtig mit deinen Wünschen.
Four years later, the council of Glasgow, Scotland, required that men who had Beatles haircuts would have to wear swimming caps in city pools, because men’s hair was clogging the pool filters.
Today in 1968, the Doors had their only number one album, “Waiting for the Sun”:
Today in 1974, this 1½-hit wonder had the number one song in Britain:
(What do I mean by “1½-hit wonder?” The Three Degrees sang at the end of MFSB’s instrumental hit “The Sound of Philadelphia,” another great late Motown song.)
Birthdays today start with John Seiter of Spanky and Our Gang:
Gary Talley played guitar for the Box Tops:
Boston drummer Sib Hashian:
Kevin Rowlands sang for one-hit wonder Dexy’s Midnight Runners (hey, that rhymes):
Belinda Carlisle of the Go-Gos:
Drummer Steve Gorman of the Black Crowes:
Colin Moulding of XTC:
The Wall Street Journal:
The political left always says Daddy Warbucks gets all the tax-cut money. So this is hardly news, except that the media are treating this joint Brookings Institution and Urban Institute analysis as if it’s nonpartisan gospel. In fact, it’s a highly ideological tract based on false assumptions, incomplete data and dishonest analysis. In other words, it is custom made for the Obama campaign. …
The heart of Mr. Romney’s actual proposal is a 20% rate cut for anyone who pays income taxes. This means, for example, that the 10% rate would fall to 8%, the 35% rate would fall to 28% and all the brackets in between would fall as well. The corporate tax would fall to 25% from 35%.
The plan says these cuts would be financed in a revenue-neutral way. First, by “broadening the tax base,” which means reducing or eliminating tax deductions and loopholes as in the tax reform of 1986. The Romney campaign doesn’t specify which deductions—no campaign ever does—but it has been explicit in saying that the burden would fall most on higher tax brackets. So in return for paying lower rates, the wealthy get fewer deductions.
Second, the Romney campaign says it expects to increase revenues by increasing the rate of economic growth to 4%, up from less than 2% this year and in 2011. (Separately from tax reform, but clearly relevant to budget deficits, Mr. Romney says he’d gradually reduce spending to 20% of the economy from the Obama heights of 24%-25%.)
The class warriors at the Tax Policy Center add all of this up and issue the headline-grabbing opinion that it is “mathematically impossible” to reduce tax rates and close loopholes in a way that raises the same amount of revenue. They do so in part by arbitrarily claiming that Mr. Romney would never eliminate certain loopholes (such as for municipal bond interest), though the candidate has said no such thing.
Based on this invention, they then postulate that Mr. Romney would have to do something he also doesn’t propose—which is raise taxes on those earning less than $200,000. In the Obama campaign’s political alchemy, this becomes “Romney Hood” and a $2,000 tax increase.
The Tax Policy Center also ignores the history of tax cutting. Every major marginal rate income tax cut of the last 50 years—1964, 1981, 1986 and 2003—was followed by an unexpectedly large increase in tax revenues, a surge in taxes paid by the rich, and a more progressive tax code—i.e., the share of taxes paid by the richest 1% rose.
For example, from 1980 to 2007, three tax rate cuts brought the highest marginal tax rate to 35% from 70%. Congressional Budget Office data show that when the tax rate was 70%, the richest 1% paid 18% of all federal income taxes. With the rate down to 35% in 2008, the share of taxes paid by the rich doubled to 40%.
The Tax Reform Act of 1986, which chopped the top income tax rate to 28% from 50%, was probably most similar to the Romney tax proposal because both were designed to lower rates and broaden the tax base. CBO and Martin Feldstein of the National Bureau of Economic Research found that the 1986 tax reform increased the share of taxes paid by the rich (to about 25% from 21% before the reform), in part because their reported taxable income rose as they lost tax shelters. Many businesses also changed their tax status from corporations to Subchapter S companies, thus paying taxes at the individual rate. This also increased the reported share of income declared, and tax paid, by the rich.
So on four separate occasions what TPC says is “mathematically impossible”—cutting tax rates and making the tax system more progressive—actually happened. Hats off to the scholars at TPC: Their study manages to claim that what happens in real life can’t happen in theory.
The TPC analysis also fails to acknowledge how highly dependent the current tax system is on the very rich. As the Tax Foundation explains in a recent report based on CBO data: “The top 20 percent of households pay 94 percent of federal income taxes. The bottom 40 percent have a negative income tax rate, and the middle quintile pays close to zero.” …
The study’s claims also rest on the assumption that tax cutting doesn’t increase economic growth. The study’s authors expose their own bias on this point by asserting that “the effects of tax rate reductions are likely to be small or even negative” over 10 years.
It’s certainly true that not all tax cuts have the same economic impact. But nearly all economists save for the most partisan liberals agree that cutting tax rates at the margin has the most bang for the buck. So how can the Tax Policy Center claim that cutting tax rates to increase incentives to work and invest has a “negative” impact? Not even the Keynesian economists who gave us the failed stimulus plan argue that the effect of tax cuts is negative.
Harvard economist Dale Jorgenson recently testified before the Senate Finance Committee that “a tax reform similar to the Reagan effort of 1986” would raise economic output over the long term “by $7 trillion in 2011 dollars.”
The Tax Policy Center’s claim that it’s impossible to make the numbers add up is also refuted by President Obama’s own Simpson-Bowles deficit commission report. The Romney plan of cutting the top tax rate to 28% and closing loopholes to pay for it is conceptually very close to what Simpson-Bowles recommended.
And here’s the kicker: Simpson-Bowles assumed that the top rate could be cut to 28%, loopholes could be closed, revenues as a share of GDP would rise to 20% and the deficit could be cut by close to $1.5 trillion. The difference is that the Romney plan caps tax revenues at about 18% of GDP so that taxes don’t have to rise on the middle class. If Mr. Romney’s numbers don’t add up, then neither do those in the bipartisan Simpson-Bowles plan that the media treat as the Holy Grail of deficit reduction.
What the Obama campaign and its acolytes at the Tax Policy Center are really saying is that tax reform that reduces rates and makes all income groups better off is impossible. This is a far cry from what Democrats used to believe, going back to Jack Kennedy in 1964 and in the 1980s when prominent Democrats Bill Bradley, Dick Gephardt and Don Rostenkowski helped to write the 1986 tax reform.
The Obama Democrats, by contrast, favor income redistribution and raising rates on the wealthy for their own partisan political sake, no matter the damage to growth, the cost in lost revenue, or a less progressive tax code as the rich exploit loopholes.
The great irony is that the candidate most likely to raise taxes on the middle class is Mr. Obama.