Friday, September 28, 2012

At Paris Motor Show, the Home Team Continues to Flaunt Styling Norms

By STEPHEN WILLIAMS

PARIS - The French have historically rebelled against the conventions of automobile design, and for that we have cars like the Citroën 2CV and Renault Dauphine to admire and, at times, revile.

At their biennial salon, the hometown companies haven't so much rebelled as they have applied styling theorems from the Art Institute of Outer Space. There may be a future classic among three concepts we surveyed, or maybe not.

First up is the vehicle that is the least outré, after you get past the green paint. The Peugeot 2008 Concept is a crossover intended in the mold of the Land Rover Evoque. Peugeot calls it an urban crossover concept, and it is based on the platform of the company's 208 compact h atchback. Far from being a thought exercise, the 2008 is expected by its maker to go into production next year.

The company has taken pains to note that it was designed in Europe, China and Latin America - presumably not by little green men - and that it would be built in France, China and Brazil.

Vying for attention across the floor from the Peugeot was the Citroën Tubik, a microbus concept shown initially at the Frankfurt motor show last September.

The all-wheel-drive Tubik is powered by its corporate parent's Hybrid4 technology, featuring a diesel engine up front and an electric motor to drive the rear wheels. Those 22-inch wheels are nearly lost in the bulk of the Tubik's, well, tub.

Capable of accommodating nine and cast in a moody blue, the interior might sooner evoke a hotel lobby from a Stanley Kubrick film than a place to stash Sparky and the kids.

Also in the Peugeot Citroën realm is the bullet-sleek Peugeot Onyx concept, which may b e the only concept that could rival the McLaren P1 for the unofficial title of most outrageous sports car in Paris. But where the P1 is more or less real, the Onyx is surreal.

The supercar has a matte paint job covering sections of its carbon fiber body, with other portions covered in copper sheet that would develop patina with age and exposure to the elements. Press materials indicate that the Onyx is equipped with a diesel hybrid powertrain based on a 3.7-liter V-8 engine rated at 600 horsepower. The glowering rear end - yes, the rear end glowers - features no fewer than six exhaust outlets.

In a media release, Julien Cueff, the interior stylist for the Onyx, said he was inspired “by an everyday object, the egg box. With remarkable economy of material, it protects very fragile items.”

France, we cannot wait to admire your wares, and your press releases, again in 2014.



Reviewing the Tesla Model S

By THE NEW YORK TIMES

In Sunday's Automobiles section, Bradley Berman reviews the 2012 Tesla Model S in a more thorough manner than any other journalist has yet.

In addition to driving the electric sport sedan in the vicinity of his home in Northern California, he takes his test car, fitted with a 362-horsepower drivetrain and 85-kilowatt-hour battery pack, from the north shore of Lake Tahoe to to Tesla's design studios in Southern California, driving 531 electric-only miles in a single day.

Along the route Mr. Berman avails himself of charging stations erected by Tesla in strategic locations around the state, a process he also describes in Sunday's Automobiles section.

Mr. Berman has quibbles with the rear lighting, impractical sun visors and a lack of grab handles above the doors for passengers. Beyond these, however, he finds the Model S to produce a thrill that - if it can be transferred to higher-volume, lower-price vehicles - could very well be game-changing for the industry.

Read the entire review, check out the slide show and share your thoughts on the Model S in the comments.



Wheels Calendar for Sept. 28-30

By THE NEW YORK TIMES

A bite-size sampling of concours, cruise nights, auctions, club races and other upwellings of car culture happening across America this weekend.

Santa Fe Concorso: Santa Fe, N.M., Friday-Sunday
Though unconfirmed, organizers anticipate visits from Al Unser Sr. and Sir Stirling Moss at the third-annual Santa Fe Concorso. A special class features three so-called cowboy cars, including a Pontiac Bonneville embellished by Nudie Cohn, the tailor who fitted rhinestones to the apparel of Roy Rogers and Dale Evans. The car was purchased at auction in 2010 for more than $250,000. More info.

Lowrider Magazine Super Show: Woodland, Calif., Saturday
As part of the magazine's protracted celebrat ion of its 35th year of publication, a convergence of lowriders and the occasional donk is forecast for the Yolo County Fairgrounds. A hop, in which drivers hit switches to get quick action from their hydraulic suspensions, sending their cars' front ends skyward, is planned, as is the requisite bikini contest. More info.

Nurotag: Miami, Saturday
Nurotag brings together all manner of customized cars, the merits of which are determined not by judges in porkpie hats, but by attendees who vote for their favorites using the power - albeit in undefined form - of social media. No judges, but plenty of judging, in other words. Live music, DJs and exhibited work by street artists augment the hands-on atmosphere. More info.

Japanese Car and Motorcycle Day Brookline, Mass., Sunday
This annual event is held on the lawn of the superlative Larz Anderson Auto Museum, just outside of Boston. Past years have brought a number of Z cars from the 1970s, as well as newer c ollectibles like the Acura NSX and first-generation Kawasaki Ninjas. More info.



California Issues 10,000th Rebate for Zero-Emissions Incentive Program

By TORI TELLEM

Start undressing California's Clean Vehicle Rebate Project, a program intended to spur the sales and leases of zero-emission vehicles, and front-page topics come into view - reduction of greenhouse gases and job creation chief among them. So when the program recorded its 10,000th rebate earlier this month, it merited some pomp.

Natasha Casteel of Meadow Vista, Calif, was recognized on Friday as the state's 10,000th owner of a ZEV. A librarian for the city of Roseville, Ms. Casteel said in a telephone interview that she used to drive a 2003 Volkswagen Passat for her 48-mile round-trip commute. Saying she wanted to “greatly improve” on that car's fuel economy, she sought out the purely electric Nissan L eaf.

The state's Clean Vehicle Rebate Project began in 2008 as part of a broader mission to push innovation in the transportation sector. To spur sales of E.V.'s, the state provides a $2,500 rebate on either a lease or purchase of an eligible vehicle, which can be combined with a maximum federal tax credit of $7,500.

When she learned a charging station was located essentially right outside her office door, Ms. Casteel bought the Leaf, one of the more than 15 eligible vehicles under the program. “The rebate process was very simple, because the $7,500 was provided up front to reduce the cost directly, then the $2,500 was the rebate check coming from California,” Ms. Casteel said. “It was all handled by the dealer, except for the $2,500. I just had to fill out an online form and they e-mailed me. It was easy.”

Ease of use was a critical consideration for the state's Air Resources Board, the body charged with ensuring the quality of the state's air. “ Our goal here in California is to reduce greenhouse gases. Passenger vehicles account for about 28 percent of our gases,” Cassandra Hockenson, a spokeswoman for the board, known as ARB, said in an interview. “The purpose of the program is to get people to take that leap and buy these vehicles and see how wonderful they are and what they can do.”

“We are saying, ‘We know this is new, we know you're not comfortable and that it's a whole different ballgame, so we want to give you an incentive to jump into this ring and see what you think,'” Ms. Hockenson added.

The California Center for Sustainable Energy is responsible for collecting rebate forms and ensuring criteria are met. According to the center, private individuals account for 88 percent of rebate funds, with nonprofits, government agencies and businesses claiming the remainder. Roughly $16 million remains to be distributed, but the California Energy Commission has committed up to $5 million in ad ditional financing, according to ARB.

A study by the California Electric Transportation Coalition concluded industries involved in the production of E.V.'s could create almost 100,000 additional jobs in the state by 2030.

“When we have new opportunities, we have new jobs. And the project helps people buy these vehicles, who maybe normally couldn't, and the more people who buy them, the more the cost goes down,” Ms. Hockenson said. “And as more people buy them, we get more infrastructure.”

Infrastructure, most notably the availability of charging stations, was an important factor for Ms. Casteel in her purchase decision.

“I think people would buy more electric cars if there was more charging infrastructure, and that would really help remove any range anxiety they have,” Ms. Casteel said, echoing a sentiment expressed on Monday by Elon Musk, the Tesla chief executive, in statements about his ambitions to create a nationwide network of chargi ng stations for Tesla vehicles.

“At the library, I'm the only employee who has one, but as my husband says, ‘You don't really want to advertise it's an electric car, because everyone will get one and you'll have to wait in line to charge,'” Ms. Casteel said.



Wheelies: The Hot Seat Edition

By THE NEW YORK TIMES

In which we bring you motoring news from around the Web:

- Mercedes AMG Petronas, the Formula One factory team of Mercedes-Benz, announced on Friday that it signed Lewis Hamilton, the 2008 Formula One champion and driver for McLaren Mercedes, for the 2013-15 seasons, joining Nico Rosberg and replacing seven-time champion Michael Schumacher. McLaren, meanwhile, announced it would fill the seat vacated by Hamilton by Sergio Pérez, the No. 1 driver for Sauber, to complement its de facto No. 1, the 2009 champion Jenson Button. Pérez is ranked ninth over all in the 2012 driver's championship and Hamilton fourth. (Autosport)

- The F.I.A., the governing body of Formula One, released the confirmed race calendar for the 2013 season on Friday. Dovetailing with a provisional calendar circulated last week, the street-course race at Valencia, Spain, was left off the calendar, while the inaugural running of the Grand Prix of America, to be held on streets from Weekhawken to West New York, N.J., appeared on the calendar with an asterisk, an incongruous indication that the race was yet to be confirmed. Last week, Bernie Ecclestone, the president of the series, said the contract with the race's promoters was scrapped. In a media release on Friday noting the race's presence on the calendar, Grand Prix of America at Port Imperial did not address Mr. Ecclestone's comments. (F.I.A.)

- Seeking his ninth title in the World Rally Championship, Sébastian Loeb announced on Thursday he would maintain a reduced competition schedule in the series in 2013. Loeb said the cutback was made so he could better prepare for a transition into the World Touring Car Championship, noting he wo uld remain with Citroën, his rally team, in the W.T.C.C. (W.R.C.)

- As noted by multiple sources, Chris Economaki, one of the most prominent figures in print and broadcast motorsports journalism for more than half a century, died on Friday morning at age 91. Economaki was known to be in poor health in recent years, but a cause of death was not identified by most outlets. Though he was the longest-running editor of National Speed Sport News, he was perhaps best known as a racing correspondent for ABC's “Wide World of Sports.” (ESPN)



In Paris, Ford Fiesta Tries On the New Family Face

By STEPHEN WILLIAMS

PARIS - The 2013 Ford Fiesta subcompact hatchback arrived here on Thursday bearing signs of the automaker's unified styling strategy, with a little bit of Fusion, Focus Electric and Evos concept reflected in its face.

Beyond styling, the European-specification 2013 Fiesta features new technology intended to help drivers avoid low-speed collisions, a first in the segment, Ford said. The system, called Active City Stop, uses Lidar optical sensing technology across the windshield to alert drivers of a possible crash.

Under the hood is a new 1-liter, 3-cylinder EcoBoost engine producing 99 horsepower, which is paired with a 6-speed manual transmission.

The interior is typical Fiesta-cozy, wit h a deeply raked windshield, excellent visibility and a steering wheel that would not be out of place in an Audi. Another innovation for European customers is the debut of MyKey, which allows owners (read: parents) to activate speed limitations.

Also on hand at the Ford stand was the Fiesta's feisty brother, the ST, which is scheduled to go on sale in Europe this year to compete against the Fiat 500 Abarth, various Minis and hotted-up hatchbacks from Renault and Peugeot. This junior ST uses a turbocharged EcoBoost 1.6-liter 4-cylinder engine good for 180 horsepower and 177 pound-feet of torque, and has a manufacturer-claimed top speed of 137 miles per hour. The red-orange ST on display here had bolstered Recaro seats and an upgraded interior package.

Though there was no word on availability for the United States, Ford brought a four-door version of the Fiesta ST to the Los Angeles auto show last year. And with the 2013 Focus ST just hitting Ford showrooms, expect ations are high that a Fiesta equivalent, if only in four-door form, would join it.



Audi Crosslane: A Hybrid Mongrel That Leans Electric

By JERRY GARRETT

PARIS - “Crossover” can mean just about anything in the automotive industry. But with the Crosslane Coupe Concept, introduced here on Thursday, Audi shoehorned a remarkable number of referents into what was already something of a catch-all notion.

The Crosslane is a coupe, a convertible, a high-riding compact S.U.V., and, for good measure, a dual-mode plug-in gasoline-electric hybrid. Throw in features like a movable trunk and removable rear seats, and you have the makings of a walk-on in the next “Transformers” film.

Audi says the hybrid powertrain is capable of fuel economy in excess of 200 miles per gallon, partly because of a lightweight, carbon-fiber-infused chassis and body structur e. Audi said total vehicle weight was kept to 3,064 pounds, rather svelte among crossovers, by using an exotic mix of aluminum, carbon-fiber-reinforced polymer and fiberglass-reinforced polymer to create the concept's space frame.

Looking like a potential challenger to the Land Rover Evoque, the Crosslane is powered by an equally exotic mélange of technologies. The hybrid system combines a 1.5-liter 3-cylinder gasoline engine, rated at 130 horsepower and 148 pound-feet of torque, with two electric motors. The larger of the electric units produces the equivalent of 116 horsepower and 184 pound-feet of torque, and provides the only source of motive power up to 34 miles per hour. The smaller adds 68 horsepower and 155 pound-feet of torque and brings in an assist from the 3-cylinder engine at speeds up to 81 m.p.h. Above that, to its top speed at 113 m.p.h., the engine completely takes over.

For all those numbers, total system power averages out to a relatively lack luster 177 horsepower, Audi asserts. Still, the company says its Crosslane will sprint from a stop to 62 m.p.h. in a respectable 8.6 seconds.

The electric motor package uses a 17.4-kilowatt-hour lithium-ion battery and has a range of around 53 miles in gas-free E.V. mode, Audi said.

Ergonomically, the Crosslane has a movable trunk space, which can be pushed forward to allow easy access from inside of the cabin, or it can be moved backward to open up space for two rear seats. The concept has a removable targalike top that, when stowed, serves as a cover for the cargo space.

Whether a vehicle like the Crosslane could find its way into the Audi lineup is debatable. But as automakers adjust to more stringent fuel-economy standards worldwide, the prospects of a hybrid system like this finding its way there are far stronger.



Lexus LF-CC: A Japanese Grille Opens in Paris

By JERRY GARRETT

PARIS - Lexus has released the latest in its series of “Grilles Gone Wild” concept cars.

On Thursday, the luxury arm of Toyota showed the LF-CC, a sharply sculpted coupe that may not so subtly indicate the styling direction of the next line of IS compact vehicles.

The car's signature feature is a grille bordering on caricature, which from certain angles and in certain lighting might evoke thoughts of a 19th century steam locomotive's “cow-catcher” pilot frame. The so-called spindle grille has been anointed the face of Lexus, appearing on the 2012 GS sports sedan and 2013 ES midsize sedan, albeit in tamer applications.

“The LF-CC showcases the latest evolution of the company's uniq ue L-finesse design language, with the boldest yet interpretation of the signature Lexus ‘spindle' grille,” the brand said in a media release. “Framed by the bonnet lip, deep lower spoiler and powerfully projecting front fender tips, the grille mesh is encased in a deep, metal-finish surround and takes on a pronounced, 3-D form.”

Of course, there's more expository description. Suffice it to say, Lexus sees its notice-me frontal design, similar to earlier efforts on the LF-A supercar and LF-LC concept sports car, as the torch bearer for a more aggressive approach to its lineup of luxury offerings. A few drops of Pickapeppa sauce in the Lexus styling recipe seem to have shaken entrenched perceptions. In his review of the 2012 GS for The Times, Lawrence Ulrich called the face “a dead ringer for the Predator of sci-fi movie fame.”

Almost lost in the maw is perhaps the most relevant feature of the LF-CC: the power plant to which the yawning frontal device channels air.

Lexus said the LF-CC is equipped with a new direct-injected 2.5-liter, 4-cylinder gasoline engine and an electric motor - for all intents and purposes a hybrid powertrain. But there is also a generator that can feed power into a battery pack and a power splitter that “combines and reallocates power from the engine, electric motor and generator according to operational requirements.” Governing all these interactions is a separate power control unit.

The brand did not go into specifics about the battery's chemistry, nor did it state individual or combined outputs for the powertrain's various bits, but “class-leading energy efficiency” was promised, either way.

The company did divulge that the powertrain, unlike the LF-CC, was approved for production and would be introduced into its model range “in the near future.”

Accounting for the recently discontinued HS, the Lexus hybrid lineup includes the CT 200h hatchback, RX 450h cross over, GS 450h sports sedan and LS 600h L luxury sedan.



For Marchionne and Winterkorn, a Parisian Showdown Is Averted

By JONATHAN SCHULTZ

A dispute at the highest levels of the principal lobby group for Europe's automotive industry was resolved with a handshake on Friday, as Sergio Marchionne, the chief executive of Fiat and Chrysler, met with Martin Winterkorn, chief executive of Volkswagen, on the convention floor at the Paris motor show.

Mr. Marchionne, the head of the European Automobile Manufacturers' Association, was criticized by Volkswagen executives for comments made to The Times in July, in which the Fiat chief took issue with deep discounts offered by the German brand in Europe. Mr. Marchionne and other executives accused VW of creating a market climate in which frenzied price-cutting jeopardized margins. The Fiat chief cha racterized the environment as a “bloodbath.”

Fiat, PSA Peugeot Citroën, Ford and the Opel and Vauxhall divisions of General Motors project significant losses in Europe for the year as they try to address overcapacity at their plants.

In July, Volkswagen said it was prepared to leave the lobby group, saying Mr. Marchionne was not qualified to lead it. As Automotive News reported on Thursday, Mr. Marchionne issued a challenge to VW that sounded as if it were lifted from Hopalong Cassidy:

“If Volkswagen, through its chief executive, thinks that it needs to do something, tell them to show up tomorrow morning at 7 o'clock at our stand,” Mr. Marchionne told reporters.

Automotive News and Bloomberg reported that on Friday morning in Paris, having adjourned from a meeting of the lobby group held at the Fiat stand, the two executives met and shook hands, saying the dispute was resolved.

“We've cleared it,” Mr. Marchionne said of the spat in a video interview after he and Mr. Winterkorn acknowledged they remained “good friends.”



Redistribution of Wealth in America

By UWE E. REINHARDT

Uwe E. Reinhardt is an economics professor at Princeton.

A recent article in The Washington Post and an audio clip accompanying it on the Web featured an excerpt from a speech in 1998 by Barack Obama, then an Illinois state senator, at Loyola University Chicago.

In that speech he remarked, “I actually believe in redistribution, at least at a certain level, to make sure that everybody's got a shot.”

The article then quotes Mitt Romney: “I know there are some who believe that if you simply take from some and give to others then we'll all be better off. It's known as redistribution. It's never been a characteristic of America.”

Really?

Aside from hard-core libertarians, who view the sanctity of justly begotten private property as the overarching social value and any form of coerced redistribution as unjust, how many Americans on the left and right of the political spectrum would disagree with Mr. Obama's very general and cautiously phrased statement?

In fact, I wonder whether even Governor Romney actually disagrees with that general statement, aside from some dispute over “the certain level” at which redistribution takes place. After all, he has promised elderly voters to protect the highly redistributive Medicare program, which would remain highly redistributive, or become more so, under proposals by his running mate, Representative Paul D. Ryan, for restructuring Medicare.

The fact is that redistributive government policy - mainly through benefits-in-kind programs, agricultural policy and the like - has been very much a characteristic of American life, just as it has been in every econom ically developed nation, albeit at different levels.

Start at the local level. Through property taxes, local governments all over the United States routinely take from high-income Americans living in expensive houses to subsidize the education of children from lower-income families. It is the American way, based on the widespread belief that doing so will make society as a whole better off. Is there a significantly large constituency for abolishing this form of redistribution at the local level and instead letting every family fend for itself, with its own budget, in a private market for education?

The same can be said, at the local level, for fire and police protection. One could imagine a world in which every family cuts a deal with private contractors to provide fire and police protection - leaving poor neighborhoods to fend for themselves - but that is just not an American characteristic. Is there a sizable constituency in America for completely privatizing l ocal fire and police protection?

At the state level, consider Medicaid. By design, Medicaid is purely redistributive. It takes from higher-income people at the state and federal levels and pays fully for the health care of low-income people. Is there a strong constituency for abolishing Medicaid and letting the poor, when they are ill, fend for themselves in the market for health care?

Or take public colleges and universities. Although tuition has increased in past years, these institutions are still heavily supported by the states and charge tuition much below the full cost of the education they impart.

At the federal level, Social Security and Medicare were deliberately structured by their designers to be in part redistributive. As Eugene Steuerle and Adam Carasso of the Urban Institute's Retirement Project have reported, both programs redistribute from retirees who had been high-income earners in their work years to those who had been low-income earners.

Would elimination of this redistributive feature inherent in Social Security and especially in Medicare have much of a political constituency today? Would any politician dare propose openly - and I stress openly - that Medicare beneficiaries who had been high-income earners in their work years should have a health care experience superior to those who had low incomes in their work years? Would that proposal be a winner this year?

By the way their benefits and the financing of these benefits are structured, Social Security and Medicare also redistribute income from the current working population collectively to the currently retired population collectively. Is that fair?

In thinking about this issue, keep in mind that a young generation about to enter the workplace has, for a fifth to a quarter of a century, been the beneficiary of huge transfers of human and nonhuman capital. Overwhelmingly, they have taken from society and not contributed to it.

By human capital economists mean the education and training that foster in the young marketable skills that can be traded for cash at the workplace. Although, unlike students in many other countries, American students do contribute significantly to the financing of their human capital - at the college and postgraduate levels - the production of their human capital remains very heavily subsidized by the preceding generational cohorts. Charge the total value of that transfer to an intergenerational account.

Charge to it next the nonhuman capital transferred to the young. This includes the vast array of physical structures built and largely financed by preceding generations, transferred virtually free of charge to the younger generation for its use, along with the scientific knowledge and the blueprints for applied technology developed and financed by previous generations but available, again largely free of charge, as an economic platform for the younger generation.

I believe the designers of Social Security and Medicare were mindful of this vast redistribution of assets to the young when they embedded in these programs a social contract creating a reverse redistribution from the young to the old during the latter's retirement years.

These designers seem also to have kept in mind that future generations benefit greatly from the secular increase in overall productivity in the economy. It can reasonably be assumed that future long-run growth in real gross domestic product per capita will be 1 to 2 percent a year. At only 1 percent, real G.D.P. per capita in 2050 will be about 46 percent larger than it is today. At 2 percent growth, it will be more than twice as large.

At issue between the two political camps in this election season, then, is not redistribution per se, which is as American as apple pie. Rather, at issue is the “certain level” to which that redistribution is to be pushed. An honest and thoughtful debate on t hat would certainly be useful at this time. It would be useful at any time.

To be respectful to voters, such a debate should proceed at a level concrete enough to allow voters - or at least researchers and news organizations - to estimate fairly precisely how different families would fare under the different visions of that “certain level.”

It is the minimum voters ought to expect from political candidates.



Thursday, September 27, 2012

Longer Unemployment, Fewer Interviews

By CATHERINE RAMPELL

I've written before about about how the longer you're unemployed, the less likely you are to find a job. That's probably because of some combination of several factors: skill deterioration; better workers are more likely to get hired faster, leaving a pool of less qualified workers as the ones who disproportionately make it to long-term unemployment in the first place; and the stigma of unemployment, or at least the assumption by employers that the longer-term unemployed will be lower quality because of the previous two factors.

A new study tries to measure how big a factor that stigma is.

In the fall of 2009, the authors sent out 12,054 fake résumés for 3,040 jobs posted online, with most showing that the (fictional) applicant had been unemployed somewhere from one to 36 months. The résumés were all variations on a few standard templates that the researchers came up with. The duration of unemployment was randomly assigned to candidates of otherwise equal qualifications.

Over all, 4.7 percent of résumés resulted in the candidate's being invited for an interview. But a candidate's chances of being called back depended on how long he or she had been looking for work.

Candidates unemployed for just a month had a 7 percent chance of being invited for an interview. Those chances dropped off sharply with just a few more months of unemployment. After eight months of unemployment, the callback rate was just 4 percent. In other words, the chances of getting an interview fell about 45 percent from Month 1 to Month 8.

At that point, though, the callback rate pretty much flattened out.

Candidates unemployed for 8 m onths, 12 months and even 36 months all had about a 4 percent chance of getting an interview.

“A lot of this sorting mechanism happens really early on,” said Fabian Lange, an economics professor at McGill University and one of the paper's authors, along with Kory Kroft at the University of Toronto and Matthew J. Notowidigdo at the University of Chicago Booth School of Business.

He attributed these patterns to the fact that in a normal economy, most people who are unemployed find jobs within the first several month. After someone has been unemployed for more than a few months, the chances that the candidate is a desirable one start to fall rapidly. But after some point - in this case, about eight months - employers believe the difference in duration of unemployment is less informative about a candidate's likely quality.

The résumés were submitted for three categories of jobs: customer service, clerical and administrative, and sales. The drop-off in cal lback rates was largest for sales.

“That makes some sense,” Mr. Lange said. “If you're in sales, you're supposed to sell something. If you've been unemployed for six or seven months, you're not that good at selling yourself, so why should an employer take a chance on you?”

Interestingly, the study also found that a candidate who is currently employed is actually less likely to be called back for an interview than one who is newly unemployed.

This may be surprising, given that people with jobs have already demonstrated that they are employable; there are even some job postings that specifically require candidates to be currently employed to be considered.

The authors of the study offered a few theories for why the currently employed had a lower callback rate than the recently employed.

First, they learned from personnel professionals that employers were concerned that people who were already employed were not serious candidates. Second, s ome jobs require workers to start immediately, and someone who already has a job will probably have to give notice before leaving. Third, a person who already has a job has more bargaining power and can ask for a higher wage in a new position. There's also the question of loyalty.

“If you're an employer, you might see that this person has a job and is not being very loyal to that current job,” Professor Lange said. “You might think, ‘Maybe if I give him or her a job, and they go through a phase of training, maybe he or she will leave me  within a few months on the basis of what they did to the last employer.'”

The study also found that in areas with higher unemployment rates, callback rates for even the recently unemployed were very low, and there was not as much of an advantage to being recently unemployed compared with long-term unemployment.

In other words, employers are more forgiving of longer durations of unemployment when they know that th e job market is really bad: they recognize that length of unemployment is not as good a proxy for quality of a worker when no one is being hired, not even the really good candidates.

The problem, of course, is that duration of unemployment is always going to be an imperfect signal for quality. You still have a lot of good candidates being passed over for interviews because they got unlucky, and that unluckiness develops an inertia.

“It's the classic lemon problem,” Professor Lange said. “You have a lot of lemons, but still some good cars among then. The problem is to distinguish the good from the bad when you have a high proportion of bad.”

One possible policy response, he speculates, is having the government provide some sort of additional screening mechanism to help employers distinguish the unlucky-but-good long-term unemployed from the long-term unemployed who cannot find jobs because they are unmotivated or unskilled.

For example, there c ould be “training” programs whose purpose is just to demonstrate that students have the discipline and motivation to attend and complete them, regardless of what skills are actually taught.

“It could be something that involves 40 hours a week, the regular workday length, and starts early in the morning,” he said. “If you find people who are willing to subject themselves to a 40-hour-a-week program and complete that successfully, that might be the signal the labor market needs to determine they're good job candidates.”

Mr. Lange and his colleagues are also looking into ways to redesign the unemployment benefits system to account for the patterns they found.

He says one idea might be to start benefits at lower levels, to encourage people to take jobs sooner before their chances for getting interviews fall off sharply. And then to make benefits more generous once applicants pass the eight-month mark, when it becomes much more difficult to get inter views and applicants are in need of assistance.



Seat León: An Exercise in Dressing Up a Golf

By STEPHEN WILLIAMS

    PARIS - Within and outside of the Spanish-language markets it primarily serves, Seat is widely perceived as the also-ran of the Volkswagen Group, even more so than Skoda, which has shed its punchline status in recent years (for the most part). The new Seat León, which had its formal debut on Thursday, may help alter that perception.

    At a show where the MkVII Golf and GTI, as well as Audi's A3 hatchback in four-door format, were introduced, the presence of the León complicated what might have been an easier choice any other year.

    Think of the León as more Scirocco than Seat. The car's handsome cabin has fantastically supportive front bucket seats, although the A3 trumps its materials, a f act born out by their market positioning; a León is historically priced closer to the Golf.

    The hot-hatch idiom of the last 30 years has been dictated almost exclusively by European automakers. Among the hatches we have seen in the Paris halls, including the Golf, the Peugeot 208 GTi and the revamped Renaultsport Clio, the four-door León surprises with its LED headlights and premium feel. It will be offered with a handful of engine choices, gasoline and diesel.

    Like the Golf and A3, the León is built on the VW Group's new modular platform. The platform's underpinnings provide a weight saving of about 200 pounds over the previous-generation León, the company said.



McLaren Reveals a Breathtaking Supercar, and Little Else

By JERRY GARRETT

PARIS - Two years ago, Lotus made a rather large and unexpected splash here by introducing six new models that promised to transform the niche sports-car producer into a global contender. Most of those plans have come to grief, as the company's chief executive was sacked and the company canceled its display at the biennial Paris salon.

This year, another British sports-car maker, McLaren Automotive, has been assigned the space in the convention hall vacated by Lotus. The team from Woking, England, is surely hoping its allotted square footage is not cursed for its first visit as a manufacturer to an international motor show. It would not be fair to the P1, a hypercar concept that may be the most breathta king machine here.

The company positioned the midengine P1 as merely a design study, but certainly the vehicle is further along in its development than that appellation would normally indicate. A completely production-ready version, the company promised, would be revealed within the next year.

McLaren has simple but lofty goals for the P1: “To be the best driver's car in the world on road and track.”

Ron Dennis, the company's chief executive, echoed sentiments he expressed last week, when the first images of the P1 were released. “Twenty years ago we raised the supercar performance bar with the McLaren F1, and our goal with the McLaren P1 is to redefine it once again,” Mr. Dennis said, referencing the limited-edition supercar from which the P1 clearly derives inspiration. “Our aim is not necessarily to be the fastest in absolute top speed, but to have the quickest overall lap times on a circuit.”

The P1 certainly evokes the spirit of the F 1, which had a claimed top speed of 240 miles an hour. Fewer than 100 were made and delivered to customers, and it has since become a coveted seven-figure collectible. The McLaren P1 should be available for considerably less, but the exact price, like a lot of specifics about this car, remains a mystery.

Speaker after speaker at the unveiling rhapsodized about what an engineering marvel the P1 is, and with a second-generation version of the carbon-fiber monocell around which the company's MP4-12C is based, it is certainly that. But anyone who came to hear what kind of engine it would use or much else in the way of specifics were disappointed.

“Further details - including its powertrain and other technical information - will be announced early in 2013, shortly before sales begin,” the company said in a media release.



Volkswagen Introduces the Golf Triumverate

By JERRY GARRETT

PARIS - Pop quiz: What is the highest-selling Volkswagen model of all time? If you guessed the Beetle, you would be wrong by about 8 million cars.

Volkswagen's top seller is the Golf, of which more than 29 million have been sold worldwide since its introduction in 1974, according to the automaker.

The Golf enters its seventh generation with the global introduction of the redesigned 2013 model on Thursday. The new Golf will go on sale here in November, but not in the United States until this time next year, prolonging an unfortunate tendency of leaving the company's American division out of step with the rest of the world.

“The Golf is the bedrock upon which our company is built,” Jonath an Browning, head of Volkswagen of America, said in a brief interview here, after the vehicle's introduction. “It has fathered a whole family of vehicles.”

Unlike the sixth-generation Golf, which was little more than a facelifted fifth-generation car, or MkV, as it was known in series, the latest version truly is all new. Mr. Browning said every aspect of the car was redesigned and upgraded.

Key improvements include a larger interior with extra rear legroom and more luggage space; upgraded safety systems, including a feature called multicollision braking; completely redesigned information and entertainment systems; a lower-weight, modular platform; and engines that sip an average of 18 percent less fuel.

“Our engineers have come up with a much improved vehicle, with a lot more standard features, without raising the price,” Mr. Browning said.

Along with the basic four-door hatchback, Volkswagen also unveiled a high-efficiency BlueMotion diesel prototype and a GTI concept, both “almost ready to go into full production,” VW noted.

The diesel-powered BlueMotion model, expected to enter production as early as next summer, was shown here with a new direct-injected, 1.6-liter turbodiesel 4-cylinder engine mated to a 5-speed manual transmission. VW said it was 15 percent more efficient than the model it would replace, improving highway fuel economy.

Fuel savings were also on the minds of the engineering team for the GTI concept. “The average fuel consumption has been reduced, in comparison to its predecessor, by about 18 percent,” the company noted. Powertrain and equipment details for the nominal concept were few, but the company noted the hot hatchback's engine, also unspecified, would generate 217 horsepower, a 17-horsepower bump over the 2-liter unit found in the MkVI GTI sold in the United States.



Mixed-Race America

By CATHERINE RAMPELL

That map is from a new Census Bureau report about the population of mixed-race Americans, which grew 32 percent from 2000 to 2010. The population of single-race Americans, by contrast, grew 9.2 percent.

As a share of the total population, mixed-race Americans are still a tiny minority, just 2.9 percent, or about nine million people.

As you can see in the map, the states with the highest share of residents who report being of more than one race are Hawaii (23.6 percent), Alaska (7.3 percent), Oklahoma (5.9 percent) and California (4.9 percent).

Four distinct mixed-race combinations represented about 92 percent of all mixed-race people: people who reported being both white and black tota led 1.8 million; white and “some other race,” 1.7 million; white and Asian, 1.6 million; and white and American Indian and Alaska native, 1.4 million.



With Sport Turismo Concept, Porsche Mines Rich Lines From an Unlikely Source

By JERRY GARRETT

PARIS - A Porsche station wagon? What a concept. No, you have not been punk'd.

A station wagon is exactly what Porsche officially unveiled here on Thursday. Perhaps the only thing more curious than the notion of a Porsche wagon is that the Panamera Sport Turismo concept is an uncommonly beautiful example of the species. The Stuttgart faithful have been surprisingly resilient as their brand has expanded from sports coupes and roadsters to S.U.V.'s and a sedan, models that have buoyed the company's bottom line globally. What's next, a pickup?

The wagon concept is based on the styling of the rather ungainly Panamera sedan. But unlike that polarizing model, the wagon seems well-proportioned. It could pass for a lowered, chopped and customized Cayenne - another jarring thought, no doubt, for the unconverted.

Somewhat counterintuitively, the Sport Turismo is not intended to provide the extra room needed for sheets of plywood, a pallet of Löwenbräu or three rows of soccer players. Much of the extra space is claimed by the various components needed for its hybrid powertrain.

Porsche said the concept was powered by the next generation of the hybrid system found in the Panamera S Hybrid. Between its supercharged 3-liter V-6 engine and 95-horsepower electric motor, the Sport Turismo would produce 416 horsepower, good for sub-6-second runs from zero to 60 miles per hour, the brand asserted.

Porsche also said it would be possible with this hybrid system to travel for as much as 18 miles solely on the power of its new lithium-ion battery pack, at speeds up to 80 m.p.h. The car's default mode is electric drive, to the point that a button must be pushed to summo n the internal combustion engine, presuming the battery pack, with a 9.4-kilowatt-hour capacity, is charged. A depleted pack, Porsche said, could be recharged in about 2.5 hours on household current.

With the Panamera expected to receive a midcycle facelift soon, the Sport Turismo may offer a strong hint at the direction Porsche may take. That said, executives were coy about production prospects for the Sport Turismo.



More Jobs Than We Knew

By BINYAMIN APPELBAUM

The government's estimates of job creation are not particularly accurate, a point that is often made and often ignored. On Thursday morning, the Bureau of Labor Statistics provided another reminder. The agency said it probably undercounted the extent of job creation between April 2011 and March 2012 by 20 percent.

The agency, which issues a much-discussed monthly estimate, also issues regular revisions of those estimates, which regularly receive much less attention. One of the most important revisions uses state unemployment insurance tax records â€" records filed by nearly all employers, which include actual counts of the numbers of people they employ - to check the accuracy of a full year of its monthly estimates.

In that revision, published Thursday, the agency concluded that an additional 386,000 jobs were created during the 12-month period, a 20 percent jump over its previous estimate that employment increased by about 1.94 million jobs. The revision is preliminary; a final version will not be published until February.

The new numbers would increase the monthly pace of job creation during that period to about 194,000 a month, up from a pace of 162,000 jobs a month.

The agency still estimates that job growth has since slowed to a pace of 87,000 jobs a month over the last five months. Those data won't be revised until next September.



From Skoda, a Tool for Beating the Czech Chill

By STEPHEN WILLIAMS

PARIS - In styling and engineering, Skoda rarely distinguishes itself from its volume-oriented siblings in the Volkswagen Group. But there is at least one clever gnome at work in the Czech Republic, where Skoda is based.

The brand's new Rapid sedan, introduced here, is Jetta-like in its specs, with a torsion-beam rear axle and modest horsepower, but the organization emphasized one item it did not share with VW, Audi or Seat: an ice scraper stored behind the fuel-filler door.

Technological breakthrough? Hardly. In fact, the rectangular plastic implement with a beveled blade does not look like it would survive a thin coating of morning frost. We're not sure the vehicle warranty covers it, but we do see a gaping opportunity here for the aftermarket.



Accustomed to Shooting the Moon, Volkswagen Group Holds Fire in Paris

By STEPHEN WILLIAMS

PARIS - Swapping the incendiary feel of last year's motor show in Frankfurt for a more delicate theme here - in a phrase, ballerinas and bubbles - the Volkswagen Group unofficially opened the press days on Wednesday night with a half-dozen premiers before a mass of media.

In his remarks, Martin Winterkorn, chief executive of VW, allowed for some skepticism amid the corporate ebullience. “These are turbulent times in Europe,” Mr. Winterkorn said, referencing the sovereign debt turmoil in the euro zone. “How long will the crisis last? Where do things go from here? No simple answers.” Ferdinand Piëch, meanwhile, was seen smiling, uncharacteristic of the VW Group chairman, who may still be on a high from purchasing the long-coveted Ducati earlier this year.

Mr. Winterkorn noted that plug-in hybrids rather than pure electrics would figure prominently in VW's product plans, sketching out vehicles that would offer about 30 miles on a charge, then switch to fossil-fuel power, in the manner of the Chevrolet Volt. “There is no alternative to the internal combustion engine over the long term,” he said.

Here are some notable debuts from Wednesday, to be attended on Thursday by formal introductions at the show:

- The Audi A3 Sportback: A four-door hatchback to join its two-door equivalent. Neither is destined for sales in the United States; the American market is scheduled to receive an A3 sedan next spring. The S3, a variant of the two-door hatchback with 296 horsepower, is another piece of forbidden fruit for American buyers to be displayed at the show.

- Bentley Continental GT3: The company says the GT3 marks a “return to racing” for the brand. The GT3, looking like a blown Audi TT, is nominally a concept, but it is scheduled to undergo testing in 2013 on the GT3 class circuit.

- Volkswagen Cross Caddy: No relation to the premium General Motors marque. An M.P.V. in the vein of the Fiat Panda and redesigned Ford Transit Connect, the Caddy mates what appears to be the front end of the Tiguan compact crossover with a big box in the back. Perhaps a descendent will contest the Taxi of Tomorrow wars in New York in some distant year, but the generation shown here will not be sold in the United States.

- Volkswagen MkVII Golf: Built on the group's new modular MQB platform, which arrives in Europe in November and is expected to reach the United States early next year. A GTI version, also being shown in Paris, closely follows the Golf's release. A diesel concept, the Golf BlueMotion, was shown here on Wednesday.

- The Unobtanium: A mildly refreshed Lamborghini Gallardo and special edition called the Edizione Tecnica were joined by a 1,200-horsepower Bugatti Veyron Gran Sport Vitesse. Fast company.

- Ducati: A pair of sexy sportbikes showcased for the Ducatisti the works of the Italian brand recently acquired by Audi.

Befitting the largest automaker on the continent, VW has a number of other introductions planned for Thursday from holdings like Seat, Skoda and Porsche.



Fiscal Confrontation Undermines the U.S.

By SIMON JOHNSON

Simon Johnson is the Ronald A. Kurtz Professor of Entrepreneurship at the M.I.T. Sloan School of Management and co-author of “White House Burning: The Founding Fathers, Our National Debt, and Why It Matters to You.”

It is axiomatic among most of our Washington elite that the United States cannot lose its pre-eminent global role, at least not in the foreseeable future. This assumption is implicit in all our economic policy discussions, including how politicians on both sides regard the leading international role of the United States dollar. In this view, the United States is likely to remain the world's financial safe haven for international investors, irrespective of what we say and do.

Expres sing concerns about the trajectory of our federal government debt has of course become fashionable during this election cycle; this is a signature item for both the Tea Party movement in general and the vice-presidential candidate Paul D. Ryan in particular.

But the tactics of fiscal confrontation â€" primarily from the right of the political spectrum â€" make sense only if the relevant politicians, advisers and donors firmly believe that the American financial position in the world is unassailable.

Threatening to shut down the government or refusing to budge on taxes is seen by many Republicans as a legitimate maneuver in their campaign to shrink the state, rather than as something that could undermine the United States' economic recovery and destabilize the world. This approach is more than unfortunate, because the perception of our indefinite pre-eminence â€" irrespective of how we act â€" is at completely odds with the historical record.

In his widely acclaimed book, “Eclipse: Living in the Shadow of China's Economic Dominance,” Arvind Subramanian places the rise of the dollar in its historical context and documents how economic policy mistakes, World War II and the collapse of empire undermined the British pound and created space for the United States dollar to take over as the world's leading currency. (Dr. Subramanian and I are senior fellows at the Peterson Institute for International Economics; we have worked together, but not on this book.)

Very few people in Washington are aware â€" and even fewer care â€" that persuading people around the world to hold both their official government reserves and their private wealth in dollars was the result of a hundred-year process and a great deal of hard work. Responsible economic policy and being careful about fiscal accounts were absolutely part of why the United States persuaded others that holding its dollars was appealing.

But Dr. Subramanian also asserts that two other factors were important: the sheer size of the American economy, which overtook Britain's, probably at some point in the late 19th century, and the United States current account surplus. In particular, American exports were far larger than imports during World War I and in the years that followed, and by the end of World War II the United States had amassed almost half the gold in the world (gold at that time was used to settle payments between countries).

In effect, the United States dollar pushed aside the British pound in part because the United States became the world's largest creditor.

Dr. Subramanian's point is not just that the United States will lose its predominance but rather that it has already lost key advantages. The United States has run current account deficits consistently since the 1980s; we are now the world's largest debtor, not a creditor. About half of all federal debt is held by foreign indivi duals and governments. Emerging markets have amassed very large foreign-currency reserves (much of which is this Treasury debt in dollars).

The Chinese are embarked on a long-term strategy to make their currency, the renminbi, into an appealing reserve currency. Their economy is currently about one-quarter the size of the American economy, but it is catching up fast. China has overtaken the United States as the world's leading exporter. You may not agree with Dr. Subramanian on the extent of Chinese dominance today, but there is no question that this is a real possibility within 20 years.

The “fiscal cliff” coming at the end of this year could be resolved in a reasonable manner (if you need a primer on what is coming, I recommend these graphics from NPR's “Planet Money”). For example, let the Bush-era tax cuts expire and replace them with other temporary tax cuts (e.g., to payroll taxes), to provide short-term support to the economy. And American politici ans could find other ways to restore federal government revenue to where it was in the late 1990s while also bringing health care spending under control.

The point is not to make precipitate adjustments but rather to increase revenue and limit spending in a reasonable manner over the next two decades.

But this is not going to happen. Congressional Republicans will refuse to consider anything they regard as a tax increase, and the fiscal cliff is likely to become a repeat of the debt-ceiling fight last summer, which ended up making everyone in Washington look bad. What would be the consequences?

First, this will definitely be destabilizing to world financial markets â€" making people more concerned about risk both in the United States and around the world. Anyone who pays a “risk premium” when they borrow â€" including American home buyers and euro-zone governments â€" is likely to be affected negatively. Uncertainty and fear will increase, slowing the e conomy in the United States and perhaps contributing to yet another round of crisis in Europe. The stock market will presumably fall.

Second, yields (market-determined interest rates) on United States Treasury debt are likely to decline. In most other countries, when politicians act irresponsibly, bond yields go up. But we are still the world's No. 1 safe haven â€" so capital will come into the United States. Some politicians will see this as justification for their tactics â€" and continue with more of the same.

Third, Dr. Subramanian will be proved right, faster than would otherwise be the case. The world will more eagerly seek an alternative to the fickle American dollar. It will become increasingly hard for the United States to borrow at reasonable interest rates. Indeed, one striking point in “Eclipse” is the speed with which the British pound lost its predominance once the British position weakened as a result of World War I.

The dollar became str ong because American politicians were responsible, careful and willing to compromise. Fiscal extremism, confrontation and a refusal to consider tax increases over any time horizon will undermine the international role of the dollar, destabilize the world and make it much harder for all of us to achieve any kind of widely shared prosperity.



Wednesday, September 26, 2012

Jaguar F-Type Plays the Rainy-Day Coquette in Paris

By JERRY GARRETT

PARIS - Jaguar went all out Wednesday night to introduce its new F-Type sports car, a model inspired by the brand's much-beloved E-Type. Despite a driving rainstorm outside the rococo Musée Rodin, the unveiling of the convertible took place as planned, with the chanteuse Lana Del Rey doing a rhapsodic number written in honor of the car.

Ian Callum, design director for Jaguar, told the small gathering the design was one of his personal favorites, a substantial claim given the notable beauties created by Mr. Callum for Jaguar as well as Aston Martin, Jensen and others.

“The F-Type isn't designed to be like anyone else's sports car,” Adrian Hallmark, the brand's global director, said Wednesday. “It's a Jaguar sports car: ultraprecise, powerful, sensual and, most of all, it feels alive.”

Although Jaguar already offers the XK line of sporty coupes and roadsters, the company said the F-Type was its first true sports car since the E-Type was discontinued in 1974.

“It's a car from Jaguar's heart,” Mr. Callum said in a brief interview. “It's a two-seat convertible focused on performance, agility and driver involvement.” The soft top may be raised or lowered in 12 seconds at speeds of up to 30 miles per hour, the brand claimed, a handy feature for owners suddenly faced with a deluge like the one that visited Paris on Wednesday.

The car, weighing 3,521 pounds, is propelled by one of two engines: a 3-liter V-6 mustering either 340 horsepower or 380 horsepower, and the brand's 5-liter V-8 generating 495 horsepower. Whatever the specification, thrust is channeled through an 8-speed automatic transmission.

“Every aspect of a sports car, di mensionally, allows us to create something that is visually exciting, visceral as well as physical,” Mr. Callum said, adding that he expected the styling of the F-Type, like that of the E-Type, to “stand the test of time.”

Although fuel economy might not factor highly in a customer's purchase decision, the convertible will offer an engine idle stop-start system to save fuel. Details about a more efficient version of the F-Type were also hinted at, and promised for a later date. Adding some credence to the claim, the C-X16 concept, on which the F-Type was loosely based, incorporated a hybrid powertrain.

Production dates and pricing details for the 2013 F-Type were not disclosed.

A formal introduction of the F-Type is scheduled during press previews for the motor show, which begins on Thursday.



Nissan Aims to Improve Communication With Leaf Owners

By MARY M. CHAPMAN

Spurred by a group of owners in Arizona, Nissan Motor is establishing an independent board to study how the automaker may better communicate with customers about the performance of its purely electric Leaf.

Creation of the board was prompted by concerns expressed by seven owners of the Leaf who cited a loss of charge capacity from the car's lithium-ion batteries.

Contrary to some media reports, Nissan does not intend to conduct an investigation of Leaf batteries. “There is no issue with the car or the batteries,” David Reuter, vice president of corporate communications for Nissan Americas, said in a telephone interview on Wednesday.

Nissan evaluated the seven cars in question at its Ar izona proving grounds for defects in their batteries or the vehicles' systems, and to compare the performance of the cars' batteries to those of Leafs globally.

The manufacturer concluded that a “small number” of Leaf owners in Arizona were experiencing higher-than-average battery drainage owning to heavy usage in high temperatures over short periods. Generally, Nissan said, batteries should have an 80 percent charging capacity after five years of use.

“While we understand that some Leaf owners are concerned about battery capacity loss, we want all owners to remember that all battery-electric vehicles - and all lithium-ion batteries - demonstrate capacity loss over time,” Carla Bailo, senior vice president of research and development at Nissan Americas, wrote in an open letter posted to MyNissanLeaf.com, a discussion forum for Leaf owners, on Saturday. “As each user's operating characteristics are unique and many factors impact battery capacity, we can expect some vehicles to have greater than 80 percent capacity at five years, and some vehicles to have less,” she added.

Approximately 450 Leafs are on the road in Arizona, and 38,000 globally, Nissan says. After five years, according to Ms. Bailo, the battery of the average Leaf in the Phoenix market would have a battery capacity of 76 percent.

“Factors that may account for this differential include extreme heat, high speed, high annual mileage and charging method,” she said in her letter. “We at Nissan stand by our product, and we also stand by our customers.”

The automaker recently approached Chelsea Sexton, a prominent advanced-technology expert who worked at General Motors on the marketing of the EV-1 electric car in the 1990s, to convene an advisory board composed of members of her choosing that would make recommendations to Nissan.

Speaking of Leaf owners, Mr. Reuter, the Nissan communications executive, said: “What we have to do is improve communication to help them understand how cars are engineered and supposed to operate. We're looking at where Nissan needs to do a better job in terms of educating customers about expectations and performance.”

He declined to disclose the terms of Nissan's arrangement with Ms. Sexton.

Although Ms. Bailo in her letter described the advisory board as a global effort, Mr. Reuter said most of the customer feedback would come from the western United States.

Manufactured in Japan, the Leaf is available in all 50 states, but is sold mostly in California. Since the car's staggered rollout began in 2010, a total of 13,902 units have been sold nationwide. Initially, the automaker hoped to sell 20,000 Leafs in the United States this year.

For the 2013 model year, Leafs for the American market are to be built in Smyrna, Tenn., and go on sale early next year. A plant adjacent to that factory will produce batteries for the Leaf, Mr. Reuter noted.

O n Thursday, the first day of press previews for the Paris motor show, Andrew Palmer, executive vice president of Nissan, is scheduled to answer up to 15 questions posed in recent days by visitors to a Facebook page managed by Nissan. Although some questions relate to the performance of the Leaf's battery pack, Mr. Reuter said he had not seen the final list of questions Mr. Palmer was expected to address.



For $10,000, the Allure of Bentley With Room Service

By PHIL PATTON

The landmark St. Regis hotel in New York has opened its new Bentley suite, designed in a collaboration between the hotel and Bentley's interior designers. It joins specialty suites at the hotel branded by Christian Dior and Tiffany. Like the cars that inspired it, the Bentley suite is not an inexpensive proposition; rates start at $9,500 a night, excluding taxes.

It received its first guest last Friday. The St. Regis is part of the Starwood group of hotels and resorts.

Several hotels have made alliances with luxury automotive companies to provide courtesy cars - the Peninsula in Hong Kong famously offers Rolls-Royce Phantoms, and its equivalent across Fifth Avenue from the St. Regis in Midtown has M ini Clubmans and BMW 7 Series sedans - but the Bentley collaboration brings automotive design into the hotel, in the manner of the Jaguar's suite at the Taj in London.

“As guests enter the suite, they will be greeted by a room which bears all the hallmarks of Bentley design values - many of the fittings reflect jewelery features in our cars, and the use of leather and colors convey the special cocooning that drivers and passengers feel when they experience the interior of a Bentley,” Daniele Ceccomori, the senior Bentley designer, said in a media release.

The décor, like Bentley cars, combines machined modernism with traditional leather and wood textures. Throughout the suite, which includes a foyer, living and dining-conference room, in addition to bedroom and a bath and a half, there is a juxtaposition of creamy leather and other light tones with richer finishes. The diamond-quilted effect of the leather wall in the rooms evokes the seating and panels of t he vehicles' interiors. A black leather tile floor plays off the highlights of a metallic framed wall mirror, inspired, Bentley noted, by its wheels.

Woods from a Bentley door or dash show up in a side table and support an enlarged version of the classic Flying B mascot. One of the wood patterns, called root burrow, is borrowed from the choice of veneers offered buyers customizing their Mulsanne sedans. The dining table, by contrast, is done in an almost charcoal-gray eucalyptus veneer.

Given the globe-trotting tendencies of some of the room's likely guests, four clocks by Breitling, a longtime marketing partner, display the time in New York; London; Riyadh, Saudi Arabia; and Moscow. Opposite these are framed black-and-white images depicting scenes from Bentley's racing and rally history.

The furniture includes a sofa and wing chairs upholstered in tufted Bentley leather. The draperies, of herringbone, wear metal and fabric details derived from seat belts a nd frame a view from the 15th floor rooms out over Fifth Avenue toward Central Park.

The suite includes access to a real Bentley, the hotel's 2013 Mulsanne, but only within a 10-block radius of the hotel, the fine print reads. Guests, consequently, may head down stairs, past the polished brass station that shelters the doorman in the winter, beneath the infrared lamps warming the steps, but shouldn't entertain notions of running off to Brooklyn or the High Line.



Carhenge: A Bucket-List Destination for Those With Time, and Gas, to Burn

By LARRY EDSALL

ALLIANCE, Neb. - The first thing I have to report about Carhenge is that to see it, you really have to want to see it.

Unlike Cadillac Ranch, that rectilinear riot of colors and upended tailfins near Interstate 40, outside of Amarillo, Tex., Carhenge, a similar automotive sculpture inspired by the ancient grouping of stone slabs in Britain, is near no significant tourist or transit route. To get here, I drove through the Nebraska Sand Hills, where in one 40-mile stretch of winding two-lane road, I encountered but five pickup trucks, three of them pulling cattle trailers and each with a driver who lifted the fingers on his left hand to salute me as I passed.

Traffic can be sparse here, in the far we stern part of Nebraska that extends up and over the northeastern corner of Colorado, but the parking lot at Carhenge was never empty during my late-morning visit. Luckily, a car was just leaving its spot as I arrived. Next came a couple from Texas who had also seen the Stonehenge re-creation in their home state. Here on a bow-hunting trip, the couple took the detour when friends noted the Stonehenge-like circle of cars was on the route home.

A local man was showing off the attraction to an aunt and uncle visiting from out of town, something he said he did for all visiting relatives. As I left, a husband and wife from Germany arrived in a motorhome they rented in San Francisco and were driving to New York. The husband learned about the site during research for the trip, and plotted it into their cross-country route.

And me? I've been writing about cars for a quarter of a century, but if I have heard about this installation I had forgotten about it until a few week s ago, when it was mentioned in something I happened to be reading. Having seen the circle of stones in England some 20 years ago and visited Cadillac Ranch several times while driving from my home in Arizona to Michigan, I figured I should see Carhenge, even if it meant driving a few hundred miles out of my way.

Accounting for the $4-a-gallon gas burned in the name of a frivolous detour, the trip was worth it, and not just for the primary attraction. There was the story of Jim Reinders, an artist who undertook the project as a tribute to his deceased father. And apart from the ring of vehicles, there are a number of whimsical ancillary players on the site to take in.

According to the Web site of Friends of Carhenge, one of the few sources of information about the sculpture, Mr. Reinders set about the project in 1987, having been awed by Stonehenge when living in England. A 1962 Cadillac was given the honor of being the “heel” stone in the arrangement.

A couple of the 38 automobiles partially buried or welded on top of those were from non-American brands. These, however, were swapped out at an unidentified date and replaced with Detroit products. One of the imports remains partially interred at the edge of the 10-acre site, bearing the epitaph that vehicles like it “served their purpose while Detroit slept.”

Carefully arrayed and painted a stone gray, the central sculpture is accompanied by other automotive works on the site, some of which are covered in graffiti. Though spray-painting the cars at Cadillac Ranch is a tradition, to my eye the license taken by visitors to Carhenge seemed to detract from the intentions of the artist.

The art here, all of it fashioned from auto parts and pieces, includes a giant fish, a dinosaur, a wind chime and adjacent pieces called “The Carnastoga” and “The Fourd Seasons,” consisting of embedded Fords that represented the four seasons in a Nebraska wheat field. The white car on the end, tilted at a 45-degree angle, represents the cold and windy winter.

I was particularly fascinated by a windmill piece made entirely of wheels. Wondering whether its blades actually turned, I gave a wheel a push. Let the curious with young children or dogs beware, as not only do they turn, they also spin an old radiator fan attached to the structure's base.

There was much to fascinate, but also frustrate, a visitor. I wanted to know the contents of the time-capsule Cadillac partially buried by the local high school classes of 1944 and 1945, with instructions to unearth it in June 2044. With much of the artwork on premises uncredited, I wondered who created that whirligig of wheels that I admired. Save for a sign indicating “The Spawning Salmon” was made by Geoff Sandhurst, a Canadian artist, a visitor is left to wonder.

That may be fitting. The ancients who built Stonehenge also failed to leave blueprints, liner notes or roadside his torical markers for posterity.



A Spotter\'s Guide to Five Notable Vehicles at the Paris Motor Show

By JERRY GARRETT

PARIS - Organizers of the 2012 Paris motor show said more than 100 new models would be introduced on Thursday during the first of two press preview days. Although some surprises were expected among the debutantes, so many of the manufacturers have leaked details ahead of the previews that it would be possible, with some certainty, to identify at least five noteworthy debuts from automakers with global reach:

- Volkswagen Golf  Much is riding on the seventh-generation Golf, so much that its design falls squarely in the don't-mess-with-a-good-thing school. The look is evolutionary, not revolutionary. But the most important objective of Golf engineers was to reduce weight and consequently improve fuel ec onomy. Judged by that criterion, the Golf succeeds, shedding as much as 220 pounds over its predecessor, according to VW.

A much sharper rendition of the Golf will be seen on Thursday in the Seat León, from the Spanish affiliate of the VW Group. The León, like so many products at this show, is intended principally for Western European consumption.

- Land Rover Range Rover Weight reduction was a goal as well for Land Rover in its redesign of its flagship S.U.V. Significant savings, as much as 700 pounds, were achieved by using lightweight materials wherever possible, the brand said. From a styling standpoint, it would be difficult to mistake the new model for anything other than a 21st century Range Rover.

- Jaguar F-Type It might seem Jaguar has been apologizing for canceling its sporty, elegant and powerful E-Type since it was discontinued in 1974. The company looks to sets things right with the introduction of the F-Type, a reimagining of the E-Type, ac cording to the brand. The debut comes roughly half a century after the first E-Type was shown in 1961. That car was so exquisitely executed that Enzo Ferrari was said to have called it “the most beautiful car ever made.” The F-Type, it would appear, has some big shoes to fill.

- Ford Mondeo The Mondeo is a vitally important component of Ford's European lineup. The company is counting on the newest generation of its midsize sedan to help it battle back from an expected billion-dollar loss this year in its European operations. The Mondeo bears a nearly complete family resemblance to the 2013 Fusion sold in the United States. The Mondeo-Fusion twins, in turn, look a lot like the Rapide, their supermodel cousin at Aston Martin, a former Ford luxury brand.

- Mini Here's a bit of a surprise. While most heads will be turned toward the new, unboxy Mini Paceman being shown here, the hottie in the Mini lineup at Paris will be the John Cooper Works GP special edition. T hough this is not the first GP special edition from Mini, it is the hottest, with its turbocharged 1.6-liter in-line 4-cylinder engine producing 218 horsepower. The base 192 pound-feet of torque can be amplified to 207 pound-feet for moments of temporary euphoria by an overboost function. That may explain how, according to Automobile magazine, this new model beat its predecessor around the Nürburgring by a full 18 seconds.

Wheels will be reporting from the convention floor on Thursday, the first day of press previews for the 2012 Paris motor show.



Labor-Market Scars Left by Redistributive Public Policy

By CASEY B. MULLIGAN

Casey B. Mulligan is an economics professor at the University of Chicago.

The social safety net became more generous under Presidents George W. Bush and Barack Obama, and as a result massively altered employment patterns in the labor market.

I have explained in previous posts how public moneys have recently been used to help the unemployed, the poor and the financially distressed endure the recession, but at the same time have dramatically eroded incentives for people to maintain their own living standards by seeking, accepting and retaining jobs, as well as incentives for employers to create jobs that are attractive to workers.

My forthcoming book “The Redistribution Recession” (see the introductory chapter online) quantifies those incentives and their changes over time in terms of marginal tax rates, which refer to the extra taxes paid, and subsidies forgone, as a result of working, expressed as a ratio to the income from working.

As a result of more than a dozen significant changes in subsidy program rules, the average middle-class non-elderly household head or spouse saw her or his marginal tax rate increase from about 40 percent in 2007 to 48 percent only two years later. Marginal tax rates came down in late 2010 and 2011 as provisions of the American Recovery and Reinvestment Act expired, but still remain elevated â€" at least 44 percent.

Americans have different economic and family situations, and subsidy program rules are complex. As a result, the marginal tax rate changes for particular households vary significantly from the average eight-point increase. A few households even saw their marginal tax rates jump beyond 100 percent â€" meaning they would have more disposable income by working less.

Marital status and skill (that is, what people are capable of earning) are important determinants of the marginal tax rate and its changes over time. Married people saw their marginal tax rates increase less than average, because even when out of work they are likely to be ineligible for a number of antipoverty programs because of amounts earned by their spouse.

Skilled people saw their marginal tax rates increase less because a number of the new subsidies were fixed dollar amounts, and a fixed dollar amount is a lesser fraction of what a skilled person can earn than it is a fraction of what an unskilled person can earn.

Little attention has been paid to marginal tax rates lately, under the Keynesian assumption that the labor market is slack during a recession and that for the time being labor supply has nothing to do with labor-market outcomes. As Paul Krugma n put it: “What's limiting employment now is lack of demand for the things workers produce. Their incentives to seek work are, for now, irrelevant.”

One way I tested, and rejected, the Keynesian assumption was to compare work-incentive changes and work-hours changes between 2007 and 2010 across 10 demographic groups differentiated according to their skill (five categories) and marital status (two categories). In the Keynesian view, the two changes would be correlated only by coincidence.

The group-specific incentive changes are measured (most recently in my paper “Recent Marginal Labor Income Tax Rate Changes by Skill and Marital Status“) on the horizontal axis in the chart below as percentage changes in the share of what people keep from what they earn, net of taxes paid and subsidies forgone. For example, work incentives were eroded about 20 percent for unmarried household heads (red squares) in the middle of the skill distribution, while they were erod ed about 12 percent among married heads and spouses (black circles) with the same level of skill.

The vertical axis of the chart measures the percentage change in hours worked per person, most of which is due to increased unemployment rates. Each tick on the vertical axis is 2 percent, which makes each tick as large as some recessions.

Among unmarried people, hours worked tended to fall more for the less-skilled groups. I explain this result as a consequence of greater incentive erosion among less-skilled unmarried people compared with more-skilled unmarried people, but others have suggested that less-skilled people experience greater demand changes during recessions or otherwise have behavior that is more sensitive to economic conditions.

Remarkably, the same skill pattern does not hold up among married people. All but the top skill group have essentially the same hours changes and are uniform in terms of their incentive changes. Also remarkable are the hu ge differences by marital status between hours and changes and incentive changes. For example, the married people in the lowest skill group saw their work hours fall about half of the drop for unmarried people with the same skill, which lines up with the huge difference in their incentive changes.

Keynesians can explain different labor-market experiences by demographic groups to the degree that groups differ in their propensities to work in declining industries, except in this case marital status has very little correlation with industry of employment. All of this makes sense to economists who think that labor supply still matters, because groups facing the same demand for their labor can nonetheless have different labor-market outcomes because of their varied supply situations.

The fact that marginal tax rates rose so differently for various groups means not only that redistributive public policy depressed the labor market but has also sharply, and arbitrarily, altered the composition of the work force in the direction of people who are married and more skilled.



Tuesday, September 25, 2012

For Tesla Motors, One Supercharger to Bind Them

By JIM MOTAVALLI

On Monday night at its design studios in Hawthorne, Calif., Tesla Motors introduced its Supercharger, a glittering monolith designed to bring a Model S sedan's battery from flat to full in about an hour.

Elon Musk, chief executive of Tesla, has always known how to manufacture excitement around the company's products, and the introduction of the 480-volt Supercharger was attended by enough smoke and lasers to suit a reunion of Spinal Tap. Mr. Musk said the chargers would dispense free electricity created without emissions through a partnership with SolarCity, a builder and installer of photovoltaic equipment led by Peter and Lyndon Rive, cousins of Mr. Musk. The Tesla executive is also SolarCity's chairm an.

The Supercharger would be installed at solar carports loosely resembling a filling station and would be capable of charging several vehicles simultaneously, as well as returning surplus power to the grid. Khyati Shah, a spokeswoman for SolarCity, wrote in an e-mail that two of the six Superchargers already installed had solar capability, with the others running off of grid power. One solar unit is 23.66 kilowatts and the other is 26.

Mr. Musk said the Supercharger would address some anxieties that might be inhibiting wide consumer adoption of electric vehicles, including concern about power-plant emissions related to charging; the cars' inability to travel long distances; and operational costs. The Supercharger will charge at 100 kilowatts and eventually up to 120 kilowatts, he said. “What it means is that you can drive for three hours, stop for less than half an hour, recharge, and be ready to go again,” Mr. Musk said. A Model S would reach a state of ha lf-charge in 30 minutes.

The system is not compatible with existing Level III fast chargers. It complements elements of the company's charging system unveiled earlier, including the high-power wall unit and plug design the company showed to Wheels last year.

Tesla has six Superchargers installed, all in California, with more to come in the state by the end of the year. The first stations are expected to be fully opened to the public in a week or two. Christina Ra, spokeswoman for the company, said in a telephone interview that the stations would be near highways and in other locations.

Mr. Musk said the company intended to have Superchargers installed across much of the United States in the next two years and to have the entire country, and the lower part of Canada, covered in four or five years.

The ability to connect to the Supercharger will be standard on Model S cars with the 85-kilowatt-hour battery, the highest-capacity battery marketed by Tesla , and would be optional for buyers of the sedan fitted with the 60-kWh pack. That said, Model S sedans equipped with the 40-kWh batteries would not be able to charge. The existing fleet of Tesla Roadsters will also be excluded from the Supercharger.

Mr. Musk said Model S customers with the necessary equipment would “travel for free, forever, on pure sunlight. It's pretty hard to beat that.” Not one to understate the company's accomplishments, he said the Supercharger's introduction was likely to “go down as being quite historic, at least on par with SpaceX docking with the Space Station earlier this year,” a reference to his space-freight venture. “I really think this is important.”



Wheelies: The One-Upsmanship Edition

By THE NEW YORK TIMES

In which we bring you motoring news from around the Web:

- Speaking at the company's midyear meeting last week, Takanuba Ito, president and chief executive of Honda Motor, said the automaking division would introduce vehicles in the next three years that incorporated single-motor, two-motor and three-motor hybrid drive systems. The three-motor configuration would be applied first to the Hybrid Sport version of the coming Acura RLX flagship sedan, followed by the NSX supercar. (Honda)

- To further solidify its position among passenger-car brands for leadership in hybrid technology, Toyota announced on Monday its intention to bring 21 new hybrid vehicles to market by the end of 2015. The automa ker, however, did not disclose how the models would be split among markets, let alone what would constitute a “new hybrid vehicle.” (Toyota)

- Toyota was less sanguine on the prospect for wide adoption of purely electric vehicles, according to a report from Reuters. The iQ microcar, marketed as a Scion in the United States, was to spawn a battery-powered version with an estimated range of 50 miles. Citing wan demand worldwide for E.V.'s, Toyota has scaled its production goals back for the eQ, as it would be called, committing only to roughly 100 units in Japan and the United States. (Reuters)

- Chrysler has suspended testing of pickup trucks and minivans fitted with advanced electric powertrains after some prototyped lithium-ion battery units on the pickups overheated. The trucks are part of a broader program financed in part by the Energy Department, which includes an onboard system to feed battery power into a grid in the event of a power failure. (The Detr oit News)

- Stefan Jacoby, president and chief executive of Volvo Cars, has taken sick leave after a stroke last week. According to a personal statement shared by Volvo on Monday, Mr. Jacoby was “experiencing limited movement abilities” in his right arm and leg. He added, however, that he already observed signs of improvement. Jan Gurander, the chief financial officer of Volvo Cars, has assumed Mr. Jacoby's responsibilities during his recovery. (Volvo)



Charbroiling Burgers: An Air-Quality Scourge That May Be Worse Than Diesel Trucks

By TUDOR VAN HAMPTON

In Freakonomics-like fashion, researchers at the University of California, Riverside, have concluded that producing a charbroiled hamburger emits the same mass particulate matter as a heavy-duty diesel truck traveling 143 miles.

It may seem counterintuitive, but Bill Welch, the school's principal investigator for a study financed by two air-quality districts in California, said the hamburger's role in air pollution stands out as other sources of particulate emissions, like cars and trucks, have undertaken heavy regulatory diets.

“As of today, we estimate that the hamburger's contribution of particulate matter to ambient atmosphere is twice that of all the on-road diesel vehicles,” Mr. Welc h said in a telephone interview on Monday. “It's really a testament to the advances in technology in diesel engines.”

Mr. Welch came across the statistic by comparing data on different particulate sources in the South Coast Air Basin, an area that contains Orange County, and nondesert portions of surrounding counties, including Los Angeles and Riverside. Charbroiled burgers emit 33 pounds of particulate matter per 1,000 pounds of meat cooked, he noted, so a typical 1/3-pound patty would emit five grams of particles before hitting a diner's palate. It would take a diesel truck emitting 35 milligrams per mile for 143 miles to equal the same amount of soot.

“Generally, clean diesels are matched up against natural gas, hybrids or electric vehicles,” Allen Schaeffer, executive director of the Diesel Technology Forum, a nonprofit diesel-advocacy group, said. “This is the first time we've gone head-to-head against fast food.”

The problem starts at the grill, where burgers are flame-broiled at 800 to 900 degrees. The fatty acids in the meat fall down into the fire, evaporate and condense into smoke. These units, called open-underfired broilers, produce tasty burgers but are the worst emitters, Mr. Welch said.

Restaurants that use a griddle to fry burgers don't emit much particulate because the meat cooks at far lower temperatures, and chain-driven conveyor broilers are easier to control with catalytic convertors. Researchers at the university are testing devices mounted in the hood above the broiler and on the roof of the building to reduce the pollution.

So far, the team has grilled more than 4,000 pounds of meat since May to study the issue. College students eat most of the food.

“We are a very popular group when we are testing,” Mr. Welch said. The leftovers, he added, were donated to a food kitchen.

Since he began studying commercial cooking emissions in 1994, Mr. Welch estimated that he has served four tons of meat in the name of cleaner air, though the commitment is not without its perils. “I've lost my taste for burgers,” he said.



On Eve of Paris Motor Show, Mercedes-Benz Provides Further Details on Yacht Design

By JERRY GARRETT

PARIS - In a sour European automotive market, Mercedes-Benz is diversifying into other forms of mobility. On the eve of the international motor show here, where the German automaker is scheduled to introduce several new automobiles, it shared further details on the designs for a new yacht.

The plans for the luxury yacht, a “seagoing Granturismo,” as the company calls it, were detailed on Tuesday at the start of the annual Monaco yacht show, five days after sketches of the design were released. The sleek vessel, at 14 meters, or roughly 46 feet, is being jointly developed by Mercedes-Benz Style and Silver Arrows Marine.

“Giving shape to a boat was an exciting challenge for automotive designe rs like us,” Gorden Wagener, head of design for Mercedes-Benz Cars, said in remarks at a design presentation on Tuesday in the principality. “Our task was to explore how to apply the Mercedes-Benz design language to the particular proportions and specific requirements of a boat. We wanted to create something special and what we have come up with is indeed unique.” Few technical details, however, were released.

The craft, called the Silver Arrow of the Seas, is being built by Silver Arrows Marine, a boat-building company registered in Britain, which plans to christen the boat early next year. It should be on sale, at a price yet to be announced, soon after.

Mercedes, whose parent, Daimler, lowered its profit target for the brand for the third quarter, said its interest in boat building was appropriate for at least a couple of reasons. One, it represents the “next stage of Daimler's vision of all-encompassing mobility” solutions; earlier, the company anno unced its participation in the construction of the new Eurocopter EC145 flying machine. Two, it offered a reminder that 125 years earlier, Gottlieb Daimler built the first motorized boat and cruised with it on the River Neckar in Germany.

Indeed, there are undertones of Daimler's inclusive transportation ambitions in the brand's three-pointed-star badge, which represent craft for land, sea and air.



Comparing the Job Losses in Financial Crises

By CATHERINE RAMPELL

For a while I was regularly updating a chart each month showing how far employment plummeted in the latest recession and how little ground has been recovered since the recovery began in June 2009. Compared with other recent recessions and recoveries, the last few years have looked especially disastrous:

But that may be the wrong comparison to make.

As the Harvard economists Carmen Reinhart and Kenneth Rogoff have written, financial crises are always especially disastrous. Over the course of a dozen financial crises in developed and developing countries going back to the Great Depression, the unemployment rate rose an average of 7 percentage points over 4.8 years, they found.

And actual ly, when shown alongside the track records of other financial crises, the American job losses caused by the recent financial crisis don't look quite as horrifying:

The chart above was put together by Josh Lehner, an economist for the state of Oregon. The red line shows the change in employment since December 2007, when the most recent recession officially began.

As you can see, drastic as American job losses have been in recent years, they were far worse and lasted much longer in the aftermath of the financial crises that struck, for example, Finland and Sweden in 1991 and Spain in 1977, not to mention the United States during the Great Depression.

Looking at unemployment rates (which refer to the share of people who want to work but can't find jobs, as opposed to just the total number of jobs) also shows that things in the United States could have been much worse:

In the United States, the unemployment rate rose from an average of 4.5 percent in the year before the crisis to a peak of 10 percent. In other words, the jobless rate more than doubled. After previous financial crises, however, some countries saw their unemployment rates triple, quadruple, even quintuple.

It's not clear why the United States came out of this financial crisis relatively less scathed than history might predict.

Mr. Lehner attributes this to “the coordinated global response to the immediate crises in late 2008 and early 2009,” referring to both monetary and fiscal stimulus. He notes that the United States and the global economy had been tracking the path of the Great Depression in 2008-9, until we saw a number of major government interventions kick in.