Andrew Bacevich’s new book, “Washington Rules: America’s Path to Permanent War,” is a good summary of the past 65 years’ worth of war thinking in Washington, D.C. “Prior to World War II,” he writes, “Americans by and large viewed military power and institutions with skepticism, if not outright hostility. In the wake of World War II, that changed. An affinity for military might emerged as central to the American identity.” For the past 65 years or so, Bacevich writes, these beliefs have been Washington’s “sacred trinity”:

“an abiding conviction that the minimum essentials of international peace and order require the United States to maintain a global military presence, to configure its forces for global power projection, and to counter existing or anticipated threats by relying on a policy of global interventionism.”

The people putting this expansion of Manifest Destiny into practice, Bacevich writes, have not fundamentally been presidents, as everyone believes, much less Congress, as the Constitution would have had it. “Pretending to the role of Decider, a president all too often becomes little more than the medium through which power is exercised.”

Bacevich highlights the roles of two men in establishing structures of war power, Allen Dulles at the CIA and Curtis LeMay at Strategic Air Command. They established the power, for themselves and their successors, respectively, to do anything at all in secret, and to determine nuclear weapons policies. And they established the practice of lying about Soviet military threats as a means toward escalating the already dominant U.S. military.

Bacevich describes President John Kennedy as taking some of these powers into the White House. “The methods devised by Allen Dulles and the methods perfected by Curtis LeMay worked in tandem to create an aura of secrecy, prestige, and power that now allowed presidents to assert and exercise quasi-imperial prerogatives.” And Bacevich points to LeMay’s public descent from revered wise man to dangerous buffoon as illustrative of the damage the Vietnam War did to Washington’s rules, damage that did not last long at all.

“Failure in Vietnam seemingly left the Washington rules in tatters,” writes Bacevich. “That within five years of Saigon’s fall they were well on their way to reconstitution qualifies as remarkable. That within another decade the American credo and sacred trinity had been fully restored deserves to be seen as astonishing.”

Bacevich repeats this sort of astonishment in the course of the story he tells, including when the end of the Cold War slows the U.S. war machine down even less than defeat in Vietnam did, and including when counter-insurgency theories are resurrected for General David Petraeus’ “surge”. Each time Bacevich is right to be astonished, but in each case the astonishment is lessened, I think, to the extent that one views war proponents as frauds rather than well-intentioned fools. That those in power, profiting financially and electorally from wars, immediately argue for more war is simply to be expected. That they persuade others to share their beliefs is, indeed, astonishing, albeit less so to the extent that one examines how our communications system works — something Bacevich does not do. The five year recovery post-Vietnam may have a recent parallel. By 2005, Washington’s war lies were in worse than tatters, but by 2010 it was considered impolite to mention that excuses for wars were lies.

By the time we get to Reagan, Bush, and Clinton, Bacevich is writing as though presidents are Deciders. He notes that the United States could now go to war without inconveniencing most of its people, and that wars tended to give boosts to presidents’ approval ratings. This was a major change, but another came when the current wars in Afghanistan and Iraq became understood as permanent or at least open-ended. And the military adopted a policy of “counter-insurgency” that involved primarily non-military work. This is another astonishing revolution, as Bacevich points out, except that — as far as I can tell — the military is not actually following its new policy. Are we putting 80% into civilian efforts? Last time I looked it was more like 4%.

“Washington Rules” was written before General Stanley McChrystal ended his career but not before he did things that should have ended it. When, in Bacevich’s account, McChrystal publicly pressures President Barack Obama to escalate Afghanistan, Bacevich returns to his discussion of the 1950s: Presidents are not the real power.

As in his past books, Bacevich does a terrific job of nudging the reader away from belief in popular militaristic and patriotic myths, in the direction of some beginning grasp of reality. And he explicitly charts a wiser course, a new “trinity”:

“First, the purpose of the U.S. military is not to combat evil or remake the world, but to defend the United States and its most vital interests. Second, the primary duty of the American soldier is in America. Third, consistent with the Just War tradition, the United States should employ force only as a last resort and only in self-defense.”

Of course, that doesn’t resemble any just war tradition, and eight years ago the just war theorists were explaining the need to attack Iraq. The ONLY duty of the American soldier should be to defend the United States, minus any extraneous “vital interests.” But this is vast progress, and Bacevich describes himself in the introduction to his book as “a slow learner” who didn’t begin paying attention or asking questions until he was 41. He must also be a fast learner, because from that point on he’s come to understand and explain the U.S. empire as well as anyone.

But there are two areas in this book in which I think Bacevich is still resisting adequate questioning of orthodoxy. The first is in his understanding of U.S. news media. The media is never mentioned, except for a passing reference to media executives in a list of those benefitting from current policy. Repeatedly Bacevich laments the public’s backward attitudes, never considering where they come from if real, or noticing when the public is actually far ahead of what passes for “public discourse.” Does Bacevich know that a majority of Americans oppose the current wars? Even when Bacevich’s generalizations about the public may be fair, he omits any notice whatsoever of the sizable minority that opposes war mongering. Bacevich’s examples of heretics who have resisted the march to permanent war are always those with power and the prestige of having spent years going along, rather than early leaders or those with the most penetrating analysis. In Bacevich’s world a “left-leaning” publication is The New Republic.

The second place I see acceptance of the official story as getting in the way of Bacevich’s narrative is in his apparent belief that Lee Harvey Oswald acted alone. Bacevich’s argument that people like Dulles held the reins of power would be stronger and look very different if he acknowledged the well-documented push-back against Kennedy’s firing of Dulles and Kennedy’s steps toward peace. According to Bacevich, “There is no evidence that any lessons drawn from his administration’s Cuban encounters had a positive effect on the way it dealt with Vietnam.” Kennedy, in Bacevich’s account, wanted war and more war in Vietnam, and everything was up to him. “At the White House, the president and his lieutenants were in charge of everything, including the Central Intelligence Agency.”

Yet, on October 11, 1963, Kennedy issued a secret order for a withdrawal of 1,000 troops from Vietnam in National Security Action Memorandum 263. Two years earlier, as described in James Douglass’ “JFK and the Unspeakable” Kennedy successfully blocked public discussion of troop escalation by planting the false story in the media that his generals were against it. Yes, Kennedy mostly went along with the Washington Rules, but he tested their limits and apparently found them.

When you’re drowning in debt and dodging creditors, a debt settlement plan with one low monthly payment to a single creditor sounds like a dream solution. But some debts won’t go into that settlement bucket.

Here are some of those debts and what you can do about them.

Utility bills: Are you behind on a utility bill? In many instances, a call to your electric, gas, phone or water company might help.

“Typically, utility companies and local taxing entities will work out a payment plan and will let you pay it off on a monthly basis,” says Gail Cunningham of the National Foundation for Credit Counseling in Silver Spring, Md.

• Quick quiz: Get a free credit score estimate

Student loans: If you’re trying to catch up on your college loans, the D-word is deferment, not debt settlement.

“Of all the different types of debt, (student loans) are fairly flexible to work with,” says Jessica Cecere, the president of the Consumer Credit Counseling Service of Palm Beach County and the Treasure Coast in Florida. “Payment plans on student loans can (be extended) for years — 30 years or more.”

But rarely are student loans forgiven, according to Bankrate’s Debt Adviser, Steve Bucci. So, Cecere says, eventually you’ll have to pay.

“At some point, you can’t defer anymore,” she says.

The Internal Revenue Service: Your tax debts can’t go into a settlement plan. If you owe taxes but can’t pay the full amount, there are other ways to fulfill your government obligation.

“You can apply to pay them over time,” Cecere says. “That’s something you have to be in contact with them about. You will pay interest. But if you don’t pay the IRS, they can garnish your wages.”

You also may be able to settle with the IRS. “It’s called an ‘offer in compromise,’” Cecere says. “You meet with an IRS representative and say, ‘There’s no way I can pay all this. What can we work out?’”

Even if the IRS makes the deal, you’ll have to pay taxes on the amount of debt that’s forgiven, Cunningham says.

Child support and alimony: Child support and alimony are legal, court-ordered obligations even if your checking account is empty. In some states, such as Florida, the court can take your driver’s license away for nonpayment, Cecere says. If you can’t pay, there is an answer. “Go to court. Document that you can’t pay,” she says.

Secured debt: You likely wouldn’t use debt settlement to make your car payment, mortgage or other secured debt, because those creditors don’t need a settlement plan. They can simply take your car or home, Cecere says.

“You need to take care of those things — your car, your house. Credit card bills are important, but if you have to choose between paying your Visa bill or making your house payment, you should make your house payment,” Cecere says.

For all debt, the key is communication. “It’s important to call and say, ‘I can’t make this payment. I’d like to work something out,’” Cecere says. “All they can say is no.”

This article was reported by Karen Haywood Queen for Bankrate.com.

Published May 3, 2010

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• 5 new rules for solid credit scores

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• 5 ways to guard against financial predators

(Adds Obama comments in second paragraph. See {EXT4 <GO>} for more on the Gulf of Mexico oil spill.)

By Jessica Resnick-Ault and Jim Polson

April 30 (Bloomberg) — U.S. Interior Department inspectors began boarding deep-water platforms in the Gulf of Mexico and Louisiana mobilized the National Guard as an expanding oil slick that may rival the Exxon Valdez spill approached the coast.

Future drilling must safeguard against a recurrence, President Barack Obama said today in remarks at the White House, promising a “thorough review” of the BP Plc well leak the government estimates is spewing 5,000 barrels a day.

Interior Secretary Ken Salazar was ordered to report in 30 days the additional precautions needed, Obama said. The department’s Minerals Management Service, regulator of offshore drilling, is focusing on the blowout preventer, equipment used by all drillers that should have prevented the spill and an explosion that resulted in the death of 11 people, Mike Saucier, an agency spokesman, said yesterday at a press conference.

“I continue to believe that the domestic oil production is an important part” of U.S. energy policy, Obama said in remarks at the White House. “But I’ve always said it must be done responsibly, for the safety of our workers and our environment.”

No additional drilling will be authorized until its determined what happened aboard the rig, owned by Transocean Ltd., White House senior Advisor David Axelrod said today on ABC’s “Good Morning America.” U.S. Attorney General Eric Holder dispatched a team of lawyers to New Orleans to meet the U.S. Attorney and spill responders.

Coastal Waters Closed

A sheen washed ashore on the Louisiana coastline last night, the Associated Press reported. Oil may hit Mississippi tomorrow, Alabama in two days and Florida in three, according to a government forecast.

Louisiana closed some coastal waters to shrimping and expects to close its entire eastern coastline to fishing to protect health and safety, said Randy Pausina, spokesman for the Department of Wildlife and Fisheries.

At the rate the National Oceanic and Atmospheric Administration estimates oil is escaping from the well, the volume of the spill would exceed Alaska’s 1989 Exxon Valdez accident by the third week of June.

“This has a danger of becoming an utter ecological disaster,” Ken Medlock, a fellow in energy and resource economics at Rice University’s Baker Institute for Public Policy in Houston, said yesterday. “This is going to result in remediation costs and is going to be burdensome, to say the least.”

BP Shares Fall

BP dropped for a second day in London trading after an analyst estimated that its cost for the spill may reach $8 billion before taxes. The shares dropped 8.7 pence, or 1.5 percent, to 575.5 pence. BP, the largest oil and gas producer in the Gulf of Mexico, has lost 10 percent of its value since the rig exploded April 20.

BP and partners Anadarko Petroleum Corp. and Mitsui & Co. may have to pay as much as $12.5 billion before tax to control and clean up the oil spill, Sanford Bernstein & Co. analyst Neil McMahon said in a note to investors today.

“The cost for BP will be heavily influenced by how much oil reaches the Gulf coast and where this occurs,” McMahon wrote.

Louisiana Governor Bobby Jindal declared a state of emergency and requested a federal disaster declaration to aid commercial fisherman, providing funds and potentially suspending loan repayments to the government.

National Guard

Jindal, a Republican, also requested federal funding for 90 days of military duty for as many as 6,000 National Guard troops and demanded extra oil barriers from BP and the U.S. Coast Guard to protect wildlife reserves that nurture a $1.8 billion seafood industry, the richest in the U.S. behind Alaska.

Shrimpers and fishermen filed suit in federal court on April 28 against BP and Transocean Ltd., owner of the sunken rig. The lawsuits say Louisiana supplies 25 percent of the seafood for the continental U.S.

Families of some of the 11 workers killed when the rig exploded and sank have also filed suit.

Louisiana is training crews to remove oil from marshes and plans to use prisoners, adding hands to the cleanup effort, Jindal said at a press conference.

BP, unable to staunch the leak that began when a drilling rig burned and sank a week ago, yesterday proposed injecting detergent 5,000 feet below the surface in an effort to disperse oil before it can form a slick. U.S. Coast Guard Rear Admiral Mary Landry said she was considering the “novel” request.

Permanent Solution

BP has a rig on site to drill to the base of the damaged well and plug the leak, the only permanent solution, according to the company and federal officials. Drilling may start within 48 hours, Doug Suttles, chief operating officer of exploration and production, said yesterday at a press conference in Robert, Louisiana. The work may take three months, he said.

“It’s the biggest U.S. offshore platform incident in 40 years,” Dagmar Schmidt Etkin, a Cortland, New York-based oil spill consultant who has worked for BP and the government, said yesterday. “Well blowouts are extremely rare events and usually when they occur it’s only a few barrels.”

Oil from the leaking well is lighter than the Alaskan crude spilled by the Exxon Valdez, Etkin said. “There are going to be more toxic impacts than the heavy black oil you saw with the Exxon Valdez.”

Sampling Water

Florida, Alabama and Mississippi dispatched all their marine research vessels to begin sampling water for oil and fish for taint, Robert L. Shipp, chairman of the department of marine sciences at the University of South Alabama in Mobile, said yesterday.

BP summoned offshore experts from Exxon Mobil Corp., Chevron Corp. and Royal Dutch Shell Plc to devise other ways to halt the leak, Suttles said. BP also called in Anadarko, its partner in the Macondo field where the rig was drilling.

BP’s costs, now $6 million a day, will rise as it adds people and equipment, Neil Chapman, company spokesman, said in an interview in Robert. The company would welcome additional assistance, including from the U.S. Defense Department and from volunteers, he said.

The secretaries of the Interior and Homeland Security departments will join the head of the Environmental Protection Agency to visit the site today.

–With assistance from Kari Lundgren in London, Katarzyna Klimasinska in Louisiana, David Wethe in Houston, Kate Anderson Brower, Hans Nichols and Julianna Goldman in Washington, Moming Zhou in New York, and Laurel Brubaker Calkins. Editors: Charles Siler, Tina Davis

To contact the reporters on this story: Jessica Resnick-Ault in New York at jresnickault@bloomberg.net; Jim Polson in New York at jpolson@bloomberg.net.

To contact the editor responsible for this story: Susan Warren at susanwarren@bloomberg.net.

“Great Fishing Lodges of North America: Fly Fishing’s Finest Destinations”

Rizzoli/Orvis Co., $50

In “A River Runs through It,” author Norman Maclean considered fly fishing almost as a religion. It’s not for everyone, but those who do practice the method are passionate about it. In this book, Paul Fersen offers portraits of nearly 50 fly-fishing lodges that have been endorsed by Orvis, the sporting-goods mail-order and retail firm that began in the 1850s as a fly-fishing company. Organized into six broad geographical regions, Fersen chooses lodges that are unique in character and ambiance. He begins in Alaska and ends in New Brunswick. Each entry is accompanied by a map and the species of fish in the area. Some of the lodges, such as the Essex in Vermont, double as culinary resorts and spas while others, such as Weatherby’s in Maine, are a bit more rustic. The area of Montana that Maclean wrote about, the Blackfoot River, also is represented here. The color photography often is magnificent, much like the landscapes themselves: Spectacular photographs of the Madison River Valley in Montana or the Grand Tetons in Wyoming are breathtaking in their beauty.

“Art + Travel Europe: A Curated Guide to Your Obsessions”

Museyon Guides, $17.95

This richly illustrated guidebook discusses five artists and their cities: Van Gogh and Arles, France; Vermeer and Delft, Netherlands; Goya and Madrid; Caravaggio and Rome; and Munch and Oslo. Each section offers a biographical portrait of the artist, features a timeline and comments on the significance of place on the work. In addition, sidebars examine the artist’s imprint on pop culture and literature: how Van Gogh, for example, is depicted in movies (”Lust for Life,” “Vincent & Theo”) and documentaries. It also includes suggested Web sites and books, a calendar of events in each city and surrounding area, maps, walking tours and suggestions on where to eat and sleep. Each chapter concludes with thumbnail reproductions of the artist’s masterpieces accompanied by a brief commentary. Art enthusiasts will adore this book.

” Hawaii Day by Day”

Frommer’s/Wiley, $27.99

Although there is a lot to mull over here, the essential message is clear: Relax. That means, resist the urge to try to see everything. Instead, author Jeanette Foster suggests that visitors just revel in the experience. Foster offers best-of itineraries. There are chapters on historic Waikiki, wartime Honolulu, Oahu beaches and much more. It also is full of fun sidebars such as tips on getting married in Hawaii and special sections on surfing, volcanoes, the outrigger canoe, the lei and a brief history of Hawaii’s plantations. Each island has information on the best beaches, best hiking and camping, best golf courses, best restaurants, best nightlife and entertainment, best things to do with kids, best shopping and best hotels. The guide concludes with an informative chapter on Hawaiian history, a historic timeline, Hawaiian flora and fauna, Hawaii in high and popular culture, local culinary specialties and a brief glossary of useful Hawaiian language terms. It also includes a full-size foldout map in a plastic envelope.

“How to Retire Overseas: Everything You Need to Know to Live Well (for Less) Abroad”

Hudson Street Press, $25.95

Kathleen Peddicord has moved from Baltimore to Waterford, Ireland; Waterford to Paris; Paris to Panama. Along the way she has learned important lessons. Among the biggest challenges to starting over in another country, especially for retirees, she says, is to “make sure you’re moving for your own reasons.” Above all, she says, you have to be honest with yourself and your significant other. The reasons for making such a move are many, as are the rewards and the challenges. She lists 10 steps everyone must consider. They include knowing yourself: Ask yourself how important are such crucial issues as cost of living and housing, climate, health care, infrastructure, accessibility to the United States, language, culture and safety? She discusses the countries where retirees can live cheaply (Ecuador, Thailand, Nicaragua) or even enjoy luxury living on a budget (Paris, Buenos Aires, Kuala Lumpur) as well as the countries with the best health care (France, Panama, Malaysia). For anyone considering retiring overseas, this book is a must.

“100 Places in Italy Every Woman Should Go”

Travelers’ Tales, $5.99

Nowadays travel books come in all formats. James O’Reilly, publisher of the California-based Travelers’ Tales, recently announced the release of the company’s first iPhone apps, making available Susan Van Allen’s 2009 travel guide, “100 Places in Italy Every Woman Should Go,” for $5.99 as an iPhone app. Van Allen’s book was chosen, O’Reilly said, as one of the company’s first iPhone apps because it is “uniquely suited for mobile use.” Of course, it is also available in the old-fashioned print version too. For more information, see travelerstales.com.

On March 23, the Associated Press published a story dealing with sexual abuse within the Roman Catholic Church to little fanfare. It noted that allegations of sexual abuse involving the Catholic Church in the United States dropped in 2009, and that most of the alleged offenders “are dead, no longer in the priesthood, removed from ministry, or missing.” The article also noted that “Of the allegations reported in 2009, six involved children under the age of 18 in 2009.” It is easy to see why this story was not front page news in the New York Times: it is hard to use such numbers to convince the public to demand the resignation of Benedict XVI.

That, of course, is the object of the recent media campaign against the Pope, one that has seen everyone with an axe to grind against the Catholic Church clamber on board. Richard Dawkins, writing on the Washington Post website, described Benedict as “A leering old villain in a frock,” the leader of a “profiteering, woman-fearing, guilt-gorging, truth-hating, child-raping institution,” one that is destined to tumble about Benedict’s ears, “amid a stench of incense and a rain of tourist-kitsch sacred hearts and preposterously crowned virgins.” One wonders if the Post or the Times ever published similar condemnations of the Soviet Union, let alone such a description of any non-Christian religion. Dawkins declined to tell those lapping up his purple prose that, in 2006, he had written that “we live in a time of hysteria about pedophilia” and that “All three of the boarding schools I attended employed teachers whose affection for small boys overstepped the bounds of propriety. That was indeed reprehensible. Nevertheless, if fifty years on, they had been hounded by vigilantes or lawyers as no better than child murderers, I should have felt obliged to come to their defense, even as the victim of one of them (an embarrassing but otherwise harmless experience).” Dawkins even wrote that “I can’t help wondering if [the Catholic Church] has been unfairly demonized over this issue.”

Dawkins’ fellow atheist and close ideological ally Christopher Hitchens has never expressed any such doubts about the perfidy of the Catholic Church. Hitchens, after all, opposed John Roberts’ nomination to the Supreme Court, in essence, because Roberts is Catholic, has said of Mother Teresa that “I wish there was a hell for the bitch to go to,” and recently described Thomas More as “one of history’s wickedest men.” It should come as no surprise, then, that Hitchens devoted three successive columns to attacking the Pope. To Hitchens, Benedict is cut from the same cloth as Mother Teresa and Thomas More. He is a “grisly little man,” whose “whole career has the stench of evil.” But Hitchens’ case against the Pope, relying on the reporting of the Times and Hitchens’ own flights of fancy, falls short.

In his first column, Hitchens charges that while Joseph Ratzinger was Prefect of the Congregation of the Doctrine of the Faith, he was involved in “obstructing justice on a global scale,” and quotes from a document issued by that Congregation. However, as Sean Murphy points out at the Catholic Education Resource Center, the document Hitchens quotes was issued in 1962, when Ratzinger was still a priest in Bavaria: traveling through time to commit evil is quite a trick, even for a villain of Ratzinger’s magnitude. Moreover, canon lawyer Tom Doyle, quoted as an expert by Hitchens in the column, had this to say about the documents issued by that Congregation governing sexual abuse by priests: “It is not correct to state that the popes under whose authority any of these were published were either creating a blue-print for a cover-up or mandating a church-wide cover up of clergy sexual abuse.” Doyle also noted that “It is also incorrect to use these documents to accuse any of the personnel charged with administering the Church court, such as the Prefects of the Vatican Congregations, with a cover-up in a conventional sense.” Indeed, as John Allen noted in the generally liberal National Catholic Reporter, once Ratzinger reviewed all the files on priestly sexual abuse that made their way to the Congregation after his office was given oversight of such cases in 2001, he “seems to have undergone something of a ‘conversion experience,’” and “the substantial majority” of those cases “were returned to the local bishop authorizing immediate action against the accused priest—no canonical trial, no lengthy process, just swift removal from the ministry and, often, expulsion from the priesthood.” Hitchens also charges that a document Ratzinger issued in 2001 “wrote its own private statute of limitations” for canonical claims against abusive priests, running for ten years from a victim’s 18th birthday, and cites an attorney suing the Church in Texas characterizing this as an obstruction of justice. Hitchens neglects to mention that the State of Texas is apparently an accomplice to this obstruction, since the statute of limitations for rape in Texas is—you guessed it—ten years.

As Scott Richert ably explained at his blog at About.com, the horrific case of Fr. Murphy, trumpeted by the New York Times and seized upon by Hitchens, is a red herring, twisted to blame then Cardinal Ratzinger for Murphy’s monstrous abuse, which had stopped 22 years before Murphy’s case was referred to the Congregation for the Doctrine of the Faith by the Archbishop of Milwaukee. There is no evidence in the Times story that Joseph Ratzinger had any personal involvement in that case, and in any event the Congregation waived the statute of limitations for the crime of solicitation in the confessional so that a canonical trial against Murphy could proceed. (There could have been no criminal trial of Murphy at that point, since the Wisconsin statute of limitations had long since run and, indeed, police and prosecutors in Wisconsin had failed to take action against Murphy in the 1970’s, when Murphy’s crimes were reported to them.) The Archbishop of Milwaukee abated the canonical trial against Murphy two days before he died, but also began the process of removing Murphy from ministry, a quicker process than a canonical trial. In Hitchens’ retelling, Ratzinger, described as “a cardinal in Rome, supervising the global Catholic cover-up of rape and torture,” made “no response” to Milwaukee’s request for a canonical trial, “until Father Murphy himself appealed to Ratzinger for mercy and was granted it.” Even putting aside Hitchens’ description of Ratzinger as “supervising the global Catholic cover-up of rape and torture,” Hitchens tells three distinct lies in his brief summary of the Times story: Ratzinger’s Congregation did not have jurisdiction over cases of clergy sexual abuse until 2001, and was only involved in the Murphy case because it involved a separate canonical crime, solicitation in the confessional; the Congregation did respond to Milwaukee, by waiving the statute of limitations and allowing a canonical trial to proceed; and Murphy was not granted “mercy,” much less by Ratzinger, unless beginning the process to remove a priest from ministry constitutes “mercy.” (In Hitchens’ defense, it should be noted that his retelling of the Murphy case is less lurid than that of the Times own Maureen Dowd, who, as Pat Buchanan notes, wrote that Ratzinger “ignored repeated warnings and looked away in the case of the Rev. Lawrence C. Murphy,” implying that Ratzinger failed to take action when Murphy was actively engaged in abuse.)

The Times and Hitchens also make much of the transfer of an abusive priest from Essen, Father Hullermann, to Munich for psychiatric therapy in January 1980, when Ratzinger was Archbishop there. Hullermann later abused other teenage boys while working in the Archdiocese of Munich, at a parish assignment he received seven months after Joseph Ratzinger left Munich for Rome. There is no dispute that Ratzinger approved letting Hullermann reside at a rectory in Munich while undergoing therapy; the dispute concerns what role Ratzinger played in his vicar general’s decision to allow the priest to resume his duties while undergoing therapy. The vicar general has assumed full responsibility for that decision, while the Times notes that “Cardinal Ratzinger’s office” was copied on a memo from the vicar general returning Hullermann to full duties. But from the Times own report it appears that what chancery officials in Munich were told by the official dealing with Essen was that Hullermann needed “medical-psychotherapeutic treatment in Munich” and was “a very talented man, who could be used in a variety of ways.” The fact that this description of Hullermann turned out to be spectacularly wrong does not inculpate those who acted on such advice. And a subsequent Times story showed that even those unconnected to the Church in Germany doubted that Ratzinger knew much about Hullermann, quoting Hannes Burger, who covered the Church for Suddeutsche Zeitung, as saying that Ratzinger “certainly would not have realized anything; he was in a different sphere. He held beautiful sermons and wrote beautifully, but the details he left to his staff” and quoting Andreas Englisch, a German Vaticanist, as saying, “I don’t think he really knew the details; I don’t think he was really interested in the details.” Even the Times reporter noted that “How closely he would have watched personnel decisions, especially with an administrative chief, Vicar General Gerhard Gruber, who had been in his post since 1968, is an open question.” To be sure, Ratzinger bears ultimate responsibility for what happened in Munich during his episcopacy. But there is a difference between Ratzinger’s possibly making a poorly informed or negligent decision on Hullermann and Ratzinger’s “finding another parish with fresh children for the priest to assault” and of making pederast priests his “pets,” as Hitchens charges. Indeed, when Hullermann was convicted by the German courts of sexually abusing minors in 1986, he received a suspended sentence, a fine, and probation conditioned on continued psychiatric treatment, but the probation imposed on Hullermann does not appear to have restricted Hullermann from working as a priest. Hullermann’s sentence shows that Catholic bishops were far from the only ones in the 1980’s who regarded psychiatric treatment as an effective response to pederasty, though international media outrage over the result of such an attitude is in fact limited to Catholic bishops.

And that outrage is most intense when it involves a certain type of Catholic bishop, of whom Pope Benedict is seen an example. In Hitchens’ final salvo at the Pope, the outspoken atheist spends nearly as much time on Benedict’s transgressions against leftist theology as he does on his supposed failings in dealing with clerical pederasty. (Hitchens also keeps lying in this column, and further reveals his anti-Catholic animus, by claiming that “Almost every episode in this horror show has involved small children being seduced and molested in the confessional itself,” even though there is no evidence that such abuse has occurred primarily in the confessional.) We are told that as Archbishop of Munich Ratzinger reversed the “liberalism” of allowing children to make their First Confession one year after “subject[ing] small children to their first communion at a tender age,” that as Cardinal he defended the Legionaries of Christ, whom Hitchens had earlier described as “ultra-reactionary,” and that as Pope he lifted the excommunications of the four bishops of the Society of St. Pius X, “that group of extreme right-wing schismatics.” (Hitchens never mentions that as Pope Benedict barred the founder of the Legionaries of Christ from public ministry, instructing him to live a life of prayer and penance until his death, following a complaint for sexual abuse filed by former Legionaries in Rome, the truth of which the Legion has now acknowledged.) Indeed, we are told that for Pope Benedict, “the sole test of a good priest is this: Is he obedient to the traditionalist wing of the church?” Concerns over whether children receive their First Communion before or after their First Confession, over whether the SSPX is “schismatic,” over whether the Legionaries of Christ are “ultra-reactionary,” and over whether Benedict favors those in the Church’s “traditionalist wing” are very odd concerns for an atheist to have, unless they show his motivation in blasting Benedict as “a completely undistinguished human being” at the beginning of his papacy and in labeling him as “evil” today. The non-religious editors and writers of the New York Times have long expressed similar concerns over the contours of Benedict’s theology. Hitchens and his allies in the media fear a revival of traditional Christianity, and hate Benedict because they believe that is what he is trying to accomplish within Catholicism.

Of course, there have been many horrific cases of sexual abuse within the Catholic Church, and many bishops who, at the very least, failed in their duty to protect those under their care. But sexual abuse within the Church was at its worst in the 1970’s and 1980’s, and John Allen’s case that Pope Benedict has been a force for good on this issue is substantial. Unfortunately, many media reports on this issue reflect, and are calculated to produce, an unreasoning frenzy, reminiscent of the 1960’s, when radicals demanded immediate, wholesale change and expressed contempt for any who dared question their demands. The ranting of Hitchens, Dawkins, and Dowd differs more in degree than in kind from much of what is being presented in mainstream media outlets, and comment boxes throughout the internet are filling up with hatred and vitriol. Iconoclastic British atheist Brendan O’Neill, writing at the online journal Spiked, has noticed the same thing: “The discussion of a relatively rare phenomenon as a ‘great evil’ of our age shows that child abuse in Catholic churches has been turned into a morality tale—about the dangers of belief and of hierarchical institutions and the need for more state and other forms of intervention into religious institutions and even religious families.” O’Neill also noted that “it might be unfashionable to say the following but it is true nonetheless: very, very small numbers of children in the care or teaching of the Catholic Church in Europe in recent decades were sexually abused, but very, very many of them actually received a decent standard of education.”

Indeed. I have nothing but fond memories of my Jesuit high school, and the Catholic Church has been a great force for good within my family. I know my experience is far from unique, even though I am both saddened and angry that some priests and some bishops have caused other Catholics to have a far different experience of the Church. But I cannot ignore those who have long hated the Church and who are using legitimate concerns over clerical sexual abuse to further a campaign designed to topple the Pope and, they hope, the Church as well, a campaign that, if even moderately successful, will cause incalculable damage.

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Copyright © 2010, The Los Angeles Times

Back in the hills of western Virginia, I grew up worshiping Robert E. Lee. I often joke that I didn’t know the South lost the War of Northern Aggression—this is actually what one of my schoolteachers called it—until I got to college, and even then I went to the library to check after somebody broke the news to me.

In the hollows and small towns where I lived, my Scots-Irish kin and I loved Stonewall Jackson even more than Lee. He was the ass-kicking, lemon-sucking Presbyterian who practically won the war singlehandedly, until (a) his arm got shot off and (b) he died. I remember as a little boy staring, mouth agape in awe, at what was left of his long-dead horse, Little Sorrel, at the Virginia Military Institute Museum, not far from my home.

I imagined the one-armed Stonewall riding along on Sorrel, chopping the heads off those invading Yankees and making the world safe for…what, exactly, I wasn’t sure. But in my 10-year-old head, I was sure it was noble and fine and honorable. After all, we were proud Virginians, and that was even better than being an American. Even Stonewall’s last words seemed almost Shakespearean: “Let us cross over the river and rest under the shade of the trees.”

I’m a direct descendant of Confederate soldiers. My great-great-grandfather suffered a terrible leg wound on day one at Gettysburg, fighting for the South. My grandmother was a proud member of the United Daughters of the Confederacy, and I remember her coming home after meetings wearing her little pin made out of cotton blossoms. Today I live in a building in Alexandria that was once burned by the Union, and even my middle name comes from Gone With the Wind, which was—and still is—my mom’s favorite movie.

I describe my Rebel bona fides to make what I’m about to say more dramatic: Virginia Gov. Bob McDonnell’s decision to throw a bone to the Sons of Confederate Veterans and proclaim April Confederate History Month is a terrible, terrible idea. If I can borrow the supposed last words of John Wilkes Booth, it’s “useless, useless.” McDonnell took a Louisville Slugger to a hornet’s nest that had been humming benignly in our state for eight years. To compound the problem, his first proclamation made no mention of slavery. He was forced to apologize, in no small part because of condemnation from his African-American benefactor, Sheila Johnson, of BET fame. The contrite governor found religion and called slavery “a stain on the soul of this state and nation.”

Don’t get me wrong—I’m proud of my ancestors, and if I had been a Virginian in the 1860s, I would have no doubt been fighting for the South. It’s ridiculous to say otherwise. But guess what? It’s not the 1860s, and I’d like to think we’ve all—even Southerners—evolved a little in the last 150 years or so. And guess what again? The South lost. It’s true. I looked it up, remember? And the reasons for the war weren’t “noble and fine and honorable,” like I thought they were when I was a little boy worshiping false idols and ogling a dead horse.

I’m a man now, and I don’t think the state that I love so much should be celebrating the Confederacy, whether the decree mentions slavery or not. And I don’t need the government to assign a month for me to honor my ancestors. I go to visit my Confederate great-great-grandfather Romulus Tuttle’s grave in Tinkling Springs, Va., now and then, and I stand there in silence and try to honor his memory. Any other Southerner can do the same for his kin, without a politician’s proclamation, especially one that gratuitously hurts African-American Virginians. Imagine if your governor signed a document honoring a cause whose goal was to keep your ancestors enslaved. And please don’t start up with me about how the Civil War was about states’ rights, not slavery. Sure, it was about states’ rights—to own slaves.

offering of the exclusive Denali line on a heavy-duty GMC pickup. The

Sierra Denali HD leads a comprehensively redesigned lineup of 2011

Sierra 2500HD and 3500HD trucks that go on sale in early summer –

including the most powerful diesel engine in the segment.

Sierra HD’s new 6.6L Duramax turbo diesel delivers 397 horsepower

(296 kW) at 3,000 rpm and 765 lb.-ft. of torque (1,037 Nm) at 1,600

rpm.

“The new Sierra Denali HD is the latest expression of GMC’s Denali

philosophy of blending capability with premium features and styling,”

said Lisa Hutchinson, GMC product marketing director. “It is a premium

tool that offers many comfort and infotainment features, along with a

maximum towing capacity of 15,600 pounds with the segment’s most

powerful diesel – that’s enough to tow a 34-foot-long, three-axle

travel trailer.”

The Sierra Denali HD comes exclusively on the 2500HD chassis, in a

4WD crew cab standard box configuration. A Vortec 6.0L gas

V-8/six-speed automatic powertrain is standard and the new Duramax 6.6L

turbo diesel/Allison 1000 six-speed transmission powertrain is

available.

The iconic Denali four-bar, chrome grille with round air inlets

distinguishes the Sierra Denali HD on the outside, along with

body-color bumpers, chrome door handles, chrome accents and 18- and

20-inch polished forged aluminum wheels.

The balance of the new 2011 Sierra HD lineup is identified on the

outside by new, three-bar grilles and powertrain-badged louvered hoods,

along with a revised, full-width chrome steel front bumper and a new

family of 17-, 18- and 20-inch wheels. It’s beneath the skin, however,

where they are truly separated from their predecessors – and the

competition. Highlights include:

• Increased towing capability (20,000 lbs./9,072kg) and payload (6,335 lbs./2,873 kg) supported by all-new fully-boxed,

  high-strength-steel frames and strong suspensions for maximum

  capability and exceptional ride characteristics

• Five of the 12 3500HD models offer a payload capability greater than

  6,000 pounds vs. Ford Super Duty’s single model greater than 6,000

  pounds

• Thirteen of the 22 2500HD models offer apayload capability greater than 3,100 pounds vs. Ford Super Duty’s

  single model greater than 3,100 pounds

• New 6.6LDuramax diesel delivers segment-best power, up to 11-percent greater

  highway fuel economy, up to 63-percent lower emissions, B20 biodiesel

  capability and quicker acceleration

• Larger gastank and fuel economy improvements allow up to 680 miles (1,090 km)

  between fill-ups with the 6.6L Duramax turbo diesel

• All-new “smart” exhaust brake feature provides greater control on grades and reduced brake pad wear
• An array of control features, including trailer sway control,

  integrated trailer brake control, hill start assist, automatic grade

  braking, intelligent brake assist and larger brakes

• Purposeful technology, including available mobile WiFi, USB

  connectivity, Bluetooth connectivity, XM Satellite Radio, OnStar 9.0

  and navigation.

“GMC has been one of the industry’s strongest truck brands for more

than 100 years, and we back the 2011 Sierra HDs with a comprehensive

five-year/100,000-mile powertrain warranty that provides the best

coverage in America,” said Hutchinson. “From the segment-best diesel

power to the segment-best warranty, these trucks deliver strength and

peace of mind on all fronts.”

Following are details of the new and redesigned product features of

the Sierra Denali HD and the other Sierra 2500HD and 3500HD models.

The Sierra HD lineup brings greater capability.

The details: Depending on the model, Sierra HD models offer:

• Increased fifth-wheel towing capacity of 20,000 pounds (9,072 kg)
• Conventional towing capacity increases up to 23 percent, with a maximum of 16,000 pounds (7,272 kg)
• Improved payload capability of 6,335 pounds (2,873 kg) on a complete vehicle
• Gross Combined Weight Rating increases to 27,500 pounds (12,500 kg)
• Gross Vehicle Weight Ratings increases up to 17 percent to 13,000 pounds (5,909 kg)
• Front Axle Weight Rating increases by up to 25 percent to 6,000 pounds (2,721 kg)
• Snow plow capability for all 4WD cab configurations.

“You can see by the ratings numbers that the Sierra HD lineup is

more capable, but the trucks are also better performers in the

intangible qualities that bond owners with their trucks,” said Rick

Spina, vehicle line executive. “They accelerate quicker – especially

when fully loaded – stop more confidently and deliver a smooth, quiet

driving experience that you have to experience to fully appreciate.”

The new 2011 Sierra Denali pairs capability with premium features.

The details: The new Sierra Denali HD is offered

exclusively in the Crew Cab standard box configuration on the 2500HD

chassis, providing a spacious cabin with room for up to five. As with

other Denali models, including the new Acadia Denali, the cabin is

unique with standard premium touches. It includes Denali-specific

brushed aluminum trim, power-adjustable pedals, a Bose premium surround

audio system and 12-way power seats. Along with an optional heated

steering wheel, heated and cooled leather-appointed seating is

available. The exterior is offered in three colors: Black, Stealth Gray

and White.

On the capability front, the Sierra Denali has a gross vehicle

weight rating (GVWR) of 10,000 pounds (4,536 kg), a payload capacity of

2,959 pounds (1,342 kg) and a maximum trailering rating of 15,600

pounds (7,076 kg) with a fifth-wheel hitch. The maximum conventional

hitch trailering rating is 13,000 pounds (5,897 kg).

Engineers developed 11 all-new, fully boxed frame assemblies to

improve durability and ride characteristics and support increased

capabilities.

The details: The frames have increased cross sections and

use more high-strength steel for greater durability, higher towing

capacity and improved ride and handling; the front sections are

hydroformed. The bending and beaming stiffness of the frames is

increased 92 percent and 20 percent, respectively, with the fully boxed

sections enhancing torsional stiffness by a factor of five. Also,

larger engine and transmission mounts, coupled with a

125-percent-stiffer front frame structure, provide greater vibration

control, while hydraulic body mounts are incorporated under the cab

section on extended and crew cab models for a more isolated feel

inside. Engineers addressed common customer and aftermarket uses when

designing the new frames, including adding access holes to the rear

frame section to enable easier installation of

fifth-wheel/gooseneck-style hitches. Also, the frame-mounted hitch for

conventional trailering is stronger, with a box-tube design. It

supports up to 16,000 pounds (7,257 kg).

Sierra HDs feature a new, stronger independent front suspension – enabling snow plow installation on all 4WD models.

The details: A completely redesigned independent front

suspension system offers up to a 25-percent greater front axle weight

rating – up to 6,000 pounds (2,721 kg) front gross axle weight rating

(FGAWR) – so a snow plow can be used on all 4WD cab configurations with

the available snow plow prep package. Sierra’s signature short-long

arm/torsion bar front suspension design is retained, but now features

new, forged steel upper control arms that are stronger and lighter than

their predecessors. The new lower control arms are made of

precision-machined cast iron to handle the greater loads. Five

different torsion bar rates support five different front gross axle

weight ratings (a single torsion bar was previously used for all

models). This helps stabilize the range of trim heights of various

models under load, while enhancing appearance, handling, durability,

tire wear and alignment. The trim height is adjusted on each bar via a

single bolt, easily allowing the height to be changed to account for

the weight of a snow plow or other accessories. The Sierra HD front

suspension now uses a pair of urethane jounce bumpers on each side,

instead of one, for improved load management; and there’s a new upper

shock mount attachment design that’s positively connected to the frame

with two fasteners. This design eliminates squeaks and clunks, while

supporting higher load capability and increased durability.

COMPETITIVE FACTS: Compared to competitors’ beam-axle front

suspensions, the Sierra’s independent front suspension provides a

better ride, more accurate trim height control (with fewer parts) and

greater flexibility to adjust the alignment for weight and tire

sensitivity.

A new asymmetrical leaf-spring rear suspension supports greater loads.

The details: Matching the Sierra HD’s greater strength and

capability is a rear suspension designed to support greater loads. It

features a new, larger asymmetrical leaf-spring design that also

contributes to improved ride and handling characteristics. The

asymmetrical design is derived from unequal front and rear spring half

lengths, which minimize axle hop and enhance traction control

efficiency. 2500HD models feature a two-stage leaf-spring design, while

3500HD models have a three-stage design. All models feature 3-inch-wide

(76 mm) leaf springs that are 20-percent wider than previous models.

The larger leaf-spring design supports increased rear gross axle weight

ratings across the board. On the 2500HD models, the rating is 6,200

pounds (2,818 kg) – up from 6,084 (2,765). On 3500HD models, the rating

increases to 7,050 pounds (3,204 kg) on single-rear-wheel models and

9,375 pounds (4,261 kg) on dual-rear-wheel models – the latter

representing a nearly 14-percent increase over the previous 8,200-pound

(3,727 kg) rating.

Sierra HDs deliver a more refined driving experience, with more capable ride, handling and steering.

The details: Longer wheelbases – ranging from 133.6 inches

(3,395 mm) to 167.7 inches (4,259 mm) – and wider front/rear tracks

enhance the ride and handling characteristics of the Sierra 2500HD and

3500HD, giving them a greater feeling of smoothness and control. The

longer wheelbases and wider tracks are complemented by the new, stiffer

frames, new jounce bumpers, shock mounts and hydraulic body mounts to

provide a solid, smooth and isolated driving experience. New shocks

were specially valved to support the new trucks’ weight ratings, while

balancing excellent ride characteristics. Also enhancing the driving

experience is a revised steering system designed to support the trucks’

greater front gross axle weight rating. It includes a new, larger

steering gear, power steering pumps and linkages. The pumps (different

parts for gas and diesel models) deliver greater pressure for reduced

steering effort in low-speed and parking maneuvers; they are also

quieter. On some models, the new linkages feature a compliant joint

added at the pitman attachment to enhance handling.

The new 6.6L Duramax turbo diesel delivers segment-leading

torque and up to 63-percent lower NOx emissions; and is B20-capable.

The details: The workhorse Duramax 6.6L turbo diesel V-8 is

more powerful and durable for 2011, delivering segment-best horsepower

and torque – 397 horsepower (296 kW) at 3,000 rpm and 765 lb.-ft. of

torque (1,037 Nm) at 1,600 rpm – lower emissions and B20 biodiesel

capability that promotes a domestically produced renewable fuel. The

new Duramax 6.6L features:

• NOx emissions reduced at least 63 percent over 2010 models
• Quieter operation
• High-pressure (30,000 psi/2,000 bar) Piezo-actuated fuel system for

  greater fuel efficiency, improved performance and reduced emissions

• “Smart” exhaust brake feature that enables controlled vehicle slowdown on downhill grades without actuating the brakes
• Selective catalytic reduction after-treatment system using diesel

  exhaust fluid (DEF) injection to provide the best overall diesel

  characteristics and performance – with a range of about 5,000 miles

  (8,000 km) between DEF refills

• Combustion andafter-treatment have been optimized to provide about 700 miles (1,125

  km) between diesel particulate filter regenerations – a 75-percent

  improvement over the previous system and a significant contributor to

  improved fuel efficiency, as the regeneration process requires

  additional fuel

• B20 biodiesel capability for an alternative fueling option
• Internal revisions that improve durability.

With nearly 1.3 million Duramax 6.6L engines produced since 2000,

they have proven exceptionally durable and dependable. The internal

elements that helped build its reputation are enhanced for 2011,

including:

• Main bearings’ profiles changed to enhance oil film thickness
• Oil pump flow increased for increased pressure at low speeds
• Modified turbocharger oil circuit for increased pressure at the turbo and faster oil delivery
• The connecting rods’ pin ends are modified to provide increased piston support
• New, higher-strength piston design that eliminates bushings to provide lower reciprocating weight
• An EGR cooler bypass reduces high-mileage soot deposits in the cooler and EGR circuit.

COMPETITIVE FACTS: Compared with Ford Super Duty’s

urea-based system, Sierra HD’s selective catalytic reduction

after-treatment system delivers better overall diesel performance, with

a range of about 5,000 miles (8,000 km) between DEF refills. Its

optimized combustion and after-treatment process provides about 700

miles (1,125 km) between diesel particulate filter regenerations – a

better capability than Ford’s.

New Allison 1000 six-speed automatic transmission works with the

Duramax 6.6L to deliver greater fuel economy, quicker acceleration,

greater towing capability and exhaust brake system.

The details: The enhanced Allison 1000 is strengthened to

handle the higher torque capability of the new 6.6L Duramax engine,

while also helping to improve fuel economy and provide seamless

assistance with a new exhaust brake system. Greater efficiency is

delivered through reduced “spin loss” – meaning, the transmission

channels more of the engine’s power to the axles, allowing it to do

more with less fuel. The Allison 1000 also features driver shift

control with tap up/tap down shifting and a patented elevated idle mode

cab warm-up feature. Also, the tow/haul mode reduces shift cycling for

better control and improved cooling when towing or hauling heavy loads.

The six-speed configuration retains its two overdrive gears for optimal

efficiency. Performance with the Duramax/Allison combination is also

improved over previous models, with preliminary testing showing 0-60

mph times of less than 9 seconds and quarter-mile times of less than 16

seconds in 2500HD models. That’s about 0.3-second and 0.5-second

quicker, respectively, than previous models.

A strengthened Vortec 6.0L/Hydra-Matic 6L90 six-speed powertrain is standard in all models.

The details: The Vortec 6.0L gas V-8 with variable valve

timing returns to the new Sierra HDs, along with a strengthened version

of the Hydra-Matic 6L90 six-speed automatic transmission. This

combination delivers excellent performance and efficiency, with a

greater emphasis on low-rpm power. It is enhanced for 2011 with greater

idle refinement.

The engine is rated at 360 horsepower (268 kW) at 5,400 rpm and 380

lb.-ft. (515 Nm) at 4,200 rpm in trucks with GVWRs up to 10,000 pounds.

It is rated at an estimated 322 horsepower (240 kW) at 4,400 rpm and

380 lb.-ft. of torque (515 Nm) at 4,200 rpm in trucks with GVWRs

greater than 10,000 pounds.

The 6L90 is enhanced for greater strength, smoothness and quietness via:

• Adding four attachment bosses to the transfercase adapter (4WD models) for increased strength and smoother, quieter

  performance

• Increasing the cross section size of the transfer case adapter for greater strength
• Adding a new, stronger output shaft
• Adding a new heat shield and vent hose.

COMPETITIVE FACTS: Ford’s new Super Duty models share the

same transmission between their gas and diesel engines. Sierra HDs’

Allison 1000 and Hydra-Matic 6L90 transmission were developed for the

specific horsepower, torque and operating range differences that

distinguish the diesel and gas engines.

Brake feel and performance is greatly improved.

The details: The standard four-wheel disc system is

completely revamped to deliver smoother, more immediate and

confident-feeling performance. Four-wheel, four-channel ABS is standard

on all single-rear-wheel models and a three-channel system is standard

on dual-rear-wheel models. The front and rear rotors are larger in

diameter – 14 inches (355 mm) – and width on all models to support

their increased capacity, weight ratings and trailering ratings, while

the calipers are stiffer and stronger. The hydroboost brake booster

calibration is revised for reduced pedal effort, and the travel of the

pedal is also revised for a more comfortable, confident feel. Larger

wheel hub and bearing assemblies complement the new brake system, and

the rear rotors attach to the wheel hubs for easier servicing.

Sierra HD’s ‘smart’ exhaust brake feature provides greater control and reduces brake pad wear.

The details: A new standard feature on Duramax-equipped

models is the “smart” exhaust brake. This driver-selectable feature

uses the turbine control of the variable geometry turbocharger and the

compression of the engine to generate backpressure, slowing the vehicle

without applying the brakes. It is integrated with the cruise control

feature and varies the braking to account for the grade and vehicle

load. The exhaust brake allows for virtually effortless driving and

towing, with seamless and quiet operation. It also helps prolong brake

life and prevents overheating the brakes on long, downhill grades.

Comprehensive safety features and functional technologies include trailer sway control system and hill start assist.

The details: The 2011 Sierra 2500HD and 3500HD models have

a comprehensive roster of safety features and functional technologies

that include:

• StabiliTrak electronic stability control system on all single-rear-wheel models
• Larger, four-wheel disc brakes with standard four-wheel ABS
• A new high-strength steel tubular frame cross member that enhances safety and improves crashworthiness
• Seat pelvic/thorax and head curtain side air bags available on 2500HD
• Available rear backup camera
• Segment-exclusive OnStar 9.0
• Trailer sway control system on all single-rear-wheel models
• Hill start assist (standard on single-rear-wheel models)

The trailer sway control system provides an added measure of

confidence when towing a trailer. The system senses conditions of

trailer sway and intervenes with braking and/or reduced engine power to

bring the trailer under control and keep it on its intended path. The

system uses electric trailer brakes when a trailer is plugged into the

standard wiring harness of the truck and its performance requires no

input from the driver. The hill start assist system is automatically

engaged when sensors detect the vehicle is on a grade of about 5

percent or greater. It holds the brakes for about 1.5 seconds or until

the gas pedal is pressed, preventing rollback – it is particularly

effective when towing, giving the driver time to switch from the brake

pedal to the gas pedal without rolling.

The GMC Sierra HD lineup is broader than ever.

The details: For 2011, the Sierra heavy-duty lineup expands

to include 11 2500HD models and eight single- and dual-rear-wheel

3500HD models – including a new 3500HD Crew Cab with a 6.5-foot cargo

box. Other models are offered in WT, SLE and SLT trim levels, while

popular features such as the EZ Lift tailgate and rearview camera

system are retained.

Sierra HD professional-grade interiors are refined and well-appointed – and ready to work.

The details: From the available remote starting feature to

the unimpeded access offered by the 170-degree-opening rear access

doors on extended cab models, the 2011 Sierra HD models reflect the

professional grade blend of refinement and functionality for which GMC

is known. The interiors have excellent attention to detail and are

quieter – thanks to the range of the truck’s enhancements. The stronger

chassis, quieter Duramax engine and even details like a quieter power

steering pump contribute to the Sierra HD delivering exceptional

quietness.

Along with quietness, Sierra HD models are designed for work. The

interiors feature numerous storage compartments, providing covered

access for everything from work gloves to laptops. For those who use

their truck as a mobile office, Sierra HDs deliver with available

mobile WiFi, USB connectivity, Bluetooth connectivity, XM Satellite

Radio and a navigation system. Multiple charge points enable multiple

electronic devices to operate simultaneously; and when equipped with

the available navigation system, XM NavTraffic offers real-time updates

of traffic conditions (in selected areas) that can help plan the most

effective route to the job site.

Sierra HDs are ready for the long haul – and the cold.

The details: The 2011 Sierra HDs drive farther without

stopping to refuel. A new, 36-gallon (136 L) fuel tank is standard on

all models and, with the improved fuel efficiency of the powertrains,

enables a cruising range of about 680 miles (1,090 km) with the Duramax

6.6L. Cold-weather customers will appreciate the Duramax 6.6L’s quick,

reliable start-up, with a starting time on par with gas engines. Its

glow plug cycle time is the segment’s best in all temperatures, taking

no more than 3 seconds in temperatures as low as -20 F (-29 C). There’s

also a cab heat-up feature that allows the engine to idle faster in low

temperatures to warm the interior more quickly.

The 2011 Sierra HD lineup has the best warranty coverage in America.

The details: All 2011 Sierra 2500HD and 3500HD trucks work

under the best warranty coverage in America: a five-year/100,000-mile

limited powertrain warranty, plus roadside assistance, courtesy

transportation and other features that provide assurance that GMC backs

its trucks for everything the road offers.

About GMC

GMC is evolving to include more fuel-efficient trucks and

crossovers. The GMC Terrain is a smaller SUV that offers 32 mpg highway

fuel economy along with the capability, engineering expertise and

refinement that have defined GMC for more than a century. Complementing

the Terrain are the Acadia eight-passenger crossover, Yukon and Yukon

XL and Sierra pickups. Today GMC is the only manufacturer offering

three full-size hybrid models. Details on all GMC models are available

at www.gmc.com.

# # #

SPECIFICATIONS
2011 SIERRA DENALI HD

Overview

Engines

Transmissions

Chassis/Suspension

Turning Circle

Brakes

Wheels/Tires

Dimensions

Exterior

Weight and payload ratings

Cargo box

Interior

Capacities

Trailering

*SAE certified.

Note: Information shown is current at time of publication.

SPECIFICATIONS

2011 SIERRA 3500HD

Overview

Engines

Transmission

Chassis/Suspension

Turning Circle

Brakes

Wheels/Tires

Dimensions
Exterior

The wider body design gives the 2011 WRX an aggressive road presence and also allows wider track dimensions. An increase of 35 mm in the front and 40 mm in the rear track, firmer rear subframe bushings and wider 17-inch wheels and tires deliver improved grip.

“The new wide-body designs for the 2011 WRX give this performance icon a new level of street presence,” said Katsuhiro Yokoyama, president and CEO of Subaru Canada, Inc. “This is one more step on the continuous evolution of the WRX to give driving enthusiasts an even more compelling all-wheel drive performance package.”

The 2011 Impreza WRX models arrive in Subaru dealerships this summer. All are powered by a 265-horsepower turbocharged/intercooled 2.5-litre Subaru Boxer engine teamed with a 5-speed manual transmission. The highly responsive engine produces 244 lb.-ft. of torque at 4,000 rpm. The WRX has been the focus of continuous improvement since its introduction. For example, the 2009 model received the 265-horsepower engine and a significant chassis tuning upgrade. For 2010, the new Limited package expanded the WRX model’s appeal to a broader range of driving enthusiasts.

New Designs for 2011

The WRX will now share the WRX STI wide body design, including the newly developed 4-door version. This change underscores the high-performance character of these models when compared with the rest of the Impreza model lineup. Significantly, curb weight for the 2011 WRX models increases by just 33 pounds over the 2010 models, preserving their powerful acceleration performance.

The WRX 4-door design is based on a “wide and low” concept that gives the car an aggressive road presence. Like the wide-body design already used for the 5-door WRX STI, the new 4-door has widened front and rear track dimensions and wider, more projecting front fenders and rear quarter panels. The design maintains a consistent flow from front to rear bumper, creating a distinctive identity and a sense of stability.

In front, the 2011 WRX models feature sharpened bumper corners to accentuate the “wide and low” profile. A jutting lip spoiler with three-dimensional detailing emphasizes the cars’ sporty intent and the headlights now have a silver-painted inner housing. The newly designed front grille with black base and blacked-out Subaru wing highlights the headlights’ shape to give the entire front end a more powerful appearance, accentuated by larger grille and bumper intake openings. The WRX also features its own version of Subaru’s polished stainless steel quad-tailpipe exhaust, with tailpipe diameter enlarged to three inches.

For the 2011 WRX 4-door model, new, wider fenders are stretched out on the side more than the tail lamps, and this accentuates a look of stability. The new design details contribute to an improved drag coefficient.

Wider Track Enhances Handling

Giving the 2011 WRX the same widened body design as the WRX STI allowed Subaru to also widen track dimensions and install wider wheels and tires. These changes, along with firmer rear subframe bushings, help to reduce body roll and improve cornering stability.

In the 2011 WRX models, front track measures 1530 mm versus 1495 mm for the 2010 WRX; rear track is now 1540 mm versus 1500 mm for the 2010 model. The standard wheels are now 17 x 8 inches versus 17 x 7 inches in the 2010 model, and tire size is now 235/45R17 versus 225/45R17.

Symmetrical Full Time All-Wheel Drive and Vehicle Dynamics Control

Standard Symmetrical full time All-Wheel Drive, which forms the common core technology on all Subaru models, gives the Impreza WRX a significant handling and performance advantage over front-wheel drive competitors. Symmetrical full time All-Wheel Drive is a complete system comprised of the Subaru Boxer engine and the full-time power distribution system (which varies by Subaru model and transmission). The aluminum boxer engine and efficient, symmetrical drivetrain layout help to lower the vehicle’s centre of gravity, which in turn contributes to its sporty handling characteristics.

The 2011 Impreza WRX uses the Continuous AWD version of Symmetrical All-Wheel Drive. A viscous coupling locking centre differential nominally distributes torque 50:50. Should slippage occur, this system transfers more power to the wheels with the best traction. The Vehicle Dynamics Control (VDC) stability and traction control system is standard. Hill Holder featured on all Impreza models equipped with a manual transmission, can momentarily prevent the vehicle from rolling backward when being driven away from a stop on an incline.

It is important to note that, in Subaru vehicles, traction control plays a second line of defense against wheel slip after AWD torque distribution. In contrast, some all-wheel drive systems on the market lack the performance advantage of a locking centre differential and rely solely on traction control to redistribute torque away from slipping wheels.

Sporty, Spacious and Versatile Interior

In the WRX models, exclusive Anthracite Black checkered upholstery accented by red stitching sets the tone for the sporty interior. All WRX models are equipped with standard aluminum-alloy pedal covers and driver’s footrest. Performance-design front seats integrate the backrest and head restraint into a single structure. As a sporty accent, the instrument panel’s electroluminescent gauges use indicator needles that sweep the gauge faces upon engine startup.

The compact layout of the double-wishbone rear suspension helps to minimize intrusion into the cargo area, providing a wide and deep luggage compartment. In the 5-door model, the wide and flat load floor can accommodate two Tour-size golf bags when the rear seat backs are in the upright position. In the 4-door model, which is 165 mm longer than the 5-door model, the trunk can accommodate three Tour-size golf bags. A 60/40 split-folding rear seat further boosts cargo capacity and convenience, and the 4-door model also features a rear seat fold-down centre armrest.

Proven Subaru Safety Technology

Every Impreza is built using Subaru’s unique Advanced Ring-Shaped Reinforcement Frame body structure with front and rear crumple zones, proven in Subaru models for over a decade to provide outstanding crash protection. All Impreza models feature a 4-wheel disc Anti-lock Brake System (ABS) with Electronic Brake-force Distribution (EBD) and Brake Assist. The WRX has larger front brakes than other Impreza models. Brake Assist analyzes the force and stroke on the brake pedal and increases hydraulic boost to provide enhanced emergency braking, also activating the ABS system early if needed.

All seats provide 3-point seatbelts (height-adjustable for outboard positions), and the front seatbelts have electrically triggered pre-tensioners and force limiters. Side-curtain airbags are standard on all Subaru models. The Subaru Advanced Frontal Airbag System (SRS) features front seat side impact airbags and a driver’s side front airbag that deploys according to the driver’s proximity to the steering wheel. In the passenger side front seat, a sensor module detects weight – first determining if the seat is occupied, and if so by a child or adult – to control airbag deployment. As part of the system, the dashboard features an “Airbag” indicator light.

About Subaru Canada, Inc.

Subaru Canada, Inc. is a wholly owned subsidiary of Fuji Heavy Industries Ltd. of Japan. Headquartered in Mississauga, Ontario, the company markets and distributes Subaru vehicles, parts and accessories through a network of over 85 authorized dealers across Canada.

Some of today’s brightest ideas are advancing the state of the art in LED’s, or Light Emitting Diodes. Solid-state LED’s are not only super bright, they’re also getting quite intelligent, allowing their owners to do more things with fewer fixtures.

LED’s have been around for decades – for example, many early digital watches and calculators had LED displays – and TV sets are now going LED, at least as far as their backlighting is concerned. LED’s for safety lighting have been available to the trucking industry for years and they’re becoming more popular in the consumer transportation field, as witnessed by the proliferation of LED tail lights and daytime running lights that are cropping up on an increasing variety of cars.

Besides their brightness, LEDs’ advantages include long life, energy efficiency, and flexibility. The downside is that LED’s are generally more expensive than their old tech, incandescent counterparts. This is typical of newer technology, however, and in the years since LED’s first appeared their prices have come down substantially.

According to Mark Assenmacher, Director of Marketing for Peterson Manufacturing, LEDs’ advantages outshine incandescent regardless of price, making them a compelling choice for companies looking to enhance their bottom lines.

“At one time LED’s were 10 times the cost of incandescents,” Assenmacher says. “But even then some fleets jumped on board because they could see the long term benefit, especially for places like up on the high rails – they didn’t want their people climbing up there on ladders replacing light bulbs.”

Assenmacher says LED’s last six to 10 times as long as incandescent lights, are imperious to road shock and have no bulbs to break. He also says they’re cheaper and easier to use in the long run which, figured on a cost per mile basis explains why a lot of trucking fleets are going LED.

Peterson and other manufacturers currently offer a wide variety of LED products for the transportation industry, mostly safety lighting such as marker lights, turn signals and taillights. “It’s pretty much commonplace to go to LED’s now,” says Assenmacher, “Though some guys still stick with incandescent – it depends on the segment of the market.” He points to the container chassis market as one place where incandescent lights are still popular, because “They have pilferage problems and don’t want to spend the extra (for LED’s).” For the most part, however, “Fleets are looking to companies like ours to give them a complete system: wiring harness, premium LED’s, a lot of the time with hard shell connectors to keep corrosion out and help them keep the trailer on the road and avoid down time and repair costs.”

Assenmacher says “value” LED’s can cost two or three times an incandescent version but, since some LED’s have a rated life of 100,000 hours, they’re a good investment. “And if you want to step up to one that’s got all the bells and whistles and hard shell connectors and all that, for longevity,” he says, “You’re going to pay more, maybe three to four times more, but you’ll get all the benefits.”

Peterson “Smart Lamps” combine strobing LED with a turn signal override, so the functions of a class 2 warning lamp and a turn signal can be performed with a single unit.

Peterson’s first Smart Lamp was a 36 diode, four inch round model introduced mainly to the refuse (garbage truck) market. When the driver activates the turn signal with the new lamp, the alternating triple flash strobe automatically shuts off on that side, resuming when the signal light is cancelled. The unit is self contained, with no requirement for a separate controller.

“That’s kind of the wave,” Assenmacher says, “Asking your LED’s to have more functions, to offer solutions.” He says the new smart lamp is an integrated, hassle-free solution for refuse, maintenance and service vehicles and is more compatible and easier to install than other strobe systems.

Grote Industries is carving its own LED path. At last year’s Mid-America Trucking Show the company unveiled LightForm technology that, as vice president of sales and marketing Dominic Grote claimed at the time, will alter dramatically the way the industry uses lighting.

The LightForm thin-film, solid-state lighting device is only a millimeter thick and can be bent, flexed and twisted – so you can even install it around corners. Grote claimed such a lamp can be “peel-and-stick” mounted and can achieve the same photometric requirements as a traditional LED lamp, but with just two percent of the material. He also says it should virtually eliminate installation hassles and costs.

Around the same time Grote was introducing Lightform technology, Truck-lite was taking the wraps off a seven inch round LED headlamp they say brings “A new level of performance for seven inch round forward lighting 12 volt applications, offering the extended life and energy efficiency of light emitting diode technology.”

Truck-lite says its new LED headlamp (the follow-up to a 24 volt version being used by the U.S. military), meet or exceed all applicable DOT requirements for headlights and offers “a perfect blend of thermal management and light output to produce an aesthetically pleasing beam pattern.” The company says the new headlamp is designed to replace any standard seven inch round headlight in 12 volt applications and can be aimed using standard mechanical equipment.

Each lamp uses 10 high output LED’s and Truck-lite says they should last up to 50 times as long as a typical headlamp, while offering improved visibility.

The bad news is a high price compared with traditional headlights. The company says, however, that the improved durability, extended life and safety benefits (they’re also said to offer 30 times the impact strength of glass), ensure their value even.

Higher prices can often turn people toward cheaper “knockoff” versions, and such is the case with LED fixtures. “There are imitators out there,” Assenmacher admits. “They bring lights in and you can buy them cheaper in a truck stop, but you’re not getting the complete solution.” Assenmacher says such lights are “Just a quick fix and you’re probably going to have some corrosion problems down the road.”

Assenmacher warns that some product may also not be compliant with motor vehicle safety standards, even if they’re labeled as compliant. “That’s something buyers should be cognizant of,” he says, adding that “Fortunately, most OEMs and fleets are looking for a quality manufacturer that stands behind the product.”

It seems, then, that LED’s are an increasingly bright idea for those seeking true enlightenment.