A Middle Class Hearse if the ever was one -- a Pontiac!

None of us want to think of their last ride, but for many we will have no choice but to have one. I doubt there are too many complaints, no matter what the ride or interior temperature. And status? What is wrong going out in a Pontiac? But if it were a PT Cruiser, I would raise Holy Hell!

On Wed, Dec 25, 2019 at 7:03 PM Ed Garten <eddiegarten1948@gmail.com> wrote:

When I was a kid growing up just outside of the small West Virginia town of Hinton, West Virginia, one of the local funeral homes had four vehicles, all of which are pictured in the attached photo.  

From left to right: A Chevrolet sedan serving as a "family car" to take the widow or widower to the cemetery; a Chevrolet panel truck which served as what, today, funeral homes refer to as the "first call car" (the vehicle that picks up one's loved one who dies at home); the ambulance that served the country (a Cadillac); and the hearse (what a Pontiac?).  Given the reality that most hearses back then (and still today) are Cadillacs, it is easy to forget that funeral cars were sometimes built on Pontiac and Buick chassis as well as the occasional Lincoln.   

Keep alive in 2020.  Drive carefully!

What should you know about PSA in the PSA-FCA Merger

Taken from A Detroit-Free Press article published October 30, 2019.

PSA sales by brand

1. Peugeot: 1,889,527
2. Citroen: 1,013,065
3. Opel/Vauxhall: 1,007,129
4. DS: 52,433
5. Fukang: 330

PSA's top 10 markets 

1. France: 852,297 units
2. UK: 402,799
3. Germany: 390,969
4. Iran: 336,478
5. Spain: 327,157
6. Italy: 323,037
7. China: 257,723
8. Belgium: 126,400
9. Netherlands: 101,090
10. Argentina: 89,719

PSA's top-production countries:

1. France: 1,199,102
2. Spain: 915,583
3. Slovakia: 352,007
4. Germany: 208,360
5. UK: 140,088
6. Poland: 106,456
7. Brazil: 78,952
8. Portugal: 65,043
9. Argentina: 35,574
10. Namibia: 1,170
11. Tunisia: 96

Source: Augusto Amorim, senior manager, Americas Vehicle Sales Forecasts, LMC Automotive. All figures are for 2018.

The 991 Series of the Porsche 911 Comes to an End

911 review

The 991 generation was launched in 2011 as one of the biggest development steps in the history of the 911. Nearly 90 percent of all components were newly designed or had undergone substantial further development. Thanks to a lightweight body made of an innovative aluminium-steel composite, it was the first time that a new 911 had weighed less than its predecessor. The chassis, which benefitted from a 100 millimetre-longer wheelbase than the model that it replaced, could be equipped with a new, optional roll stabilisation system – Porsche Dynamic Chassis Control (PDCC) – and set the benchmark in terms of driving dynamics. The Cabriolet followed in the spring of 2012 with another innovation. When closed, the lightweight magnesium bows made it possible to achieve a coupé-like curve of roof that had never been seen before, and with a silhouette that was retained even at high speeds. 

911 Targa

The new 911 Targa, which came out at the end of 2012, was equally spectacular. Like the legendary original Targa, the new model had the characteristic wide hoop instead of B-pillars. At the push of a button, however, the front section of the roof could be moved automatically and stored at the rear.

The host of innovations continued in the 911 Turbo, which saw the first active aerodynamics and particulate filter-equipped turbo engines on any 911 Carrera model.

911 50th anniversary edition

The 991 generation also proved the ideal basis for special models and radical sports cars. Porsche celebrated the 50th anniversary of its cult sports car in 2013 with an exclusively equipped limited edition model, of which only 1,963 examples were built.

911 R

In 2016, the 500 PS, naturally aspirated 911 R evoked memories of the road-approved 1967 racing sports car of the same name. Two other purist sports cars with classic predecessors made their debut in 2017: the sporty 911 T and the 911 GT3 high-performance sports car with Touring package.

Millionth 911

The one-millionth 911 was also built as part of the 991 generation: like Ferry Porsche’s first company 911, the not-for-sale commemorative model was painted in Irish Green and boasted leather and Pepita seats. In the same year, Porsche Exclusive Manufaktur presented the 911 Turbo S Exclusive Series with 446 kW (607 PS) and spectacular Golden Yellow Metallic paintwork.

911 GT2 RS

And there was more to come: The fastest and most powerful 911 racing technology ever seen in a production road-going 911 appeared in 2017 in the form of the 515 kW (700 PS; Fuel consumption combined: 11.8 l/100 km; CO₂ emissions: 269 g/km) 911 GT2 RS. Its naturally aspirated sister followed a few months later. The 911 GT3 RS had a racing chassis and a 382 kW (520 PS; Fuel consumption combined 13.2 l/100 km; CO₂emissions 303 g/km) four-litre naturally aspirated engine, perfectly combining road and race track. 

911 Speedster

Right on time to mark the 70th anniversary of Porsche sports cars, the 911 Speedster embodied the original virtues of Porsche: lightweight construction, efficiency, purity and driving pleasure – delivered by a 375 kW (510 PS; Fuel consumption combined 13.8 l/100 km; CO2 emissions combined 317 g/km) four-litre naturally aspirated engine, manual six-speed transmission and high-performance sports chassis. The two-seater was not just the last derivative of the 991 generation, it has now also become the last model of the series to be manufactured and marks a further milestone in the 911-history.

How Does Mercedes-Benz Engineer the Ride in Their Current Models?

M-B Handling Simulator

Sindelfingen. A vehicle is driving on a country road on a cold, dull December morning. The road surface leaves a lot to be desired, and potholes and ruts make for uneven road conditions. The driver does not notice any of this. He effortlessly steers the vehicle along the route and through sharp bends. Even an obstacle which suddenly appears is effortlessly avoided by the vehicle, without setting the driver's pulse racing too much. This special feeling of safety, comfort and effortless superiority is unmistakeable. It is inherent to a Mercedes. The developers behind it refer to this feeling as the "Mercedes-Benz driving character".

Development is a matter of character

"We aspire to make our vehicles immediately recognisable. Not just through the hallmark Mercedes design, but also the handling," is how Markus Riedel, Head of the "Ride & Handling" Centre, sums up his team's main mission. "In concrete terms a Mercedes is characterised by three very pronounced traits: optimum ride comfort, high driving safety and tangible self-assurance. In every situation a Mercedes driver must have the impression that their vehicle still has reserves." It is the job of the engineers at the Sindelfingen Mercedes-Benz Technology Centre to constantly optimise these three KPIs and develop them further for every new model platform.

At the start of every development cycle the required specification of these three top properties, supplemented by sportiness and precision, is translated into over 90 measurable physical characteristic values, including for vertical, lateral and longitudinal dynamics. Countless calculations, design variants and simulations on supercomputers are necessary before the parameters on paper can be fed into the target description, i.e. into the specification of the component parts and wheel alignment systems. "The real art of the development process is for us to reconcile these statistical values with one another to such an extent that they create a complete driving experience geared to humans," says Markus Riedel, explaining the challenges in developing the handling characteristics. Because for all this digitisation and technology: it is the subjective perception whilst driving that is decisive.

This means that all the objective statistical values – whether calculated or measured – have to be interpreted with subjective perception. This is the only way in which the Mercedes-Benz driving character can be created.

"Modern handling is therefore developed through the triad of digital simulation on the computer, measurements on test stands and finishing touches through subjective fine-tuning with real vehicles. Each of these three instruments has its strengths, but also its limitations. The actual art is now to combine them with one another optimally."

Feeling meets physics

To enable the checking of calculations to run efficiently, even at the early development phases in which there is as yet no actual prototype, there is the Driving Simulation Centre in Sindelfingen. In what is known as the Ride Simulator – two seats mounted next to one another on a hexapod with electrical regulators – the Mercedes-Benz chassis experts work, for example on the damping variance. With the aid of digital vehicle prototypes and the surface data of real test routes, the driver and co-driver can carry out virtual test drives and check how they find, for example, the same uneven road surface with a comfortably soft or sportily tauter suspension tuning. "With this digital transformation we save ourselves one to two coordination loops in testing with real prototypes. We have an entire collection full of virtual vehicles and driving situations in the computer which we can incorporate at the press of a button," Markus Riedel says, explaining how the process works.

This is where it is literally possible to experience at first hand a phenomenon familiar from the realm of acoustics: the masking effect. "When you are out on the road in a normal vehicle these days, you hardly notice the exterior noises such as wind noise, because they are overlaid by the engine noise. These noises are missing from an electric vehicle – and even the airstream seems much louder," Markus Riedel explains. It is a similar story with the various vibration frequencies: "Naturally we can try to dampen away all the vehicle's lower-frequency body movements. But the high-frequency vibrations remain – and this is that tingling in the stomach that many people find so unpleasant."

In the Handling or Moving-Base Driving Simulator one floor up, the focus is on the topic of safety and self-assurance. With its ball structure on a twelve-metre rail, the 360-degree screen, sound systems for reproducing the wind noise and a fast electric drive, it is not dissimilar to a flight simulator. Here, too, the data sets created by supercomputers serve to replicate driving situations which appear as real as possible to the test subjects. The difference is that they are sitting in a complete vehicle body here and can accelerate, steer and brake for themselves.

In this way even dynamic driving manoeuvres such as a double lane change or the effect that a strong lateral gust of wind has on the suspension can be studied extensively. "Many people think that in Development we just deal with steering, braking, damping, etc. But the Handling Simulator also helps us learn which tyres are suitable for which setup, or if the aerodynamics still need to be optimised," says Markus Riedel. The big advantage of simulations is that the results are always objective and reproducible, whilst subjective assessments in the actual test vehicle can tend to vary. Plus the control units required for handling have to be configured for the Mercedes-Benz driving character in a targeted manner. We have the Hardware-in-the-Loop laboratory for configuring the control units.

Loop by loop to the right setting

The rapid increase in electronic control units, whose tasks include assuming responsibility for the drive electronics and suspension in modern vehicles, calls for a level of testing which is as thorough as that on the suspension itself. One possible way of accelerating the development of vehicle components is a process called Hardware-in-the-Loop (HiL), which has been vehemently used and developed further at Mercedes-Benz ever since the infamous moose accident test. In the HiL laboratory, real control units, such as the ESP®, are connected to a supercomputer which simulates the vehicle's behaviour with the aid of computer models.

An example: the vehicle computer model drives through a slalom course at high speed and sends sensor data describing the vehicle behaviour to the ESP®. It reacts and in turn sends the corresponding control impulses back to the hydraulic brake, thus producing precisely the brake force required at the tyres to enable the vehicle to continue meeting the driver's wishes. This creates a loop.

In this way countless driving manoeuvres and all the suspension control units can be tested in a secure environment over and over again for a diverse range of vehicle platforms. There are now 22 functions integrated in the ESP® control unit. They have to be successfully tested in around 900 manoeuvres. And even if every single manoeuvre has to be performed in real time, a great deal of development time can be saved by including Hardware-in-the-Loop. "We can carry out nearly 20 million computing operations in one night on a HiL test stand. With this example alone you can see just what is possible thanks to digitisation. And we can also simulate marginal manoeuvres here too, without endangering any people or vehicles," comments Markus Riedel, explaining the value of Hardware-in-the-Loop for the development of handling.

On the test track

The test drives in the actual vehicle on real routes should of course only ever approach these limits with extreme care, if at all. In order to put the finishing touches to all the characteristic properties of the Mercedes-Benz driving character – so the ride comfort, driving safety, self-assurance, sportiness and precision – the vehicle itself is also tested and optimised. "It's just like a good wine. You can describe it in chemical terms, but that subtle something comes from people for people. As far as we are concerned the simulations cannot replace tests in real conditions. But they do help to put the actual prototypes onto the real test track faster and with a higher maturity level," is how Markus Riedel justifies the subsequent development phase on the test track.

"Testing on public roads, except for ride comfort, would be irresponsible," Markus Riedel explains. "And even when it comes to optimising the springing comfort the volume of traffic or the width of the road prevents us from always driving at the same speed on the same route in order to gain comparable impressions. In addition to this, good routes for fine-tuning are disappearing because they are being asphalted smooth. We measured these routes before they were overhauled and preserved them on the computer with all their dips and bumps, grooves and potholes. And on our test tracks we have faithfully reconstructed these roads. A modern S-Class can and must be measured against its predecessors on the same stretch, for example, from simulation to testing in the actual vehicle."

Even cobblestones were put down on a short section of the test track in Sindelfingen. On test tracks and for ride comfort on public roads, too, the pre-defined suspension settings are optimised and fine-tuned with various parameters in real conditions. Concrete motorways, for instance, present a special challenge. Here there are transverse joints at regular intervals, and when the vehicle speed is increased they cause higher-frequency agitation. The vehicles are tuned in such a way that the agitation is reduced as much as possible for the occupants.

The engineers do not like to compromise when it comes to handling: "We are dealing with technological development at the absolute limit here, and we want to optimise all the driving properties as much as possible," says Markus Riedel. "But if ever there are any conflicts of interest, then driving safety, ride comfort and self-assurance always have priority before sportiness or precision when we make our decisions." Depending on the vehicle platform, after years of development and countless test drives, in the end precisely the right suspension tuning is achieved that lends every single model its very special Mercedes-Benz driving character – so that drivers arrive at their destination relaxed, even after a long journey in difficult conditions

Select Bibliography 1.0 on the History of the Automobile and American Life -- Books

This is a work-in progress, the result of my consolidating and organizing my many files on the history the automobile in America. It is not complete nor definitive, but it does provide solid basis that should help anyone working in the field. The Bibliography listing books only will be updated from time to time, and as I do so this post will be deleted. You can also find separate bibliography on journal articles on another blog post.

Books

Adler, Dennis. Chrysler.Osceola, WI: MBI, 2000.

------. Duesenberg. N.P: Krause Publications, 2004.

Allen, Frederick Lewis. Only Yesterday.New York: Harper and Row, 1931.

Antonick, Michael. California Screamin’: The Glory Days of Corvette Road Racing.Osceola, WI: MBI, 1990.

Arnold, Horace Lucien, and Fay Leone Faurote. Ford Methods and Ford Shops.New York: The Engineering Magazine Company, 1915.  

Assael, Shaun.Wide Open: Days and Nights on the NASCAR Tour.New York: Ballantine Books, 1998.

Bailey, Beth L. From Front Porch to Back Seat: Courtship in Twentieth-Century America.Baltimore: Johns Hopkins University Press, 1988.

Baime, A.J. The Arsenal of Democracy: FDR, Detroit, and an Epic Quest to Arm an America at War.New York: Houghton Mifflin Harcourt, 2014.

Baldwin, Neil. Henry Ford and the Jews: The Mass Production of Hate.New York: Public Affairs, 2001.

Barnard, John. American Vanguard: The United Autoworkers during the Reuther Years, 1935-1970. Detroit: Wayne State University Press, 2004.

Barnes, H.E. Society in Transition.New York: Prentice Hall, 1939.

Batchelor, Dean. Dry Lakes and Drag Strips: The American Hot Rod.St. Paul, MN: MBI, 2002.

Batchelor, Ray. Henry Ford:Mass Production, Modernism and Design.Manchester: Manchester University Press, 1994.  

Bayley, Stephen. Harley Earl and the Dream Machine. New York: Knopf, 1983.

------. Sex, Drink and Fast Cars.New York: Pantheon, 1986.

Beasley, David. The Suppression of the Automobile: Skullduggery at the Crossroads.New York and Westport, CT: Greenwood Press, 1988.

Beatley, Timothy. Green Urbanism: Learning from European Cities.Washington, D.C.: Island Press, 2000.

Belasco, Warren James. Americans on the Road: From Autocamp to Motel, 1910-1945.Baltimore: Johns Hopkins University Press, 1979.

Bel Geddes, Norman. Magic Motorways.New York: Random House, 1940.

Belloc, Hilaire. The Road.New York: Harper & Brothers, 1925.

Berger, Michael L. The Devil Wagon in God’s Country: The Automobile and Social Change in Rural America, 1893-1929.Hamden, CT: Archon Books, 1979.

Bernstein, Arnold. A History of The American Worker: The Turbulent Years 1933-1941. Los Angeles: University of California, 1969.

Billington, David P., and David P. Billington, Jr.Power, Speed, and Form: Engineers and the Making of the Twentieth Century. Princeton, NJ: Princeton University Press, 2006.

Binder, Alan K., and Deebe Ferris, eds. General Motors in the 20th Century. Southfield, MI: Wards Communications, 2000.

Blackford, Mansel G., and K. Austin Kerr. B. F. Goodrich: Tradition and Transformation, 1870-1995. Columbus: Ohio State University Press, 1996.  

Blank, Harrod. Wild Wheels. San Francisco: Pomegranate Artbooks, 1993.

Blanke, David. Hell on Wheels: The Promise and Peril of America’s Car Culture, 1900-1940. Lawrence, KS: University of Kansas Press, 2007.

Bliss, Carey S. Autos Across America: A Bibliography of Transcontinental Automobile Travel: 1903-1940.Austin and New Haven: Jenkins & Reese, 1982.

Blum, John Morton. V Was For Victory: Politics and American Culture during World War II. New York: First Harvest, 1976.

Borg, Kevin L. Automechanics: Technology and Expertise in Twentieth-Century America. Baltimore: Johns Hopkins University Press, 2007.

Borgeson, Griffith. Miller. Osceola, WI: Motorbooks, 1993.

Bonsall, Thomas E. The Cadillac Story: The Postwar Years. Stanford, CA: Stanford University Press, 2004.

Bottles, Scott. Los Angeles and the Automobile: The Making of a Modern City. Berkeley and Los Angeles: University of California Press, 1987.

Boyer, Paul S. By Bomb’s Early Light: American Thought and Culture at the Dawn of the Atomic Age.New York: Pantheon, 1985. 

Bradsher, Keith. High and Mighty: SUVs – the World’s most Dangerous Vehicles and How They Got that Way. New York: Public Affairs, 2002.   

Braverman, Harry. Labor and Monopoly Capital: the Degradation of Work in the Twentieth Century.New York: Monthly Review Press, 1974.

Breer, Carl. The Birth of Chrysler Corporation and its Engineering Legacy.Warrendale, PA: Society of Automotive Engineers, 1995.

Brinkley, Douglas. Wheels for the World: Henry Ford, His Company, and a Century of Progress, 1903-2003.New York: Viking, 2003.

Brown, Kurt, ed. Drive, They Said: Poems about Americans and Their Cars.Minneapolis, MN: Milkweed, 1994.

Brown, Lester R., Christopher Flavin, and Colin Norman. Running on Empty: The Future of the Automobile in an Oil-Short World.New York: W. W. Norton, 1979.

Buehrig, Gordon M. Auburn. The Year 1936 is Viewed 50 Years Later. N.P.: n.p., 1986.

Buel, Ronald. Dead End: the Automobile in Mass Transportation. Englewood Cliffs, NJ: Prentice-Hall, 1972.

Burlingame, Roger. Henry Ford. New York: Knopf, 1955. 

Burnside, Tom, and Denise McCluggage. American Racing: Road Racing in the 50s and 60s. Cologne: Kőnemann, 1996.

Burton, Walter. The Story of Tire Beads and Tires.New York: McGraw-Hill, 1954.

Butler, Don. Auburn Cord Duesenberg.Osceola, WI: Motorbooks, 1992.

Carson, Iain, and Vijay V. Vaitheeswaran. Zoom: The Global Race to Fuel the Car of the Future. New York: Twelve, 2007.

Casey, Robert. The Model T: A Centennial History.Baltimore: Johns Hopkins University Press, 2008.

Chandler, Alfred D. Strategy and Structure: Chapters in the History of Industrial Enterprise.Cambridge, MA: MIT Press, 1962.

Chrysler Corporation. The Story of an American Company.Detroit, MI: Chrysler, 1955.

Clarke, Sally H. Trust and Power: Consumers, the Modern Corporation, and the Making of the United States Automobile Market. Cambridge, UK: Cambridge University Press, 2007.

Clymer, Floyd. Floyd Clymer’s Steam Car Scrapbook.New York: Bonanza Books, 1945.

------. Henry’s Wonderful Model T 1908-1927.New York: McGraw-Hill, 1955.

------. Those Wonderful Old Automobiles.New York: Bonanza, 1953.

Cowan, Ruth Schwartz. More Work for Mother.New York: Basic Books, 1983.

Cray, Ed. Chrome Colossus: General Motors and Its Times.New York: McGraw-Hill, 1980.

Crews, Harry. Car.New York: William Morrow, 1972.

Critchlow, Donald T. Studebaker: The Life and Death of an American Corporation.Bloomington, IN: Indiana University Press, 1996.

Crosse, Jesse. The Greatest Movie Car Chases of all Time.St. Paul, MN: Motorbooks, 2006.

Csikszentmihalyi, Mihaly, and Eurgen Rochenberg-Halton. The Meaning of Things: Domestic Symbols and Self.Cambridge: Cambridge University Press, 1981.

Curico, Vincent. Chrysler: The Life and Times of an Automotive Genius.New York: Oxford University Press, 2000.

Cusumano, Michael A. The Japanese Automobile Industry: Technology and Management at Nissan andToyota.Cambridge, MA: Harvard University Press, 1985.

Dammann, George H. Seventy Years of Chrysler.Glen Ellyn, IL: Crestline, 1974.

Davis, Michael W. R. Detroit’s Wartime Industry, Arsenal of Democracy.Charleston, SC: Arcadia Publishing, 2007.

Davis, Mike. Buda’s Wagon: A Brief History of the Car Bomb.London: Verso, 2007.

Davis, Susan S. The Stanleys: Renaissance Yankees: Innovation in Industry and the Arts.New York: Newcomen Society of the United States, 1997.

Deming, W. Edwards. Out of the Crisis.Cambridge, MA: MIT Press, 1982.

Dettelbach, Cynthia Golob. In the Driver’s Seat: The Automobile in American Literature and Popular Culture.Westport, CT: Greenwood Press, 1976.

Donaldson, Gary. Abundance and Anxiety: America, 1945-1960. Westport, CT: Praeger, 1997.

Donnelly, Nora, ed. Customized: Art Inspired by Hot Rods, Low Riders and American Car Culture.New York: Harry N. Abrams, 2000.

Downey, Fairfax. Jezebel the Jeep.New York: Dodd, Mead and Company, 1944.

Duncan, Dayton. Horatio’s Drive: America’s First Road Trip.New York: Knopf, 2003.

Dunne, Michael J. American Wheels Chinese Roads: The Story of General Motors in China. Singapore: John Wiley & Sons, 2011.

Duryea, J. Frank. America’s First Automobile.Springfield, MA: Macaulay, 1942.

Eastman, Joel W. Styling vs. Safety: The American Automobile Industry and the Development of Automotive Safety, 1900–1966.Lanham, MD: University Press of America, 1984.

Ebert, Robert R. Champion of the Lark: Harold Churchhill and the Presidency of Studebaker Packard, 1956-1961.Jefferson, N.C.: McFarland, 2013.

____________. Studebaker and Byers A. Burlingame: End of an Automotive Legacy. Berea, OH: Cicero Books, 2016.

Elbert, J. L. Duesenberg: the Mightiest American Motor Car.Arcadia, CA: Post-Era Books, 1975.

Farber, David R. Sloan Rules: Alfred P. Sloan and the Triumph of General Motors.Chicago: University of Chicago Press, 2002.

Faris, John T. Roaming American Highways.New York: Farrar & Rinehart, 1931.

Felsen, Henry Gregor. Hot Rod.New York: E. P. Dutton, 1950.

Finkelstein, Norman H. The Way Things Never Were: The Truth About the “Good Old Days.”New York: Atheneum, 1999.

Flink, James J. America Adopts the Automobile, 1895-1910. Cambridge, MA: MIT Press, 1970.

------. The Automobile Age.Cambridge, MA: MIT Press, 1988.

Ford, Henry. My Life and Work. Garden City, NY: Doubleday, Page & Company, 1922.

------. Today and Tomorrow.Cambridge, MA: Productivity Press, 1988.

Foster, Kit. The Stanley Steamer: America’s Legendary Steam Car.Kingfield, ME: Stanley Museum, 2004.

French, Michael J. The United States Tire Industry. Boston: Twayne, 1991.

Frey, John W. ed. A History of the Petroleum Administration for War, 1941-1945. Washington D.C.: G.P.O., 1946.

Gartman, David. Auto Opium: A Social History of American AutomobileDesign.London: Routledge, 1994.

------. Auto Slavery: The Labor Process in the American Automobile Industry, 1897-1950.New Brunswick, NJ: Rutgers University Press, 1986.

Georgano, Nick. Art of the American Automobile: The Greatest Stylists and Their Work.New York: Smithmark, 1995.

Gladding, Effie Price. Across the Continent by the Lincoln Highway.New York: Brentano’s, 1915.

Goddard, Stephen B. Colonel Albert Pope and His American Dream Machines: The Life and Times of a Bicycle Tycoon Turned Automotive Pioneer.Jefferson, NC: McFarland, 2000.

Granatelli, Anthony (Andy). They Call Me Mister 500.Chicago: Henry Regency, 1969.

Grandin, Greg. Fordlandia: The Rise and Fall of Henry Ford’s Forgotten Jungle City.New York: Picador, 2010.

Greenleaf, William. Monopoly on Wheels: Henry Ford and the Selden Patent Suit.Detroit: Wayne State University Press, 1961.

Gruskin, Paul. Rock’n Down the Highway: The Cars that Made Rock Roll.St. Paul, MN: Voyageur Press, 2006.

Gustin, Lawrence R. Billy Durant: Creator of General Motors.Grand Rapids, MI: Eerdmans, 1973.

Gutfreud, Owen D. Twentieth-Century Sprawl: Highways and the Reshaping of the American Landscape.New York: Oxford University Press, 2004.

Hagstrom, Robert G. The NASCAR Way: The Business that Drives the Sport. New York: John Wiley, 1998.

Hair, William Ivy. The Kingfish and his Realm.Baton Rouge: Louisiana State University Press, 1991.

Halberstam, David. The Reckoning.New York: William Morrow, 1986.

Hamper, Ben. Rivethead: Tales from the Assembly Line.New York: Warner Books, 1992.

Heat Moon, William Least. Blue Highways: A Journey into America.Boston: Little, Brown, 1982.

Heitmann, John A. and Rebecca Morales. Stealing Cars: Technology and Society from the Model T to Gran Torino. Baltimore: Johns Hopkins University Press, 2014.

Hendry, Maurice D. Cadillac, Standard of the World: The Complete History.Princeton, NJ: Automobile Quarterly Publications, 1977.

Herlihy, David V. Bicycle: The History. New Haven, CT: Yale University Press, 2004.

Hermanson, Dave. The Mobilgas Economy Run: A History of the Long Distance Fuel Efficiency Competition, 1936-1968.Jefferson, NC: McFarland, 2014.

Hokanson, Drake. The Lincoln Highway: Main Street Across America. Iowa City: University of Iowa Press, 1988. 

Hounshell, David A. From The American System to Mass Production 1800-1932: The Development of Manufacturing Technology in the United States.Baltimore: Johns Hopkins, 1984. 

Hyde, Charles K. Arsenal of Democracy: The American Automobile Industry in World War II. Detroit: Wayne State University Press, 2013. 

------. The Dodge Brothers: The Men, the Motor Cars, and the Legacy. Detroit: Wayne State University Press, 2005. 

------.. Riding the Roller Coaster: A History of the Chrysler Corporation.Detroit: Wayne State University Press, 2003.

Iacocca, Lee, with William Novak. Iacocca: An Autobiography. New York: Bantam Books, 1984.

Ikuta, Yasutoshi. American Automobile: Advertising from the Antique and Classic Eras. San Francisco: Chronicle Books, 1988.

_____________. Cruise-o-matic: Automobile Advertising of the 1950s.San Francisco: Chronicle Books, 1988.

Ingrassia, Paul. Comeback: The Fall and Rise of the American Automobile Industry. New York: Simon & Schuster, 1995.

------.Engines of Change: A History of the American Dream in Fifteen Cars. New York: Simon & Schuster, 2012.

Innes, C. D. Designing Modern America: Broadway to Main Street. New Haven: Yale University Press, 2005.  

Jackson, Robert B. Road Race Round the World: New York to Paris, 1908. New York: Scholastic, 1965.

Jacobs, Timothy. A History of General Motors.New York: Smithmark, 1992.

_____________. Lemons: The Worlds Worst Cars.Greenwich, CT: Dorsey, 1991.

James, Wanda. Driving From Japan: Japanese Cars in America. Jefferson, NC: McFarland, 2005.

Jardim, Anne. The First Henry Ford: A Study in Personality and Leadership. Cambridge, MA: MIT Press, 1970.

Jeffreys, Steven. Management and the Managed. London: Cambridge Press, 1986.

Jerome, John. The Death of the Automobile: The Fatal Effect of the Golden Era, 1955-1970. New York: Norton, 1972.

Johnson, Ann. Hitting the Brakes: Engineering Design and the Production of Knowledge. Durham, NC: Duke University Press, 2009.

Kanigel, Robert. The One Best Way: Frederick Winslow Taylor and the Enigma of Efficiency. New York: Viking, 1997.

Kaszynski, William. Route 66: Images of America’s Main Street. Jefferson, NC: McFarland, 2003.

Keats, John. The Insolent Chariots. Greenwich, CT: Fawcett, 1959.

Keene, Carolyn. The Secret of the Old Clock.New York: Grosset & Dunlap, 1930.  

Kerouac, Jack. On the Road.New York: Viking, 2007.

Keyser, Michael. French Kiss With Death: Steve McQueen and the Making of Lemans: The man—the Race—the Cars—the Movie. Cambridge, MA: Robert Bentley, 1999.

Kinsey, Alfred, et al. Sexual Behavior in the Human Female.Philadelphia: W.B. Saunders Company, 1953.

Kirby, Richard Shelton. Engineering in History.New York: McGraw-Hill, 1956.

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