Automobile Engineering Quotes

When Henry Ford decided to produce his famous V-8 motor, he chose to build an engine with the entire eight cylinders cast in one block, and instructed his engineers to produce a design for the engine. The design was placed on paper, but the engineers agreed, to a man, that it was simply impossible to cast an eight-cylinder engine-block in one piece. Ford replied,''Produce it anyway.

Imagination has brought mankind through the Dark Ages to its present state of civilization. Imagination led Columbus to discover America. Imagination led Franklin to discover electricity. Imagination has given us the steam engine, the telephone, the talking-machine and the automobile, for these things had to be dreamed of before they became realities. So I believe that dreams - day dreams, you know, with your eyes wide open and your brain-machinery whizzing - are likely to lead to the betterment of the world. The imaginative child will become the imaginative man or woman most apt to create, to invent, and therefore to foster civilization.

Take care of your car in the garage, and the car will take care of you on the road.

[A Bugatti Veyron is] quite the most stunning piece of automotive engineering ever created....At a stroke then, the Veyron has rendered everything I’ve ever said about any other car obsolete. It’s rewritten the rule book, moved the goalposts and in the process, given Mother Nature a bloody nose.

Students of public speaking continually ask, "How can I overcome self-consciousness and the fear that paralyzes me before an audience?" Did you ever notice in looking from a train window that some horses feed near the track and never even pause to look up at the thundering cars, while just ahead at the next railroad crossing a farmer's wife will be nervously trying to quiet her scared horse as the train goes by? How would you cure a horse that is afraid of cars—graze him in a back-woods lot where he would never see steam-engines or automobiles, or drive or pasture him where he would frequently see the machines? Apply horse-sense to ridding yourself of self-consciousness and fear: face an audience as frequently as you can, and you will soon stop shying. You can never attain freedom from stage-fright by reading a treatise. A book may give you excellent suggestions on how best to conduct yourself in the water, but sooner or later you must get wet, perhaps even strangle and be "half scared to death." There are a great many "wetless" bathing suits worn at the seashore, but no one ever learns to swim in them. To plunge is the only way.

I am emotional about engines, if you hurt my car, you hurt my heart.

People know, or dimly feel, that if thinking is not kept pure and keen, and if respect for the world of mind is no longer operative, ships and automobiles will soon cease to run right, the engineer's slide rule and the computations of banks and stock exchanges will forfeit validity and authority, and chaos will ensue.

But what really matters is what's under the hood, and without continued attention to routine maintenance and repairs, it isn't long before the same old engine spoils the new ride.

Asking someone else to drive your sports car is like asking someone else to kiss your girlfriend.

Among all the machines, motorcar is my favorite machine.

Intel engineers did a rough calculation of what would happen had a 1971 Volkswagen Beetle improved at the same rate as microchips did under Moore’s law. These are the numbers: Today, that Beetle would be able to go about three hundred thousand miles per hour. It would get two million miles per gallon of gas, and it would cost four cents! Intel engineers also estimated that if automobile fuel efficiency improved at the same rate as Moore’s law, you could, roughly speaking, drive a car your whole life on one tank of gasoline. What

The little engine roared and then stopped. Adam sat back for a moment, limp but proud, before he got out. The postmaster looked out between the bars of his golden grill. "I see you've got one of the damn things," he said. "Have to keep up with the times," said Adam. "I predict there'll come a time when you can't find a horse, Mr. Trask." "Maybe so." They'll change the face of the countryside. They get their clatter into everything," the postmaster went on.

Consider this!” Edmond declared. “It took early humans over a million years to progress from discovering fire to inventing the wheel. Then it took only a few thousand years to invent the printing press. Then it took only a couple hundred years to build a telescope. In the centuries that followed, in ever-shortening spans, we bounded from the steam engine, to gas-powered automobiles, to the Space Shuttle! And then, it took only two decades for us to start modifying our own DNA!

I am so obsessed with the cars that sometimes I feel like my heart is not a muscle, it's an engine.

The grade of Nineteenth Avenue was so daunting for the engines of the day that watching automobiles straining for the top became a local pastime.

Within a decade, the internal combustion engine automobile is likely to look exactly like what it is - a machine that converts gasoline into much more heat than forward motion, a bizarre antiquity.

If three hundred years of chainsaws, CFCs, depleted uranium, automobiles, genetic engineering, airplanes, routine international trade, computers, plastics, endocrine disruptors, pesticides, vivisection, internal combustion engines, feller bunchers, dragline excavators, televisions, cell phones, and nuclear (and conventional) bombs are not enough to convey the picture, then that picture will never be conveyed.

Did you know that the hum of a car engine through the metal and seats is approximately in B-flat, the same as the hum of blood in the arteries of a pregnant woman? That’s why children sleep so easily in the backseat of an automobile.

the people who could author the mechanized death of our ghettos, the mass rape of private prisons, then engineer their own forgetting, must inevitably plunder much more. This is not a belief in prophecy but in the seductiveness of cheap gasoline. Once, the Dream’s parameters were caged by technology and by the limits of horsepower and wind. But the Dreamers have improved themselves, and the damming of seas for voltage, the extraction of coal, the transmuting of oil into food, have enabled an expansion in plunder with no known precedent. And this revolution has freed the Dreamers to plunder not just the bodies of humans but the body of the Earth itself. The Earth is not our creation. It has no respect for us. It has no use for us. And its vengeance is not the fire in the cities but the fire in the sky. Something more fierce than Marcus Garvey is riding on the whirlwind. Something more awful than all our African ancestors is rising with the seas. The two phenomena are known to each other. It was the cotton that passed through our chained hands that inaugurated this age. It is the flight from us that sent them sprawling into the subdivided woods. And the methods of transport through these new subdivisions, across the sprawl, is the automobile, the noose around the neck of the earth, and ultimately, the Dreamers themselves.

In his 2007 book Farewell to Alms, the Scottish-American economist Gregory Clark points out that we can learn a thing or two about our future job prospects by comparing notes with our equine friends. Imagine two horses looking at an early automobile in the year 1900 and pondering their future. “I’m worried about technological unemployment.” “Neigh, neigh, don’t be a Luddite: our ancestors said the same thing when steam engines took our industry jobs and trains took our jobs pulling stage coaches. But we have more jobs than ever today, and they’re better too: I’d much rather pull a light carriage through town than spend all day walking in circles to power a stupid mine-shaft pump.” “But what if this internal combustion engine thing really takes off?” “I’m sure there’ll be new new jobs for horses that we haven’t yet imagined. That’s what’s always happened before, like with the invention of the wheel and the plow.

What counts is not the pen used for writing but the poetry that is written. The reason we take interest in an automobile engine is not because it makes wheels turn; it is because it takes us places that we could not reach by foot. The turning wheels are just the mechanism of an instrument that allows us to journey.

* Engineers have had to invent a new category for the commuter trains of Mumbai, whose Western Railway Line is the world's single most crowded public transport corridor. When fourteen or more people are standing per square meter - above 275 percent capacity - the train has attained "Super Dense Crush Load." In Mumbai, of course, this means people are actually sitting on the roof and hanging out the open doors.

For example, there was a book that started out with four pictures: first there was a wind-up toy; then there was an automobile; then there was a boy riding a bicycle; then there was something else. And underneath each picture, it said "What makes it go?" I thought, I know what it is: They're going to talk about mechanics, how the springs work inside the toy; about chemistry, how the engine of an automobile works; and biology, about how the muscles work. It was the kind of thing my father would have talked about: "What makes it go? Everything goes because the sun is shining." And then we would have fun discussing it: "No, the toy goes becaues the spring is wound up, I would say. "How did the spring get would up" he would ask. "I wound it up" "And how did you get moving?" "From eating" "And food grows only because the sun is shining. So it's because the sun is shining that all these things are moving" That would get the concept across that motion is simply the transformation of the sun's power. I turned the page. The answer was, for the wind-up toy, "Energy makes it go." And for the boy on the bicycle, "Energy makes it go." For everything "Energy makes it go." Now that doesn't mean anything. Suppose it's "Wakalixes." That's the general principle: "Wakalixes makes it go." There is no knowledge coming in. The child doesn't learn anything; it's just a word What the should have done is to look at the wind-up toy, see that there are springs inside, learn about springs, learn about wheels, and never mind "energy". Later on, when the children know something about how the toy actually works, they can discuss the more general principles of energy. It is also not even true that "energy makes it go", because if it stops, you could say, "energy makes it stop" just as well. What they're talking about is concentrated energy being transformed into more dilute forms, which is a very subtle aspect of energy. Energy is neither increased nor decreased in these examples; it's just changed from one form to another. And when the things stop, the energy is changed into heat, into general chaos.

All the various time travel devices used by Verne and Bert were stored in the repository, Poe explained, including the ones that had never quite worked as they were meant to. There was one that resembled a blue police box from London—“Stolen by a doctor with delusions of grandeur,” said Poe—one that was simply a large, transparent sphere—“Created by a scientist with green skin and too much ego,” said Verne—and one that was rather ordinary by comparison. “This one looks like an automobile,” John said admiringly, “with wings.” “The doors open that way for a reason,” Verne explained, “we just never figured out what it was. The inventor of this particular model tried integrating his designs into a car, an airplane, and even a steam engine train. He was running a crackpot laboratory in the Arizona desert, and he never realized that it was not his inventions themselves, but his proximity to some sort of temporal fluctuation in the local topography, that allowed them to work.” “What happened to him?” asked Jack. “He’d get the machines up to one hundred and six miles per hour,” said Bert, “and then he’d run out of fuel and promptly get arrested by whatever constabulary had been chasing him. The sad part was that Jules figured out if he’d just gone two miles an hour faster, he’d likely have been successful in his attempt.

If we burn the carbon with very little oxygen in a very rapid reaction (for example, in an automobile engine, where the explosion is so fast that there is not time for it to make carbon dioxide) a considerable amount of carbon monoxide is formed. In many such rearrangements, a very large amount of energy is released, forming explosions, flames, etc., depending on the reactions. Chemists have studied these arrangements of the atoms, and found that every substance is some type of arrange- ment of atoms.

Because Japan had no defense industry, he knew, and not even an airplane industry, the best engineers of a generation were being funneled into other, seemingly more prosaic sectors, like automobiles, for example, and steel. These industries, which in America were having increasing difficulty competing for top engineers, were getting the absolute cream in Japan. This advantage in talent was already making a considerable difference, Hayashi believed, as Japan’s heavy industries began to compete in the world’s markets.

There is a change underway, however. Our society used to be a ladder on which people generally climbed upward. More and more now we are going to a planetary structure, in which the great dominant lower middle class, the class that determines our prevailing values and organizational structures in education, government, and most of society, are providing recruits for the other groups — sideways, up, and even down, although the movement downward is relatively small. As the workers become increasingly petty bourgeois and as middle-class bureaucratic and organizational structures increasingly govern all aspects of our society, our society is increasingly taking on the characteristics of the lower middle class, although the poverty culture is also growing. The working class is not growing. Increasingly we are doing things with engineers sitting at consoles, rather than with workers screwing nuts on wheels. The workers are a diminishing, segment of society, contrary to Marx’s prediction that the proletariat would grow and grow. I have argued elsewhere that many people today are frustrated because we are surrounded by organizational structures and artifacts. Only the petty bourgeoisie can find security and emotional satisfaction in an organizational structure, and only a middle-class person can find them in artifacts, things that men have made, such as houses, yachts, and swimming pools. But human beings who are growing up crave sensation and experience. They want contact with other people, moment-to-moment, intimate contact. I’ve discovered, however, that the intimacy really isn’t there. Young people touch each other, often in an almost ritual way; they sleep together, eat together, have sex together. But I don’t see the intimacy. There is a lot of action, of course, but not so much more than in the old days, I believe, because now there is a great deal more talk than action. This group, the lower middle class, it seems to me, holds the key to the future. I think probably they will win out. If they do, they will resolutely defend our organizational structures and artifacts. They will cling to the automobile, for instance; they will not permit us to adopt more efficient methods of moving people around. They will defend the system very much as it is and, if necessary, they will use all the force they can command. Eventually they will stop dissent altogether, whether from the intellectuals, the religious, the poor, the people who run the foundations, the Ivy League colleges, all the rest. The colleges are already becoming bureaucratized, anyway. I can’t see the big universities or the foundations as a strong progressive force. The people who run Harvard and the Ford Foundation look more and more like lower-middle-class bureaucrats who pose no threat to the established order because they are prepared to do anything to defend the system.

In Detroit, Dr. Forest Dodrill, a surgeon at Wayne State University, collaborated with engineers at General Motors Research to develop a mechanical pump capable of supporting the circulation of an adult. The resulting stainless-steel and glass device, the Dodrill-GMR mechanical heart pump, had multiple cylinders from which blood circulated and, perhaps not surprisingly, bore an uncanny resemblance to a Cadillac V-12 automobile engine. The device was intended to temporarily replace either the right or left ventricle and was first used in 1952 to support a patient for fifty minutes while Dr. Dodrill repaired a mitral valve.

Keep in mind a distinction that is being imported into more and more scientific thinking, that between ‘complicated’ and ‘complex’. ‘Complicated’ means a whole set of simple things working together to produce some effect, like a clock or an automobile: each of the components – brakes, engine, body-shell, steering – contributes to what the car does by doing its own thing, pretty well. There are some interactions, to be sure. When the engine is turning fast, it has a gyroscopic effect that makes the steering behave differently, and the gearbox affects how fast the engine is going at a particular car speed. To see human development as a kind of car assembly process, with the successive genetic blueprints ‘defining’ each new bit as we add them, is to see us as only complicated. A car being driven, however, is a complex system: each action it takes helps determine future actions and is dependent upon previous actions. It changes the rules for itself as it goes. So does a garden. As plants grow, they take nutrients from the soil, and this affects what else can grow there later. But they also rot down, adding nutrients, providing habitat for insects, grubs, hedgehogs … A mature garden has a very different dynamic from that of a new plot on a housing estate. Similarly, we change our own rules as we develop.

Once a device had been invented, the inventor then had to find an application for it. Only after it had been in use for a considerable time did consumers come to feel that they “needed” it. Still other devices, invented to serve one purpose, eventually found most of their use for other, unanticipated purposes. It may come as a surprise to learn that these inventions in search of a use include most of the major technological breakthroughs of modern times, ranging from the airplane and automobile, through the internal combustion engine and electric light bulb, to the phonograph and transistor. Thus, invention is often the mother of necessity, rather than vice versa.

I was so excited by the thing that I couldn’t sleep that night. I kept dreaming of power stations, ocean liners, even automobiles, being operated by balls bouncing back and forth in cylinders. I even worked out a spaceship in my mind, a bullet-shaped affair with a huge rubber ball on its end, gyroscopes to keep it oriented properly, the ball serving as a solution to that biggest of missile-engineering problems, excess heat. You’d build a huge concrete launching field, supported all the way down to bedrock, hop in the ship and start bouncing. Of course, it would be kind of a rough ride… In the morning, I called my superintendent and told him to get a substitute for the rest of the week; I was going to be busy.

I was forbidden to go to the theater on Friday, but I spent all day Saturday there, and on Saturday the picture ended its run. The picture was about the substitution of automobiles for horse-drawn fire engines. Four fire companies were involved. Three of the teams by replaced by engines and the miserable horses had been sold to brutes. One team remained, but its days were numbered. The men and the horses were sad. Then suddenly there was a great fire. One saw the first engine, the second, and the third race off to the conflagration. Back at the horse-drawn company, things were very gloomy. Then the fourth alarm rang-it was their summons- and they sprang into action, harnessed the team and galloped across the city. They put out the fire, saved the city, and were given amnesty by the Mayor. Now on the stage Ozamanides was writing something obscene on my wife’s buttocks.

Rivera’s admiration for Stalin was equaled only by his admiration for Henry Ford. By the 1920s and ‘30s, nearly every industrial country in Europe and Latin America, as well as the Soviet Union, had adopted Ford’s engineering and manufacturing methods: his highly efficient assembly line to increase production and reduce the cost of automobiles, so that the working class could at least afford to own a car; his total control over all the manufacturing and production processes by concentrating them all in one place, from the gathering of raw materials to orchestrating the final assembly; and his integration, training, and absolute control of the workforce. Kahn, the architect of Ford’s factories, subsequently constructed hundreds of factories on the model of the Rouge complex in Dearborn, Michigan, which was the epicenter of Ford’s industrial acumen as well as a world-wide symbol of future technology. Such achievements led Rivera to regard Detroit’s industry as the means of transforming the proletariat to take the reins of economic production.

Online’ sales on the Internet are only an improvement of the old mail order catalogues, which were introduced in . . . 1850; they do not represent a structural change. Similarly, the Internet, multimedia cell phones, cable television, smartcards and the general computerisation of society — even genetic engineering — do not represent structural changes. They are all only developments of what already existed. There is nothing in all this to compare with inventions that really turned the world upside down, the real techno-economic metamorphoses introduced between 1860 and 1960 that revolutionised society and the framework of life: internal combustion engines, electricity, the telephone, telegraph, radio (which was more revolutionary than television), trains, cars, airplanes, penicillin, antibiotics, and so forth. The ‘new economy’ is behind us! No fundamental innovation has taken place since 1960. Computers only allow us to accomplish differently, faster and more cheaply (but with much greater fragility) what was already being done. On the other hand, the automobile, antibiotics, telecommunications and air travel were authentic revolutions that made possible what before had been impossible.

As I became older, I was given many masks to wear. I could be a laborer laying railroad tracks across the continent, with long hair in a queue to be pulled by pranksters; a gardener trimming the shrubs while secretly planting a bomb; a saboteur before the day of infamy at Pearl Harbor, signaling the Imperial Fleet; a kamikaze pilot donning his headband somberly, screaming 'Banzai' on my way to my death; a peasant with a broad-brimmed straw hat in a rice paddy on the other side of the world, stooped over to toil in the water; an obedient servant in the parlor, a houseboy too dignified for my own good; a washerman in the basement laundry, removing stains using an ancient secret; a tyrant intent on imposing my despotism on the democratic world, opposed by the free and the brave; a party cadre alongside many others, all of us clad in coordinated Mao jackets; a sniper camouflaged in the trees of the jungle, training my gunsights on G.I. Joe; a child running with a body burning from napalm, captured in an unforgettable photo; an enemy shot in the head or slaughtered by the villageful; one of the grooms in a mass wedding of couples, having met my mate the day before through our cult leader; an orphan in the last airlift out of a collapsed capital, ready to be adopted into the good life; a black belt martial artist breaking cinderblocks with his head, in an advertisement for Ginsu brand knives with the slogan 'but wait--there's more' as the commercial segued to show another free gift; a chef serving up dog stew, a trick on the unsuspecting diner; a bad driver swerving into the next lane, exactly as could be expected; a horny exchange student here for a year, eager to date the blonde cheerleader; a tourist visiting, clicking away with his camera, posing my family in front of the monuments and statues; a ping pong champion, wearing white tube socks pulled up too high and batting the ball with a wicked spin; a violin prodigy impressing the audience at Carnegie Hall, before taking a polite bow; a teen computer scientist, ready to make millions on an initial public offering before the company stock crashes; a gangster in sunglasses and a tight suit, embroiled in a turf war with the Sicilian mob; an urban greengrocer selling lunch by the pound, rudely returning change over the counter to the black patrons; a businessman with a briefcase of cash bribing a congressman, a corrupting influence on the electoral process; a salaryman on my way to work, crammed into the commuter train and loyal to the company; a shady doctor, trained in a foreign tradition with anatomical diagrams of the human body mapping the flow of life energy through a multitude of colored points; a calculus graduate student with thick glasses and a bad haircut, serving as a teaching assistant with an incomprehensible accent, scribbling on the chalkboard; an automobile enthusiast who customizes an imported car with a supercharged engine and Japanese decals in the rear window, cruising the boulevard looking for a drag race; a illegal alien crowded into the cargo hold of a smuggler's ship, defying death only to crowd into a New York City tenement and work as a slave in a sweatshop. My mother and my girl cousins were Madame Butterfly from the mail order bride catalog, dying in their service to the masculinity of the West, and the dragon lady in a kimono, taking vengeance for her sisters. They became the television newscaster, look-alikes with their flawlessly permed hair. Through these indelible images, I grew up. But when I looked in the mirror, I could not believe my own reflection because it was not like what I saw around me. Over the years, the world opened up. It has become a dizzying kaleidoscope of cultural fragments, arranged and rearranged without plan or order.

He stared down at her for a moment, wanting to heal every cut on her soft skin. But he couldn’t, not yet. He needed to get her, and her car, far from this place so neither he nor Kate would be implicated in any way with the gruesome murder site. It also meant he would have to drive. In all his years, he had never driven an automobile. The closest he had come was watching various assistants through the years as they chauffeured him. He wasn’t sure he could even remember how to start the car, but right now he had no choice. Grudgingly, he got into the driver’s seat, and finding the lever underneath, he pushed it back so he sat comfortably behind the wheel. After trying three different keys, he found one that slipped into the ignition. From what he had seen over the past hundred years, driving was not a complex operation, and he was an immortal with reflexes far more keen than a human man. How difficult could it be? He turned the key and nearly jerked the wheel off the steering column when the car surprised him by lurching forward. The car went silent. The engine wasn’t running. What was he doing wrong? He stared at the gearshift, wondering if he should move it. His frustration reared up, but his agitation would not make the car drive itself. He had to keep a cool head. Not knowing what else to try, he pushed one of the pedals at his feet to the floor and turned the key again. This time the car didn’t move, and it roared to life. Grasping the gearshift, he jammed it into the first position and glanced over at Kate. Why couldn’t she have owned a car with an automatic transmission? Shaking his head, he put some pressure on the gas pedal and slowly released the clutch. Thankfully the car rolled a few feet, but without warning it jumped forward. He pressed the clutch back to the floor before the engine lost power again. Calisto slammed his hand against the wheel, muttering under his breath in Spanish. At this rate it would take him all night to drive her home. The faded yellow convertible pitched forward again, threatening to stall as he continued out of the parking lot, thankful it was late. The streets were fairly empty. At least he wouldn’t get into an accident with another car. Her car staggered ahead, lurching each time he tried to release the clutch, bouncing and jostling them both until Kate finally stirred and woke up. § “Are we out of gas or something?” Calisto watched her with a tight smile. “Not exactly.” Kate winced in pain when she laughed. “You can’t drive a stickshift, can you?” “Does it show?” Calisto pulled over, finally allowing the engine to stall. She nodded her head slowly to avoid more pain. “Just a little. What happened?” “You don’t remember?” “I remember being mugged. And I remember seeing you, but everything after that is blank.” She watched his eyes as Calisto reached over to brush her hair back from her face, and his touch sent shivers through her body. This wasn’t how she had hoped she would run into him, but she learned a long time ago fate didn’t always work out the way you expected.

The financial crisis of 2008 is illustrated by the following analogy. There is no doubt that the improvements in engineering have made the passenger car safer than it was 50 years ago. But that does not mean that the automobile is safe at any speed. A small bump on the road can flip the most advanced passenger car speeding 120 mph today just as surely as an older model traveling 80 mph. During the Great Moderation, risks were indeed lower, and financial firms rationally leveraged their balance sheets in response. But their leverage became too great, and all that was needed was an unexpected increase in the default rate on subprime mortgages—that “bump on the road”—to catapult the economy into a crisis.

The increases in productivity brought about by Ford’s innovation were startling and revolutionized not just the automobile industry but virtually every industry serving a mass market. Introduction of “Fordist” mass production techniques became something of a fad outside America: German industry went through a period of “rationalization” in the mid-1920s as manufacturers sought to import the most “advanced” American organizational techniques.12 It was the Soviet Union’s misfortune that Lenin and Stalin came of age in this period, because these Bolshevik leaders associated industrial modernity with large-scale mass production tout court. Their view that bigger necessarily meant better ultimately left the Soviet Union, at the end of the communist period, with a horrendously overconcentrated and inefficient industrial infrastructure—a Fordism on steroids in a period when the Fordist model had ceased to be relevant. The new form of mass production associated with Henry Ford also had its own ideologist: Frederick W. Taylor, whose book The Principles of Scientific Management came to be regarded as the bible for the new industrial age.13 Taylor, an industrial engineer, was one of the first proponents of time-and-motion studies that sought to maximize labor efficiency on the factory floor. He tried to codify the “laws” of mass production by recommending a very high degree of specialization that deliberately avoided the need for individual assembly line workers to demonstrate initiative, judgment, or even skill. Maintenance of the assembly line and its fine-tuning was given to a separate maintenance department, and the controlling intelligence behind the design of the line itself was the province of white-collar engineering and planning departments. Worker efficiency was based on a strict carrot-and-stick approach: productive workers were paid a higher piece rate than less productive ones. In typical American fashion, Taylor hid

In the 1900s, the gasoline engine led to innovations in automobiles, motorcycles, and airplanes. By the 1950s, it was the integrated circuit proliferating in numerous applications.

What would I do if I could go back in time and be in a position to change the way some automobile was made? I mean, we all sit here and b*tch about how GM should have done this or that with the Vega , or that AMC should have done  this or that with the Pacer , assuming that with a few changes this or that model would have been AWESOME. So here is your challenge, Car Lust readers: If you could go back in time and inhabit some auto executive's or designer's or engineer's body for some length of time and change the course of history for one model, what would it be? And how would you go about it? No need to be super detailed ("Yeah, I'd lengthen the trailing arms on the front by 6.8 mm, and then bore the cylinder out another 0.5 mm. . . .") but give enough detail that we get an idea how it would change things. This might be a big thing, like, say, to give an example of something really dumb that would never happen in any sane universe, decide not to assemble cars in a separate country by flying them back and forth across the globe on 747s , or maybe something more modest, such as changing the suspension somewhat and avoiding the resulting bad press (misguided though it was). 

Watkins of Buckinghamshire, England, is the engineer responsible for

Any news from home lately?” The sheriff sat beside me now, his question drawing me away from the family commotion around the table. “Not much.” I ran my fork through my pie, lifted a bit to my mouth as I watched Frank interact with his children. “Mama seems on the mend. Will has gone off in his car to see the country.” Sheriff Jeffries nodded. He glanced at Frank before turning back to me. “So you aren’t headed home anytime soon?” “No.” My stomach twisted. I set down my fork and pushed my plate to the side. “You done with that, Bekah?” James asked. “ ’Cause I could finish it for you.” Frank looked at my plate. At me. At Sheriff Jeffries. I avoided his eyes. “Share it with your brother. More coffee, anyone?” On my feet again, I smiled at both men and turned to get the coffeepot. I wanted to be sick, and I had no idea why. Instead, I played the perfect hostess, filling cups and chatting until finally the sheriff rose to leave. We walked to his automobile, leaving the clatter of the kitchen far behind. Strings of clouds drifted near the horizon, like tufts of cotton ready to be spun into thread. “May I come visit again? Saturday evening?” He glanced back toward the house. “Visit? Us?” “You, Rebekah. I want to visit you.” A Saturday night visit. My mouth felt dry as dust, and my heart pumped faster. Should I commit to more than friendship? I couldn’t let myself think too hard, so I stared straight into his face and answered. “That would be nice . . . Henry.” Why did I feel like a traitor as I spoke his name? “I’ll make another pie. Or a cake. Or something.” A grin stretched across his face as he slapped his hat on his head. “I’d like that.” He cranked the engine and waved as he climbed behind the wheel. I waved back. When he motored out of sight, I sighed and turned. And ran smack-dab into Frank. Hands on my arms, he steadied and dizzied me all at the same time. “Is he coming again?” I nodded. “Saturday night.” I hesitated. “Is that okay?” I couldn’t look him in the face. “If it’s what you want.” He nodded toward the retreating automobile, something wistful in his voice lifting my heart. I raised my eyebrows, but my gaze skittered to the house behind me. Shy and uncertain, I longed for retreat, so I stepped around him. “I’ll start supper. That is, if anyone’s hungry.

THINK OF THE WAY a stretch of grass becomes a road. At first, the stretch is bumpy and difficult to drive over. A crew comes along and flattens the surface, making it easier to navigate. Then, someone pours gravel. Then tar. Then a layer of asphalt. A steamroller smooths it; someone paints lines. The final surface is something an automobile can traverse quickly. Gravel stabilizes, tar solidifies, asphalt reinforces, and now we don’t need to build our cars to drive over bumpy grass. And we can get from Philadelphia to Chicago in a single day. That’s what computer programming is like. Like a highway, computers are layers on layers of code that make them increasingly easy to use. Computer scientists call this abstraction. A microchip—the brain of a computer, if you will—is made of millions of little transistors, each of whose job is to turn on or off, either letting electricity flow or not. Like tiny light switches, a bunch of transistors in a computer might combine to say, “add these two numbers,” or “make this part of the screen glow.” In the early days, scientists built giant boards of transistors, and manually switched them on and off as they experimented with making computers do interesting things. It was hard work (and one of the reasons early computers were enormous). Eventually, scientists got sick of flipping switches and poured a layer of virtual gravel that let them control the transistors by punching in 1s and 0s. 1 meant “on” and 0 meant “off.” This abstracted the scientists from the physical switches. They called the 1s and 0s machine language. Still, the work was agonizing. It took lots of 1s and 0s to do just about anything. And strings of numbers are really hard to stare at for hours. So, scientists created another abstraction layer, one that could translate more scrutable instructions into a lot of 1s and 0s. This was called assembly language and it made it possible that a machine language instruction that looks like this: 10110000 01100001 could be written more like this: MOV AL, 61h which looks a little less robotic. Scientists could write this code more easily. Though if you’re like me, it still doesn’t look fun. Soon, scientists engineered more layers, including a popular language called C, on top of assembly language, so they could type in instructions like this: printf(“Hello World”); C translates that into assembly language, which translates into 1s and 0s, which translates into little transistors popping open and closed, which eventually turn on little dots on a computer screen to display the words, “Hello World.” With abstraction, scientists built layers of road which made computer travel faster. It made the act of using computers faster. And new generations of computer programmers didn’t need to be actual scientists. They could use high-level language to make computers do interesting things.* When you fire up a computer, open up a Web browser, and buy a copy of this book online for a friend (please do!), you’re working within a program, a layer that translates your actions into code that another layer, called an operating system (like Windows or Linux or MacOS), can interpret. That operating system is probably built on something like C, which translates to Assembly, which translates to machine language, which flips on and off a gaggle of transistors. (Phew.) So, why am I telling you this? In the same way that driving on pavement makes a road trip faster, and layers of code let you work on a computer faster, hackers like DHH find and build layers of abstraction in business and life that allow them to multiply their effort. I call these layers platforms.

Many beginning bot builders head down to the local junkyard and purchase a couple of starter motors, assuming that any low-cost, 12-volt DC motor capable of spinning up an automobile engine must be really powerful and torquey. True enough, but starter motors, being series wound, must be modified to make them reverse. While starter motors have been used successfully to drive robots, it takes

By the turn of the century, the electric streetcar had largely replaced the use of horses in public transportation. The animals continued to serve for general hauling, merchandise delivery, and small-scale energy generation. In fact, their urban numbers actually increased.32 Only the development of the internal combustion engine and its application to power the truck and the automobile across the years 1900 to 1915 replaced the city horse with mechanical transportation.

Ford began building his first automobile after he moved to Detroit, in a workshop he set up in a brick shed behind his Detroit duplex. The quadricycle, as he called it, was more a four-wheeled, motorized bicycle than an automobile. With a two-cylinder, four-cycle, four-horsepower gasoline-fueled internal combustion engine installed under the bench seat, a tiller for steering, and no brakes, it weighed just five hundred pounds.1 It took him three years to design and build, by hand. (“Ford was working in a world that contained no automobile parts,” quips one of his biographers.2) He rolled the quadricycle out of the workshop—after enlarging the narrow brick doorway with a sledgehammer—at two o’clock on a rainy June morning in 1896.

By 1914, the internal combustion engine had swept the field. The Stanley and other steamer companies built a total of only about 1,000 of their cars that year, compared with a total of 569,000 by conventional US automobile manufacturers.16 There were 1.7 million registered motor vehicles in the United States by 1914, up from 8,000 in 1900. Automobiles outnumbered horses in New York City for the first time in 1912, and the difference widened across the decade.

Engine knock became a serious problem around 1913, when the increasing demand for gasoline led oil refiners to maintain volume by distilling more crude into the product, lowering its octane further.23 Engineers believed that engine knock was the result of premature ignition of the fuel—that compression alone was the problem. No one knew for sure, because it was difficult to know what was going on inside the cylinders of an operating engine firing at thousands of revolutions per minute. If the gasoline-powered internal combustion engine was to serve as the predominant power source for the automobile, its fuel and engine-design problems needed to be addressed.

I had heard such predictions all my life from Malcolm and all his posthumous followers who hollered that the Dreamers must reap what they sow. I saw the same prediction in the words of Marcus Garvey who promised to return in a whirlwind of vengeful ancestors, an army of Middle Passage undead. No. I left The Mecca knowing that this was all too pat, knowing that should the Dreamers reap what they had sown, we would reap it right with them. Plunder has matured into habit and addiction; the people who could author the mechanized death of our ghettos, the mass rape of private prisons, then engineer their own forgetting, must inevitably plunder much more. This is not a belief in prophecy but in the seductiveness of cheap gasoline. Once, the Dream's parameters were caged by technology and by the limits of horsepower and wind. But the Dreamers have improved themselves, and the damming of seas for voltage, the extraction of coal, the transmuting of oil into food, have enabled an expansion in plunder with no known precedent. And this revolution has freed the Dreamers to plunder not just the bodies of humans but the body of the Earth itself. The Earth is not our creation. It has no respect for us. It has no use for us. And its vengeance is not the fire in the cities but the fire in the sky. Something more fierce than Marcus Garvey is riding on the whirlwind. Something more awful than all our African ancestors is rising with the seas. The two phenomena are known to each other. It was the cotton that passed through our chained hands that inaugurated this age. It is the flight from us that went them sprawling into the subdivided woods. And the methods of transport through these new subdivisions, across the sprawl, is the automobile, the noose around the neck of the earth, and ultimately, the Dreamers themselves. I drove away from the house of Mable Jones thinking of all of this. I drove away, as always, thinking of you. I do not believe that we can stop them, Samori, because they must ultimately stop themselves. And still I urge you to struggle. Struggle for the memory of your ancestors. Struggle for wisdom. Struggle for the warmth of The Mecca. Struggle for your grandmother and grandfather, for your name. But do not struggle for the Dreamers. Hope for them. Pray for them, if you are so moved. But do not pin your struggle on their conversion. The Dreamers will have to learn to struggle themselves, to understand that the field for their Dream, the stage where they have painted themselves white, is the deathbed of us all. The Dream is the same habit that endangers the planet, the same habit that sees our bodies stowed away in prisons and ghettos. I saw these ghettos driving back from Dr. Jones' home. They were the same ghettos I had seen in Chicago all those years ago, the same ghettos where my mother was raised, where my father was raised. Through the windshield I saw the mark of these ghettos - the abundance of beauty shops, churches, liquor stores, and crumbling housing - and I felt the old fear. Through the windshield I saw the rain coming down in sheets.

The fact that automobiles pollute only becomes a problem of sufficient magnitude to attract public attention when the far worse problems that the internal combustion engine solves vanished from view.

There is something to be said about designing and building the machine of your dreams.

Except for practices that incorporate design as the way they practice—for example, architecture and engineering—the art of design is not incorporated into students’ experiences in schools, despite its superiority in many situations, even to such analytical problem solving as scientists employ. The power of design as an instrument of learning is almost completely overlooked by the educational system. For example, the best way to learn how an automobile (or any other mechanism) works and to gain understanding of why it works the way it does is to design one. Moreover, it is in design that people learn what they want.

I love the wheels, I mean steering wheel.

Greatest engineering achievements of 20th century ranked by National Academy of Engineering: 1. Electrification 2. Automobile 3. Airplane 4. Water supply and distribution 5. Electronics 6. Radio and Television 7. Mechanization of agriculture 8. Computers 9. The telephone system 10. Air-Conditioning and Refrigeration 11. Highways 12. Spacecraft 13. The Internet 14. Imaging 15. Household appliances 16. Health technologies 17. Petroleum and Petrochemical Technologies 18. Lasers and Fiber-optics 19. Nuclear technologies 20. High performance materials

The logistic models suggest that purchases of information technology have a further 20 years or more until they approach saturation. This would mean that information technology would have taken around 70 years to work its way through the consumption and production features of the economy. This is similar to the time taken for the adoption of the automobile and of electricity, the growth engines of the first two thirds of the 20th century.

Bertrand Goldschmidt, the French chemist who worked with Glenn Seaborg, puts the Manhattan Engineer District at the height of its wartime development in perspective with a startling comparison. It was, he writes in a memoir, “the astonishing American creation in three years, at a cost of two billion dollars, of a formidable array of factories and laboratories—as large as the entire automobile industry of the United States at that date.

Senderovsky had only learned to drive three years ago, at the milestone age of forty-five, and only within the limits of a country setting. The highway on the other side of the river unsettled him. He was a fiercely awful driver. The half-empty local roads inspired him to 'gun' the engine of his sturdy but inflexible Swedish automobile, and he saw the yellow stripes bisecting the roads as suggestions meant for 'less experienced drivers,' whoever that might be. Because he did not believe in road marks or certain aspects of relativity, the concept of a blind curve continued to elude him. (His wife no longer allowed him to drive with their child onboard.) What was worse, he had somewhere picked up the phrase 'tooling around.

The conceptual auto-disaster. The volunteer panels were shown fake safety propaganda movies in which implausible accidents were staged. Far from eliciting a humorous or sardonic response from the audience, marked feelings of hostility were shown towards the film and medical support staff. Subsequent films of genuine accidents exerted a notably calming effect. From this and similar work it is clear that Freud’s classic distinction between the manifest and latent content of the inner world of the psyche now has to be applied to the outer world of reality. A dominant element in this reality is technology and its instrument, the machine. In most roles the machine assumes a benign or passive posture - telephone exchanges, engineering hardware, etc. The twentieth century has also given birth to a vast range of machines - computers, pilotless planes, thermonuclear weapons - where the latent identity of the machine is ambiguous even to the skilled investigator. An understanding of this identity can be found in a study of the automobile, which dominates the vectors of speed, aggression, violence and desire. In particular the automobile crash contains a crucial image of the machine as conceptualized psychopathology. Tests on a wide range of subjects indicate that the automobile, and in particular the automobile crash, provides a focus for the conceptualizing of a wide range of impulses involving the elements of psychopathology, sexuality and self-sacrifice.

The half-empty local roads inspired him to “gun” the engine of his sturdy but inflexible Swedish automobile,

SALVAGE USED PART Looking for the best OEM (original equipment manufacturer) parts for your vehicle you are at the right place. There could be instances where your vehicle has faced significant damage, maybe regular wear and tear (which is in most cases), or might be an accident (which we wish could be avoided) there is a need for replacement parts. It is scary to know that each year in the US there occur More than six million car accidents and according to the NHTSA, about 6% of all motor vehicle accidents in the United States result in at least one death. The reasons for these accidents could be many but one of the significant being design defects. It is a well-known fact that automobiles have hundreds of parts, and any of those defective parts can cause a serious car accident. It may sound easy to visit the mechanic and get it done, but in actuality, there are various factors to be considered to claim the insurance in full.

It is deceptive to believe that such models only involve low-skilled activities. Besides the downward spiral under way in the individual factory, the flexibilization bound up with atypical forms of employment also influences the realm of highly skilled jobs. Both IT and engineering services are increasingly subject to agency work. ‘Crowd-working’, as practised in both the software and automobile industries, ever more frequently abolishes well-defined activities; this adds fuel to speculation about an ‘end of fixed employment’.

A meager colonization program had been underway before the war, but now that the sun had ceased to shine on Earth, the colonization entered an entirely new phase. In connection with this a weapon of war, the Synthetic Freedom Fighter, had been modified; able to function on an alien world, the humanoid robot--strictly speaking, the organic android--had become the mobile donkey engine of the colonization program. Under U.N. law each emigrant automatically received possession of an android subtype of his choice, and, by 1990, the variety of subtypes passed all understanding, in the manner of American automobiles of the 1960s.

Today the accepted Silicon Valley wisdom is that as cars turn into cell phones on wheels, software will inevitably trump hardware, just as Microsoft trumped IBM. As lithium batteries replace combustion engines, automobile hardware will become commodified, and the new growth market will be in information services.

President Pitzer, Mr. Vice President, Governor, Congressman Thomas, Senator Wiley, and Congressman Miller, Mr. Webb. Mr. Bell, scientists, distinguished guests, and ladies and gentlemen: I appreciate your president having made me an honorary visiting professor, and I will assure you that my first lecture will be very brief. I am delighted to be here and I'm particularly delighted to be here on this occasion. We meet at a college noted for knowledge, in a city noted for progress, in a State noted for strength, and we stand in need of all three, for we meet in an hour of change and challenge, in a decade of hope and fear, in an age of both knowledge and ignorance. The greater our knowledge increases, the greater our ignorance unfolds. Despite the striking fact that most of the scientists that the world has ever known are alive and working today, despite the fact that this Nation's own scientific manpower is doubling every 12 years in a rate of growth more than three times that of our population as a whole, despite that, the vast stretches of the unknown and the unanswered and the unfinished still far out-strip our collective comprehension. No man can fully grasp how far and how fast we have come, but condense, if you will, the 50,000 years of man's recorded history in a time span of but a half century. Stated in these terms, we know very little about the first 40 years, except at the end of them advanced man had learned to use the skins of animals to cover them. Then about 10 years ago, under this standard, man emerged from his caves to construct other kinds of shelter. Only 5 years ago man learned to write and use a cart with wheels. Christianity began less than 2 years ago. The printing press came this year, and then less than 2 months ago, during this whole 50-year span of human history, the steam engine provided a new source of power. Newton explored the meaning of gravity. Last month electric lights and telephones and automobiles and airplanes became available. Only last week did we develop penicillin and television and nuclear power, and now if America's new spacecraft succeeds in reaching Venus, we will have literally reached the stars before midnight tonight. This is a breathtaking pace, and such a pace cannot help but create new ills as it dispels old, new ignorance, new problems, new dangers. Surely the opening vistas of space promise high costs and hardships, as well as high reward. So it is not surprising that some would have us stay where we are a little longer to rest, to wait. But this city of Houston, this State of Texas, this country of the United States was not built by those who waited and rested and wished to look behind them. This country was conquered by those who moved forward-and so will space. William Bradford, speaking in 1630 of the founding of the Plymouth Bay Colony, said that all great and honorable actions are accompanied with great difficulties, and both must be enterprised and overcome with answerable courage. If this capsule history of our progress teaches us anything, it is that man, in his quest for knowledge and progress, is determined and cannot be deterred. The exploration of space will go ahead, whether we join in it or not, and it is one of the great adventures of all time, and no nation which expects to be the leader of other nations can expect to stay behind in this race for space. Those who came before us made certain that this country rode the first waves of the industrial revolutions, the first waves of modern invention, and the first wave of nuclear power, and this generation does not intend to founder in the backwash of the coming age of space. We mean to be a part of it - we mean to lead it. For the eyes of the world now look into space, to the moon and to the planets beyond, and we have vowed that we shall not see it governed by a hostile flag of conquest, but by a banner of freedom and peace...

Gutenberg just wanted to make money printing Bibles. Yet his press catalyzed the Scientific Revolution and the Reformation, and so became the greatest threat to the Catholic Church since its establishment. Fridge makers didn’t aim to create a hole in the ozone layer with chlorofluorocarbons (CFCs), just as the creators of the internal combustion and jet engines had no thought of melting the ice caps. In fact early enthusiasts for automobiles argued for their environmental benefits: engines would rid the streets of mountains of horse dung that spread dirt and disease across urban areas. They had no conception of global warming.

HILL: Will you describe the major factors which entered into the modus operandi of Mr. Ford’s mind while he was perfecting the automobile? CARNEGIE: Yes, that will be very easy. And when I describe them, you will have a clear understanding of the working principles used by all successful men, as well as a clear picture of the Ford mind, viz.: (a) Mr. Ford was motivated by a definite purpose, which is the first step in all individual achievements. (b) He stimulated his purpose into an obsession by concentrating his thoughts upon it. (c) He converted his purpose into definite plans, through the principle of Organised Individual Endeavour, and put his plans into action with unabating persistence. (d) He made use of the Master Mind principle, first, by the harmonious aid of his wife, and second, by gaining counsel from others who had experimented with internal combustion engines and methods of power transmission. Still later, of course, when he began to produce automobiles for sale, he made a still more extensive use of the Master Mind principle by allying himself with the Dodge brothers and other mechanics and engineers skilled in the sort of mechanical problems he had to solve. (e) Back of all this effort was the power of Applied Faith, which he acquired as the result of his intense desire for achievement in connection with his Definite Major Purpose.

By the early 1950s, BPR engineers had seemingly lost interest in the broader implications of highway building and focused instead on facilitating automobile and truck transportation.

Q: What can ordinary people with busy lives and not a lot of political access do to address this stuff? You can try to address it in your own life. You can try to set up your life so you have to drive as little as possible. In so doing, you vote with your feet and your wallet. When more people bike, walk and use public transit, there is greater pressure on elected officials and government agencies to improve these modes of transportation. It thus increases the profitability of public transit and makes cities more desirable places to live. It also helps reduce your carbon footprint and reduces the amount of money going to automobile manufacturers, oil companies and highway agencies. In a globally connected capitalist world, cities and countries are competing for highly skilled labor—programmers, engineers, scientists, etc. To some degree, these people can live anywhere they want. So San Francisco or my current city in Minnesota aren’t just competing with other U.S. cities but are competing with cities in Europe for the best and brightest talent. Polls and statistics show that more and more skilled people want to live in cities that are walkable, bikeable and have good public transit. Also our population is aging and realizing that they don’t want to be trapped in automobile-oriented retirement communities in Florida or the southwest USA. They also want improved walkability and transit. Finally, there’s been an explosion of obesity in the USA with resulting increases in healthcare costs. Many factors contribute to this but increased amounts of driving and a lack of daily exercise are major factors. City, state and business leaders in the US are increasingly aware of all this. It is part of Gil Peñalosa’s “8-80” message (the former parks commissioner of Bogotá, Colombia) and many other leaders. (2015 interview with Microcosm Publishing)

Crazy for You opens backstage at the Zangler Theatre, New York, where Bobby, desperate to break into showbusiness, performs an impromptu audition for the great impresario Bella Zangler. This is not a ‘book number’ – that’s to say, the music is not an expression of character or plot point arising from the dialogue, the defining convention of musical theatre. Instead, more prosaically, it’s a real number, a ‘prop number’: Bobby is backstage and doing the song for Zangler. So it’s sparely orchestrated – little more than a rehearsal piano and some support; it’s one chorus; and its tap-break ends with Bobby stamping on Zangler’s foot. This is grim reality: Bobby is expelled from the theatre. Outside, he makes a decision, and sings ‘I Can’t Be Bothered Now’ – the second song, but the real opening number: the first ‘book number’ in the show. There is an automobile onstage (it’s the 1930s) and, as Bobby opens the door, one showgirl, pretty in pink, steps out, then another, and another, and more and more, far more than could fit in any motor car; finally, Bobby raises the hood of the vehicle and the last chorine emerges. The audience leans back, reassured and content: Susan Stroman’s fizzy, inventive choreography has told them that what’s about to follow is romantic fantasy. More to the point, it’s true to the character of the song, and the choice of song is true to Bobby’s character and the engine of the drama: My bonds and shares May fall downstairs Who cares? Who cares? I’m dancing and I Can’t Be Bothered Now … This lyric captures the philosophy of Ira Gershwin’s entire oeuvre – which is important: the show is a celebration of Gershwin. But it’s also an exact expression of Bobby’s feelings and the reason why he heads to Dead Rock, Arkansas. So the number does everything it should: it defines the principal’s motivation; it kick-starts the plot; and it communicates the spirit of the score and the staging. Audiences don’t reason it out like that; we just eat it up. But that’s why.

Such a Creator would not deliberately engineer his product to fail, any more than a manufacturer would deliberately build failure into an automobile. The fundamentalists tell us that man’s chief purpose and reason for living is to “glorify God,” and the humanists tell us that man’s primary purpose is to “express himself fully.

In early 2000, Thiel and Musk were set to meet with Mike Moritz at Sequoia’s office at 2800 Sand Hill Road in Menlo Park to discuss the merger. Musk offered Thiel a lift from Palo Alto. The year before, Musk had purchased a Magnesium Silver McLaren F1, Chassis #067, from Gerd Petrik, a German pharmaceutical executive. A $1 million sports car complete with gull-wing doors and an engine bay encased in gold foil, Musk dubbed the automobile a “work of art” and “a really beautiful piece of engineering.” Even among McLarens, #067 was distinctive—one of only seven McLaren F1s legal to drive in the United States at the time.

One day in 1885, the twenty-three-year old Henry Ford got his first look at the gas-powered engine, and it was instant love. Ford had apprenticed as a machinist and had worked on every conceivable device, but nothing could compare to his fascination with this new type of engine, one that created its own power. He envisioned a whole new kind of horseless carriage that would revolutionize transportation. He made it his Life’s Task to be the pioneer in developing such an automobile. Working the night shift at the Edison Illuminating Company as an engineer, during the day he would tinker with the new internal-combustion engine he was developing. He built a workshop in a shed behind his home and started constructing the engine from pieces of scrap metal he salvaged from anywhere he could find them. By 1896, working with friends who helped him build a carriage, he completed his first prototype, which he called the Quadricycle, and debuted it on the streets of Detroit. At the time there were many others working on automobiles with gas-powered engines. It was a ruthlessly competitive environment in which new companies died by the day. Ford’s Quadricycle looked nice and ran well, but it was too small and incomplete for large-scale production. And so he began work on a second automobile, thinking ahead to the production end of the process. A year later he completed it, and it was a marvel of design. Everything was geared toward simplicity and compactness. It was easy to drive and maintain. All that he needed was financial backing and sufficient capital to mass-produce it. To manufacture automobiles in the late 1890s was a daunting venture. It required a tremendous amount of capital and a complex business structure, considering all of the parts that went into production. Ford quickly found the perfect backer: William H. Murphy, one of the most prominent businessmen in Detroit. The new company was dubbed the Detroit Automobile Company, and all who were involved had high hopes. But problems soon arose. The car Ford had designed as a prototype needed to be reworked—the parts came from different places; some of them were deficient and far too heavy for his liking. He kept trying to refine the design to come closer to his ideal. But it was taking far too long, and Murphy and the stockholders were getting restless. In 1901, a year and a half after it had started operation, the board of directors dissolved the company. They had lost faith in Henry Ford.

Great designers produce pleasurable experiences. Experience: note the word. Engineers tend not to like it; it is too subjective. But when I ask them about their favorite automobile or test equipment, they will smile delightedly as they discuss the fit and finish, the sensation of power during acceleration, their ease of control while shifting or steering, or the wonderful feel of the knobs and switches on the instrument. Those are experiences

During his career, he served as president of Ford Europe, director of global research and development at Mazda, and, for a year, chief executive of Maserati in a turnaround effort before it was split off from Ferrari and aligned with Alfa Romeo under Fiat. In 2004, Automobile magazine named Leach its Man of the Year, even though he was jobless after leaving Ford Europe as a result of, in his words, being “drawn into the political ping-pong initiated by Ford worldwide.” (Leach sued Ford in 2003 in a successful effort to prevent the company from enforcing a noncompete agreement.) “He’s a certified car nut, one of the very few visionaries of the trade, an excellent engineer and driver, a pragmatic team player, and a genuinely nice guy,” Automobile said.

Ignition and deep practice work together to produce skill in exactly the same way that a gas tank combines with an engine to produce velocity in an automobile

President Truman called the development of the atom bomb, “the greatest achievement of organized science in history.”248 The Manhattan Project scientists, engineers and private contractors had done what few believed possible: they had built three new towns—Oak Ridge, Hanford and Los Alamos—and a behemoth industrial plant as large as that of all of America’s automobile manufacturers put together.249 They had transformed Fermi’s historic nuclear chain reaction, a reaction yielding only enough energy to light a flashlight bulb, into the most powerful weapon mankind had ever known. And they had done it in just over a thousand days.

At noon one day Will Hamilton came roaring and bumping up the road in a new Ford. The engine raced in its low gear, and the high top swayed like a storm-driven ship. The brass radiator and the Prestolite tank on the running board were blinding with brass polish. Will pulled up the brake lever, turned the switch straight down, and sat back in the leather seat. The car backfired several times without ignition because it was overheated. “Here she is!” Will called with a false enthusiasm. He hated Fords with a deadly hatred, but they were daily building his fortune. Adam and Lee hung over the exposed insides of the car while Will Hamilton, puffing under the burden of his new fat, explained the workings of a mechanism he did not understand himself. It is hard now to imagine the difficulty of learning to start, drive, and maintain an automobile. Not only was the whole process complicated, but one had to start from scratch. Today’s children breathe in the theory, habits, and idiosyncracies of the internal combustion engine in their cradles, but then you started with the blank belief that it would not run at all, and sometimes you were right. Also, to start the engine of a modern car you do just two things, turn a key and touch the starter. Everything else is automatic. The process used to be more complicated. It required not only a good memory, a strong arm, an angelic temper, and a blind hope, but also a certain amount of practice of magic, so that a man about to turn the crank of a Model T might be seen to spit on the ground and whisper a spell. Will Hamilton explained the car and went back and explained it again. His customers were wide-eyed, interested as terriers, cooperative, and did not interrupt, but as he began for the third time Will saw that he was getting no place. “Tell you what!” he said brightly. “You see, this isn’t my line. I wanted you to see her and listen to her before I made delivery. Now, I’ll go back to town and tomorrow I’ll send out this car with an expert, and he’ll tell you more in a few minutes than I could in a week. But I just wanted you to see her.” Will had forgotten some of his own instructions. He cranked for a while and then borrowed a buggy and a horse from Adam and drove to town, but he promised to have a mechanic out the next day.

The following year, the Pierce-Arrow automobile manufacturer and George Westinghouse commissioned Tesla to develop an electric motor to power a car. The motor he built measured a mere 40 inches long and 30 inches across, and produced about 80 horsepower. Under the hood was the engine: a small, 12-volt storage battery and two thick wires that went from the motor to the dashboard. Tesla connected the wires to a small black box, which he had built the week before with components he bought from a local radio shop. “We now have power,” he said. This mysterious device was used to rigorously test

As the Christian revolution progressed, however, the impossible problems it had solved disappeared from view. That’s what happens to problems that are solved. And after the solution was implemented, even the fact that such problems had ever existed disappeared from view. Then and only then could the problems that remained, less amenable to quick solution by Christian doctrine, come to occupy a central place in the consciousness of the West—come to motivate, for example, the development of science, aimed at resolving the corporeal, material suffering that was still all-too-painfully extant within successfully Christianized societies. The fact that automobiles pollute only becomes a problem of sufficient magnitude to attract public attention when the far worse problems that the internal combustion engine solves vanished from view.

A young American was almost hit by a piece of enemy shrapnel, then found his father’s name cut into the metal—his father, a mechanic at Boeing Aircraft, had cut his name on the engine of his 1929 automobile but had no idea how the scrap fell into the hands of the “Japs” and nearly killed the son.

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Henry Ford’s antisemitism was rank, and it was unchecked. He spewed it freely in private tirades among friends, family, close business cohorts, newspaper reporters, or pretty much anybody within earshot. He lectured his sometimes-weary auditors in the Ford Motor Company offices, in private chats, in interviews, at dinners, even on camping trips. Ford “attributes all evil to Jews or to the Jewish capitalists,” a close friend wrote in his diary after witnessing a late-night, round-the-campfire diatribe. Ford whined about “New York Jews” and railed about “Wall Street Kikes.” He even ordered his engineers to forgo the use of any brass in his Model T automobile, calling it “Jew metal.

Under Tyson, all these businesses have been drawn onto one property. The company controls every step of meat production, with each aspect being centrally directed from the company’s headquarters in Springdale. The company’s control spans the lifetime of the animals it raises. Before there is a chicken or an egg, there is Tyson. The company’s geneticists select which kinds of birds will be grown. They breed and crossbreed the avian bloodlines to engineer meaty breasts and rapid metabolism in the same way automobiles are first cut from clay, then engineered on a drafting board before they’re built. The birds begin their brief life at the Tyson plant, within the heated hive of its industrial hatchery. The company produces more than two billion eggs a year, but none of them are sold to consumers. They are all hatched inside the company’s buildings and the chicks are transported in Tyson trucks to Tyson farms. The Tyson trucks retrieve the birds six weeks later, bringing them back to the plant, where the chickens are funneled into chutes in the side of the slaughterhouses