America was made manifest by its cars. From the assembly lines of Henry Ford to the open roads of Route 66 and Jack Kerouac, America's history is a vehicular history-an idea brought brilliantly to life in this major work by the acclaimed author of Crash Course: The American Automobile Industry's Road from Glory to Disaster.

At the end of 2008, Ford Motor Company was just months away from running out of cash. With the auto industry careening toward ruin, Congress offered all three Detroit automakers a bailout. General Motors and Chrysler grabbed the taxpayer lifeline, but Ford decided to save itself. Under the leadership of charismatic CEO Alan Mulally, Ford had already put together a bold plan to unify its divided global operations, transform its lackluster product lineup, and overcome a dys­functional culture of infighting, backstabbing, and excuses.

No company embodied American ingenuity, innovation, and industrial power more spectacularly and more consistently than the General Electric Company. GE once developed and manufactured many of the inventions we take for granted today, nearly everything from the lightbulb to the jet engine. GE also built a cult of financial and leadership success envied across the globe and became the world’s most valuable and most admired company. But even at the height of its prestige and influence, cracks were forming in its formidable foundation.

Hyde investigates how the relatively small corporations struggled in a postwar marketplace increasingly dominated by the giant firms of Ford, General Motors, and Chrysler, which benefited from economies of scale in styling, engineering, tooling, marketing, and sales. He examines the innovations that kept the independents' products distinctive from those of the Big Three and allowed them to survive and sometimes prosper against their larger competitors.

The book covers Walter P. Chrysler's life and automotive career before 1925, when he founded the Chrysler Corporation, to 1998, when it merged with Daimler-Benz. Chrysler made a late entrance into the industry in 1925, when it emerged from Chalmers and Maxwell, and further grew when it absorbed Dodge Brothers and American Motors Corporation.

In 1981, Jack Welch took over General Electric and quickly rose to fame as the first celebrity CEO. He golfed with presidents, mingled with movie stars, and was idolized for growing GE into the most valuable company in the world. But Welch’s achievements didn’t stem from some greater intelligence or business prowess. Rather, they were the result of a sustained effort to push GE’s stock price ever higher, often at the expense of workers, consumers, and innovation.

This first real look inside Team Obama mixes political warfare and big-business shakeups in equal proportions, and comes from a uniquely informed source. Steve Rattner is not just the man brought in by the president to save the auto industry, he is a former New York Times financial reporter who also earned a place among the top tier of Wall Street's most informed investment bankers and corporate experts.

For over a century, The New York Times has been an iconic institution in American journalism, one whose history is intertwined with the events that it chronicles—a newspaper read by millions of people every day to stay informed about events that have taken place across the globe. In The Times, Adam Nagourney, who’s worked at The New York Times since 1996, examines four decades of the newspaper’s history, from the final years of Arthur “Punch” Sulzberger’s reign as publisher to the election of Donald Trump in November 2016.

Sand, salt, iron, copper, oil, and lithium. These fundamental materials have created empires, razed civilizations, and fed our ingenuity and greed for thousands of years. Without them, our modern world would not exist, and the battle to control them will determine our future. In Material World, Ed Conway embarks on an epic journey across continents, cultures, and epochs to reveal the underpinnings of modern life on Earth—traveling from the sweltering depths of the deepest mine in Europe to spotless silicon chip factories in Taiwan to the eerie green pools where lithium originates.

Marty Baron took charge of The Washington Post newsroom in 2013, after nearly a dozen years leading The Boston Globe. Just seven months into his new job, Baron received explosive news: Jeff Bezos, the founder of Amazon, would buy the Post, marking a sudden end to control by the venerated family that had presided over the paper for 80 years. Just over two years later, Donald Trump won the presidency.

By the early 1960s, Ford Motor Company, built to bring automobile transportation to the masses, was falling behind. Baby boomers were taking to the roads in droves, looking for speed not safety, style not comfort, and Ford didn’t offer what these young drivers wanted. Meanwhile, Enzo Ferrari lorded over the European racing scene, crafting beautiful, fast sports cars that epitomized style.

In the 1950s, America enjoyed massive growth and affluence, and no companies contributed more to its success than automakers. They were the biggest and best businesses in the world, their leadership revered, their methods imitated, and their brands synonymous with the nation's aspirations. But by the end of the 1960s, Detroit's profits had evaporated and its famed executives had become symbols of greed, arrogance, and incompetence.

In 2001, General Motors hired Bob Lutz out of retirement with a mandate to save the company by making great cars again. He launched a war against penny pinching, office politics, turf wars, and risk avoidance. After declaring bankruptcy during the recession of 2008, GM is back on track thanks to its embrace of Lutz's philosophy. When Lutz got into the auto business in the early sixties, CEOs knew that if you captured the public's imagination with great cars, the money would follow.

A shocking exposé of Volkswagen's fraud by the New York Times reporter who covered the scandal. In mid-2015 Volkswagen proudly reached its goal of surpassing Toyota as the world's largest automaker. A few months later, the EPA disclosed that Volkswagen had installed software in 11 million cars that deceived emissions-testing mechanisms. By early 2017 VW had settled with American regulators and car owners for $20 billion, with additional lawsuits still looming.

A major new biography of J Edgar Hoover that draws from never-before-seen sources to create a groundbreaking portrait of a colossus who dominated half a century of American history and planted the seeds for much of today's conservative political landscape.