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About one third of cars in China will be electric cars by the end of 2023 from one fourth today. Compare this with 6% of cars being electric in the US. EU, US and Japan are far behind. Toyota has only now ramped up EV's with a new CEO. In the domestic Chinese market 80% of EV's are made by Chinese auto manufacturers, And this could go up to 90%.  This means the share of the Chinese market for German and US manufacturers is actually shrinking. Chinese buyers now prefer Chinese brands over foreign brands. Over 4 decades says Keith Bradsher in NYT the US and European auto manufacturers trained a whole generation of Chinese auto engineers who now work for Chinese electric auto makers. This is one market in which China has built a formidable capacity. This is also a big contribution to cutting emissions from fossil fuel powered cars after China's massive use of fossil fuels over two decades worsening climate change.

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The auto sector has an outsized effect on economic growth that is not easily grasped. The IMF sees a fifth of slowdown in growth of global gross domestic product and a third of world trade coming just from low demand for autos. The auto sector feeds into demand for steel, aluminium, copper, plastic and electronics, so it feeds into other sectors. Aging populations, stagnant incomes, ride sharing, and economic headwinds on trade for China, slower demand with lower economic activity in India from bad loans and low credit in the finance sector, all have cut into growth. Tariffs from president Trump and tit for tat tariffs increase costs and cut into profits. In Europe there is added factor of mandated drop in carbon dioxide emissions by 20% by 2021. The new technology will increase costs of autos by 800 to 5000 euros and add 5-11% to the selling price, reducing sales by about 5%.  A fast growing market is India but companies such as Ford and GM have moved out as it slows down. Higher emissions standards in India for 2020 are likely to increase prices in a very price sensitive market. Lower availability of credit in China and India have led to drop in sales of about 15% in both major markets for autos since mid 2018.   ...

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See the related article in WSJ May 26, 2006 by Norihiko Shirouzu- In Chinese Market Toyota's Strategy is Made in USA. That article described the efforts of Northwestern Kellogg School graduate Yoshimi Inaba's efforts since June 2005 to effect a turnaround for Toyota in China. Toyota lags badly behind GM in China. Here Bremner puts together research findings of a collaborative effort between Business Week China and JD Power to develop a picture of what drives the Chinese buyer in the fastest growing auto market in the world. McGraw Hill owns JD Power and Business Week.

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GM executives say China's auto market could reach 17 million in 2010 and 19 million in 2011. This is up from the 13.7 millon vehicles sold in China in 2009. More Chinese are crossing the threshhold of making $3000 to $4000 a year, as a result sales are booming in smaller, lesser-known cities in the inland western parts of China. Also helping is government vehicle purchase incentives as part of the stimulus policies.

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GM plans to bring 5 to 10 Cadillac models to China by 2016. It plans to build a factory for Cadillacs in China. Even as auto sales are slowing down in China in 2012, sales of luxury and premium cars are growing rapidly. Infiniti, Audi, BMW, Mercedes, Tata's Jaguar-Land Rover, and now GM are competing for sales to China's growing affluent class. According to IHS Global Insight, China's auto sales slowed to 2.5% growth in 2011, yet sales of premium car sales increased by 32%. With sales slowing in Europe and the U.S., car manufacturers are focussing on the luxury segment in China to boost profits. BMW's sales chief, Ian Robertson, says sales will slow in coming quarters from the 32% growth rate of 2011, but he still expects double digit growth for premium cars in future years. In making its large investments in China Ford executives said it expected a growth in China's car market of 5% over the next decade. BMW plans to increase production to 200,000 cars after opening its second plant in 2011, with capacity to ramp up to 300,000 a year....

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A 2024 Study by the International Trade Commission predicted that a 25% tariff on imports would reduce imports by almost 75 percent while increasing average prices in the US by about 5 percent.  As US companies have about half of the US auto market this would mean US auto manufacturers now have access to an additional 37 percent of the market by investing in auto plants in the US. US steel and aluminium plants will get additional investment to build these cars in the US. There is nothing new about this the US makers built plants in China. Germans, Japanese and Koreans took the US for stupid by keeping US cars out of their markets and thinking this could go on while by destroying US manufacturing it was  destroying America's middle class. It also gives the Germans BMW and VW, Subaru, the Japanese Toyota and Honda, Nissan, the South Koreans Kia and Hyundai, Chinese makers of EV's the option to Make in the USA and build plants invest in US manufacturing.  ...

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China's tariff of 25% on cars imported from the U.S. is a  poor target says this report in WSJ, as most of the cars China imports from the U.S. are made by BMW, Mercedes and Tesla. China already has a 25% tariff on U.S. made cars.

The German cars are made at the Spartanburg plant and other plants of BMW and Mercedes in the southern U.S.

Tesla cars would also be hurt yet Tesla has supported the Trump administration tariffs as the existing 25% tariff makes it harder for Tesla to compete in the Chinese market. U.S. and European carmakers cannot hold more than 50% foreign ownership under China's rules in its auto market. As a result U.S. carmakers already have joint ventures in China and make most of the cars they sell inside China.

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Volkswagen restructuring in Western Europe. Note the price pressures in global markets and high import taxes in growth markets like Russia, China and India. This puts more pressure for restructuring Western European auto manufacturing.

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Don't let the current holiday season retail sales fool you as they have held up reasonably well. The impact of the mortgage and housing crisis will be felt in a delayed manner. It won't be till 2008 that the impact will really be felt. And the impact is expected to be lasting and deep, could take the rest of 2008, 2009 and into 2010 for this protracted tightening of credit. About $300-400 billion contraction in credit is expected when banks tighten their credit lending because of losses they are taking in the mortgage crisis. This will happen in an environment of falling house prices and consumers will not have access to the $340 billion in cash from home and mortgage equity financing that they took out in 2006, estimate of the Bureau of Economic Analysis. Auto, retail, apparel, and luxury items would be hit the most. On the jobs side not all the jobs will be lost in the USA. The USA imports about $740 billion in consumer goods and autos each year, which is one third of consumer spending excluding food and energy. The lower consumption in auto and apparel would affect exporters in Japan and China and South Korea. But Chinese exports have reached a point that they are causing trade tensions and a call for strengthening the yuan. An increase in American exports and lower imports could help bring down America's trade deficit. This could give China an opportunity to build its domestic market and markets in Asia and Europe so that it is not so dependent on the US market. For the US where the savings rate is near zero this is an opportunity for consumers to build their savings and reduce debt. Europe and India and the Middle East are expected to continue growth and China may see slower but continued growth in 2008 and 2009. In the US industries like aircraft and infrastructure promoting companies that sell to countries like Russia, India Brazil, the Middle East, and China will continue to grow. And because rates are still low large nonfinancial companies still have access to funds for expansion and capital investment. In a global economy the US consumer may be one part of a much larger picture. ...

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Fiat-Chrysler's Sergio Marchionne tells an automotive conference that the new fuel efficiency targets proposed by the Obama administration will be "an incredible stimulus for the American auto industry." He is confident that the new 2025 standards can be achieved. He said the industry had a bad habit of crying wolf and emphasized the need to get there so that the U.S. auto industry could be at the forefront of the changes taking place. He also cautioned the industry to not get comfortable with China's role as an emerging market that helped increase global sales. That growth is slowing and it presents another potential risk for the automakers- the potential for China to export 10% of what it makes to overseas markets including the U.S. and Europe. All of which increases the urgency of building the industrial base and competitiveness of the automotive industry in the U.S.

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Jeanne Whalen on the Two Speed Economy in the US September 2025- diverging paths of low and high income Americans. With the new administration in 2025 priorities shift to immigration and what to do about 14 million illegal migrants from Latin America and other places, war on fentanyl and drug trafficking gangs with hundreds of thousands of lives lost to fentanyl and drugs in the US, crime and safety which includes the unprecedented illegal movement of drug trafficking in the Nation, and to a bold posture on using US advantages of its huge market to get European Union, Japan, South Korea, and China to level the playing field on trade bring jobs home.The Biden administration had already conceded to DJT's approach in its one term presidency by shifting on uncontrolled illegal migration but not fast enough, by not removing DJT's tariffs, and failing to take an aggressive posture on fentanyl and drug trafficking. Of the DJT plan US has tariff based revenues of 10--15% for all countries imports into US can that it redirect to groups to soften any effects of tariffs. DJT administration oil transition policy of stretching out the transition to give middle class and lower classes cost of living relief was also accepted by the Biden administration and is now the policy of Democrat run California state government.  The US economy was slowing in 2024 under the Biden administration. What has changed in 2025 is that the US stock markets are responding to steps taken by the DJT Republican administration to lower the cost of doing business by softening regulations, and giving US business the upper hand in different industries, and rebuilding the manufacturing sector with calls for EU and Japan/South Korea to invest more in the US as a quid pro quo for market access. This has led to increase in the value of market portfolios of the income earners above 250,000, or 10% of American households. As this happens the process of trade renegotiation has introduced some uncertainty in 2025 and businesses are looking for more clarity before increasing investment and slowing job hiring which hurts younger people entering the job market and lower income Americans. Were things better under Biden? Government Covid assistance and payouts in the early years 2020-2021 helped lower income workers, as this faded and the cost of living autos, housing increased sharply under Biden in 2022-2024 the situation deteriorated. The situation today is similar to the situation in 2024 with the difference in 2025 that inflation is coming down just as government help is receding. And added factor is the DJT administration plan to tackle head on the increasing cost of Medicaid to about $1 trillion by adding new requirements and reducing subsidies. The federal workforce had a disproportionate share of black workers and the policy changes to reduce the federal workforce have increased black unemployment from 6.1% under Biden in August 2024 to 7.5 % a year later. Hispanics have seen slight improvement in unemployment to 5.3% in 2025, and the middle class incomes also have held up and are holding steady. Meantime Bloomberg points out that one third of people in the top 10% are living paycheck by paycheck because of high cost of housing, university education for children, and inflation.     ...

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Margo Oge, headed the Office of Transportation and AIr Quality at the U.S. Environmental Protection Agency from 1994-2012. Here she points out the contradiction in what automakers supported when the current fuel emission standards were set and today's effort by the Trump administration to loosen the standards. She also points to the contradiction between the trends in Europe, China, India, which are moving towards stricter standards and the U.S. reversing direction.  About one dozen states in addition to California have the power under the Clean Air Act to set their own standards. These states make up about one third of the U.S. market. What would result is a fracturing of the U.S. market. This would create problems for automakers as one expert recently pointed out in the NYT, that automakers should be careful what they wish for.  Automakers such as Ford say they support the current fuel emissions standards, yet call for flexibility. GM's CEO, Mary Barra, says she supports current standards. Toyota also says it supports the current emission standards. And diesel engines are now declining in Europe as a result of fuel emissions standards to preserve good air quality. History has shown the automakers have suffered badly from competition when emissions and fuel efficiency standards were lax. During the last decade the auto industry in Michigan faced decline as a result of poor management decisions and lack of foresight in pushing forward with new technologies in this field. The current recovery in the auto industry is a result of a reversal of the poor decisions made between 2000-2008, including fuel emissions and fuel efficiency, air quality decisions.    ...

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After declining sales in 2013, India's auto industry recovers in 2014 with 13% more car sales in June 2014 than the prior year month. SUV sales were up 17% in June 2014 over the prior month. Mahindra and Mahindra has 51% of the market share for SUV's from Jan to June 2014, according to LMC. Ford Motor has increased SUV sales in China and is pursuing the same strategy in India.

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Ford's efforts in the Asian markets, boosting capacity by 50% in China and 100% in India since 2007. Capacity is 450,000 cars in China in 2010 and 200,000 cars in India. In China Ford is tied for No 11 with Geely and FAW, 2 local companies, VW, GM, Suzuki and others are way ahead of Ford. Suzuki dominates the Indian market with 53% share. To keep up with demand Ford is sourcing heavily locally with 85% of Figo components sourced locally in india and 90% of parts purchased locally in China. The lack of early focussed effort in China is evident from the lack of choices- only Fiesta, Focus, Mondeo and S Max Minivan are available as choices. And one new model choice is to be added each year from now till 2013. Ford is betting heavily on the $7600 Figo for motorbike users who shift to autos, but GM has the Chevy Beat and VW has the Polo in this small car segment. And VW plans to launch seven locally produced models in 2010 and GM plans 10 new models this year. In fact GM now sells more cars in China than in the USA....

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GM shares dropped by 31% October 8, 2008 to a postwar low. And Jeff Schuster head of auto forecasting at JD Power says the global market in 2009 may experience an outright collapse. The slowdown will extend to Europe, China, india and Brazil. Previously JD Power estimated sales at 14 million for 2009 now it thinks it will be more like 13.2 million in 2009 and this may come up for revision as the economic downturn deepens with higher unemployment, loss in savings, and collapsing consumption. With access to financing drying up, and sales collapsing GM is rnning low on funds to run day to day operations and is expected to be acutely short by the end of 2009. Ford faces a similar situation. One forecast by Citigroup global markets in the link in Detroit News October 9 points to only abot $1 billion remaining by the end of 2009 and even with asset sales generating some $5 billion being thin ice for GM.

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Philippe Varin faces some tough decisions when he takes over Peugeot-Citroen. Unlike the turnaroungd he achieved at Corus steel group where the booming demand from China for steel helped, this time the auto market in Europe is declining by about 30%. He has to navigate betwen the interests of the Peugeot family which has 45% of the voting rights, employees who are affected by the cost cutting, the French government which has required no closing of factories for as long as the company receives governement aid. Peugeot-Citroen received a low interest loan of 3 billion euros from the French government. Questions he will have to address, as do all auto manufacturers in the USA and Europe relate to overcapacity as demand declines. And for Peugeot this has to be tackled without factory closures. And the other major issue facing auto manufacturers worldwide is how much to focus on the fuel efficient small car segment. Peugeot has key strengths in this segment and Varin may decide on refocussing on this segment....

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Providing an insight for the auto industry and other industries, Nokia has managed its own downturn from a few years ago. Nokia has taken a strong position in emerging markets without letting profit margins sink and keeping the average price of a Nokia cellphone from dropping much. See the groups and links to Motorola's situation. Continued dominance in India and China helped Nokia achieve mobile phone shipments growth of 27%in 2007 over 2006 to reach 133.5 million units. Nokia is also gaining market share increasing it to 40% in the 4th quarter 2007 from 39% in the 3rd quarter. And Nokia is now poised to gain back the market share it lost in the USA in the last few years. It sees the market for mobile phones growing by 10% a year wordwide with strong growth in Asia balancing slower growth in developed countries. Nokia follows the average selling price of mobile phones which suggest the direction the market is taking in price and higher end lower end sales distribution, especially at a time when Nokia competes in price sensitive Asian markets with higher lower end sales distribution. Here the average selling price of Nokia phones dropped from euro 89 in the fourth quarter 2006 to euro 83 in 4th quarter 2007. Nokia is careful to keep introducing new feature laden phones that customers want to keep this average price up. In the 4th quarter 2007 the average price was up from euro 82 in the 3rd quarter to euro 83. Nokia's operating margins in the mobile phone business reflect a surprising result, actually increasing from 17.8% to 25% even as average price is dropping from euro 89 to euro 83? How was this achieved? Some of this is probably from better manufacturing in better locations without compromising quality, moving factories to eastern europe and other places. Nokia plans to close a factory in Germany with 2300 workers and move this to Romania by mid-2008. The increased sale of higher margin multi media phones also helped. Another aspect of Nokia's approach- grasping the fact that extremely high sales were needed to do well in in the lower end of the market at the euro 30 price level. This means that competing in India and China with the high sales volume helps it stay ahead in this lower end. These markets are also interesting in another way, they are fast changing markets with a lot of things happening. Because they are price sensitive there is a lot of competition including from lower end makers in China. Asian markets also have young users who have different usage, lifestyle and trends and Nokia can learn a lot on how to stay abreast of these demographics and other changes. And competing at this level helps you develop the manufacturing knowhow to bring down the cost of the higher end phones with more features. There are crisscross benefits to competing at every price range in different demographics and in different regions, and continually learning and building the people and structures to compete effectively. . Nokia's successful strategies in 2008. ...

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German automobile companies have made some bad bets on China sales. Sales in China have collapsed for Porsche as Chinese are buying local Chinese products and local Chinese autos are competitive. NYT reports on Porsche and the bad bet on China sales, then as tariffs hit serious problems.

Oliver Blume Porsche CEO says-

"Our market in China has literally collapsed. U.S. import tariffs are weighing on our business.”

“We already faced massive headwinds last year — now we are experiencing a violent storm."

Audi, Mercedes and BMW have been caught in a storm by making most of their US sold cars in Germany. The warnings from the first DJT term were ignores as they were by Apple in the US which continued to make in China. These companies are now facing problems of acting within a short time to take action to build in America to avoid tariffs.

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The Japanese yen surged in value following the 2008 financial crisis as it was seen as a safe haven. As a result the Korean won declined by 42% against the Japanese yen. This continued till 2012. Japanese companies had to compete overseas at 80 yen to the dollar and shifted operations overseas. Now with the policy of monetary expansion of the Japanese central bank the situation is reversed in December 2014. The Korean won is up 40% against the Japanese yen since 2012. The Japanese yen is now down to 118 to the dollar in Dec. 2014. Abenomics gets a new mandate with the snap election in Dec. 2014. Aaron Back says Samsung may have gained ground in televisions and smartphones but other areas in electronics such as chips, displays and image sensors remain competitive and responsive to price. In autos Hyundai market share has declined to 4.4% by Dec. 2014 from 5.1% in 2011, according to MotorIntelligence.com. So far Japanese companies have used the currency advantage to improve profits and come up with better products. By using profits to invest in new technology and productivity Japanese companies can provide more features at the same price points to gain market share without having to cut price. After years of declining margins in electronics, autos and other markets this appears to be the current strategy. Another reason for this is that Japanese companies have already shifted production overseas, the shift being higher for Honda than for Toyota. Technological improvements from investments in R&D in Japan can be transferred to manufacturing operations overseas just as Apple is doing with smartphones manufacturing in China. The currency shift also improves Japan's position relative to American and European competitors in international markets....

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Mexico has emerged as the world's fourth largest exporter of cars in 2012 after Japan, Germany, and S. Korea. Mexico is expected to surpass S. Korea in a few years. In 2011 2.68 millon cars and trucks were manufactured in Mexico. Honda, Nissan, VW and other companies are building new plants in Mexico. Exports in 2012 are expected to reach 2.14 million cars. With the increase in wages in China's auto plants Mexican wages are highly competitive with China, considering the proximity to markets in N. America and Latin America. Wages in Mexico are about $40 a day for assembly line workers. By comparison wages in China are about $3 an hour. Honda plans to manufacture its Fit small car in Mexico. VW executives say a VW car made in Europe is imported into Brazil with 35% duty, into the U.S. with a 25% duty on trucks, and this can be avoided by making automobiles in Mexico. The quality and reliability of vehicles made in Mexico compares well with vehicles made in Japan, according to Nissan, and productivity at plants is high. There is also good avialability of engineers and plant workers. The growing automobile production also means new plants of auto suppliers from Japan, Germany and other countries in a snowball effect as new auto plants open creating new demand for components....

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In this thoughtful essay Bob Davis of the WSJ asks whether the decision of the Clinton administration to admit China into the World Trade Organization was a bad one for the U.S.  Mr. Clinton in 2000 tried to persuade Congress citing words of president Woodrow Wilson that of a dream "of a world full of free markets, free elections, and free peoples working together."  Every year China would have its most favored nation status renewed with help from supporters in Congress. After WTO entry this was not necessary. Chinese leaders saw the entry into WTO as a way to knock down trade barriers, to act a wrecking ball for the planned economy, to give the economy a big boost.  In 1994 China was a relatively backward economy with 60% of the population living on less than $1.90 a day. Hard to imagine today.  Not everyone was convinced that it was good for the U.S. This included a trade attorney who had tackled a huge trade deficit with Japan in the Reagan period- Robert Lighthizer. Lighthizer was Deputy Trade Representative negotiating with the Japanese. His prediction was that no job in America would be safe once China entered the WTO, that China would become a dominant trading nation.  Robert Cassidy, 73, trade negotiator for president Clinton looks back on that time and says that he regrets what has happened, that all his work night and a day only benefited business and hurt workers. David Autor, MIT economist and his colleagues,  in a later study documented loss of 2.4 million jobs to Chinese competition between 1999 and 2011, in many manufacturing towns dotting the landscape of America, particularly in the midwestern states. And the expectation that the higher economic growth would lead to less political control did not turn out to be true.  In the process multinationals rushed to China after WTO entry and China became the world's manufacturing floor. By 2013 China's per capita income reached $7000, after years of fast GDP growth approaching 10% a year.  About 400 million Chinese were lifted out of poverty from living on less than $1.90 per day from 1999 to 2011, according to the World Bank. A big problem was that the U.S. did not plan for the change from WTO entry. No resources were allocated for the plan to let American workers adjust through worker retraining and special trade handicapped income support, to allow for a slow planned shift. Instead the pace of growth was faster than that which the U.S. faced with the Japanese export offensive in the eighties. China experienced double digit growth after 2000. The irony is that the Republican administrations that followed Clinton followed a policy of free trade to the advantage of China's state run economy when working class Americans voted mostly for the Democratic Party. Little was done and little said in the media from Democrats and Republicans in Congress and the establishment during this time even after Mr. David Autor documented the effects of trade in the U.S.  Till Mr. Trump recognizing the alienation in communities hit by job losses from trade upended American politics, shifted this part of the electorate to the Republican base. Mr. Lighthizer's view is that complaints about China should be left out of WTO because it is naive to tackle it that way. With a $375 billion China trade deficit for 2017 the challenge has to be met in a different way, and the U.S. has to rely on regaining its economic strength within a fair trading framework. Having negotiated with the Japanese Mr. Lighthizer sees the approach adopted then as the one right for today. During the long negotiations Lighthizer is said to have received many negotiating positions of the Japanese signifying no change in long sessions. He once simply made a paper plane and sent it right back, in one of these sessions. He meant that the U.S. was serious about reversing the imbalance in trade. ...

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General Motors lost a third of its value in a single day as the Dow plunged 679 points on Thursday, October 9, 2008. Why? Citigroup Global Markets estimates that GM which needs between $11 billon and $14 billion in cash to run its business, would end next year with $998 million. Citigroup says "very thin even with a $5 billon asset sale execution." And car sales have not yet reflected the economic downturn's impact on unemployment and consumption, and the effect of foreclosures increasing at an accelerating rate on consumption, as well as the impact of loss of savings in a severe drop in value of shares of over 25% in 2008. As conditions depress the global auto market from Europe to China and India to Brazil, so the few bright spots for GM and Ford overseas are fading quickly. Gimme Credit, an independent ratings agency says Ford has "nine to 12 quarters of liquidity". Citigroup estimates Ford would end next year with an "adequate cash surplus of $5.7 billion". But from the standpoint of the deepening economic downturn these numbers could change as sales drop further in 2009 and increase the losses at Ford. ...

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This NYT report looks at the 20 counties within 5 battleground states in the midwestern states of Wisconsin, Michigan, eastern state of Pennsylvania, southern state of North Carolina and western state of Arizona. It shows the percentage of votes gained by the Republican and Democratic parties in the last 3 presidential elections. A look at the trend and direction of vote percentages gained by each party in each of the 20 counties in different states may be a better indication of the final result than polls alone as both parties are pushing hard in the 2020 election down to the last day. The Republicans strong in the ground game and organized effort, and Democrats in television advertising outspending the Republicans. Because of the clearly delineated positions the Democrats and Republicans stand in sharp contrast to each other both in image and substance.  Because of the Electoral College and states assigned electoral votes based on size the U.S. system is not based on the total vote count in the country. Who wins each state by vote count and gets the assigned electoral college votes assigned to that state, an builds up more than 270 Electoral College votes wins the election for president of the USA.  In Michigan there is the impact of the resurgence of the auto industry, with president Trump pulling out of TPP agreement and renegotiating NAFTA in favor of the U.S. auto industry bringing back jobs from Mexico. This puts the union vote in the auto industry- with Ford, GM and Chrysler located in Michigan- favoring these auto friendly policies from the current administration. The resilience of the auto industry sales during coronavirus is part of the economic story in Michigan. The renegotiated NAFTA treaty also helped dairy farmers of Wisconsin increase sales to Canada. In Pennsylvania the coronavirus and economic impact has hit harder than in Michigan with the decline in oil prices and effect on fracking industry. Closure of coal plants is also having a negative impact on the state. Tariffs on Chinese steel by the administration are helping the steel industry. Offsetting these economic stories is perception of how the coronavirus pandemic has been tackled by the administration. Added to this is the suburban women's vote and the shift of out of state liberal voters to suburbs in North Carolina (Wake county), and in Arizona (Maricopa county and Tucson area). States not covered here but also relevant are Minnesota which could be a battleground state in the midwest and Iowa. Racial protests in Minneapolis add another dimension with controversies about the policing in cities such as Minneapolis and recently Philadelphia. The sharp contrasts in image as well as policy, the coronavirus pandemic and the handling of the pandemic as well as the way rallies are being conducted differently by both candidates, and the economic stories, present an election like no other since the 1960's. The contrast is as sharp as between Gen. Dwight Eisenhower of the wartime allied effort and Adlai Stevenson a liberal and humanist in the 1952 election. That election saw some of the highest turnouts since the second world war, and this is now happening today. That election also determined the direction of postwar growth and dominance of American industry, the setting up of the National Highway system and important changes that were later continued under the Kennedy administration. It also marked the beginning of the Cold War following the Korean War under the Truman administration, a situation that is emerging in a different way today with the free world and the tension from relations with China. ...