Escape Vehicle

SPECTATOR USA, November 2020

Escape Vehicle

The automobile’s artifice is its art, but it is still an art of artifice: A review of “Detroit Style: Car Design in the Motor City, 1950-2020” at the Detroit Institute of Arts from November 15, 2020 through June 27, 2021.

One of the more unusual works in the family art collection is a concept drawing of an automobile from 1937. The car, identified by the angular writing on its nose, is the LaSalle.

To call this a drawing of just a car does a disservice to the concept behind it. With its shimmering grilles and Futurist forms, the vehicle might as well be an open-cockpit fighter plane about to strafe a runway. Automobile enthusiasts, as I recently learned, consider the drawing to present one of the first known examples of a ‘ripple-disk single-bar flipper hubcap’. Clearly, here is a machine meant to do more than just deliver you from point A to point B. It is a vehicle for transporting desire, for mowing down all obstacles in your path, for getting you wherever you want to go with whatever means it takes.

My grandfather, James Ross Shipley, created this concept drawing when he was a young art-school graduate working in Harley Earl’s Art and Color Section at General Motors. The fanciful sketch reveals much about the creative origins of car design. The man behind it — behind the way we even think about ‘the car’ — was Earl, my grandfather’s boss and the industrial designer who made Detroit.

The bones of the automobile have changed little in over a century. Even the electric-car revolution, so far, has not altered the basic construction of an engine on a frame with four wheels. And before Earl, a car was little more than just that. You bought your vehicle unfinished and sent it to a coachbuilder for body fabrication. Earl began his career customizing the early cars of Hollywood in this way, but he also gave them something more than just a hood, a trunk, a windshield and some seats. When he arrived in Detroit, his genius was to turn the car body into an object of love, to convey more than mere conveyance, to make it all something on an industrial scale that we would want to acquire, occupy and control. He also expected us to trade it in when the new ‘model year’ came out — built-in obsolescence being another one of his great innovations.

Detroit Style: Car Design in the Motor City, 1950-2020, a new exhibition organized by the Detroit Institute of Arts, reveals the driving influence of American car design over the post-war period. As a constellation of car companies consolidated into the Big Three — GM, Ford and Chrysler — their design teams competed to capture the evolving American spirit in mobile form.

The exhibition tells this tale through ten vehicles, displayed along with the story of their designs, side-by-side with concept drawings and related automobile-inspired art. The exhibition begins with GM’s 1951 Le Sabre, a convertible of tapered nose and heavy chrome that resembles a fighter plane. With its wing-like hoodline and jetlike intake and exhaust grilles, the Le Sabre speaks to the power look of Earl’s GM. Glittering ornamentation is built right into its curving forms. Earl wrote in a 1955 brochure that he intended to make ‘these useful things beautiful, not in the sense of applying superficial ornamentation, but in developing a form of beauty exactly suited to the purpose’. ‘People like something new and exciting in an automobile as well as in a Broadway show,’ he added. ‘They like visual entertainment, and that’s what we stylists give them.’

There is power in Le Sabre’s bulging forms and cut lines, but the overall massing is also heavyweight and over-the-top — all muscle, no brains. Compare this to the next model on display: Chrysler’s 300C of 1957. Rather than roaring through the air, here is a car that looks like it could float on water. In the 300C, Chrysler’s design team, led by Virgil Exner, championed a ‘Forward Look’. With reduced chrome and a single grille, the car’s bulk is now ‘concentrated toward the rear, crowned by the upsweep of the tail,’ Exner explained. ‘Big racing boats take the same general form.’ The Chrysler’s tail is not a wing so much as a line of wake. You could imagine this elegant vehicle motoring through the canals of Venice, with headlamps like lashy eyes beckoning you on.

As the jet age became the space age, Earl set his sights higher. For his Firebird III concept car, he wanted ‘what you would expect the astronauts to drive to the launch pad on their way to the moon’. The result was the apotheosis of fin, as much Batmobile as automobile. This Firebird’s abstracted forms continued to influence 1960s car design even after its wings were clipped.

The Sixties proved there was more to car design than flying forms. Some cars took on natural shapes. The 1959 Corvette Stingray Racer, a stunningly attractive concept car from GM’s new head of design Bill Mitchell, conveys the teardrop shape of a sea creature. Meanwhile the 1967 Mustang, Ford’s wildly successful ‘pony car’, references the smoothness of a saddle mounted atop a galloping heart (made all the more apparent in the iconic equine grillework).

Fin de siècle: Dave Cummins’s ‘1960 Chrysler’ design, 1956 (Detroit Institute of Arts/Collection of Brett Snyder)

In the 1970s, Detroit doubled down on power. The 1970 Chrysler Plymouth Barracuda borrowed lessons from such cars as the 1966 GM Oldsmobile Toronado to represent strength in brutalist, hard-edged form. A straight beltline ties the body together from headlight to tail. A flat front end presents a menacing blackened maw with a hood scoop of simian nostrils.

A decade later, after an oil embargo or two, Detroit was ready to repent. With its chastened forms, the 1983 Ford Probe IV puts the car in an exercise leotard. Aerobics and aerodynamics now came to represent Detroit’s supposed new efficiency. Computers and wind tunnels, as much as the clay model, came to define car design. The 1987 Chrysler Portofino, a concept car designed by Sergio Coggiola at his Carrozzeria Coggiola near Turin, also shows the growing influence of European styling over Detroit. Here torsional forms replace lines of lateral speed. In a surprising Futurist move, the doors, hood, and trunk all rotate up to reveal an entirely open cabin.

By the 1990s, Detroit looked to the past as much as the future. Nostalgic designs appealed to the same car buyers who coveted the Detroit designs of decades before. As its name suggests, the 1998 Chrysler Chronos is a time machine back to the 300C and Exner’s Forward Look. In the Ford GT Concept of 2002 and the 2017 Ford GT, the final two cars of the exhibition, the end results are back to the future. The forward styling of the past now informs designs that are still to come.

I never got to ask my grandfather about his car-designing days. As he went on to become a professor of industrial design, all I heard of his time in Earl’s shop was that it was long hours for little pay. ‘Automobiles are hollow, rolling sculpture,’ said Arthur Drexler, MoMA’s curator of architecture, at mid-century. The automobile’s artifice is its art, but it is still an art of artifice — one designed, in the end, merely to sell you a new car.

Detroit Chronicle

THE NEW CRITERION

October 2016

On the Detroit Institute of Arts, the Museum of Contemporary Art Detroit & the role of art in the history of the city.

Detroit is a city of art. Strange to say, but it’s true. While much has left this impoverished, often heartbreaking metropolis, what remains, surprisingly, is a rich art history, which is today right on the surface. With origins that run deep and predate the automobile, Detroit’s artistic roots flower over the city streets left empty by the cars that have, by and large, driven away. And they deserve attention, which is why I visited with the family on a late-summer road-trip, ten hours from New York, twelve by way of Niagara Falls—a rewarding and remarkable artistic pilgrimage.

It was a close call for Detroit to reach its current and still parlous state of the arts. Most of us had little idea of the Motor City’s artistic legacy until it was almost too late. After decades of decline, the bankruptcies of General Motors and Chrysler in 2009 hastened Detroit’s own insolvency, which in 2013 led to the largest municipal collapse in American history. Detroit was $18–20 billion in debt. As an emergency manager looked to liquidate assets, creditors made headlines as they closed in on the city’s remaining jewel: the collection of the Detroit Institute of Arts, one of the country’s great encyclopedic museums.

The faith that those museum administrators once placed in the future of their city says much about the wild extremes Detroit has experienced over the last century. From a population of nearly 2 million in 1950, when it was arguably the richest city per capita in the country and the Silicon Valley of the Machine Age, today Detroit retains under 700,000 residents, experiencing a 25 percent decline in just the last decade as entire neighborhoods have been abandoned as ghost towns. A history of violence, Jim Crow, corruption, race riots, white flight, failed redevelopment, and monorails-to-nowhere has long accompanied these seismic shifts. Today much of the city seems more passively desolate than actively menacing, with weedy, empty streets and an abundance of graffiti-scarred architecture, some remaining from its Gilded Age. But such images of what have become known as Detroit’s “ruin porn” only tell one side of the story. The arts give a broader picture of the full, continuing life of the city, and they may play an increasing role in its future.

This is not to say that the arts will “save Detroit,” as some have suggested. The sociologist Richard Florida, who wrote The Rise of the Creative Class in 2001, has staked much on this messianic and largely unproven claim for rustbelt renewal. Instead, cities work best when the planners get out of the way of artists rather than attempting to use them as tools of gentrification. Basing your urban future on jet-setting bohemians coming to town for a Matthew Barney film shoot is no way to keep the lights on and the water running, or, more to the point, strengthen the local cultural fabric. In his scabrous 2012 book, Detroit City Is the Place to Be, Mark Binelli was onto something when he wrote that “any potential Detroit arts renaissance remains in its earliest phase of development, more about insane real estate opportunities and the romantic vision of a crumbling heartland Berlin—basically, vicarious wish fulfillment by coastal arts types living in long-gentrified cities—than an overarching homegrown aesthetic.” Various reports of the founders of the Williamsburg, Brooklyn arts space Galapagos relocating to Detroit to develop (or flip) unused factory space have only fueled such creative-class speculation.

But Detroit did end up saving the art, starting with grassroots initiatives like the Heidelberg Project, founded in 1986 by the artist Tyree Guyton and his grandfather as a surreal outdoor installation over reclaimed buildings in the city’s McDougall-Hunt neighborhood. The rescuing of DIA was a similar story of renewal that starts with the art itself. In 2014 Detroit’s latter-day Monuments Men won a decisive battle for cultural reconstruction by fighting to reach what was called a “grand bargain” to save the museum. With a collection valued at $8.4 billion, and 2,800 objects worth between $454 and $867 million claimed by the city—including a self-portrait by Van Gogh estimated at $150 million—DIA successfully scrambled to raise hundred of millions of dollars from a combination of private, state, and corporate donors to pay off the creditors. In return, the art stayed on the walls, the museum returned to its pre-1919 status as a private, non-profit institution, and the people of the state demonstrated the value they place in Detroit’s art history.

The Great Hall of the Detroit Institute of Arts

DIA is today in better shape than its Detroit surroundings, which isn’t saying much, but those expecting to find a museum that is partially finished (like the Brooklyn Museum) or partially closed (like today’s Met) will be surprised at its institutional polish. DIA’s rise out of Detroit’s ashes has stoked its institutional enthusiasm as one of the best half-dozen museums in the country. A visit here alone is worth the trip.

Starting in the 1920s, DIA’s museum director Wilhelm Valentiner, following the German model, was the first to arrange his collection by nation and chronology, rather than type. He also greatly increaseddia’s collection of modern art and was responsible for its single most well-known, and controversial, installation: Diego Rivera’s Detroit Industry.

Personally, politically, dietetically, Rivera was a repellent individual, but you can see why capitalists from Rockefeller to Ford became enamored of the unrepentant Marxist. Painted over twenty-seven panels, floor to ceiling, from 1932 to 1933 in the museum’s light-filled central court, Detroit Industry captures the one-time dynamism of the city in a swirling, hallucinatory tableau. This “iconized Marxist fantasia of working-class solidarity and collective toil,” as Binelli describes it, unites the workers of the north, the farmers of the south, and the raw materials of the Americas in one interconnected utopian vision. The didacticism of the spectacle is saved by its strangeness, as Rivera worked in imagery of the Aztec goddess Coatlicue, Frida Kahlo’s miscarriage, and the kidnapped Lindbergh baby—pagan currents flowing in the chthonic depths beneath Detroit’s River Rouge. (The dense iconography is today supplemented by an excellent multimedia guide on DIA’s website, which is also available on touch screens in the gallery.)

A sense for the subterranean runs throughout the artists of Detroit, especially those responding to its decades of decline. The late artist Mike Kelley, who was born in 1954 in a working-class suburb of Detroit, was a patron saint of the post-apocalyptic city even after he relocated west, exhuming the afterbirth of its marriage of man and machine. Much of this was on display in Kelley’s arresting PS1 retrospective in 2014. A member of the alt-rock band Destroy All Monsters, Kelley connected Detroit art and music, a scene which gave rise not only to Motown Records but also to the punk aesthetic ofMC5 and The Stooges, and later techno—music, in various ways, all connected with the internal combustion engine and the sounds of the assembly line. In 2014, an exhibition called “Another Look at Detroit (Parts 1 and 2)” at New York’s Marianne Boesky and Marlborough Chelsea, arguably the best gallery shows of the year, made explicit these cultural connections by gathering some hundred objects by seventy artists from over two centuries of Detroit cultural history. This magisterial “tone poem” was the work of the art consultant and Detroit native Todd Levin—whom I must also thank for suggesting I try the world’s best pancakes at a Detroit motel diner called Clique.

Mike Kelley, Mobile Homestead, 2012, Museum of Contemporary Art Detroit.

Just down Woodward Avenue from DIA is the Museum of Contemporary Art Detroit. Mainly a Kunsthalle for contemporary shows, the museum’s big surprise can be found behind the parking lot. What looks like a modest prefab ranch house oddly positioned on an urban block is Mike Kelley’s Mobile Homestead. An uncanny reconstruction of his childhood home, the building now hosts rotating installations and a street-legal, detachable entryway that has already gone cross country. According to Kelley’s posthumous wishes (he committed suicide in 2012), the house is built with two private subterranean levels: a windowless duplicate floorplan beneath the ground level and, below that, a series of tunnels and ladders to connect the doorless rooms. A post-war dream atop a post-apocalyptic nightmare, the building serves as a chilling artist memorial.

A Detroit-area cultural institution very much in contrast with all this is Cranbrook, a school and cultural complex nestled in the sylvan and still- wealthy suburb of Bloomfield Hills. Founded in the 1920s, this institution may be best known today as the prep school where Mitt Romney bullied his classmates. But the Cranbrook Academy of Art also represents the prewar ideals of Detroit design given fascinating form in a pristine Arts and Crafts and Art Deco campus created by Eliel Saarinen. The Eameses both came from here, and Eliel’s son Eero went on to adapt the styles of Cranbrook for the jet age.

My trip to the Cranbrook Art Museum largely left me wanting more, as the campus’s extensive permanent collection is now sequestered in a new “Collections Wing” that is only open for one hour a week while the museum is given over to special and not-so-special exhibitions. Through October 9, the museum’s new director has imported his exhibition from the Walker Art Museum on “Hippie Modernism,” which makes a few interesting connections between Sixties utopianism and the dawn of the Information Age but mostly smells of patchouli and BO. It also has nothing to do with the school. Fortunately my visit was redeemed by a smaller, more technical exhibition downstairs on Pewabic Pottery, the ceramics studio and school founded in Detroit in 1903. I also took a detailed tour of the impeccable Saarinen House and Garden. As a total work of art, Cranbrook serves to remind us that Detroit, at its height, was a city of design that made flying sculptures and not just modes of auto-mobility.

Wasserman Projects

Back in Detroit, the contemporary gallery scene is small but sophisticated and growing, with several venues that have recently moved to the city. Wasserman Projects is a Chelsea-style space a block from the city’s extensive Eastern Market that over the summer was showing a group exhibition, including a whimsically enlarged notepad doodle by Michael Scoggins and a delicate collage of “oil, latex, gold leaf, string, soap, pencil” by Ed Fraga. Downtown, David Klein Gallery casts a wide and intelligent eye over the alternative scene by bringing together painters such as Brooke Moyse, Gary Peterson, and Mark Sengbusch. Over the summer, Galerie Camille, another smart venue just north in Midtown, brought together the artists Jeff Bourgeau and Matt Eaton in an elegant exhibition of Colorfield painting with a twist. As much an exhibition of process as of product, Eaton’s layered compositions of acrylic and spray paint contrasted with Bourgeau’s pixelated computer printouts of painterly forms.

Baby Grand gallery

My last stop proved to be a highlight: the opening of “It Runs Deep” at a gallery called Baby Grand in a burned-over corner of the city’s Southwest. This group show of Detroit-area artists, including Amber Locke, Alivia Zivich, Audra Wolowiec, Daniel Sperry, Kylie Lockewood, Margo Wolowiec, Nikolas Pence, Romain Blanquart, and Scott Reeder, was perfectly installed in the front rooms of an Arts and Crafts home that the owner of the gallery has named for its piano and illuminated only with naturallight. The sensitivity of the works, from Wolowiec’s sound installation to Reeder’s abstraction, speaks to the personal, the underground, and the hidden spirit of the arts in Detroit—which now, after a thaw, is beginning to grow into the light of day.