Like an actor cast in a role, this 1985 Modena Spyder California was chosen to play the part of a Ferrari 250 GT California Spyder in the movie Ferris Bueller’s Day Off. / Photo by Matt Anderson
For those who haven’t visited Henry Ford Museum of American Innovation in recent months, we have a wonderful new display space created in partnership with the Hagerty Drivers Foundation. Each year, we’ll share a couple of significant automobiles included on the foundation’s National Historic Vehicle Register. The (currently) 32 vehicles on the register each made a lasting mark on American history—whether through influence on design or engineering, success on the race track, participation in larger national stories, or starring roles on the silver screen.
Our first display vehicle is Hollywood through and through. It’s a “1961 Ferrari 250 GT California Spyder” (those quotes are intentional) used in the 1986 Gen-X classic Ferris Bueller’s Day Off. Those who’ve seen the film know that the car is a crucial part of the plot—ferrying Ferris, Sloane Peterson, and Cameron Frye around Chicago; threatening to expose their secret skip day; and forcing a difficult conversation between Cameron and his emotionally distant father.
In true movie fashion, though, not all is what it appears to be.
This 1958 Ferrari 250 GT California is the real thing, as featured in Henry Ford Museum’s Sports Cars in Review exhibit in 1965. / THF139028
The Ferrari 250 is among the most desirable collector cars in the world. GT street versions sell at auction for millions of dollars. And GTO competition variants—well, the sky’s the limit. Even in the mid-1980s, these autos were too pricey for film work—particularly when the plot calls for the car to be (spoiler alert) destroyed. Instead, Ferris Bueller director John Hughes commissioned three replicas for the shoot: two functional cars used for most scenes, and a non-runner destined to fly out the back of Mr. Frye’s suburban Chicago garage.
Replica cars were nothing new in the 1980s. For years, enterprising manufacturers had been offering copies of collector cars that were no longer in production and too expensive for most enthusiasts. The coveted Duesenberg Model J is a prime example, having been copied by replica manufacturers for decades. Some replica cars were more about convenience than cost. Glassic Industries of West Palm Beach, Florida, produced fiberglass-bodied copies of the Ford Model A with available niceties like automatic transmissions and tape decks. Occasionally, the line between “real” and “replica” got blurry. Continuation cars like the Avanti II (based on Studebaker’s original) or post-1960s Shelby Cobras (based on Carroll Shelby’s racing sports cars) were sometimes built with formal permission or participation from the original automakers.
So, if the Ferris Bueller car at The Henry Ford isn’t a real Ferrari, then what is it?
The replica’s builder, Modena Design & Development, was founded in the early 1980s by Californians Neil Glassmoyer and Mark Goyette. When John Hughes read about Modena in a car magazine, he called the firm. As the story goes, Glassmoyer initially hung up on the famous writer/director—believing that it had to be a prank. Hughes phoned again, and Modena found itself with a desirable movie commission. Paramount Pictures, the studio behind Ferris Bueller, leased one car and bought two others.
The Modena replicas featured steel-tube frames and Ferrari-inspired design cues like hood scoops, fender vents, and raked windshields. While the genuine Ferrari bodies used a blend of steel and aluminum components, Modena’s bodies were formed from fiberglass—purportedly based on a British MG body and then fine-tuned for a more Ferrari-like appearance.
The replica Ferrari’s V-8 was sourced from a 1974 Ford Torino, not too different from these 1973 models. / THF232097
The most obvious differences were under the cars’ skin. Rather than a 180-cubic-inch Ferrari V-12, the Modena at The Henry Ford features a 302-cubic-inch Ford V-8 (originally sourced from a 1974 Ford Torino). While the Ford engine was rated at 135 horsepower from the factory, this one has been rebuilt and refined—surely capable of greater output now. And instead of the original Ferrari’s four-speed manual gearbox, the Modena has a Ford-built three-speed automatic transmission. (According to lore, actor Matthew Broderick wasn’t comfortable driving a manual.)
After filming wrapped, the leased car was sent back to Modena’s El Cajon, California, facility. After some work to repair damage from a stunt scene, the car was sold to the first in a series of private owners. By 2003, this beloved piece of faux Italiana/genuine Americana had been relocated to the United Kingdom. The current owner purchased it at auction in 2010 and repatriated the car to the United States. The Modena was much modified over the years, so the current owner had it carefully restored and returned to its on-screen appearance—as you see it today.
Imitation can be the sincerest form of flattery, but it can also be the quickest route to a lawsuit. Following the release of Ferris Bueller’s Day Off, Ferrari sued Modena Design & Development (along with other replica builders). The matter was settled out of court when Modena agreed to make some minor changes per the Italian automaker’s specifications. Replica production then resumed for a few more years.
The Modena Spyder California may not be a real Ferrari, but it’s certainly a real pop-culture icon. That’s reason enough to include it on the National Historic Vehicle Register, and to celebrate it at The Henry Ford.
Our latest installation of What We Wore: Bonnie Cashin. / THF191461
The current What We Wore exhibit in Henry Ford Museum of American Innovation features clothing by Bonnie Cashin. American designer Bonnie Cashin’s ideas, radical when introduced, have become timeless.
Who was Bonnie Cashin? An inscription in her senior yearbook provided a hint of things to come: “To a kid with spark—may you set the world on fire.” She did. By the 1950s, Cashin had become “a mother of American sportswear” and one of the most influential fashion designers of the 20th century.
Born in 1908 in California, Bonnie Cashin apprenticed in her mother’s custom dress shop. At 16, she began designing chorus costumes for a Hollywood theater. Next stop—the Roxy Theatre in New York City, where the 25-year-old was the sole designer. The street clothes Cashin designed for a fashion-themed revue led to a job at the prestigious ready-to-wear firm Adler & Adler in 1937. Cashin left for California in 1943, where she spent six years at 20th Century Fox, designing costumes for approximately 60 films.
Cashin’s designs for the 1944 movie Laura were the most influential of her 20th Century Fox creations. Motion pictures of the 1940s tended to showcase female stars as wealthy and glamorous women. Cashin’s designs for actress Gene Tierney suggested clothing chosen by the character of Laura herself, rather than costumes worn for an actress’s role. A revolutionary concept for the time, the garments reflected Cashin's real-life views. / THF700871
Cashin and actress Olivia de Haviland look over costumes created for the motion picture The Snake Pit in 1948. / THF703254
In 1949, back in New York, Cashin created her first ready-to-wear collection under her own name. Cashin designed for “the woman who is always on the go, who is doing something.” She introduced the concept of layering, with each piece designed to work in an ensemble, alone, and in different combinations. The fashion world took notice. In 1950, Cashin won both the prestigious Coty American Fashion Critics’ Award and the Neiman Marcus Fashion Award.
This 1952 ad dates from the year Bonnie Cashin opened her own design studio. It captures the spirit of Cashin’s intended customers—women always on the go. / THF701655
In 1952, Cashin opened her own one-woman firm, Bonnie Cashin Designs. Cashin insisted on total creative control as she worked with the manufacturers who produced her designs. Cashin chose craftsmanship over commercial success. She never wavered in her artistic vision—functional simplicity and elegant solutions.
Jacket (Wool, Brown Leather Binding, Brass Toggle Closures), 1965–1970, Designed by Bonnie Cashin and Made by Philip Sills & Co., New York City. / THF188918
Trousers (Suede), 1955–1960, Designed by Bonnie Cashin and Made by Philip Sills & Co., New York City. / THF188947
Many Cashin designs were practical solutions to problems she herself experienced. Her tailored poncho was born after she cut a hole in a blanket to cope with temperature fluctuations while driving her convertible through the Hollywood Hills.
Coat (Mohair, Suede Bindings, Brass Clip Closure), 1955–1964, Designed by Bonnie Cashin and Made by Philip Sills & Co., New York City. / THF188928
Sweater (Cashmere, Brass Buttons), 1955–1964, Designed by Bonnie Cashin, New York City, and Made by Ballantyne, Innerleithen and Peebles, Scotland. / THF188908
Trousers (Leather, Brass Toggle Closures), 1965–1970, Designed by Bonnie Cashin and Made by Philip Sills & Co., New York City. / THF188945
Cashin is most well-known for her innovative use of leather, mohair, suede, knits, and nubby fabric, as well as heavy hardware used as fastenings. Cashin had a deep love of color and texture—she personally selected, designed, or commissioned her fabrics.
In this 1972 ad for Singer sewing machines, examples of Bonnie Cashin’s favored textiles—suede, leather, knits, and nubby tweeds—appear on the shelves behind her. / THF700873
Traveling widely during her career, Cashin closely studied the traditional clothing of other cultures. Her international focus and attention to refining traditional shapes down to their most modern and mobile forms led to her distinctive “Cashin Look.”
Jacket (Mohair Bouclé, Leather Bindings, Brass Sweater Guard Closure), about 1965, Designed by Bonnie Cashin and Made by Philip Sills & Co., New York City; Fabric Made by Bernat Klein, Galashiels, Scotland. / THF188913
Bonnie Cashin created dazzling costumes for the stage and screen—then excelled at exquisite minimalism in her sportwear. The intersection? Cashin’s garments always moved with the wearer and were designed to be set against a backdrop—whether a theatrical scene or contemporary life.
Coat (Wool, Leather Binding), 1965–1972, Designed by Bonnie Cashin and Made by Philip Sills & Co., New York City. / THF188933
Trousers (Leather, Brass Toggle Closures), 1965–1972, Designed by Bonnie Cashin and Made by Philip Sills & Co., New York City. / THF188943
Jacket (Leather, Brass Toggle Closures), 1965–1972, Designed by Bonnie Cashin and Made by Philip Sills & Co., New York City. / THF188938
Innovative and influential, Cashin continued to design until 1985. Following her death in 2000, among the handwritten notes jotted on scraps of paper in her apartment was one that read, “How nice for one voice to ignite the imaginations of others.”
Poster for Heroes and Villains: The Art of the Disney Costume.
Inspired by the creative thought process of founder Walt Disney, everything that the Walt Disney Company does is based upon the power of story. This can range from the plot of a film to the backstory of a theme park attraction. In all cases, the sets, props, and costumes help to provide clues for the audience about story elements and characters.
The songs in a Disney film can also enhance the story, moving it forward through emotion, detail, and nuance. Through songs, the characters become more believable, helping the audience become more invested in the story. Here are some classic examples.
Babes in Toyland
Babes in Toyland was a popular 1961 Christmas musical featuring a cast of Mother Goose characters. It starred Annette Funicello as Mary Quite Contrary, Tommy Sands as Tom Piper, Ray Bolger as the evil and villainous Barnaby, and Ed Wynn as the Toymaker. Annette Funicello later recounted that this was her favorite filmmaking experience.
The film was based upon Victor Herbert’s popular 1903 operetta of the same name. Herbert, a composer, wrote it with Glen McDonough, an opera librettist, in an attempt to outdo the extremely popular stage musical The Wizard of Oz, then playing on Broadway. (This was, of course, decades before the 1939 movie The Wizard of Oz.) The Babes in Toyland operetta continued to be performed for many years on the stage, where it was embraced as a children’s classic.
Disney’s was the second film version of the Babes in Toyland operetta released at movie theatres (the first was a film by Laurel and Hardy) and it was the first in Technicolor. In the Disney version, the plot was changed quite a bit and many of the song lyrics were rewritten. Some of the song tempos were even sped up.
“March of the Toys” is the best-known portion of the score of Babes in Toyland. It was used in the sequence in which the Toymaker displays his toys for the human children who have strayed into Toyland. One can almost imagine the toys coming alive in this lively up-tempo march.
“Toyland,” awhimsical song about a magical land filled with toys for girls and boys, also debuted in the original version of Babes in Toyland. This song still shows up on Christmas playlists, as it has been covered by many vocalists over the years, including Nat King Cole, Perry Como, Jo Stafford, Johnny Mathis, and—most notably—Doris Day.
Into the Woods
“No One is Alone”comesfrom the 2014 Disney musical fantasy film Into the Woods, which was adapted from a 1986 musical theater production.This song was created by American composer, songwriter, and lyricist Stephen Sondheim. It appears at the end of Act II, as the four remaining leads (the Baker, Cinderella, Little Red Riding Hood, and Jack) try to understand the consequences of their wishes and decide to place community wishes above their own. The song serves to demonstrate that even when life throws its greatest challenges, you do not have to face them alone.
With its universal theme, this song has been used for many other purposes, including the Minnesota AIDS Project in 1994, and a speech by President Barack Obama during the tenth anniversary of 9/11.
Although this film is lesser known than many other Disney live-action films, Stephen Sondheim is one of the most important figures in 20th-century musical theater, known for tackling dark, complex, unexpected themes that range far beyond the genre’s traditional subjects. He wrote the music for West Side Story, Sweeney Todd: The Demon Barber of Fleet Street, and A Funny Thing Happened on the Way to the Forum.
Beauty and the Beast
Costumes from the live-action movie Beauty and the Beast in the Heroes and Villains: The Art of the Disney Costume exhibit. / THF191450
The song “Beauty and the Beast” was written by lyricist Howard Ashman and composer Alan Menken for the Disney animated feature film of the same name (1991). This, truly the film’s theme song, was recorded by American-British-Irish actress Angela Lansbury in her role as the voice of the character Mrs. Potts. Lansbury was hesitant to record “Beauty and the Beast” because she felt that it was not suitable for her aging singing voice, but ultimately she completed the song in one take. It was also recorded as a pop song for the closing credits by the duet of Canadian singer Celine Dion and American singer Peabo Bryson. It was released as the only single from the film’s soundtrack. Both versions of “Beauty and the Beast”were very successful, garnering both Golden Globe and Academy Awards for Best Original Song.
Considered to be among Disney’s best and most popular songs, “Beauty and the Beast” has since been covered by numerous artists. In the 2017 live-action adaptation of the animated film, it was sung by Emma Thompson as Mrs. Potts and as a duet by Ariana Grande and John Legend during the end credits. In addition to Beauty and the Beast, Howard Ashman and Alan Menken collaborated on the music and lyrics for two other beloved Disney animated films—The Little Mermaid and Aladdin—before Ashman’s untimely death in 1991.
Costume from Mary Poppinsin the Heroes and Villains: The Art of the Disney Costume exhibit. / Photo by Real Integrated for The Henry Ford
Mary Poppins wasan incredibly popular 1964 Disney live-action film.All the songs for this film were written by the inimitable Sherman brothers. Robert and Richard Sherman were hired by Walt Disney himself to be his staff songwriters in 1961. While at Disney, they wrote more motion-picture musical scores than any other songwriters in the history of film, including Mary Poppins, Chitty Chitty Bang Bang, all but one song from The Jungle Book, Bedknobs and Broomsticks, and The Aristocats. But they are possibly best known for their can’t-get-them-out-of-your-head songs from two Disney theme park attractions: “There’s a Great Big Beautiful Tomorrow” from the Carousel of Progress and “It’s a Small World (After All)” from the attraction of the same name.
But, back to Mary Poppins. First, the song “Feed the Birds” speaks of an old beggar woman who sits on the steps of St. Paul’s Cathedral, selling bags of breadcrumbs to passers-by for tuppence a bag so they can feed the pigeons. The scene is reminiscent of the real-life seed vendors of Trafalgar Square in London. It is intended to be a lesson about charity and the merits of giving to others.
The song was regarded as one of Walt Disney’s favorite songs. Robert Sherman recalled:
“On Fridays, after work, Walt Disney would often invite us into his office and we’d talk about things that were going on at the Studio. After a while, he’d wander to the north window, look out into the distance and just say, ‘Play it.’ And Dick would wander over to the piano and play ‘Feed the Birds’ for him. One time just as Dick was almost finished, under his breath, I heard Walt say, ‘Yep. That’s what it’s all about.’ ”
“A Spoonful of Sugar Helps the Medicine Go Down” is an up-tempo number sung by Julie Andrews as Mary Poppins as she instructs the children, Jane and Michael, to clean their room. Although the task is daunting, she tells them that, with a good attitude, it can be fun. Story has it that Robert Sherman, the primary lyricist of the duo, worked an entire day trying to come up with a song idea for this scene. As he walked in the door at home that evening, his wife, Joyce, informed him that the children had gotten their polio vaccine that day. He asked his son Jeffrey if it hurt, thinking he had received a shot. Jeffrey responded that the medicine was put on a cube of sugar and that he swallowed it. By the next morning, Robert had the title of his song. Richard put a melody to the lyric and the song was born.
Finally, “Supercalifragilisticexpialidocious”is sung by Julie Andrews as Mary Poppins and Dick Van Dyke as Bert the chimney sweep in the live-action film’s unique animated sequence—just after Mary Poppins wins a horse race. Flush with her victory, she is immediately surrounded by reporters who pepper her with leading questions and comment that she is probably at a loss for words. Mary disagrees, suggesting that at least one word is appropriate for the situation—a word to say when you have nothing to say, and that is: Supercalifragilisticexpialidocious!
The Sherman Brothers have given several conflicting explanations for this word’s origin, in one instance claiming to have coined it themselves. But, this was disproven when two other songwriters sued the Walt Disney Company, claiming to have written a song using that word in 1949. The Disney publishers ultimately won the lawsuit because they produced affidavits showing that many variants of the word had been known prior to 1949.
These are just a few of the many memorable songs that enhance the stories in Disney animated and live-action films. Which songs from Disney films are your favorites?
Donna R. Braden is Senior Curator and Curator of Public Life at The Henry Ford.
America’s car culture is a subject for music, movies, and postcards—and for serious study and preservation. / THF104062
There’s an exciting new changing exhibit in Henry Ford Museum of American Innovation. In partnership with our friends at the Hagerty Drivers Foundation, we’re spotlighting some of the nation’s most significant automobiles and trucks. Some of these vehicles introduced new ideas in engineering or design, others found glory on the race track, and a few lit up the silver screen. In all cases, these vehicles left a mark on American history important enough to earn them a place on the National Historic Vehicle Register.
We inaugurate this collaborative display with a car from the world of popular culture. For those of us who were teens in the 1980s, the movies of writer-director John Hughes were inescapable. Films like Sixteen Candles, The Breakfast Club, Weird Science, and Pretty in Pink captured the Reagan-era teenage zeitgeist—and timeless teenage angst—to a T. But for self-styled Gen-X slackers, one film in the Hughes catalog stands above the rest: Ferris Bueller’s Day Off.
There’s probably no need to summarize the well-known plot (see here if you disagree). Suffice it to say, high school senior Ferris (Matthew Broderick) convinces best friend Cameron (Alan Ruck) and girlfriend Sloane (Mia Sara) to join him on his own personal skip day through Chicago. The plot really gets rolling, so to speak, when Ferris convinces Cameron to let them take his father’s 1961 Ferrari 250 GT California on their adventures. It doesn’t end well. The Ferrari becomes the target of Cameron’s longstanding anger with his father, and its accidental destruction forces some serious interpersonal growth.
This (genuine) 1958 Ferrari 250 GT California was part of Henry Ford Museum’s 1965 Sports Cars in Review exhibit. / THF139028
We’re delighted to be able to exhibit that Ferrari. Well, not that Ferrari… the one that got destroyed. For that matter, what we’re showing isn’t even a Ferrari. It’s a 1985 Modena Spyder California—an authentic-looking replica built by Modena Design & Development in El Cajon, California. It’s one of three Modena replicas used in shooting the movie. (Even in the mid-1980s, a genuine Ferrari 250 GT was too valuable to risk in film work.) This beloved pop-culture car is a playful way to kick off our celebration of a serious project: the National Historic Vehicle Register.
The National Historic Vehicle Register has its roots in the Historic American Engineering Record (HAER). Established jointly in 1969 by the National Park Service, the American Society of Civil Engineers, and the Library of Congress, HAER documents significant sites and structures associated with America’s engineering and industrial history. According to established HAER guidelines, nominated structures are documented with written reports, photographs, and technical drawings. These materials are then deposited in the Library of Congress. Generally, a listing in the HAER does not, in itself, protect a structure from possible demolition. It does, however, “preserve” that structure for the future via HAER’s extensive documentary materials.
HAER has documented buildings, bridges, and even airplanes, but it’s never documented cars. Recognizing the need for some similar mechanism to record significant automobiles and trucks, the Historic Vehicle Association (HVA) was formed in 2009. Modeling itself on HAER, the HVA had four founding principles:
To document and recognize significant vehicles in a national register
To establish and share best practices for the care and preservation of significant vehicles
To promote the historical and cultural importance of motor vehicles
To protect automotive history through affiliations with museums and academic institutions, through educational programs, and through support of relevant legislation
The Historic Vehicle Association, in collaboration with the U.S. Department of the Interior, established the National Historic Vehicle Register (NHVR) in 2013 and, in January 2014, it added the first car to its list. HVA selected a 1964 Shelby Cobra Daytona Coupe, one of six built by Carroll Shelby and his Shelby American team to compete in sports car races. Apart from Mr. Shelby himself, the Cobra Daytona Coupe was also developed with legendary racing figures like Pete Brock, Ken Miles, and Phil Remington.
CSX2287, the first Shelby Cobra Daytona Coupe, won the 12 Hours of Sebring in 1964. Fifty years later, it became the first entry on the National Historic Vehicle Register. / THF130368
We should pause to note that, of necessity, the National Historic Vehicle Register contains individual cars. The register does not list the Cobra Daytona Coupe as a model. Rather, it specifically includes chassis number CSX2287—the first of the six built, and the only one built completely at Shelby American’s Venice, California, shop. CSX2287 won the GT class at the 1964 Sebring 12-Hour race, competing as number 10, with drivers Dave MacDonald and Bob Holbert. The car later set 27 national and international land speed records at the Bonneville Salt Flats, with Craig Breedlove at the wheel. CSX2287 is now in the collections of the Simeone Foundation Automotive Museum in Philadelphia, Pennsylvania.
Following its selection, the Cobra Daytona Coupe—like all subsequent vehicles on the register—was thoroughly documented for the NHRV. Specialists researched the car through written documents and spoken interviews, they photographed it from multiple angles, and they measured the car using sophisticated laser scanners. (You can learn more about the scanning process in this clip from The Henry Ford’s Innovation Nation.) The resulting materials were then sent to the Library of Congress for long-term preservation.
The Historic Vehicle Association was founded with philanthropic support from Hagerty, the world’s largest specialist insurance provider for historic vehicles. In more recent years, the work of the HVA has been folded into the Hagerty Drivers Foundation, which manages the National Historic Vehicle Register with the U.S. Department of the Interior.
The Marmon Wasp driven by Ray Harroun, winner of the 1911 Indianapolis 500. / THF229391
The 15 Millionth Ford Model T traveled from Greenfield Village to the National Mall in April 2018, after it was added to the NHVR. / Photo courtesy Hagerty Drivers Foundation
Some of you may be wondering if anything from The Henry Ford’s collections is listed on the National Historic Vehicle Register. I’m happy to report that, yes, we are represented by (what else) a Ford Model T added to the list in 2018. It’s not just any T, of course, but the 15 Millionth Ford Model T, which was the ceremonial “last” Model T built before Ford ended production in favor of the 1928–1931 Model A. Like most of the vehicles added to the register, our 15 Millionth Model T traveled to Washington, D.C., where it was displayed on the National Mall—to honor the car, but also to draw attention to the NHVR and the importance of preserving America’s automotive heritage. The NHVR research team also produced a 23-minute documentary on the Ford Model T and its enormous influence.
The register continues to grow. Likewise, The Henry Ford will continue to display a rotating selection of register cars in the years ahead. It’s a fun way to celebrate America’s car culture, but it’s also an opportunity to recognize the important and ongoing work of the National Historic Vehicle Register.
Dan Winters surveys a shifting landscape—his own backyard. On a mid-August morning, the 59-year-old photographer, author, and filmmaker is in the kitchen of his Austin, Texas, home, detailing the impending relocation of his studio and workshop (headquartered in a converted post office, general store, and Texaco station 25 miles south in unincorporated Driftwood) to just steps from his front porch. Anyone who has worked with Winters—presidents, astronauts, publishers of the country’s most influential publications—could grasp the challenge, given Winters’ lifelong accumulation of equipment, archives, and personal collections, which range from apiaries (beehives) to pieces of Apollo spacecraft.
The shuffling of workspaces feels natural, almost expected, given the rotational history of his surroundings. Winters’ home, which he; his wife, Kathryn; and son, Dylan, moved to from Los Angeles in 2000, was built in downtown Austin in 1938 and later transported to this quiet enclave on the north side of town circa 1975. Their detached garage will soon supplant the Driftwood studio. It was originally Winters’ model-building workshop, but that migrated a decade ago to a pitched-roof room on the second floor. The model shop is a place of refuge cocooned in paint sets, kit parts, and books on the artistry of 2001: A Space Odyssey.
Dan Winters’ first serious profession was that of a motion picture special effects model builder. He still builds miniatures today, finding the act of creating for the sake of creating rewarding. / Photo by Dan Winters
Winters vividly recalls the first model he ever built (a British SE5a biplane), around age 6, with his father, Larry Winters—a welder from Ohio who moved the family to Ventura, California, in 1959. “I would ask him to draw me something, an airplane or a rocket, and it would be on the breakfast table when I’d get up in the morning for school,” Winters said from his own breakfast table. “He would also make little spaceships out of wine corks and put screws in them or paper clips for skids. He’d leave them as little surprises.”
Model-building has been a constant in Winters’ life. “When you start a model,” he explained, “the only thing that exists is your intent and whatever tools and materials you need. You work through the thing, create it, and then it exists. You will it into being. There’s an unbelievable satisfaction in that. In the ability to see what the model is going to be before it gets to a point of unification.”
Growing up, Winters remembers the yard on the working farm where he was raised as always strewn with spare parts, and he was often tasked with repurposing them. “The engine in our Volkswagen threw a rod, and we had to rebuild the whole thing,” he recalled. He assisted his father on nights and weekends, staving off resentment for missing idle time with his friends. “I remember the weekend we put the motor back in. We had it on a jack, and my dad slid it in, and I had to balance it until it speared the spline of the transaxle. He got in and pushed the clutch and it started up—I mean, right up. We took it for a drive, even though the bumper and deck lid were off. I remember driving down the street and reflecting on what it took to do that. As a kid, it was way out of my wheelhouse. But seeing that it was possible to do that was massive.”
In 1978, Winters’ father drove his 16-year-old son 50 miles to Van Nuys to visit Apogee, a special-effects company operated by John Dykstra, the Oscar-winning effects supervisor on Star Wars. Winters had cold-called Steve Sperling, who ran the office, and sent several photographs of his model spaceships by mail. A tour with Grant McCune, chief model maker on Star Wars and Battlestar Galactica, was arranged. As Winters wrote in his 2014 book, Road to Seeing, “Once inside, it was surreal to see the same model shop firsthand that I’d studied in dozens of photographs published in movie magazines. I was captivated by the artistry I witnessed at every turn…. I cannot describe the profound inspiration and affirmation this visit gave me.”
Road to Seeing by Dan Winters explores his journey to becoming a photographer and significant moments in his career.
In the months that followed, Winters’ mailbox remained packed with special-order plastics, and his fleet of scratch-built spaceships grew. The photos of his progress eventually led two Apogee veterans to recommend him for employment at Design Setters, an effects house in Burbank. Through a work-experience program during his senior year, Winters attended two classes in the morning, then drove to the San Fernando Valley to build models, including one for the Neil Young film Human Highway. It was a creative utopia disguised as a pass/fail.
This portrait of actor Denzel Washington, seated in a set singlehandedly constructed by Dan Winters and published in the New York Times Magazine in 1992, was an inflection point in Winters’ career, opening the door to decades of world-class editorial and portrait work. / Photo by Dan Winters
After attending college at Moorpark, studying abroad in Munich, and assisting for photographer Chris Callis in New York City, Winters began incorporating his skills as a model builder and production designer into his portraiture, creating fictitious worlds unique to each image. An assignment to photograph Denzel Washington for the New York Times Magazine in 1992 was instrumental. Winters stayed up through the night and singlehandedly built a forced-perspective set that evoked the rural outposts documented by photographer Walker Evans during the Depression. The set also emphasized the body position of a seated Washington, whose hands were resting against his dark suit, causing his fingertips to pop. The secret, in a sense, was the human touch.
Winters’ subjects have included Ryan Gosling (above), the Dalai Lama, Tupac Shakur, Helen Mirren, and Fred Rogers, who, according to Winters, “treated the photo shoot sacredly.” He’s also photographed two presidents, George W. Bush and Barack Obama; his portrait of Obama is featured prominently as the back jacket of the president’s memoir, A Promised Land. / Photo by Dan Winters
This approach carries through Winters’ latest and most immersive project, the film Tone, which he wrote, directed, and photographed. It’s a love story set in a dystopian future where a laborer—the eponymous Tone, whose vocal cords have been stripped by a surveillance state—returns to Earth from Mars and helps heal another broken soul. At nearly 40 minutes, the project far exceeds the scope of Winters’ previous short-subject documentaries and music videos, and visualizing both the earthbound and cosmic elements of the story demanded extensive model and miniature work.
The majority of those Mars miniatures, both piecemeal and whole, still reside in Winters’ Driftwood studio. (Before driving from his home for a studio tour, he cautioned not to crush a box of spare plastics on the car seat, which a hobby shop owner had recently reserved for him. It was an F/A-18C Hornet kit affixed with a handwritten Post-it note that read: WINTERS DAN PARTS GIFT.) Built in 1903 as a post office and general store, the sandstone building in Driftwood expanded in 1942 to accommodate a feed store. A subsequent owner extended that addition, turning a water cistern out back into an interior structure, surrounded by closets, one of which Winters converted to a darkroom. The facade is adorned with a defunct fire-engine-red Texaco gravity pump, occasionally confusing gas-strapped passers-by on the highway.
A Photographer’s Thoughts on a Photograph
Portrait of Charles Batchelor, "First Photograph Made with Incandescent Light," 1880 / THF253728
“As a practitioner of the craft of photography, I frequently employ the use of artificial light when making my photographs, the distinction being that the light emanates from a manmade source and not from the sun.
One artifact among The Henry Ford’s vast holdings that I feel a kinship to is an otherworldly black-and-white portrait of Thomas Edison’s longtime collaborator Charles Batchelor. The text on the border of the photograph informs us that it is the first-ever photograph taken using an incandescent bulb.
Though it is widely thought that the incandescent bulb was Edison’s invention, his work stood firmly on the shoulders of over 20 inventors who had success in the development of the light bulb before him; however, none to the degree Edison achieved. The use of incandescent light in photography would eventually prove to be almost as significant a tool as film and camera. As the technology evolved and higher-output lighting was developed, filmmakers and photographers alike would discover the benefits of their ability to control not only where they could make images but also when.”
— Dan Winters
Inside, Winters stands beside a bay of humming computer monitors with a Topo Chico. The cold bottle of sparkling water is perfect for slaking thirst and, as tradition holds, providing the next building block in a backyard pile of empties he’s dubbed Mount Topo. Through hundreds of annual deposits, the glass mountain now hosts a rotating colony of pill bugs, snakes, silverfish, and eleodes (beetles). It’s another world within worlds on the studio grounds, where nature and Winters’ collection of artifacts from nearly two centuries of photographic history meet the realities of an increasingly digitized future.
The encroachment of the elements proved calamitous in 2020, when winds clocking 75 mph tore at the metal roof and rainfall destroyed thousands of negatives in storage lockers below. While taking solace that well over a million negatives were safe, including those amassed from anonymous collections he’d found at junk stores and paper-goods shows, the incident nonetheless prompted the decampment for his Austin backyard, where proximity alleviates the increasing sense of vulnerability.
With another Topo tossed to the beetles out back, Winters begins detailing the international origins of the books on the shelves lining the original exterior wall of the post office. It called to mind the 1931 essay “Unpacking My Library,” in which German theorist Walter Benjamin wrote, “I have made my most memorable purchases on trips, as a transient.… How many cities have revealed themselves to me in the marches I undertook in the pursuit of books!”
Winters settles on Photography Album 1, edited by Pierre de Fenoyl, purchased at 23 while biking across Australia. “There’s amazing work in it, work that made me feel like photography was boundless,” Winters said. “I was riding from Sydney to Adelaide, and I had two panniers on my bike for storage. I rode that book for 1,300 miles, in a brown paper bag. I still have the bike; it’s at the house.” A casual flip through the book revealed a preserved leaf tucked inside. “We want to have a memory,” Winters added. “Certain objects will anchor us to a place and time.”
Dan Winters considers his desk, an old drafting table, the anchor of his studio. Littered with objects collected over time, he said of this space, “Sitting at the desk provides a connection to my history.” / Photo by Dan Winters
The undisputed anchor of the studio is Winters’ work desk, an old drafting table festooned with his full range of interests. “Sitting at the desk provides a connection to my history,” he said. “I’m inspired by the intrinsic value of these objects. Some have historical significance, certainly, and some are significant to me and my own path in life. Oftentimes they’re just beautiful objects I like to contemplate. One of the drawbacks of the collection is I feel it would be pretty quickly marginalized by whoever was settling my estate. At first glance, it probably looks like junk.”
According to theorist Benjamin, “the most distinguished trait of a collection will always be its transmissibility.” Winters senses the necessity of cataloging these objects in the moment and imparting their meaning. There’s the National Supply badge that belonged to his grandfather, whose company made transmissions for Sherman tanks. Or a rivet from the Golden Gate Bridge, flecks of international orange paint still visible. (Ironworkers presented the rivet ceremoniously to Winters after a photo shoot.)
Lost in Space
Photo by Dan Winters
Photo by Dan Winters
Among Dan Winters’ desktop mementos are two pieces of equipment from the Apollo program: a pressure transducer (left above) and an RCS check valve assembly, still bagged (right above. Both were procured from a Los Angeles scrap dealer who capitalized on the closure of a Van Nuys plant operated by Rocketdyne, manufacturer of the Saturn V engines. The keepsakes have remained within reach ever since.
Winters’ childhood love of the space program carried over into his career as a photographer, beginning with a portrait in the late 1990s of Harrison Schmitt, the first geologist on the moon. Other subjects include Roald Sagdeev, former director of the Soviet Space Research Institute; American astronauts Buzz Aldrin and Pete Conrad; Neil Armstrong’s spacesuit for Smithsonian Magazine; and a package of images for National Geographic’s 50th anniversary celebration of the Apollo program, which included a trip to Kazakhstan in 2019 to photograph a Soyuz spaceflight to the International Space Station.
Winters was granted close-range access by NASA to document the final launches of Discovery, Atlantis, and Endeavour, all captured in his 2012 book Last Launch. His contributions to the literature and historical record of space exploration began humbly, with a childhood fixation on Ham, the first chimpanzee in space, which he spotted on the cover of a back issue of Life published the year before his birth.
There’s also a swab attached to a wine cork, which is in fact a vital tool, one that facilitated a series of portraits for National Geographic that quickly became among Winters’ most widely seen images. Published in May 2021 and intended to draw attention to World Bee Day, the subject was actress Angelina Jolie covered in bees. Before the shoot, Winters and friend Konrad Bouffard contacted Ronald Fischer, an entomologist now in his 90s, who was “bearded” in bees for an iconic Richard Avedon portrait in Davis, California, in 1981. They also reached Avedon’s on-set beekeeper, who still had the cork swab he’d used to dot Fischer’s skin with queen-bee pheromone, thus attracting a swarm. As a lifelong beekeeper, Winters was honored to use the very same swab for his shoot and to be told he could keep the cork among his treasures.
It was hard not to draw a line to the cork-and-paper-clip spaceships Winters’ father left for him in the mornings, the ones that inspired him both to build and to collect. Asked if a cork ship was docked on his desk, Winter was convinced, though he couldn’t pinpoint one. “I know I have one in these boxes,” he said, sifting through cardboard stacks. He reminded himself to check later. For now, the day was still young, and the sun was out. In the shadow of Mount Topo, this message in a bottle would remain open, awaiting its cork.
Released in 1992, The Muppet Christmas Carol was the first Muppet film produced after Jim Henson’s death in 1990. His son Brian, along with his siblings, had taken over the company. Brian had previously worked on several of his father’s projects, including building the first penguin puppet for The Muppet Show, helping create the bicycle sequence in The Great Muppet Caper, and providing voices for the film Labyrinth (as Hoggle) and the TV series The Storyteller (as Dog).
Bill Haber, the Hensons’ agent, was the first to pitch the idea of creating a version of A Christmas Carol. While Brian—who was interested in continuing his father’s work, but wanted to avoid too much of a direct comparison—considered the idea, Haber took the initiative to sell the rights to ABC TV, who planned to make a television film. When longtime Muppet writer Jerry Juhl submitted his final script for approval, however, executives at Walt Disney Pictures opted to purchase it and make it into a feature film.
1876 edition of Christmas Stories, which included A Christmas Carol / THF624009
Charles Dickens’s novella A Christmas Carol, first published in 1844, was hugely popular during its time. The first edition, published on December 19th, sold out by Christmas Eve, and four more editions would follow by the end of the year. During his lifetime, Dickens would adapt the piece for public readings, which he himself would perform until his death in 1870. Stage productions would soon follow, and even today it is common to see A Christmas Carol on offer from theater companies during the holiday season. The earliest surviving screen adaptation is Scrooge, or Marley’s Ghost, from 1901. Between then and 1992, 14 other adaptations had hit the silver screen, and the plot of A Christmas Carol was familiar to many, even if they had not read the original story.
Portrait of Charles Dickens, 1865-1870 / THF121158
Originally aiming to make The Muppet Christmas Carol into a parody of the original story, in keeping with the irreverence for which the Muppets were famous, Henson and Juhl soon realized that no previous film adaptations had truly captured Dickens’s prose. Rethinking their approach, they decided to cast Gonzo in the role of Charles Dickens, and make him the omniscient storyteller—a device that not only allowed them to include dialogue that was 95% faithful to Dickens’s original work, but also mirrored the earlier public readings of the story. Rizzo the Rat joined in as Gonzo’s sidekick and a form of Greek chorus, interjecting often-humorous commentary throughout the film.
Gonzo as Charles Dickens, Kids’ Meal Toy, 1993 / THF304876
Having decided on this approach, it was time to “cast” the rest of the story’s characters. As Brian Henson explained in a 2015 interview, “Bob Cratchit was a natural role for Kermit. He was almost playing himself.” The role of Mrs. Cratchit went to Miss Piggy, Tiny Tim was assigned to Robin the Frog, Fozzie Bear became Fozziwig (previously known as Fezziwig in Dickens’s original), and Statler and Waldorf served as the ghosts of the Marley brothers (a notably drastic change from the original, where there is only one Marley ghost—yet a necessary one, as you can’t have Statler without Waldorf, or vice versa). Other Muppets filled out the rest of the supporting cast, and brand-new Muppets were created for the Ghosts of Christmas Past, Present, and Future, to detract less from the ghosts’ ominous nature.
Kermit the Frog as Bob Cratchit, Kids’ Meal Toy, 1993 / THF304874
The one principal human actor in the production was Michael Caine, who played Ebenezer Scrooge. Upon accepting the role, Caine said, “I’m going to play this movie like I’m working with the Royal Shakespeare Company. I will never wink, I will never do anything Muppety. I am going to play Scrooge as if it is an utterly dramatic role and there are no puppets around me.” This choice continued the tradition of blending the world of the Muppets with the real world, seen in other Henson projects such as Labyrinth, Sesame Street, and Fraggle Rock, arguably adding to the “realness” and accessibility of the works and worlds Henson created.
Although it opened to mixed reviews, and achieved only modest box-office success, the film went on to become a beloved part of the Muppet filmography. For some, the appeal lies in its faithfulness to Dickens’s original story. Others appreciate the film’s songs, written by Paul Williams (who also wrote “The Rainbow Connection”). For many, though, the best way to sum it up is that the film is simply delightful, marrying the best of the Muppets with the traditions of Dickens. In doing so, The Muppet Christmas Carol serves an example of the power of imagination to transform the familiar into something totally new.
Tiny Tim’s famous final line in A Christmas Carol, "God bless us every one," featured on the title page of Christmas Stories, 1876 / THF624011
Sheet music for “The Rainbow Connection,” 1979 / THF182956
How do the Muppets retain their appeal after all these years? Yes, they’re silly. And entertaining. And very clever. But I would argue that part of their enduring—and endearing—quality is that it doesn’t take much to imagine that they are real. Sure, you can see the materials they’re made out of. And occasionally catch a glimpse of the rods that make their arms move. But sometimes—when they talk like us, act like us, even think like us—we can suspend disbelief for a moment and believe in the magic. Nowhere is this feeling stronger than in the opening scene of the 1979 film, The Muppet Movie, in which Kermit the Frog sits alone on a log in the middle of the swamp, plucks his banjo, and wistfully sings “The Rainbow Connection.”
The Muppet Movie (1979) was the Muppets’ first foray into feature films. Muppet characters had already been known for more than two decades. The particular Muppets who starred in The Muppet Movie had become familiar to us through The Muppet Show, the breakout television series that ran from 1976 to 1981. But, unlike the rapidly changing vaudeville show format of the TV series, the full-length feature film needed a plot, character development, and several songs to keep the story moving. That’s where The Rainbow Connection came in. Through this song, we find out that Kermit—The Muppet Show’s “straight man” around whom all the mayhem and the other characters’ antics revolve—has hopes and dreams of his own. This was something new, something deeper, something more serious and spiritual than we had seen from a Muppet before.
The Henry Ford’s 1951 Studebaker Champion, a cousin to Fozzie Bear’s 1951 Commander. / THF90649
Cars and movies go together like peanut butter and jelly, or cake and ice cream. It’s only natural. The two industries appeared almost simultaneously around the turn of the 20th century. Southern California became a major center of American automobile culture and, of course, the center of the U.S. film industry. Over time, certain movies even came to define certain marques. Aston Martin had Goldfinger, DeLorean had Back to the Future, and Studebaker had… The Muppet Movie.
For those who haven’t seen The Muppet Movie, which brought Jim Henson’s creations to the big screen, for the first time, in 1979, stop reading and go watch it right now. Seriously. I’ll wait.
But if a summary has to suffice, then I’ll tell you that The Muppet Movie is in the tradition of the Bing Crosby-Bob Hope “Road” movies, where a simple trip turns into a series of misadventures. But instead of Bing and Bob, you get Kermit the Frog and Fozzie Bear. (Well, you get Bob too, but I digress.) The movie follows Kermit as he makes his way from the Florida swamps to the bright lights of Hollywood, chasing his dream to “make millions of people happy” in show business. Along the way he meets Fozzie, the Great Gonzo, Miss Piggy, and all the usual Muppet favorites.
Paul Williams, seen on a 1980 visit to The Henry Ford, co-wrote The Muppet Movie’s songs. He’d previously penned hits for Three Dog Night, the Carpenters, and Barbra Streisand. / THF128260
Kermit begins his journey on a bicycle, but, after meeting Fozzie Bear, the two continue the trip in Fozzie’s uncle’s 1951 Studebaker Commander. The Stude doesn’t make it all the way to Hollywood—they trade it in for a 1946 Ford station wagon partway through—but it features in two of the movie’s memorable musical numbers: “Movin’ Right Along” and “Can You Picture That?,” both co-written by Paul Williams and Kenny Ascher.
The Muppet Movie is more than great songs and story. The film set new standards in puppetry by convincingly putting its characters into “real world” settings. Prior to Henson’s work, puppets were largely stationary figures, stuck behind props that hid puppeteers from view. Even early Muppet projects, notably The Muppet Show, suffered from this limitation. But in The Muppet Movie, Kermit rides a bicycle, Gonzo floats through the sky below a bunch of balloons, and Fozzie, of course, drives his Commander.
The Studebaker’s “bullet nose” served a practical purpose for the filmmakers. / THF90652
In a way, these elaborate special effects were responsible for the Studebaker appearing in the film. The 1951 Commander’s most distinctive feature is the chrome “bullet nose” between its headlights. The special-effects Commander used in The Muppet Movie had its bullet removed and replaced with a small video camera. The car’s trunk was fitted with a TV screen connected to the camera, a steering wheel, throttle and brake controls, and a seat. With these modifications, a small person was able to operate the car, hidden from view and able to see the road ahead via the camera. With Fozzie placed in the driver’s seat; his puppeteer, Frank Oz, hidden under the dashboard; and the car’s operator concealed in the trunk, it appeared as though the comic bear himself was driving the Studebaker in several scenes. The trick worked so well that, more than 40 years later in the age of computer-generated special effects, Fozzie’s driving is still remarkably convincing. The crew used a second, unmodified Commander for shots where driving effects weren’t needed.
Practical concerns weren’t the only reasons a Commander was used in the movie. In comments published in Turning Wheels, the newsletter of the Studebaker Drivers Club, The Muppet Movie screenwriter Jerry Juhl described the ’51 Commander as perhaps the “goofiest” looking car ever put into production. Goofiness, Juhl added, was a highly-respected quality in the Henson organization, so it seemed only fitting that Fozzie should drive that particular car.
Studebaker’s bullet nose was part of a long, productive relationship between the automaker and industrial designer Raymond Loewy. / THF144005
That bullet nose is a story unto itself. Credit for the feature goes to designer Bob Bourke, working for Studebaker contractor Raymond Loewy Associates at the time. As Bourke later recalled, Loewy told him to model the car’s appearance after an airplane. Bourke responded with the bullet, more properly described as a propeller or a spinner, since it’s a direct reference to that crucial aviation device. And a divisive device it was. People either loved the Studebaker bullet nose or they hated it (and so it goes today).
It’s worth noting that the feature wasn’t without precedent. Ford had used a similar device on its groundbreaking 1949 models. (In fact, Bob Bourke later said that he had contributed informally to the design of the 1949 Ford. You can read Bourke’s reminiscences here.) Studebaker used the bullet nose for just two model years, 1950 and 1951, but it remains one of the company’s most memorable designs.
Studebaker emphasized the aviation influence on the bullet nose design in this 1950 advertisement. / THF100021
The Henry Ford’s collections include a Maui Blue 1951 Studebaker Champion coupe. The lower-priced Champion featured a six-cylinder engine, while the Commander came with a standard V-8. Other than their different badges, the look of the two models is nearly identical. But if you’d like to see the actual car that Fozzie and Kermit used in The Muppet Movie, then head over to South Bend, Indiana. The effects car survives in the collections of (where else) the Studebaker National Museum. It still wears the psychedelic paint scheme applied by Dr. Teeth and the Electric Mayhem in a clever plot device—faded with age, but unmistakable.
Matt Anderson is Curator of Transportation at The Henry Ford.
The multisensory theater in Driven to Win at The Henry Ford.
American innovation knows no bounds, and racing, which combines technical excellence with the human endeavor, speaks to our constant need to push the limits of what’s possible. That’s why Henry Ford Museum of American Innovation has gathered one of the finest collections of innovative, powerful, record-busting race cars and automotive artifacts in the world.
Building on this unparalleled collection, The Henry Ford’s newest exhibition, Driven to Win: Racing in Americapresented by General Motors, gives guests a visceral sense of just how thrilling it is to “go faster and push the limits of racing.” BRC Imagination Arts partnered with The Henry Ford to help bring its incredible collection to life through emotional storytelling, and to get guests excited about “the lives of those who invented their way into the winner's circle and often changed the world in the process.”
The result: Fueled by Passion, the exhilarating, immersive experience at the heart of the new exhibition. The 15-minute sensory-filled experience shares the stories of five people who have empowered themselves to push their personal limits, and ignites the drive we all have to power our passions.
We are truly living in unprecedented times. On Friday, March 13, 2020, The Henry Ford closed its doors due to the worldwide coronavirus pandemic. We did not open them again until Thursday, July 2—and even then, only on certain days, with many new guidelines in place about masks, social distancing, and capacity, to protect our visitors and staff. None of us predicted that we would remain closed for 16 weeks—but then, there is much happening now in the world that would have been difficult to predict.
One of the many unusual things that happened over that four-month period is that the most-viewed section of our website was our Digital Collections. While our online collections typically get tens of thousands of views each month, they’ve always fallen well short of our “Visit” section—until COVID-19 shut our doors. Between mid-March and late June, visitors viewed artifacts in our Digital Collections about 285,000 times. This whetted our curiosity about what artifacts people were looking at during our closure, and why—so we decided to put a list together and take a closer look.
The Quadricycle was the third-most viewed artifact in our Digital Collections during our pandemic closure in 2020. / THF90760
One group of artifacts that was not on last year’s list, but that was highly viewed during our closure (and since), is items related to the challenging history of race in America. Given the nationwide protests sparked by the death of George Floyd, many Americans are seeking to broaden their understanding in this area, which might explain this uptick in interest. A slave collar, a “Whites Only” drinking fountain, a Ku Klux Klan robe and hood, and an Emancipation Day photograph are all artifacts on exhibit in “With Liberty and Justice for All” in Henry Ford Museum of American Innovation illustrating this disturbing history—and all were sought out by hundreds to thousands of online visitors between mid-March and late June.
This slave collar was featured in an online article called “Why We Can’t Stop Thinking About George Floyd’s Neck.” / THF13425
Another group of items that seems pandemic-specific are documents and photographs from the World War II era. In George Washington Carver’s last agricultural bulletin, published in February 1942, he encourages Americans to consider wild plants (what many might call weeds) as an alternative to green vegetables, should the war cause shortages. In March, journalist Nicholas Kristof referenced our Willow Run expert set as an example of ramping up production in a short timeframe in a New York Timeseditorial about the coronavirus. Likely as a result, a B-24 Liberator bomber production flowchart and a photograph of a B-24 in flight made it into our top artifacts over this period. A “United We Win” poster speaks to both World War II and issues of race relations.
Ford Motor Company’s fast ramp-up of B-24 Liberator bomber production during World War II provides insight on the ramp-up of coronavirus testing and treatment supplies in 2020. / THF251440
The last pattern we noticed was the popularity of artifacts related to recent films, at a time when many Americans stayed at home and increased their movie watching. Three auto racing photos—including the single-most viewed item during our closure, this photograph of race car driver Ken Miles at the 1966 24 Hours of Le Mans—demonstrate the continuing popularity of Ford v Ferarri, the 2019 movie about that very race. This letter, allegedly from Clyde Barrow to Henry Ford, has been popular ever since last year, when Netflix released The Highwaymen, a movie about the race to apprehend Bonnie and Clyde. During our closure, it was the fifth-most viewed artifact in our online collections.
This portrait of Ken Miles at the 24 Hours of Le Mans Race in 1966 was the most-viewed artifact from our Digital Collections during our closure. / LeMans06-66_441
It’s interesting to see patterns in views of our digital artifacts that map so closely to what has been going on in the world. To see if you can find any additional patterns we missed, check out the entire list of the most-viewed digitized artifacts during our COVID-19 closure here. And check out our Digital Collections for yourself—you might just find something there of value to you during these strange times.
Ellice Engdahl is Digital Collections & Content Manager at The Henry Ford.