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Growing up in Michigan, one of my first memories is my father traveling to Japan and returning with a bounty of exotic goods  — a rice painting for my mother and a red and blue silk kimono for me.  A few weeks later, a group of Japanese businessmen who worked for Mitsubishi came for dinner. They were working with Chrysler engineers on a project and there was a cultural exchange in the process. I remember the businessman as polite and they seemed to enjoy the American meal my mother prepared.  It was my first brush with Japanese culture growing up in Michigan, and my curiosity was piqued.

When I was in elementary school, Toyota brought a group of families to a nearby neighborhood, and as a result a flood of Japanese children came to my elementary school. I made friends with a fourth-grade Japanese girl who introduced me to the entire Hello Kitty lineup and who wrote notes with delicate penmanship. We learned much from each other, in the way that children do, without judgment or bias, unaware of the resentments building around us as Michigan jealously looked on at the Japanese car economy.  We stayed in touch when she went back to Japan.

At that time, the Big Three companies were struggling to find their place with the emerging power players in Asia — Toyota, Honda, Nissan, Mitsubishi, Subaru and Mazda.   The hardcore Detroiters felt that the Japanese had stolen business, but in reality, it was American companies that had lost that business to Toyota and Honda as the perception of American quality declined. In the 1986 Ron Howard film Gung Ho, Michael Keaton portrayed the frustration of the every man autoworker. It was reported in a 2007 Business Week article that Toyota executives used this film as a guideline for how not to manage American workers.  But when Americans car companies lost their customer, it was the employees who were angered, not the car-buying public. Sales showed that when it comes to buying American, the loyalty ends with Levis. For American buyers, U.S. executives became the trusted face of Toyota, as quality became paramount.

Yet, what’s most interesting about the recent troubles fallen upon Toyota’s quality department is that history indeed repeats itself.  Toyota has fallen prey to the same factors that dulled GM, Ford and Chrysler — growth that surpasses the ability to maintain standards. In the coming days Toyota will scramble to pick up and dust off it’s tarnished reputation, but if history is to be learned from, this lesson won’t come without painful side effects. The flurry of reports and the unmanaged messages coming from CEO Akio Toyoda will cause just as much damage as the actual problems facing the unsafe vehicles.  For Toyota the headache is two fold knocking out its most popular vehicles, and magnified in the brake problem in the Prius, Toyota’s symbolic leading vehicle of green innovation.  Experts are estimating the blow could cost 100,000 in vehicle sales according to CNN report. But without a united front of trust and swift moves to effectively demonstrate a recall, fickle consumer losses are hard to anticipate. Soon, top PR firms will take over this job and mitigate the damage, but the waters will be tricky if Toyota doesn’t stop and pay heed.

Toyota finds itself in unfamiliar territory — how to handle a crises in American confidence.  The company must look toward the past of American companies bitter battles with public perception. The most famous example — the 100-year relationship between Ford and Bridgestone/Firestone that was obliterated by the 1990 Ford Explorer tire controversy, and what Ford has spent much of the past two decades fighting to overcome.  In similar reports to the Toyota issue, it seems that company officials had some knowledge of a safety problem, but failed to address it, and instead got into  a blame game.  This was the final blow to American perception, though American cars did not lose their luster overnight.  They began to lose some of their sturdy quality marks in the early 70s with Chevy Vegas and Ford Pintos tainting their steadfast reputations.

Toyota can come back with swift moves to demonstrate a grasp of its’ manufacturing snafoos, but in this day and age of instant reaction, it doesn’t take much to taint American consumers.  Just as Americans felt no ill will about deserting their own, they certainly won’t with Toyota and Lexus.  Inevitably, this problem will trickle over into perceptions of other Japanese automakers, who could get caught in the friendly fire of stereotyping.

What remains for certain — with Ford  ( referred to in jest as “Fix Or Repair Daily” by American-car haters in past years) grabbing top-quality marks,  GM slowly earning more favorable remarks in its leaner product ine and Hyundai emerging as the luxury marque to beat, nothing about the car business is set in steel.

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I’m back in my hometown this week, and I find myself thinking about the latest Huffington Post column on Detroit, which drew from a Vice Magazine article, determined to pinpoint the dereliction of the media on Detroit. Here’s the premise:

“It’s reached the point where the potential for popularity or “stickiness” or whatever you’re supposed to call it now is driving the coverage more than any sort of newsworthiness of the subject. There’s a total gold-rush mentality about the D right now, and all the excitement has led to some real lapses in basic journalistic ethics and judgment. Like the French filmmaker who came to Detroit to shoot a documentary about all the deer and pheasants and other wildlife that have been returning to the city. After several days without seeing a wild one he had to be talked out of renting a trained fox to run through the streets for the camera. Or the Dutch crew who decided to go explore the old project tower where Smokey Robinson grew up and promptly got jacked for their thousands of dollars’ worth of equipment. The flip side is a simultaneous influx of reporters who don’t want anything to do with the city but feel compelled by the times to get a Detroit story under their belts, like it’s the journalistic version of cutting a grunge record.”

While this all may be true, I dispute the notion that a media ambush on Detroit is a new occurrence. For decades global media sources have flocked to Detroit to parse out the roots of urban destitution and the beauty that emerges from the slums of despair. They come in search of the source for the music left in Motown’s shadow — techno, hip-hop, garage rock, or Northern Soul. The auto industry and the surrounding industrial decay in the inner city provide the backdrop. In a few days or in one month they rush around to meet the city’s luminaries, creating a buzz in the community that scrambles to appease them, to be a part of something that seems important. They tell folks that they are here to do the city justice, though they have no personal ties here other than their love for music. Music is the ambassador for a silent city.
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And while the representatives of these media outlets often consider themselves noble seekers of fact, these magazine articles, books and documentaries are generally not even available in Detroit, nor the U.S.. where they can be fairly judged, critiqued, or debated. They air on Dutch TV, the BBC or at an obscure film festival made in their native languages, where the subjects will never even know how their ideas will be presented. Investigative journalism about racism, poverty, and history becomes another form of muckraking entertainment.

If the subjects in these pieces are lucky, they may receive a sample copy or two, but often time the media archeologists disappear leaving behind nothing, yet they extract the souls of the city for their own credibility. What these pieces do is legitimize the creators, who stand to gain financially and win public acclaim for their efforts to understand the juncture where blight inspires creativity. What is perplexing is that what they make has nothing to with accountability or in depth responsible reporting.
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I learned about the fascination with the Motor City when I worked for Detroit techno record labels in the late ’90s. My job description was broad with modest resources afforded by these small companies. As a label rep, I felt like a tour guide, with international media outlets arriving weekly. We hosted Japanese writers and photographers, French filmmakers and documentarians from Holland, the UK, Australia, and Austria. We stayed up late driving them from the east side to the west side, making sure they made it to their hotels safely. Sometime they showed up on our doorstep with plans to walk around and look for a youth hostel — an unlikely premise in any American city. We ended up feeling responsible for many of them who lacked common city sense and planned to walk across town on winter’s night, carrying expensive equipment, fueled by a quest for adventure, eager to test boundaries of fear. For the ones who came proper, who called in advance, who stayed long enough to gain perspective, we broke bread with them and talked late into the night hours, explaining the contradictions and misconceptions that we lived with day in and out as default city ambassadors. Sometimes we formed enduring bonds. But many of these investigators were so rude and offensive, they never made it past the doorstep.
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For the international media, we were a bit like a tourist board, showing people around, telling the stories of our native citizens. Sometimes these outlets implored budding writers like myself or photographers to work on their projects, and they contracted local artists to create designs. I worked hard on these pieces, worried that my suburban upbringing would make me an outsider journalist, too. After several years of Detroit-city living, I eventually grew confident in my voice and the ability to convey the attitudes of those around me.

This path allowed me to write for audiences worldwide, including Italian, German and Japanese readers, trusting foreign editors to properly translate my words. I published my first international piece at 22 and was thrilled to have my name translated into German and Japanese. I eventually wrote a column about Detroit arts in an Italian magazine.
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Generally, these outlets claimed to be operating on a shoe string, unable to pay local talent. It always struck me as odd that the funding existed to produce such grand projects that included a budget for travel, and expensive paper stock with thick satisfying binding, but that they didn’t value the very sources who provided them with truth to drop a few thousand dollars on us. Eventually, I stopped participating in the act of free labor, unconvinced that I was doing my city justice by the mere act of signing my words over to foreigners, while domestic media paid me.

Around that time, I saw the Detroit obsession up close at Love Parade in Berlin as vendors sold T-shirts reading, “Deetroit is everywhere.” In Europe, Detroit’s influence was everywhere. At home, Detroit was alone.

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While it made sense for those who sold records in those countries to grant interviews to magazines, this direct connection had nothing to do with other local characters who became involved. I wondered what they stood to benefit from telling a story in a language that wouldn’t be their own, and that would reach an audience they would never know. It was National Geographic on repeat. These visits forced me to address the purpose of travel journalism and the fine line between exploitation and thoughtful observance. A few excellent pieces, reports and films came out this era in the 80s and 90s, but most of them were pure crap.

Who really clarified this point for me was my good friend Michael Banks, whose record label Underground Resistance frequently declined participating in these sort of projects. That didn’t stop hungry media outlets from knocking on his door, brashly pompous on what they had to offer — a chance for people to tell their story freely. As if we didn’t know how to tell our own stories. Banks described it as the urban safari. While some of these efforts were genuine, he had a point. Why should he give his story away to people who had nothing to give in return?

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What has changed in recent years is that this mentality has come home. American media are paying attention to Detroit for the moment, suburbs and city. For years, Detroit was forgotten by American audiences, unless Eminem or Robocop was involved, but now that we have become the symbol for American failure the romantic destitution has reached inside our own media outlets, where the coverage is apparent.

While it’s refreshing to see people that people are thinking about Detroit deeply, I wish that it would play out in the terms that Banks had advocated back then. On many occasions he agreed to interviews on one condition — that media sources agreed to return to the community. What he wanted them to do was to provide copies of their projects and give presentations to local Detroit school children. He wanted these truth seekers to show Detroit’s future that there was someone out there that cared about them and their lives, who had interesting stories to tell them, too.
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What it comes down to is that yes Detroit has it’s fair share of stories rooted in turmoil of a troubled past riddled by racism, classicism and isolation. And indeed Detroit has stories of redemption, survival, and inspiration. But who are we really trying to tell?
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For evidence on the onslaught see the following:
Time Magazine: Letter from Detroit
Guardian Magazine: Time Magazine Sets Up in Detroit
Huff Post: Detroit Overrun with Lazy Journalists
Viceland: Something, Something, Something from Detroit

For Gotryke Detroit coverage:
Detroit, I Want to Come Home
Eating Crepes in Detroit, Watching the News Go By
Obama to Detroit
The Calm Before the Storm: General Motors & Detroit

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“The reason I bought a Bentley was because of its exceptional performance in all respects on the road. Such features…leave nothing to be desired.” A memorable quote from Noel Van Raalte, W.O. Bentley’s first customer, mostly because he said it in October 1921. Imagine the heady decadence of driving in 1921. It was certainly long before the days of the average family two car garage. At that time there were over 1800 automobile factories in the United States alone and Henry Ford’s workers were churning out Model Ts in Michigan. Meanwhile, W.O Bentley was refining the bespoke automobile distinguished by personal performance in the quaint English countryside. In some ways, Bentley is still operating along the same parameters –unhurried in the desire to make a refined automobile. They’ve planted the seed with their new teaser of the flagship vehicle to secede the Arnage for a new generation of motoring — a detail of handcrafted eloquence. We await final word from Crewe.

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If all goes according to plan, we as Americans, are making an investment. We are making an investment in the future of the American car, the global vehicle.
If all goes according to plan, GM will be put back together again in a structure more efficient than the former bloated structure.
If all goes Chrysler will make bella cars for small-car seeking American drivers, the way Fiat does across Europe.
If all goes according to plan, we are moving toward an energy efficient future.
If all goes according to plan, the dealers, suppliers, executives, UAW plant workers, retirees and contractors who’ve are in financial straits, will find new avenues for survival.
At least, that’s what the plan calls for. What remains to be seen is how this plan will play out on everyday lives, how unforeseen events will affect this game, how people will pick up the pieces, and how Americans are going to buy and sell cars to make all of this rebuilding possible. Or as Michigan Governor Jennifer Granholm put it today, “We’re starting to hit rock bottom. We know there is an end to this.” We have the plan, now the end of the story remains to be written.

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Welcome to the great divide — the 50 United States, albeit one with a severed hand. Yes, Michigan, bankruptcy headlines are only the tip of the story. Chrysler’s woes are a big giant anchor on the viability of the state Michigan. As the courts dredge the forlorn company for viability, paralysis grips the entire state, and the epicenter of Detroit resonates with pain as plants close their doors and residents wring their hands in anticipation. Our friends echo the sentiment, “It’s terrible here.”

The media response hints at what people are feeling:
The Detroit Free Press doesn’t mince words, with the headline Chrysler Bankruptcy Slams State. The New York Times is skeptical in editorial about the process. The LA Times is cynical in their recap.

The bottom line is that the complicated economics and legal aspects of the bankruptcy have people scared, and economists we are not, but what we do know is that no optimal end is in sight soon. We’re hearing stories from the front lines from Auburn Hills to the Detroit River. We’ll continue to relay those to you.

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Dear President Obama,

You moved the nation with your speech to Congress last night. You called us to task and made us accountable. You treated us as citizens with civic responsibility and a roll to play in society. You told us, “Hope is found in unlikely places.”

And you admitted that mistakes would be made. That’s why when you got to the topic of the auto industry, we who frequent the automotive industry for our daily bread in Detroit and beyond, understand you still have a lot to learn about the historic roll of the automobile in American society, if you are to make wise decisions about it’s future.
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John Simpson originally published this piece in the editorial section of the Michigan Chronicle. He shares his sentiments and struggles with his hometown Detroit on GoTryke.com.

For decades, the city of Detroit was synonymous with African American Pride. It was a city, unlike many other cities, where you could see other black folks. Folks just like you and me, in positions of power. In positions traditionally reserved for whites. Detroit had black mayors, black police chiefs and black city council persons. We had Black auto execs, business and community leaders, Black Judges and black politicians. It was a city where a strong auto industry allowed blacks to enjoy the blessings of home ownership and a middle class lifestyle. A lifestyle that we as black Detroiters grew accustomed and felt entitled to. Detroit also built a legacy in the music and entertainment world. As the Motor City and Motown, Detroit had unparalleled international swagger. I grew up in Detroit. Off 7 Mile and Livernois. I spent many a night at Palmer Park eating Boogaloo sandwiches and drinking Faygo red pop. It meant something to say “I’m from Detroit.” Or as the young people put it, “I’m from the D.”
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People, what happened to our city? What happened to that swagger? How did we become a city known more for its crime rate and poverty than for its rich historical contributions? “How did we earn the title of a dying city”? How did we develop such a tarnished image? How did we become a city that if you do well in school or speak the kings English, you are labeled a sell out and your blackness is called into question? Where keeping it real (ignorant) has eclipsed the concepts of being educated, well mannered and professional. How did we become a city riddled with political scandal that continues to lose young talented individuals by the thousands. Where we litter our own neighborhoods? How does an old shoe wind upon the freeway anyway? What happened to us Detroit?

I recently came across a quote in the local newspaper from Ken Cockrel, the newly sworn Mayor of the City of Detroit. He explained the exodus of Detroiters to the suburbs. “If you’re going to pay a 30% surcharge for automobile insurance, if you’re going to be living down the street from some school where you’re not comfortable sending your child because your child might find himself or herself exposed to a 26-round semiautomatic MAC-10 brought by some progeny of an irresponsible parent. Those are real considerations. “I’m not going to condemn anybody who says, ‘I can’t deal with it.”
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He’s talking about me. Eight years ago when I married and had children, I packed up my family and left the city of Detroit. I left Detroit kicking and screaming. My wife wanted to move. I did not. At one point, during one of our many fights about whether or not to leave Detroit, my wife asked, “So if we stay in Detroit, ‘do we keep the pistol on the night stand or under the pillow?”

Enough said. I lost and out of Detroit we moved. Actually, since then we have moved twice. Each time a little further from Detroit. But did I really lose the argument? It’s nice out here. Bigger house for the wife and kids. Polite neighbors, and great “public schools.” Out here we have all the amenities one could hope for. Restaurants, entertainment, shopping, All that.

Wow. Folks out here have it good. Did I say that already? Since being out here, I’ve also gained a troubling new perspective on home. The sense that for years I had the wool pulled over my eyes. I thought that crack heads and bulletproof glass was a way of life. That car jacking and home invasion was commonplace. Grocery stores offered sub par produce and “light brown meat.” Iron security doors and bars on every window were standard. In many instances we were prisoners in our own homes. Liquor stores on every corner and abandoned buildings were just part of the landscape.

Sadly, I had not only become accustomed to, but had grown to accept living in fear and chaos, in conditions often less civilized than the city zoo. That was life. Or so I thought. Ultimately, I came to realize– as did many of my now-suburban neighbors– we had a choice. We didn’t have to live like that. We were refugees of Detroit, no longer willing to sacrifice quality of life for loyalty to the town we had loved so much.

My dilemma is this… I desperately I want to come home to Detroit. A city so rich in culture and heritage, now buried beneath the rubble of failed leadership. The city that has turned out so many brilliant products and people. The city that gave us the automobile and the Motown sound, Joe Louis and Faygo pop, Aretha Franklin and Coleman Young, Berry Gordy and Damon Keith. All made in Detroit. Detroit helped shape everything about me. But as a business man with a family, I cannot overlook the fact that it costs considerably more to live in Detroit. I did the math. “Out here” I have more house, lower taxes, and more amenities. Better schools, cleaner safer streets and peace of mind. Did I mention “fresh red meat.”? Out here I get much more for much less.

I understand that a large urban city such as Detroit is going to have more challenges than wealthier suburbs. However, I would move home in a heartbeat if I believed that Detroit was moving in the right direction, was meeting those challenges head-on, and was on a path toward better schools, safer streets and “a better quality of life.” It is easy for some to argue that in order for me to realize my dream of returning to a better Detroit, I need to take personal actions to help make it a better Detroit. I know. I know. Stop being part of the problem and become part of the solution. Stop talking about it and be about it.We need to start being more sophisticated about how we pick our leaders and the criteria we use to choose. We need to demand accountability from our leadership. We need to become more active in our community. We need to commit to quality education for our children. We need to take responsibility for not only ourselves but for our neighbors. Absolutely, we – or rather I say I? – need to be better.

I’ll work on that. But in the meantime, I need to reconcile my own confusion and uncertainty about what is real for me at this point in my life. Is home still home when the people and places you cherish have all but vanished? As a true Detroiter, am I incapable of building a home elsewhere? Have I temporarily relocated to this Suburban utopia waiting for my real home in the city to be rebuilt? Is the prospect of a new Detroit achievable in the foreseeable future? Against all my other life demands, do I have the time, energy, and patience to help overhaul the mess that has been made in Detroit?

Such questions sadden me because here’s the real truth: while it’s nice out here in suburbia, I never truly feel at home, and doubt I ever will. I’ll never feel as though I really belong. It’s a bit like driving someone else’s brand new car: it’s handles great but it ain’t yours. For now, at least, even in borrowed wheels, I’ve found a lane that’s moving. Home, as I know it, is fading in my rear view. There’s a point on the road of every journey when making a U-turn seems out of the question. I am nearing that point. None the less, I want to come home. Real talk.
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