He was asked to leave Art Center College before his graduation because he had decided that he could submit his assignments without actually attending class. He worked on the stillborn 1957s at Packard before realizing that the future might in fact be brighter elsewhere. Not exactly life events which would seem to form the basis of an outstanding resume.
Neither, probably, were the effects of enduring two years of forced resettlement in the Manzanar War Relocation Center internment camp along with 10,000 other Japanese- and American-born citizens during the dark days of Executive Order 9066. (For a sobering first-person account of that period in American history, I recommend reading George Takei’s They Called Us Enemy.)
An Ansel Adams shot of the Manzanar camp. (Source: www.nps.gov)
Despite those early trials, and the lingering anti-Japanese sentiment characteristic of the Detroit auto industry at the time, Lawrence K. (“Larry”) Shinoda would ultimately be acclaimed as the designer responsible for the split-window 1963 Corvette Sting Ray and, after moving to Ford with his patron Semon E. “Bunkie” Knudsen, the 1969 Ford Mustang Boss 302. According to popular accounts, he was somewhat of a self-promoter, always sure of his considerable talent and always ready to challenge the status quo, even if it meant ruffling feathers in the executive suite. Let’s take a closer look at some of his more iconic contributions to the art of automobile design.
Beginning with a late-1956 move to General Motors, Shinoda finished brief stints in the Chevrolet and Pontiac studios and then was asked to work with “special styling projects” there, partially due to the result of an impromptu stoplight drag race in which, driving his heavily-modified ’55 Ford sedan, he handily beat GM Design chief Bill Mitchell’s supercharged Pontiac. He had involvement with a number of the automaker’s racing and concept cars such as CERV (Chevrolet Engineering Research Vehicle) I and II during the late 1950s and early 1960s.
CERV I (with Zora Arkus-Duntov) and CERV II. (Sources: www.corvetteforum (CERV I); www.motortrend.com (CERV II)
One of Shinoda’s special styling projects was Mitchell’s own Sting Ray race car, which led to his association with legendary Corvette engineer Zora Arkus-Duntov and an eventual assignment as lead designer for the production 1963 Corvette Sting Ray, then as now an icon of American automobile design.
Bill Mitchell’s racing Corvette at the Petersen Automotive Museum, and the iconic split-window ’63 it inspired. (Source: www.motortrend.com)
Shinoda was also largely responsible for GM’s Mako Shark I and II concept cars, which also became the subject of an oft-repeated GM Styling anecdote: One of the outsized objets d’art in Design VP Bill Mitchells’ office was a handsomely mounted mako shark, souvenir of a previous deep-sea fishing expedition. During the development of the eponymous concept car, Mitchell requested that the car be finished identically to the fish, its blue-grey color fading into silver towards the dorsal side (i.e., the rocker panels).
Apparently several unsuccessful refinishing attempts were made. Eventually, while Mitchell was away on a business trip, designers elected to instead repaint the mounted mako shark to match the concept car. On his return, and unaware of the hi-jinks, Mitchell reportedly exclaimed “That’s exactly what I wanted!” There’s no confirmation that Larry Shinoda was the one who instigated that episode, but it’s not too far-fetched to think that he might at least have been one of the miscreants involved.
The Mako Shark concept cars at the GM Tech Center in Warren, Michigan. (Source: www.hagerty.com)
The Mako Shark II, also enthusiastically received on the auto-show circuit, became the inspiration for the 1968 “C3” (third-generation) Corvette, which enjoyed the distinction of being the longest-produced version of Chevrolet’s sports car.
Hank Haga’s production studio turned the second Mako Shark concept into the C3 Corvette for ’68. Source: www.corvsport.com)
When Knudsen resigned from GM in early 1968, becoming Ford Motor Company’s president, he brought Larry Shinoda with him, and Shinoda wasted no time cleaning up the design details of the SR2, a Mustang proposal intended by Ford as a showroom-floor rival to the Camaro Z-28.
In a later interview, Shinoda noted that the SR2 “…was going to be more garish than the Mach 1. They had a big grille across the back and a great big gas cap and fake cast exhaust outlets and big hood pins and a really big side scoop. I took all that off, went to the C-stripe decal and painted out the hood, did the rear spoiler and window shade and the front air dam.”
When asked about the styling prototype for this Mustang, Shinoda reportedly said “It’s the boss’s car.” The name stuck. (Source: www.fordheritagevault.com)
Just before being fired from Ford (after Knudsen’s own dismissal), Shinoda lent his design talent to the King Cobra, an aerodynamically-enhanced version of Ford’s mid-size Torino intended to battle the Dodge Daytona and Plymouth Superbird in stock-car competition, replacing the previous Torino Talladega. Powered by Ford’s 429 V8, three prototypes were built before NASCAR rules changes effectively killed the program.
One of three King Cobras built. Squirrelly handling at speed and NASCAR rules changes kept them off the track. (Source: www.motortrend.com)
In all fairness, it must also be said that Larry Shinoda was also the lead designer responsible for the larger and less iconic Mustangs of model years 1971 through 1973.
The ’71-’73 Mustangs carried some King Cobra-esque styling cues as well as being influenced by the ’69-’70 Shelbys. (Source: www.fordheritagevault.com)
After leaving Ford, Knudsen founded Rectrans Inc., a recreational-vehicle company. Again Shinoda followed him, designing a series of motor homes which were marketed by Rectrans for a few years in the early 1970s.
There was a Dodge van hidden somewhere inside this Rectrans Discovery RV. (Source: www.autoevolution.com)
When Rectrans was purchased by heavy-truck manufacturer White Motor Company, Knudsen was named president and Shinoda became White’s design VP. Later on, he established Shinoda Design Associates, an independent design firm, counting clients as diverse as Monaco Coach, Nippon Paint, and Jeep (the ’93 Grand Cherokee SUV, a design for which he only belatedly received credit).
Shinoda accused Chrysler of ripping off his Grand Cherokee styling proposal, seen here as a full-size clay model. (Source: www.wardsauto.com)
Oh, yes – and one more automotive client: Volvo. (You didn’t think I’d be able to pen nearly 1,000 words without a single Volvo reference, right?). In 1993, with memories of the recently-discontinued 780 fresh in our collective corporate memory, Volvo Cars of North America connected with Shinoda Design Associates to develop idea sketches for a new two-passenger sports car.
If you see some Corvette influence here, you’re not alone. They still look good after thirty years, though.
Whichever party made the initial contact is lost to history, and the effort never became a serious project, but at least we’re left with a trio of Volvo concept sketches with the SDA imprint, proof that Larry Shinoda devoted a small portion of his considerable design talent to Volvo more than thirty years ago. Who would have guessed?
Was dear Larry responsible for the Pod Dash of the ’65 Corvair, ’67 Camaro & ’68 Corvette? As well the minimalist ’65 ’66 Corvair CORSA (rear quarter lower) fender badge? The ’65 CORSA also had a one year only painted pinstripe… Larry again???
Andrew, I don’t know about the dash or Corvair Corsa badges, but the ’65-’69 Corvair’s rear-end styling details seem to have been inspired by the earlier Corvair Monza GT, seen here with Mr. Shinoda.
I had heard a rumor that the Corvette dash was done by Martha Jayne Van Alstyne who had transferred into the auto design department from Frigidaire and who was heavily involved in the instrument panel of the Chevrolet Titan 90.
I highly recommend to anyone traveling in the vicinity to visit the National Park Service museum at Manzanar. A really excellent museum, and a very moving view of our nation’s no so distant past. The weather there can be brutal, so spring or fall are the best for visitors, but summer or winter will show what the prisoners had to endure.
Agree. Friends had their parents there after losing everything.
An old workmate of mine, Willie Sumida was interned in Manzanar when he was 18 and newly married .
He’d tell me stories about living there .
I drove past it many decades ago and never realized how large it was .
A sad time in the U.S.A.’s history .
Both the Volvo and Corvair Monza GT concept cars look fresh and exciting to me .
-Nate
If you have a choice as to when to visit Manzanar, I recommend going in the spring when the Manzanar Pilgrimage is happening. Usually at the end of April, hundreds of folks come out with personal or family history in camp. There are speeches, tours, obon dancing and memorials those who died in camp in addition to those whose dreams died there. The committee organizes bus transportation from LA, and also buses come from the San Francisco Bay Area. https://manzanarcommittee.org
According to a Corvette styling piece written by Chuck Jordan, he claims that Mitchell himself kept tight control over the design of the C2 Corvette, and adds: “Sorry, Shinoda”.
Jordan was Mitchell’s #2 man at the time (1962) and saw the activity in Mitchell’s special studio first hand. This is a quote from that piece:
Sure, there were lots of designers around making sketches and developing ideas that influenced Bill, but if any of them got too aggressive, Mitchell would just say “Don’t flatter yourself kid – I design the Corvettes around here.
I’ve come to accept that almost all styling attribution stories are undoubtedly subjective, skewed with pride and egos. There’s no doubt Shinoda has a great legacy, but when it comes to the ’63 Corvette, Mitchell made sure that no one was going to claim it as their own other than himself.
Paul, Now that you mention it, I do recall the “Don’t flatter yourself, kid” comment attributed to Bill Mitchell. I wouldn’t doubt Chuck Jordan’s recollection of events, either!
Never mind that the “Q” Corvette concept from 1957 (done by Pete Brock) and the racing Corvette shown above were very much the inspiration for the C2.
Fascinating, excellent article. I’ve always wanted to learn more about Mr. Shinoda. Before reading Paul’s comment above, I was going to say that I had always associated the ’63 Stingray with Bill Mitchell. After reading Paul’s comment, I’ll just say that I’ll be doing more reading.
Again, terrific piece, Stephen.
This was an interesting story. I have read Shinoda’s name for many years, but never much directly about him. It is also interesting that he had multiple phases to his career – GM, Ford, then a stretch of RVs and independent work.
Those last three for Volvo – to me they look awfully derivative of the 1990 Miata. But then there are a lot of worse cars to be influenced by. A Volvo-Miata would have been an interesting offering, but I wonder if there was enough market for another entrant.
JPC, Looking again at those sketches, I get your comment regarding their possible Miata inspiration. And their 1993 origin would also tend to suggest that the Mazda, more than the Corvette, may have influenced Mr. Shinoda.
A Volvo Miata would likely not have been successful. Few would have shopped a Volvo dealer if they were interested in a small two-seater, and the competitors- like Mazda- were well established with enviable reputations in the market.
I can see certainly see Miata influence there. My first thought on those sketches was C5/C6 Corvette. Probably a coincidence, but they would have been drawn about the same time the styling of the 1997 C5 was being developed.
Larry and Tony Lapine were credited as the chief designers of both the Corvair Monza GT (mid engined, kamm tailed, gull wing show car that has alot of feel of the later Corvette Mako Shark II) & the Corvair SS convertible.
His Boss 302 for the 69 Mustang was Ford’s answer to Chevy’s Z28 Camaro. The design cues of that car; the rear window louvers, front air dam and C-stripe survived for decades later on the latest Ford Mustang special optioned cars.
Even his 71-73 Mustang today has enjoyed a resurgence in popularity as seen on any auction block, especially in Boss 351 and Mach 1 iterations.
Now, to read that he had a hand in the best-selling Jeep Cherokee? The man had an incredible eye for design and just exactly what the young people of the day wanted.
I think Larry was involved in styling the White trucks and tractors. All of White’s products were “Boss” then, Field Boss, Road Boss, etc. After Bunkie drove White to bankruptcy, I believe Larry worked for IH styling trucks but that might have been as a private consultant.
The design work Shinoda did for White, apparently on a $hoe$tring budget, has always impressed me as some of “his” best work.
Here is a link: https://www.facebook.com/cardesignarchives/posts/413125362389139?fbclid=IwY2xjawFdVn5leHRuA2FlbQIxMAABHSzpglraZPzn2pZY_T9qRre3-YmMNzPNTAbklq
Regards, DFO
His designs for White were so good Volvo kept them going until the 90s. For reference, Volvo bought White in 81 and introduced the Integral Sleeper shortly afterwards.
I subscribe to Red Power magazine and maybe 6 months ago there was an article written by a designer who worked for IH Ft. Wayne many years and he disclosed that Larry worked for them after his stint at White and he styled some Navistar trucks in the 90s
I heard that Shinoda styled the 1969 GMC Astro 95 cabover heavy truck. The White Expeditor cab lives on to this day on the Autocar ACX truck.
Nice discussion of a pretty interesting guy, Stephen.
Yes, Larry Shinoda did design IH trucks in the early 80s. I was a member of the notorious SCHABBY group with Larry Shinoda, Larry Nicklin and other auto lover folks in Fort Wayne. The attached is a list of cars owned by some members as of June 1982.
The SCHABBY list was lost above – try again:
Cars Larry Shinoda owned:
Larry’s was, of course, painted silver!