Heckblende

Heckblende (pronounced hek-blend or hek-blend-ah (German)

A moulded piece of reflective plastic permanently mounted between a car’s tail lamp (or tail light) assemblies and designed to make them appear a contiguous entity

1980s: A German compound noun, the construct being Heck (rear; back) + Blende (cover).  As a surname, Heck (most common in southern Germany and the Rhineland) came from the Middle High German hecke or hegge (hedge), the origin probably as a topographic name for someone who lived near a hedge.  The link with hedges as a means of dividing properties led in the Middle Low German to heck meaning “wooden fencing” under the influence of the Old Saxon hekki, from the Proto-West Germanic hakkju.  In nautical slang "heck" came to refer to the “back of a ship” because the position of the helmsman in the stern was enclosed by such a fence and from here it evolved in modern German generally to refer to "back or rear".  The Modern German Blende was from blenden (deceive), from the Middle High German blenden, from the Old High German blenten, from the Proto-Germanic blandijaną, from the primitive Indo-European blend- and was cognate with the Dutch blenden and the Old English blendan.  Because all German nouns are capitalized, Heckblende is correct but in English, heckblende is the usual spelling.

The German blende translates as “cover” so the construct Heck + Blende (one of their shorter compounds) happily deconstructs as “back cover” and that obviously describes the plastic mouldings used to cover the space between a car’s left and right-side tail lamps.  Blenden however can (as a transitive or intransitive) translate as (1) “to dazzle; to blind” in the sense of confuse someone’s sight by means of excessive brightness”, (2) (figuratively and usually as an intransitive) to show off; to pose (try to make an impression on someone by behaving affectedly or overstating one’s achievements) and (3) “to dazzle” in the sense of deception (from the 1680s German Blende (an ore of zinc and other metals, a back-formation from blenden (in the sense of "to blind, to deceive") and so called because the substance resembles lead but yields none (but should not be confused with the English construct hornblende (using the English “blende” in the sense of “mix”) (a dark-green to black mineral of the amphibole group, calcium magnesium iron and hydroxyl aluminosilicate)).

A heckblende thus (1) literally is a cover and (2) is there to deceive a viewer by purporting to be part of the rear lighting rather than something merely decorative (sic).  If a similar looking assembly is illuminated and thus part of the lighting system, then it's not a heckblende but part of a full-width tail lamp. 

1934 Auburn Boat-tail Speedster.

On cars, the design of tail lamps stated modestly enough and few were in use before 1914, often a small, oil-lit single lens the only fitting.  Electric lamps were standardized by the 1920s and early legislation passed in many jurisdictions specified the need for red illumination to the rear (later also to indicate braking) but about the only detail specified was a minimum luminosity; shape, size and placement was left to manufacturers.  Before the late 1940s, most early tail laps were purely functional with little attempt to make them design motifs although during the art deco era, there were some notably elegant flourishes but despite that, they remained generally an afterthought and on lower priced models, a second tail lamp was sometimes optional, the standard of a left and right-side unit not universal until the 1950s.

A tale of the tails of two post-war economies:  1959 MGA Twin-Cam FHC & 1959 Daimler Majestic (upper) and 1959 Chevrolet Impala (batwing) flattop & 1959 DeSoto Adventurer convertible (lower).

It was in the 1950s the shape of tail lamps became increasingly stylized.  With modern plastics freeing designers from the constraints the use of glass had imposed and the experience gained during the Second World War in the mass-production of molded Perspex, new possibilities were explored.  In the UK and Europe, there was little extravagance, manufacturers content usually to take advantage of new materials and techniques mostly to fashion what were little more than larger, more rounded versions of what had gone before, the amber lens being adopted as turn indicators to replace the mechanically operated semaphore signals often little more than a duplication of the red lamp or an unimaginatively-added appendage.

1961 Chrysler Turboflite show car.

Across the Atlantic, US designers were more ambitious but one idea which seems not to have been pursued was the full-width tail lamp and that must have been by choice because it would have presented no challenges in engineering.  Instead, as the jet age became the space age, the dominant themes were aeronautical or recalled the mechanism of rocketry, tail lamps styled to resemble the exhausts of jet-engines or space ships, the inspiration as often from SF (science fiction) as the runway.  Pursuing that theme, much of the industry succumbed to the famous fin fetish, the tails of their macropterous creations emphasizing the vertical more than the horizontal.  Surprisingly though, despite having produced literally dozens of one-off “concept” and “dream” cars over the decade, it seems it wasn’t until 1961 when Chrysler sent their Turboflite around the show circuit that something with a genuine full-width tail lamp was shown.

1936 Tatra T87 (left), 1961 Tatra T603A prototype (centre) & 1963 Tatra T-603-X5 (right).

That same year, in Czechoslovakia, the Warsaw Pact’s improbable Bohemian home of the avant garde, Tatra’s engineers considered full-width tail lamps for their revised 603A.  As indicated by the specification used since before the war (rear-engined with an air-cooled, 2.5 litre (155 cubic inch) all-aluminum V8), Tatra paid little attention to overseas trends and were influenced more by dynamometers and wind tunnels.  However, the tail lamps didn’t make it to volume production although the 603A prototype did survive to be displayed in Tatra’s Prague museum.  Tatra’s designs, monuments to mid-century modernism, remain intriguing.

1967 Imperial LeBaron four door Hardtop.

If the idea didn’t impress behind the iron curtain, it certainly caught on in the West, full-width assemblies were used by many US manufacturers over the decades including Mercury, Imperial, Dodge, Shelby, Ford, Chrysler & Lincoln.  Some genuinely were full-width lamps in that the entire panel was illumined, a few from the Ford corporation even with the novelty of sequential turn-signals (outlawed in the early 1970s, bureaucrats seemingly always on the search for something to ban).  Most however were what would come to be called heckblendes, intended only to create an illusion.

Clockwise from top left: 1974 ZG Fairlane (AU), 1977 Thunderbird (US), 1966 Zodiac Mark IV (UK), 1970 Thunderbird (US), 1973 Landau (AU) & 1970 Torino (US).

Whether heckblendes or actually wired assemblies, Ford became especially fond of the idea which in 1966 made an Atlantic crossing, appearing on the Mark IV Zodiac, a car packed with advanced ideas but so badly executed it tarnished the name and when it (and the lower-priced Zephyr which made do without the heckblende) was replaced, the Zephyr & Zodiac names were banished from Europe, never to return.  Ford’s southern hemisphere colonial outpost picked-up the style (and typically several years later), Ford Australia using heckblendes on the ZF & ZG Fairlanes (1972-1976) and the P5 LTD & Landau (1973-1976).  The Fairlane’s heckblendes weren’t reprised when the restyled ZH (1976-1979) model was released but, presumably having spent so much of the budget on new tail lamps, the problem of needing a new front end was solved simply by adapting that of the 1968 Mercury Marquis (the name shamelessly borrowed too), colonies often run with hand-me-downs.

The 1968 HK Holdens used the taillight assemblies to denote a model's place in the hierarchy: The basic Belmont (top left), the better equipped Kingswood (top left, the blinged-up Premier (bottom left) and the sporty Monaro GTS (bottom right).  By their heckblende (or its absence), they shall be known.  It's not believed Donald Trump (b 1946; US president 2017-2021 and since 2025) modelled the fall of his tie on the Monaro GTS but the connection clearly is there.

In Australia, the local subsidiary of General Motors (GM) applied a double fake.  The "heckblende" on the HK Monaro GTS (1968-1969), as a piece of cost-cutting, was actually red-painted metal rather than reflective plastic and unfortunately prone to deterioration under the harsh southern sun; it was a fake version of a fake tail lamp.  Cleverly though, the fake apparatus was used as an indicator of one's place in the hierarchy, the basic Belmont with just tail lamps, the (slightly) better-appointed Kingswood with extensions, the up-market Premier with extended extensions and the Monaro GTS with the full-width part.  Probably the Belmont and Premier were ascetically most successful.  Exactly the same idea was recycled for Holden's VH Commodore (1981-1984), the SL/E (effectively the Premier's replacement) model's tail lamp assemblies gaining stubby extensions.

Left to right, 1967 HR Premier, 1969 HT Brougham & 1971 HQ Premier.  

The idea of a full-width decorative panel wasn’t new, Holden having used such a fitting as a signifier of "more expensive" on earlier Premiers.  Known as the “boot appliqué strip”, it began small on the EJ (1962-1963), EH (1963-1965) & HD (1965-1966) before becoming large and garish on the HR (1966-1968) but (although not then known as bling), that must have been thought a bit much because it was toned down and halved in height when applied to the elongated (the trunk (boot) rather than the wheelbase!) and tarted-up Brougham (1968-1971 and intended to appeal to the bourgeoisie) and barely perceptible when used on the HQ Premier (1971-1974).  Holden didn’t however forget the heckblende and a quite large slab appeared on the VT Commodore (1997-2000) although it wasn’t retained on the revised VX (2000-2002) but whether in this the substantial rise in the oil price (and thus the cost of plastic) was a factor isn’t known.

Left to right: 1973 Porsche 914 2.0, 1983 BMW 323i (E30) & 1988 Mercedes-Benz 300E (W124).

Although, beginning with the 914 in 1973, Porsche was an early European adopter of the heckblende and has used it frequently since, it was the 1980s which were the halcyon days of after-market plastic, owners of smaller BMWs and Mercedes-Benz seemingly the most easily tempted.  The additions were always unnecessary and the only useful way they can be catalogued is to say some were worse than others.  The fad predictably spread to the east (near, middle & far) and results there were just as ghastly although the popularity of the things must have been helpful as a form of economic stimulus, such was the volume in which the things were churned out; reputedly, one factory in Pakistan had to expand to meed demand.  Among males aged 17-39, few things have proved as enduringly infectious as a love of gluing or bolting to cars, pieces of plastic which convey their owner's appalling taste. 

2019 Mercedes-Benz EQC 400 with taillight bar.

Fewer manufacturers now use heckblendes as original equipment and when they did the terminology varied, nomenclature including "decor panels", "valances" or "tail section appliqués".  However, although the heckblende may (hopefully) be headed for extinction, full-width tail lamps still entice stylists and modern techniques of design and production, combined with what LEDs & OLEDs have made possible, mean it’s again a popular feature, the preferred term now “taillight bar”.