Blurb

Blurb (pronounced blurb)

(1) A brief promotional piece, almost always laudatory, used historically for books, latterly for about any product.

(2) To advertise or praise in the manner of a blurb.

1907: Coined by US graphic artist and humorist Gelett Burgess (1866–1951).  Blurbs are a specific type of advertisement, similar exercises in other contexts known also as “puff pieces”, “commendations” or “recommendations”.  The use of "puff" is thought based on the character "Mr Puff" in the burlesque satire The Critic: or, a Tragedy Rehearsed (1779) by the Anglo-Irish Whig playwright Richard Brinsley Sheridan (1751-1816).  Generally, blurbs contain elements designed to tempt a buyer which may include a précis (something less than a detailed summary), a mention of the style and a recommendation.  The term was originally invoked to mock the excessive praise printed on book jackets and was often parodied in a derisively imitative manner and is still sometimes critically used thus but it’s also now a neutral descriptor and an accepted part of the publishing industry.  Blurb is a noun & verb, blurbing & blurbed are verbs, blurbist is a noun and blurbish is an adjective; the noun plural is blurbs.

The blurb has apparently existed for some two-thousand–odd years but the word became well-known only after a publishing trade association dinner in 1907, Gelett Burgess displaying a dust jacket printed with the words “YES, this is a “BLURB”!”, featuring the (fictitious) Miss Belinda Blurb who was said to have been photographed “...in the act of blurbing”, Burgess adding that to blurb was “… to make a sound like a publisher…” and was “…a check drawn on fame, and it is seldom honoured”.  There are sources claiming the word was coined by US academic and literary critic Brander Matthews (1852–1929) in his essay American Character (1906) but Professor Matthews acknowledged the source genuinely was Burgess, writing in the New York Times (24 September 1922): “Now and again, in these columns I have had the occasion to employ the word “blurb”, a colourful and illuminating neologism which we owe to the verbal inventiveness of Mr Gelett Burgess”.

Burgess had released Are You a Bromide? in 1906 and while sales were encouraging, he suggested to his publishers (BW Huebsch) that each of the attendees and the upcoming industry dinner should receive a copy with a “special edition” dust cover.  For this, Burgess used the picture of a young lady who had appeared in an advertisement for dental services, snapped in the act of shouting.  It was at the time common for publishers to use pictures of attractive young ladies for book covers, even if the image was entirely unrelated to the tome’s content, the object being to attract a male readership.  Burgess dubbed his purloined model “Miss Belinda Blurb” and claimed she had been photographed “in the act of blurbing”; mid-blurb as it were.

Are you a Bromide? (Publisher's special edition, 1907).

The dust cover was headed with the words “YES, this is a “BLURB”! All the Other Publishers commit them. Why Shouldn’t We?” and knowing a blurb should not in moderation do what can be done in excess, went on to gush about the literary excellence of his book in rather the manner a used car salesman might extol the virtues of some clapped-out car in the corner of the yard.  His blurb concluded “This book is the Proud Purple Penultimate!”  The industry must have been inspired because the blurb has become entrenched, common in fiction and non-fiction alike and the use of the concept can be seen in film, television, social media and just about anywhere there’s a desire to temp a viewer.  Indeed, the whole idea of “clickbait” (something which tells enough to tantalize but not enough to satisfy without delving deeper) is a functional application of a blurb.  Depending on the source, the inspiration for the word came from either (1) the sound made by a book as it falls to the floor, (2) the sound of a bird chirping or (3) an amalgam of “burp” & “blather”.  The author left no clue.

In his book, Burgess innovated further, re-purposing the word "bromide".  In inorganic chemistry, a bromide is a binary compound of bromine and some other element or radical, the construct being brom- (an alternative form of bromo- (used preceding a vowel) which described a substance containing bromine (from the French brome, from the Ancient Greek βρῶμος (brômos) (stink)) + ide (the suffix used in chemistry to describe substances comprising two or more related compounds.  However, early in the twentieth century, Bromide was a trade name for a widely available medicine, taken as a sedative and in some cases prescribed to diminish “an excessive sexual appetite”.  It was the sedating aspect which Burgess picked up to describe someone tiresome and given to trite remarks, explaining “a bromide” was one “…who does his thinking by syndicate and goes with the crowd” and was thus boring and banal.  A bromine’s antonym was, he helpfully advised, a “sulphite”.  Unfortunately, while blurb flourished, bromide & sulphites as binary descriptors of the human condition have vanished from the vernacular.

Lindsay Lohan with body double during shooting for Irish Wish (Netflix, due for release in 2023).  The car is a Triumph TR4.

Nteflix's blurb for Irish Wish: Always a bridesmaid, never a bride — unless, of course, your best friend gets engaged to the love of your life, you make a spontaneous wish for true love, and then magically wake up as the bride-to-be.  That’s the supernatural, romantic pickle Lindsay Lohan (Mean Girls, The Parent Trap) finds herself in upcoming romantic comedy, Irish Wish.  Set in the rolling green moors of Ireland, the movie sees Lohan's Maddie learn her dreams for true love might not be what she imagined and that her soulmate may well be a different person than she originally expected. Apparently magic wishes are quite insightful.

Blurb Your Enthusiasm (2023, distributed by Simon & Schuster).

Louise Willder (b 1972) has for a quarter century been a copywriter for Penguin, in that time composing some 5000 blurbs, each a two-hundred-odd word piece which aims both to inform and tempt a purchase.  Her non-fiction debut Blurb Your Enthusiasm is not only a review of the classic blurbs (the good, the bad and the seriously demented) but also an analysis of the trends in the structure of blurbs and the subtle shifts in their emphasis although, over the centuries, the purpose seems not to have changed.  Ms Willder also documents the nuances of the blurb, the English tendency to understatement, the hyperbolic nature of Americans and the distaste the French evidently have of having to say anything which might disclose the blurb’s vulgar commercial purpose, tracing over time how changing attitudes and societal mores mean what’s now written of a nineteenth century classic is very different to when first it was published.  Inevitably too, there are the sexual politics of authorship and publishing and blurbs can reveal as much by the odd hint or what’s left unsaid than what actually appears on a dust cover.  Academics and reviewers have perhaps neglected the blurb because traditionally they've often been dismissed as mere advertising but, unless the author’s name or the subject matter is enough of a draw, even more than a cover illustration or title, it’s the blurb which can close the sale and collectively, they’re doubtlessly more widely read than reviews.  Blurb Your Enthusiasm is highly recommended.

Founded in New York City in 1924 by Richard L Simon (1899–1960) & Max Lincoln Schuster (1897–1970), Simon & Schuster was in 2023 acquired by private equity company KKR (Kohlberg Kravis Roberts & Co).

In 2025, there emerged an indication there was, at least in one corner of the publishing industry a push-back against what might be called the “I’ll scratch your back if you scratch mine” blurb with the  publisher of Simon & Schuster’s flagship imprint in the US announcing it will “no longer require authors to obtain blurbs for their books”.  Revealed in an essay in Publishers Weekly, it was explained that while Simon & Schuster never had “a formal mandatory policy” about the matter, a culture had evolved to make blurbs “tacitly expected” and the responsibility of harvesting them from famous writers, celebrities and such devolved upon authors, their agents & editors.  The publishing house rejected the notion the blurb “production line” is “what makes the book business so special: the collegiality of authors and their willingness to support one another”, arguing the very ubiquity of the things had become “…incredibly damaging to what should be the industry’s ultimate goal: producing books of the highest possible quality.”  Memorably, Simon & Schuster’s critique of “authors feeling obliged to write blurbs for their friends” was summed up in the phrase: “an incestuous and unmeritocratic literary ecosystem that often rewards connections over talent.”  Students of the blurb will of course be disappointed if this becomes a trend and among authors it must have been fun to cast an eye over new releases just to try to work out if one individual was no longer on speaking terms with another but more practically, others did observe that while blurbs may be of marginal interest to those browsing the shelves, it was understood booksellers could be influenced to increase their orders if a book seems “well-blurbed”.  However, even if Simon & Schuster are no longer giving authors a tacit “nudge”, it may be many remain prolific blurb writers because it's a very cheap way to keep one’s brand-recognition on the shelves and up to date.

Simonize

Simonize (pronounced sahy-muh-nahyz)

(1) To polish the exposed surfaces of an automobile (specifically using Simoniz brand products; later used generically).

(2) To shine or polish something to a high sheen, especially with wax.

Circa 1921: A creation of US English meaning "polish by the application of Simoniz wax”, from Simoniz, the registered trademark for a brand of car polish invented by George Simons who, in association with Elmer Rich of the Great Northern Railway, in 1910 formed the Simons Manufacturing Company (Chicago) to produce and sell the products.  The construct was Simoniz + “e”, the addition an emulation of the –ize prefix  Said to have been in oral use since circa 1921, lexicographers began to add simonize (as a verb with the noted meaning) to dictionaries in 1935.   In the English-speaking world, the word often appeared (outside North America) as simonise.  Simonize, simonized & simonizing are verbs.

The –ize suffix was from the Middle English -isen, from the Middle French -iser, from the Medieval Latin -izō, from the Ancient Greek -ίζω (-ízō), from the primitive Indo-European verbal suffix -idyé-.  It was cognate with other verbal suffixes including the Gothic -itjan, the Old High German –izzen and the Old English -ettan (verbal suffix).  It was used to form verbs from nouns or adjectives which (1) make what is denoted by the noun or adjective & (2) do what is denoted by the noun or adjective.  The alternative form is –ise.  Historically, the –ize suffix was used on words originating from Greek while –ise was preferred (most prevalently as -vise, -tise, -cise and –prise) on words derived from various roots, many of which entered English via French.  In the nineteenth century, under the influence of French literature, in the UK and other parts of the British Empire, -ise often replaced –ize even when there was a long tradition of the latter’s use.  The authoritative Oxford English Dictionary (OED) never changed its spellings which meant that throughout the Empire (and later the Commonwealth), both forms appeared and before the advent of spell-checkers (which ensured that at least within a given document there was consistency) use was mixed although, under the Raj and beyond, India tended to stick to –ise.  The –ize has always been the preferred form in North America.

Spa day service station, Connecticut Avenue. Washington DC, September 1940 (left) and Kimble Garage and Gas, Harrison Street, Fort Wayne, Indiana, circa 1937.

Although the verb simonize rapidly came to mean (in a generic sense) “to shine or polish something to a high sheen, especially with wax”, one of the early conditions imposed to permit the advertising of “Simonizing” as a service was the exclusive use of genuine Simoniz brand products.  So, the “Simonizing” bay was where one's car was taken to be simonized with Simoniz Wax (and other of the brands products) while if in the “Lubritory”, one's car would be lubricated which meant changing the oil as required (engine, gearbox, differential) and greasing the many lubrication points.  Although “one-shot lubrication” systems (a central reservoir of grease which, active by a lever or plunger, delivered a measured shot of grease to various chassis points) began to appear in some more expensive cars in the mid-1920s, it never became universal and by the late 1960s had been almost wholly replaced by the use of sealed, permanently lubricated components.

One reason companies registered trademarks used to be a wish to control the use of the name, businesses wishing to prevent their exclusive brand becoming so popular it came to be used to describe, and to some extent even define, all similar products.  The process was called genericide by the experts in business and marketing, the idea being that in becoming a generic term, some of the value invested in the product and its name was transferred to competitors.  The classic example was the vacuum cleaner made by Hoover, the word catching on to the extent that within years, just about all vacuuming came to be called “hoovering”, regardless of the manufacturer of the device doing the sucking.  The problem was that while trademark holders could restrict their use by corporations, what the public did was beyond their control and language just evolved by popular use.

The early Xerox photocopiers were always advertised as devices to be used by women.

The literature often cites Xerox as an example of the problem of the public perception of a corporation being defined in their imagination by its best known product.  The phrase “xerox it” had by the late 1960s become the default expression meaning “photocopy it” and was of concern to the corporation because they feared their differentiation in the market place would be lost.  Time however change and now, Microsoft would doubtless be delighted if “bing it” became as much a term of everyday speech as “google it”.  That is of course a little different because “Bing” is one of Microsoft’s many trademarks rather than the corporate name but the modern view now generally is that the public “verbing-up” a trademark is a very good thing and an easy way to extend the prized “brand awareness”.

The perfect secretary did much "xeroxing" but according to Xerox, would never say "xerox it".

Twitter’s case is a variation on the theme and a case study on how such matters must be managed.  The verb form “to tweet” became a verb through popular use which induced Twitter to trademark the term in 2009.  From there, the company announced they would not seek to restrict its use by third parties using “tweet” for Twitter-related services and apps but warned they would seek both injunctive relief and damages were there evidence of a “confusing or damaging project” to “to protect both our users our brand."  What Twitter wanted to do was ensure “tweet” was used in a way beneficial and not detrimental to them.

The Great Crash of 2005

Crashed and towed, Los Angeles, 2005.

In October 2005, Lindsay Lohan went for a drive in her Mercedes-Benz SL 65 AMG roadster.  It didn’t end well.  Based on the R230 (2001-2011) platform, the SL 65 AMG was produced between 2004-2012, all versions rated in excess of 600 horsepower, something perhaps not a wise choice for someone with no background handling such machinery though it could have been worse, the factory building 400 (175 for the US market, 225 for the RoW (rest of the world)) of the even more powerful SL 65 Black Series, the third occasion since 1954 a SL was offered without a soft-top and the second time one had been configured with a permanent fixed-roof.  A production number of 350 is sometimes quoted for the R230 Black Series but those maintaining registers insist it was 400.

Fixed and simonized, Texas, 2007.

By 2007, the car (still with California registration plates (5LZF057) attached) had been repaired, detailed & simonized and was being offered for sale in Texas, the odometer said to read 6207 miles (9989 km).  Bidding was said to be “healthy” so it was thought all's well that ends well but once the vehicle's provenance was brought to the attention of the repair shop, it was realized the celebrity connection might increase its value so it was advertised on eBay with more detail, including the inevitable click-bait of LiLo photographs.  However, either eBay doesn't approve of commerce profiting from the vicissitudes suffered by Hollywood starlets or they'd received a C&D (cease & desist) letter from someone's lawyers and the auction ended prematurely.  It proved a brief respite, the SL 65 soon back on eBay Motors but with the offending part of the blurb limited to "previously owned by high profile celebrity", leaving it to prospective buyers to join the dots.  According to Business Insider, the car sold for US$111,000 which was much higher than would be expected for one which had been repaired after an accident, albeit it a low-speed impact.  The R230s anyway had a complex construction and the AMG versions added even more intricacy so although it is possible to restore a damaged AMG to the state in which it left the factory, it does require both expertise and some often expensive parts.  Because of that, repaired Mercedes-Benz AMG cars trade usually at a significant discount so the amount realized was indicative of the perceived value of a celebrity association.

Colophon

Colophon (pronounced kol-uh-fon or kol-uh-fuhn)

(1) A publisher's or printer's distinctive emblem (or imprint, label, logo, mark, symbol trademark etc), used as an identifying device on its books and other works, appearing variously within the covers and at the base of the spine (replicated in the same place on a dust jacket).

(2) An inscription (historically at the end of a book or manuscript but of late frequently printed towards the beginning), widely used since the fifteenth century (although the practice pre-dates the invention of printing) and providing the title or subject of the work, selected details about the author(s), the name of the printer or publisher, the date and place of publication and (less commonly), technical details such as typefaces, bibliophilic information or the paper and method of binding used.

(3) By extension, in internet use, a page on a website identifying the details of its creation, such as the author's name, the technologies used (including copyright attribution) and many other details, some or all of which may replicate the metadata associated with objects in other digital contexts.

(3) In entomology, a genus of beetles in the stag beetle family Lucanidae.

(4) In art, music, poetry etc, a finishing stroke or crowning touch (archaic except as an artistic affectation).

(5) An city in Ancient Greece (in Lydia, Asia Minor); one of the twelve Ionian cities banded together in the eighth century BC and substantially depopulated in 286 BC (always initial capital).  It was romanized as Kolophṓn.

1615-1625: From the Late Latin colophōn, from the Ancient Greek κολοφών (kolophṓn) (peak, summit; finishing touch; a finishing stroke), from the primitive Indo-European root kel (to be prominent; hill).  A colophon should not be confused with colophonite (in mineralogy a coarsely granular variety of garnet) or technical words from medicine words like coloplasty (surgery on the colon (especially partial resection or an instance of such surgery)).  The adjective Colophonian is applied to (1) an inhabitant of the Lydian city of Colophon or (2) matters of or pertaining to that city.  The term colophony (for the type of rosin) is from colophonia resina (from the Ancient Greek Κολοφωνία ῥητίνη (Kolophōnia rhētinē)) which describes the hardened resin from the pine trees of Colophon, a substance valued by the craftsmen who made stringed musical instruments because its properties were uniquely helpful in increasing the friction of bow hairs (and now used in pharmaceutical preparations & soldering fluxes though it’s still prized by those who play the violin, viola, cello etc).  Colophon is a noun and colophonic is an adjective; the noun plural is colophons.

The etymological relationship between the colophon in publishing and the Ancient Greek city of Colophon lies in the original meaning of the word and the reverence in the West for the classical world which would have found a Latin or Greek form preferable to something in brutish English like “details page”.  The Greek word κολοφών (kolophṓn) meant “peak” or “summit” and thus the ancient Lydian city in Asia Minor (what is now the land mass of the modern Republic of Türkiye) which was said to be the oldest of the twelve of the Ionian League came to be known as Colophon because it was built upon a ridgeline which rose between Ephesus & Lebedos.  From the, in Greek, kolophṓn came to be used to mean “a city or town at the summit of a hill or a signpost at the end of a trail that indicated the name and location of the place” and thus “a finishing touch; a finishing stroke”.  From this duality of meaning came the use in publishing, the bibliographic addendum called a “colophon” in the metaphorical sense of a “crowning touch” and the historic placement at the end of a book or manuscript an allusion to “the signpost at the end”.  Although it would be centuries before anything like a standardized form emerged, the concept of the colophon has been identified in texts from antiquity, recognizable versions existing as early as the second century AD.

An emulation of a colaphon.

A colophon is not an essential component of a book but many publishers have long included one.  In its most simple modern form, a colophon is a summary of technical information which includes data such as the name & insignia of the publisher, the font(s) used, the details of photographs or art used on the covers and the names of the author(s) or editor(s), along with whatever biographical data they may care to reveal.  The nature of the text also influences what’s included, books with a technical bent (and certainly those covering IT matters) likely to list software used in the composition while those which focus on photography are likely to include much about cameras.  Reflecting environment concerns, increasingly colophons include mentions of thing like sustainability in the process (which can mean much or little) or the use of recycled materials.  A colophon differs from a blurb (often printed on the back cover or a cover flap) which is a blend of promotional puff-piece and a précis of the contents.  Traditionally part of the back matter, they’re now often found among the front pages along with the title page (a more modern innovation than the colophon) appearing with the usual entries such as the date & place of publication, the copyright stamp, ISBN references etc.  In a sense, a colophon can be considered a form of metadata (which references the concept of structured information which is about other data).

Roadster

Roadster (pronounced rohd-ster)

(1) An early automobile having an open body, a single seat for two or three persons, and a large trunk or a rumble seat.

(2) A horse for riding or driving on the road (archaic).

(3) A two-seater, convertible sports car.

(4) A sea-going vessel riding at anchor in a road or bay.

(5) In coastal navigation, a clumsy vessel that works its way from one anchorage to another by means of the tides.

(6) A bicycle, or tricycle, adapted for common roads, rather than for the racing track, usually of classic style and steel-framed construction (archaic).

(7) Slang for one who drives much or one who lives along the road (UK (8) archaic).

(8) Slang for a hunter who keeps to the roads instead of following the hounds across country (archaic).

(9) The pre-modern class of racing car most associated with the classic era of the Indianapolis 500 (1952-1964).

1735–1745: A compound word, road + -ster.  Road was from the Middle English rode & rade (ride, journey) from the Old English rād (riding, hostile incursion) from the Proto-Germanic raidō (a ride), from the primitive Indo-European reydh (to ride). It was cognate with raid, a doublet acquired from the Scots, and the West Frisian reed (paved trail/road, driveway).  The –ster suffix is applied to someone (or something) associated with an act or characteristic, or does something specified.  It’s from the Middle English –ster & -estere from the Old English -estre (-ster, the feminine agent suffix), from the Proto-Germanic –istrijǭ &, -astrijǭ from the primitive Indo-European -is-ter- (suffix).  It was cognate with the Old High German -astria, the Middle Low German –ester and the Dutch -ster.  Roadster is a noun; the noun plural is roadsters.

Roadsters, gullwings and courtesans

1920 Stutz Bearcat (1912-1934 and in the first season spelled Bear Cat).  One of the fastest and most admired American cars of the early era, the Stutz Bearcat assumed such a place in popular culture, it was was claimed that should anyone die at the wheel of a Stutz Bearcat, they were granted an obituary in the New York Times (NYT).  Wholly apocryphal, the origin of the romantic myth is thought to be related to the Bearcat being a symbol of wealth, adventure, and daring, owned by the sort of chaps (such a lifestyle at the time was most associated with men although women adventurers were not unknown) who would likely anyway warrant an NYT obituary.

In the United States of the mid-nineteenth century, a roadster was a horse suitable for travelling and by the early 1900s, the definition had expanded to include bicycles and tricycles.  In 1916, the US Society of Automobile Engineers (SAE) defined a roadster as "an open car seating two or three”, a meaning which endures to this day.  Despite the origins, use was patchy in the US with the word applied to vehicles as diverse as the front-engined USAC (Indy) racing cars of the 1950s, a variety of 1930s convertibles and the custom post-war creations otherwise known as hot-rods.

Two of the 1963 Kurtis Kraft Roadsters which ran at the 1963 Indianapolis 500.  Car 56 (Jim Hurtubise (1932–1989)) qualified 3^rd (150.257 mph (241.815 km/h)) but retired on lap 102 after suffering an oil leak.  Car 75 (Art Malone (1936–2013)) qualified 25^th (148.343 (238.735 km/h)) but retired on lap 18 with clutch failure.

Both Kurtis Kraft Roadsters used the supercharged, double overhead camshaft (DOHC) Novi V8 (167–183 cubic inch (2.7–3.0 litres)) which appeared on the Indy 500 grid between 1941-1966.  The Novi was famous for the howl it produced at full cry but it never achieved its potential because chassis and tyre technology didn’t advance to the point its prodigious power could successfully be handled, the adoption of an all-wheel-drive (AWD) platform (then still referred to as four-wheel-drive (4WD) which now is usually reserved for vehicles which claim some off-road capability) coming too late.  The Novi V8 and is sometimes compared to the 1.5 litre (91 cubic inch) BRM V16, another charismatic, supercharged, small displacement engine with a narrow power band.  The unusual fin on car 75 was an attempt to improve straight-line stability, an approach often used in the era before the implications of down-force fully were understood.

The Indy folklore is the adoption of the term “roadster” to describe the final era of the front-engined cars was the result of an act of subterfuge.  What defined the “Indy Roadster” was the engine and drive shaft being offset from the center-line of the car, something which allowed the driver to sit lower in the chassis thereby optimizing the weight distribution for use on (anti-clockwise) oval tracks.  It was in 1952 quite an innovation and the legend is that whenever there were visitors in their workshop, the Kurtis team covered the chassis with a tarpaulin and if asked, casually dismissed what lay beneath as “just our roadster” (then a common term for a “hot rod”, a hobby which became popular in the post-war years).  The name stuck when the car appeared, the design for a decade the dominant configuration in open-wheel oval racing although the writing was on the wall in 1961 when Jack Brabham (1926–2014) appeared at the brickyard in an under-powered mid-engined Cooper Climax which, although out-paced by the roadsters on the straights, posted competitive times because of its superior speed in the curves.  After that, the end of the roadster era came quickly and by 1965 one could manage to finish only as high as fifth, the last appearance at Indianapolis coming in 1968 when Jim Hurtubise’s Mallard retired after nine laps with a dropped piston (something as serious as it sounds).

1954 Jaguar XK120s: Roadster (open two-seater (OTS) in the UK and certain export markets; left) and Drop Head Coupé (DHC; right).  The roadsters were lighter and intended as dual-purpose vehicles which could be road-registered, driven to circuits and with relatively few changes be immediately competitive in racing.  The DHCs were based on the heavier, more luxuriously trimmed Fixed Head Coupé (FHC) coachwork while the roadsters featured cutaway doors without external handles or side windows and a removable windscreen.  Variations on this pre-war pattern was common in the British and parts of the European industry; even the early Chevrolet Corvettes were true roadsters.  

In pre-war Europe (though less so in the UK where “sports-car” or “open two seater” tended to be preferred), roadsters were often those with most rakish or flamboyant bodies, offered either by the factory or outside coachbuilders.  After the war, the term came to be restricted to what were once known as sports cars, the smaller, lighter and most overtly sporty of the line.  British manufacturers also distinguished, within a line of convertible two-seaters between lightweight roadsters and the more lavishly equipped drop-head coupés (DHC) which had features such a full-doors and side windows, neither always fitted to roadsters.  Interestingly, the early Jaguar XK120s and 140s (1949-1957) were marketed as open two-seaters (OTS) in UK and roadsters in the US, the home market not adopting the export nomenclature until the XK150 in 1958.

300 SL gullwing (1954-1957)

Although the public found them glamorous, the engineers at Mercedes-Benz had never been enamored by the 300 SL’s gullwing doors, regarding them a necessary compromise imposed by the high side-structure of the spaceframe which supported the body.  Indeed, the doors had never been intended for use on road-cars, appearing first on the original (W194) 300SL, ten of which were built to contest sports-car racing in 1952.  The W194 had a good season, the most famous victory a 1-2 finish in the 24 Heures du Mans (24 Hours of Le Mans) and this success, along with the exotic lines, attracted the interest of the factory’s US importer who guaranteed the sale of a thousand coupés, essentially underwriting the profitability of full-scale road-car production.  The sales predictions proved accurate and between 1954-1957, 1400 (W198) 300 SL gullwings were built, some eighty percent of which were delivered to North American buyers.  Curiously, at the time, Mercedes-Benz never publicly disclosed what the abbreviation "SL" stood for.  The assumption had long been it meant Sport Light (Sport Leicht), based presumably on the SSKL of 1929-1931 (Super Sport Kurz (short) Leicht) but the factory documentation for decades used both Sport Leicht and Super Leicht.  It was only in 2017 it published a 1952 paper discovered in the corporate archive confirming the correct name is Super Leicht.

300 SL Roadster (1957-1963)

 

That the sales reached the numbers hoped was good because the gullwing was expensive to produce and a certain volume was required to achieve profitability but by 1956, sales were falling.  At that time the US distributer was suggesting there was greater demand for a convertible so the decision was taken to replace the gullwing with a roadster, production of which began in 1957, lasting until 1963 by which time 1858 had been built.  Now with conventional front-hinged doors made possible by a re-design of the tubular frame, the opportunity was taken also to include some improvements, most notably a more powerful engine and the incorporation of low-pivot swing axles in the rear suspension.  The rear axle changes, lowering the pivot-point to 87mm (3.4 inches) below the differential centre-line did reduce the camber changes which could be extreme if cornering was undertaken in an inexpert manner but the tendency was never entirely overcome.  The swing axles, much criticized in later years, need to be understood in the context of their times, the tyres of the 1950s offering nothing like the grip of more modern rubber although it is remains regrettable the factory didn't, for its high-performance road cars, adopt the de Dion rear suspension it used on both road and competition cars during the 1930s.  Although manageable in expert hands, as the Mercedes-Benz Formula One drivers in 1954-1955 proved, the more predictable de Dion would likely have been better suited to most drivers on the roads.  In fairness, the gullwing’s rear suspension did behave better than many of the more primitive swing-axle systems used by other manufacturers but it needed to given that in any given situation, the Mercedes would likely be travelling a deal faster.  Remarkably, the Mercedes-Benz swing-axle arrangement lasted well into the age of the radial-ply tyre, in volume production until 1972 and used until 1981 on the handful of 600 Grossers built every year.

300 SLS (1957)

Less costly to build than the gullwing, a few hundred 300 SL roadsters were sold annually, the price tag reaching even higher in the stratospheric realm.  Unlike the lighter gullwing, the emphasis shifted from a dual-purpose vehicle suited to both road and track to one that was more of a grand-tourer.  The factory however managed to give the car one last fling at competition.  The SCCA (Sports Car Club of America), tired of the gullwing’s domination in the production sports car category, changed the rules to render it uncompetitive and, as the new roadster hadn’t yet achieved the volume needed to qualify for homologation, Mercedes-Benz built a new model: called the 300 SLS (Super Light Sport), two built to contest the SCCA’s modified production class.  Much lighter, slightly more powerful and with a few aerodynamic tweaks, the SLS won the trophy.

As a footnote (one to be noted only by the subset of word nerds who delight in the details of nomenclature), for decades, it was said by many, even normally reliable sources, that SL stood for sports Sports Leicht (sports light) and the history of the Mercedes-Benz alphabet soup was such that it could have gone either way (the SSKL (1929) was the Super Sports Kurz (short) Leicht (light) and from the 1950s on, for the SL, even the factory variously used Sports Leicht and Super Leicht.  It was only in 2017 it published a 1952 paper (unearthed from the corporate archive) confirming the correct abbreviation is Super Leicht.  Sports Leicht Rennsport (Sport Light Racing) seems to be used for the the SLRs because they were built as pure race cars, the W198 and later SLs being road cars but there are references also to Super Leicht Rennsport.  By implication, that would suggest the original 300SL (the 1951 W194) should have been a Sport Leicht because it was built only for competition but given the relevant document dates from 1952, it must have been a reference to the W194 which is thus also a Sport Leicht.  Further to muddy the waters, in 1957 the two lightweight cars based on the new 300 SL Roadster (1957-1963) for use in US road racing were (at the time) designated 300 SLS (Sports Leicht Sport), the occasional reference (in translation) as "Sports Light Special" not supported by any evidence.  The best quirk of the SLS tale however is the machine which inspired the model was a one-off race-car built by Californian coachbuilder ("body-man" in the vernacular of the West Coast hot rod community) Chuck Porter (1915-1982).  Porter's SLS was built on the space-fame of a wrecked 300 SL gullwing (purchased for a reputed US$500) and followed the lines of the 300 SLR roadsters as closely as the W198 frame (taller than that of the W196S) allowed.  Although it was never an "official" designation, Porter referred to his creation as SL-S, the appended "S" standing for "scrap". 

Job done, the factory withdrew from circuit racing although private teams would continue to campaign 300 SLs into the 1970s.  The road-going version continued with little visual change until 1963 although the engineering refinements continued as running changes, disk brakes adopted in 1961, the last few dozen built with a lighter aluminum engine block replacing the cast-iron casting.  When retired, it wasn’t replaced, the W113 (pagoda) and their successors (R107) roadsters a different interpretation of the genre.  It would be decades before Mercedes-Benz would again offer anything like the 300 SL.

190 SL (1955-1963)

The reception afforded the 300 SL prompted the US distributor to suggest a lower cost sports car would also be well-received.  The economics of that dictated the exotic features of the gullwing (dry-sump lubrication, the doors, fuel-injection) couldn’t be used so the factory instead grafted attractive roadster coachwork atop a shortened saloon car platform, the pedestrian four-cylinder engine barely more powerful than when found in its prosaic donor.  Still, the 190 SL (W121) looked the part and could be sold for well under half the price of a gullwing though even then it was hardly cheap, costing a third more than a Chevrolet Corvette and by then the Corvette had been transformed into a most estimable roadster with the addition of the new Chevrolet 265 cubic inch (4.3 litre) small-block V8.  Pleasingly profitable, nearly twenty-six thousand 190 SLs were built over an eight-year run beginning in 1955 and there were even plans for a 220 SL, using the 2.2 litre (134 cubic inch) straight-six from the “pontoon” saloon range (W120-121-105-128-180; 1953-1963) which had provided the roadster's platform.  Prototypes were built and testing confirmed they were production-ready but the continuing success of the 190 SL and capacity constraints first postponed and finally doomed the project.  After production ceased in 1962 (none were built in 1963 but the factory listed the final 104 cars as 1963 models), it wouldn’t be until the 1990s that the concept of a smaller roadster (the R170 SLK) to run alongside the (R129) SL was revived although, since the early 1970s, the SL (R107) had simultaneously been available with engines of different sizes and accordingly placed price-points.

190 SL Rennsport, Macau Grand Prix, 1957.

Though never designed with competition in mind, the factory did construct half a dozen higher-performance Rennsport (motor-racing) packages (referred to internally as the 190 SLR), the most important aspect of which was diet, the weight-reduction achieved with aluminium doors, a smaller Perspex windscreen and the deletion of non-essential items such as the soft top, sound insulation, the heater (they're surprisingly weighty devices) and bumpers.  Although never part of a major racing campaign, it did enjoy success including a class win in a sports car event at Morocco and victory in the 1957 Macau Grand Prix.

Last of the Adenauers: 300d (W189, 1957-1962) Cabriolet D (upper) & the "standard" 300d saloon (four-door hardtop).

Although some of its customers during the mid-twentieth-century (notably between 1933-1945) are understandably neglected in their otherwise comprehensive attention to history, Mercedes-Benz has always acknowledged and publicized the drivers and clients of the 1950s.  Their Formula One drivers (especially Juan Manuel Fangio (1911–1995) & Stirling Moss (1929–2020) were honored for decades after their retirements and Konrad Adenauer, the first chancellor of the Federal Republic, was even afforded the unique distinction of being the nickname for the 300 (W186 & W189, 1951-1962), the big limousine of the era which used a substantially similar engine to the 300 SL's unit.  Note that although the top image is of a convertible, it's a "cabriolet" and not a roadster.  According to Mercedes-Benz, a roadster is a two door, two seater convertible although, since the 1960s, the factory has sometimes offered the option of single (transverse) or conventional rear seat for occasional (and sometimes uncomfortable) use.  Small, these seats were really suitable only for very young children and no pretence was made that they make a roadster into a true four-seater, 2+2 the usual (generous) description.  Being Germans, during the 1930s, Daimler-Benz decided there were sufficient detail differences between the coachwork and hood (in the sense of folding roof) assemblies offered and formalized definitions of five distinct flavors of Mercedes-Benz cabriolets.

Fraulein Rosemarie Nitribitt with 190 SL and Joe der Hund.

However, in a fate shared with some of the most valued clients of the three-pointed star between 1933-1945, nor does the factory’s historic literature dwell on someone perhaps the 190SL’s best known owners, Rosemarie Nitribitt (1933-1957).  Fraulein Nitribitt was, by 1957, Frankfurt’s most illustrious (and reputedly most expensive) prostitute, a profession to which she seems to have been drawn by necessity but at which she proved more than proficient and, as the reports of the time attest, there was nothing furtive in the way she practiced her trade.  Something of a celebrity in Frankfurt, the republic’s financial centre, her black roadster became so associated with her business model that the 190SL was at the time often referred to as the “Nitribitt-Mercedes”, her car seen frequently, if briefly, parked in the forecourts of the city’s better hotels.  Unlike the contemporary connection with Herr Adenauer, the factory never acknowledged this nickname.

190 SL sales breakdown

The lives of prostitutes, even the more highly priced, can descend to their conclusion along a Hobbesian path and in 1957, aged twenty-four, she was murdered in her smart apartment, strangled with a silk stocking, the body not found for several days.  Given Fraulein Nitribitt operated at the upper end of the market, her clients tended variously to be rich, famous & powerful and that attracted the raft of inevitable conspiracy theories there had been a cover-up to protect their interests, a rather botched police investigation encouraging such rumors.  The murder remains unsolved.  It has been suggested sales of the 190 SL suffered because of the connection, the little roadster briefly attracting the moniker “whore’s taxi” and indeed, there was a decline in the period.  However, 1956 was the first year of full-production and a second-year drop-off in sales is not unknown, gullwing production for example dropped to 308 in 1956, quite a fall from the 855 achieved the previous year and while, at least in Germany, the association with the dead courtesan may have been off-putting for the bourgeoise, without qualitative data, one really can’t say.  There was a precipitous decline in 1958 but that was the year of the worst US recession of the post-war boom and it was in the US most of the drop was booked; sales anyway quickly recovered on both sides of the Atlantic.

Frankfurt police officers examining Helga Matura's 220 SE cabriolet (Hōchkühler).  Note the jackboots.

In a coincidence of circumstances, a decade later, Fraulein Helga Sofie Matura (1933-1966) was another high-end prostitute murdered in Frankfurt, the weapon this time a stiletto (the stylish shoe rather than the slender blade).  Never subject to the same rumors the Nitribtt case attracted, it too remains unsolved.  In another coincidence, Fraulein Matura’s car was a convertible Mercedes, a white (W111) 220 SE Cabriolet.  Despite the connection, the W111 never picked up any prurient nicknames and nor did its reputation suffer, the most valuable of the W111 cabriolets now attracting prices in excess of US$400,000 for original or fully-restored examples while German turning houses which update the drive-trains to modern standards list them at twice that.

Helga Matura (1966) by Gerhard Richter

Gerhard Richter (b 1932) is a German visual artist whose work encompasses glass as well as aspects of both photography and painting.  Although most noted for working in illusionistic space, some of his output has belonged to various schools of realism and he seems to place himself in many of the traditions of modernism, acknowledging surrealism, the primacy of the object and the purpose of art.  Of particular interest was his 1988 series of fifteen photo-paintings (18 October 1977) depicting four members of the Red Army Faction (RAF) (better, if a little misleadingly, known in the English-speaking world as the Baader-Meinhof Gang).  Created using monochrome photographs taken mostly before their deaths, the work was an interesting exploration of time, meaning and form.

His portrait of the late Helga Matura is representative of his technique in photo-paintings, applying the practices of the Fluxus movement to material not originally created as art.  Blurred and variously in and out of focus, it takes the entirely representational image of a photograph which is then disrupted; disruptions may be for the purposes of the artist, the subject or the viewer and indeed time, the nature of the work changing whether viewed with or without knowledge of her life and death.

Roadster off the road, California, 2005.

In October 2005, Lindsay Lohan went for a drive in her Mercedes-Benz SL 65 AMG roadster.  It didn’t end well.  Based on the R230 (2001-2011) platform, the SL 65 AMG was produced between 2004-2012, all versions rated in excess of 600 horsepower, something perhaps not a wise choice for someone with no background handling such machinery though it could have been worse, the factory building 400 (175 for the US market, 225 for the RoW (rest of the world)) of the even more powerful SL 65 Black Series, the third occasion an SL was offered without a soft-top and the second time one had been configured with a permanent fixed-roof.  A production number of 350 is sometimes quoted but those maintaining registers insist it was 400.

Roadster back on the road, Texas, 2007.

By 2007, the car (still with California registration plates (5LZF057) attached) had been repaired, detailed & simonized and was being offered for sale in Texas, the odometer said to read 6207 miles (9989 km).  Bidding was said to be “healthy” so it was thought all's well that ends well but once the vehicle's provenance was brought to the attention of the repair shop, it was realized the celebrity connection might increase its value so it was advertised on eBay with more detail, including the inevitable click-bait of LiLo photographs.  However, either eBay doesn't approve of commerce profiting from the vicissitudes suffered by Hollywood starlets or they'd received a C&D (cease & desist) letter from someone's lawyers and the auction ended prematurely.  It proved a brief respite, the SL 65 soon back on eBay Motors but with the offending part of the blurb limited to "previously owned by high profile celebrity", leaving it to prospective buyers to join the dots.  According to Business Insider, the car sold for US$111,000 which was much higher than would be expected for one which had been repaired after an accident, albeit it a low-speed impact.  The R230s anyway had a complex construction and the AMG versions added even more intricacy so although it is possible to restore a damaged AMG to the state in which it left the factory, it does require both expertise and some often expensive parts.  Because of that, repaired Mercedes-Benz AMG cars trade usually at a significant discount so the amount realized was indicative of the perceived value of a celebrity association.