Blackwing

Blackwing (pronounced blak-wing)

(1) In zoology (mostly ornithology, entomology & ichthyology), a widely used descriptor of birds, insects, certain water-dwellers and the odd bat.

(2) As Blackwing 602, a pencil with a cult following, manufactured by the Eberhard Faber between 1934-1988, by Faber-Castell 1988 to 1994 and by Sanford 1994-1998.  A visually (though not technically) similar pencil has since 2012 been produced by Palomino.

(3) A high-performance V8 engine manufactured by the Cadillac division of General Motors (GM) between 2018-2020.  Cadillac continues to use Blackwing name for the some of its sedans.

1100s (originally of birds, first informally, later in formal taxonomy): The construct was black + wing.  Black (In the sense of the “color”) was from the Middle English blak, black & blake, from the Old English blæc (black, dark (also "ink”)), from the Proto-West Germanic blak, from the Proto-Germanic blakaz (burnt (and related to the Dutch blaken (to burn)), from the Low German blak & black (blackness, black paint, (black) ink), from the Old High German blah (black), which may be from the primitive Indo-European bhleg- (to burn, shine).  The forms may be compared with the Latin flagrāre (to burn), the Ancient Greek φλόξ (phlóx) (flame) and Sanskrit भर्ग (bharga) (radiance).  Black in this context was “a color” lacking hue and brightness, one which absorbs light without reflecting any of the rays composing it.  In the narrow technical sense, black is an absolute (absorbing light without reflecting any of the rays composing it) but in general use, as a descriptor or color, expressions of graduation or tincture are used, thus the comparative is blacker and the superlative blackest.  The usual synonyms are ebony, sable, inky, sooty, dusky & dark while the antonym is white.  Wing (in the sense used in “flight”) was from the twelfth century Middle English winge & wenge, from the Old Norse vængr (wing of a flying animal, wing of a building), from the Proto-Germanic wēingijaz, from the primitive Indo-European hweh- (to blow (thus the link with “wind”)).  It was cognate with the Old Danish wingæ (wing), the Norwegian & Swedish vinge (wing), the Old Norse vǣngr and the Icelandic vængur (wing).  It replaced the native Middle English fither, from the Old English fiþre, from the Proto-Germanic fiþriją (which merged with the Middle English fether (from the Old English feþer, from the Proto-Germanic feþrō)).  The original use was of birds but this quickly extended to things where a left-right distinction was useful such as architecture, sport and military formations (later extended to organizational structures in air forces).  Blackwing is a noun & adjective; the noun plural is blackwings.  In commercial use, as a registered trademark, an initial capital is used.

Quite why Cadillac (the premium brand of General Motors (GM) since 1909) chose the seemingly improbable “Blackwing” as a name for an engine and later the premium, high-performance versions (the V-Series) of its sedans (a now rare body-style in North America) is said to date to the very origin of the brand, more than a century earlier.  It was to recall the stylized black birds which appeared on the corporate crest first in 1902 (although not widely used until 2005 and trademarked in 1906).  That escutcheon was adopted as a tribute to the French explorer (some are less generous in their descriptions) Antoine Laumet de La Mothe, sieur de Cadillac (1658-1730) who in 1701 founded the settlement which became the city of Detroit.

Evolution of the Cadillac Crest: Antoine Laumet's original (and dubious) family crest (top left), A early Cadillac from 1905 (top centre), from a 1960 Coupe DeVille (top right), with the restored laurel wreath on the unfortunate vinyl roof of a 1968 Eldorado (bottom left), a post 2014 version without couronne & merelettes (bottom centre) and the current versions (bottom right), the black & white edition an illuminated badge created to mark the transition to electric propulsion; it's currently available as an option on petrol vehicles.  The illuminated grill badge was a trick long used by the English manufacturer Wolseley (1901-1975). 

Although of bourgeois origin and having departed France surreptitiously after “some unpleasantness”, shortly after arriving in the new world, Antoine Laumet re-invented himself, adopting a title of nobility named after the town of Cadillac in south-west France and in some histories, it wasn’t unusual for him to claim some vague descent from the royal line, a story common among many of Europe’s aristocratic families and his “family crest” was wholly his own invention.  Such things were possible then.  The Cadillac company modified the crest but retained the most distinctive elements: (1) The couronne (crown (from the Old French corone, from the Latin corōna, from the Ancient Greek κορώνη (korṓnē)) symbolized the six ancient courts of France; (2) The pearls (which appeared in various numbers on both the family & corporate versions) signified a family descended from the royal counts of Toulouse; (3) The shield denoted the military traditions of a noble family, the “warrior symbol” one of the most commonly used in heraldry while (4) The black birds were known as merlettes (an adaptation of the martin), mythical small birds without beaks or feet and never touching the ground, always in flight; they represent a constant striving for excellence, and when presented as a trio, referenced the Holy Trinity and thus a family’s adherence to Christianity.  The merelettes appeared often on the standards flown by knights during the late Medieval Christian Crusades staged to recapture the Holy Land but they didn’t disappear from the Cadillac crest in deference to sensibilities in the Middle East (a market of increasing value to GM).  Like the crown, the black birds were removed in 2000 as a part of a modernization exercise, the aim to achieve something “sharper and sleeker”, the more angular look of the new “Art and Science” philosophy of design.  “Art and Science” was from the class of slogans campaign directors of corporations and political parties adore because they mean nothing in particular while sounding like they must mean something.

A Cadillac Escalade driven by Lindsay Lohan receiving a parking infringement notice (US$70) for obstructing access to a fire hydrant, Los Angeles, September 2011.  The crest’s laurel wreath would remain until 2014 but the merelettes had been removed a decade earlier.

Prestige by associative semiotics: Emblem of the 1971 HQ Statesman de Ville by GMH (General Motors-Holden's).

Cadillac over the years made may detail changes to the corporate crest and structurally, the most significant addition came in 1963 when an almost enclosing laurel wreath returned (it had been there in 1902 but was gone by 1908, returning for a run between 1916-1925) and it proved the most enduring design thus far, maintained until 2014.  It clearly had some cross-cultural appeal because in 1971 Holden (GM’s now defunct Australian outpost) made a point of issuing a press release informing the country “special permission” had been received from Detroit for them to borrow the wreath to surround the Holden crest on their new HQ Statesman de Ville, a car so special that nowhere on the thing did the word “Holden” appear, the same marketing trick Toyota would three decades on apply to the Lexus.

Well GM understood the symbolic significance of the wreath.  The Cadillac 62 (1940-1964) had existed as an "entry level" model (ie lower cost) after the shuttering of the LaSalle (1927-1940) and when it was replaced by the Calais (1965-1976), one signifier of its place in the hierarchy was the corporate crest appearing wreathless, unlike the more expensive de Ville & Eldorado.  However, unlike the accessories, ahat has remained constant throughout are the emblem's core colors and, according to Cadillac, black against gold symbolizes riches and wisdom; red means boldness and prowess in action; silver denotes purity, virtue, plenty and charity while blue stand for knightly valor.  Behind the and crest, the background is platinum (a high-value metal) and the whole combination is said to have been influenced by Piet Mondrian (1872–1944), a Dutch artist noted for his work with color and geometric shapes.

The elegant black-winged Damselfly, one of dozens of insects, birds, aquatic creatures and the odd bat known as the “black-winged” something.  One of some 150 species of Calopterygidae, the taxonomic name is Calopteryx maculata and the stylish little mosquito muncher is commonly found in North America, its other common name the ebony jewelwing.

Cadillac Blackwing V8.  It was a genuinely impressive piece of engineering but according to Road & Track magazine, Cadillac booked a US$16 million dollar loss against the project.    

Cadillac’s all aluminium Blackwing V8 was designed with an AMG-like specification which would once have seemed exotic to Cadillac owners.  Built in a single basic configuration, it featured a displacement of 4.2 litres (256 cubic inches), double overhead camshafts (DOHC), four valves per cylinder, cross-bolted main bearings and twin, intercooled turbochargers mounted in a “hot-V” arrangement (atop the block, between the cylinder banks) a layout which delivers improved responsiveness but, as BMW found, can bring its own problems.  Intended always to be exclusive to Cadillac’s lines (recalling GM’s divisional structure in happier times) it was in production less than two years because the collapse in demand for the models for which it was intended doomed its future; it was too expensive to produce to be used in other cars.  The early indications had however been hopeful, the initial run of 275 over-subscribed, a slightly detuned version accordingly rushed into production to meet demand.  In 2020, the Blackwood V8 was cancelled.

2025 Cadillac CT5-V Blackwing.

Repurposed, Blackwing however lives on at Cadillac, the company in 2021 appending applying the name to exclusive variants of its CT range sedans.  The CT5-V Blackwing is the last survivor of what once was a well-inhabited niche and although clearly an anachronism, demand still exists and although Cadillac has admitted this will be their last V8-powered sedan, in announcing the 2025 range they’ve made it clear the last days will be memorable.  In a nod to history, the company chose Le Mans in France to reveal details of the 2025 V-Series Blackwing “Special Editions”, honoring the “Le Monstre” and “Petit Pataud” Cadillacs which contested the 1950 24 hour endurance classic.  Each of those was a one-off (one especially so) but in 2025 there will be 101 copies of the Blackwing Le Monstre and 50 of the Petit Patauds.  The two are visually similar, the exteriors finished in Magnus Metal Frost matte paint, accented by Stormhawk Blue Carbon Fiber and Royal Blue brake callipers, the blue theme extened to the interior fittings.  Mechanically, the two are essentially stock, the Petit Pataud based on the CT4-V Blackwing powered by a twin-turbo 3.6 liter (223 cubic inch) V6 while the more alluring Le Monstre includes a supercharged 6.2-liter (376 cubic inch) V8.  For those who care about such things, although Mercedes-Benz AMG once offered rear-wheel-drive (RWD) 6.2 litre V8s, the Batwing offers the chance to enjoy the experience with a manual gearbox, something the Germans never did.  The Blackwings are also much cheaper and have about them an appealing brutishness, a quality Stuttgart’s engineers felt compelled to gloss a little.

2025 Cadillac CT5-V Blackwing.  Compared with some of the atmospheric interiors in the Cadillacs of old, the Blackwing is disappointingly close to what one finds in a Chevrolet but for a number of reasons, creating something which is both attractive and lawful is not as easy as once it was.  For many, the sight of the stick-shift and a clutch pedal means all is forgiven.

In something which would for most of the second half of the twentieth century have seemed improbable or unthinkable, it’s now possible to buy a Cadillac with a manual gearbox and a clutch pedal but not a Ferrari so configured.  Ferrari by 1976 had begun to flirt with automatic transmissions in their road cars (GM’s famously robust Turbo-Hydramatic 400) but until 2004, Cadillac hadn’t needed clutch pedal assemblies on the assembly lines since the last 1953 Series 75 (among the Cadillac crowd the Cimarron (1982-1988) is never spoken of except in the phrase “the unpleasantness of 1982”).  However, by the early twenty-first century, the market for the cars Cadillac had perfected was shrinking fast so, noting the success of Mercedes-AMG and the M-Series BMWs, Cadillac entered the fray and the existence of the Chevrolet Corvette’s transmission in the corporate parts bin meant offering a manual gearbox was financially viable in a way it wasn’t for the Germans.  In the same decade, advances in hydraulics and electronics meant the earlier inefficiencies and technical disadvantages attached to automatic transmissions had been overcome to the point where no Ferrari with a manual transmission, however expertly driven, could match their performance and customers agreed, sales of manual cars dwindling until a swansong when the Ferrari California was released in 2008 with expectations some 5-10% of buyers would opt for a clutch pedal.  However between then and late 2011, a mere three were ordered (some sources say two or five but the factory insists it was three).  Ever since, for Maranello, it’s been automatics (technically “automated manual transmission”) all the way and that wasn’t anything dictatorial; had customer demand existed at a sustainable level, the factory would have continued to supply manual transmissions.  The rarity has however created collectables; on the rare occasions a rare manual version of a usually automatic Ferrari is offered at auction, it attracts attracts a premium and there's now an after-market converting Ferraris to open gate manuals.  It's said to cost up to US$40,000 depending on the model and, predictably, the most highly regarded are those converted using "verified factory parts".  The Cadillac Blackwing offers the nostalgic experience from the factory although the engineers admit there is a slight performance penalty, buyers choosing the manual purely for the pleasure of driving.

The quincunx induction system, the Cadillac Le Monstre and the 24 Heures du Mans, 1950

Living up to the name: The 1950 Cadillac Le Monstre.

The two Cadillacs which in 1950 raced at Le Mans were mechanically similar but visually, could have been from different planets.  The more conventional Petit Pataud was a Series 61 coupe with only minor modification and it gained its nickname (the translation “clumsy puppy” best captures the spirit) because to the French it looked a lumbering thing but, as its performance in the race would attest, Cadillac’s new 331 cubic inch (5.4 litre) V8 (which would grow to 429 cubic inches (7.0 litres) before it was retired in 1967) meant it was faster than it looked.  Underneath the second entrant (Le Monstre obviously needing no translation but used in the sense of “monstrosity” rather than “large”) there was also a Series 61 but the body had been replaced by something more obviously aerodynamic although few, then or now, would call it “conventionally attractive”.  Although Le Monstre seemed very much in the tradition of the “cucumber-shaped” Mercedes-Benz SSKL which had won the 1932 race at Berlin’s unique AVUS circuit, the lines were the result of testing a one twelfth (Uncia in the Latin) scale wooden model in a wind-tunnel used usually to optimize the shape crop dusters and other slow-flying airplanes.  Presumably that explains the resemblance to a section of an airplane’s wing (a shape designed to encourage lift), something which would have been an issue had higher speeds been attained but even on the long (6 km (3.7 mile)) Mulsanne Straight, there was in 1950 enough power only to achieve around 210 km/h (130) mph although as a drag-reduction exercise it must have contributed to the 22 km/h (13 mph) advantage it enjoyed over Petit Pataud, something Le Monstre’s additional horsepower alone could not have done and remarkably, even with the minimalist aluminium skin it wasn’t much lighter than the standard-bodied coupe because this was no monocoque; the robust Cadillac chassis was retained with a tube-frame added to support the panels and provide the necessary torsional stiffness.

Le Monstre's 331 cubic inch V8 with its unusual (and possibly unique) five-carburetor induction system.  The layout (one in each corner, one in the centre) is a "quincunx", from the Latin quīncunx.

Some of the additional horsepower came from the novel "quincunx" induction system.  Le Monstre’s V8 was configured with five carburettors, the idea being that by use of progressive throttle-linkages, when ultimate performance wasn’t required the car would run on a single (central) carburettor, the other four summoned on demand and in endurance racing, improved fuel economy can be more valuable than additional power.  That’s essentially how most four-barrel carburettors worked, two venturi usually providing the feed with all four opened only at full throttle and Detroit would later refine the model by applying “méthode Le Monstre” to the triple carburettor systems many used between 1957-1971.  As far as is known, the only time a manufacturer flirted with the idea of a five carburetor engine was Rover which in the early 1960s was experimenting with a 2.5 (153 cubic inch) litre in-line five cylinder which was an enlargement of their 2.0 litre (122 cubic inch) four.  Fuel-injection was the obvious solution but the systems then were prohibitively expensive (for the market segment Rover was targeting) so the prototypes ended up with two carburettors feeding three cylinders and one the other two, an arrangement as difficult to keep in tune as it sounds.  Rover’s purchase of the aluminium 3.5 litre (214 cubic inch) V8 abandoned by General Motors (GM) meant the project was terminated and whatever the cylinder count, mass-produced fuel injection later made any configuration possible.  Five carburettors wasn’t actually the highest count seen in the pre fuel-injection era, Ferrari and Lamborghini both using six (done also by motorcycle manufacturers such as Honda and Benelli) and Moto-Guzzi in the 1950s fielded a 500 cm³ Grand-Prix bike with the memorable component count of 8 cylinders, 4 camshafts, 16 valves & 8 carburetors.  The early prototypes of Daimler’s exquisite hemi-head V8s (1959-1969) were also built with eight carburettors because the original design was based on a motorcycle power-plant, the reason why they were planned originally as air-cooled units.

Le Monstre ahead of Petit Pataud, Le Mans, 1950.  At the fall of the checkered flag, the positions were reversed. 

Motor racing is an unpredictable business and, despite all the effort lavished on Le Monstre, in the 1950 Le Mans 24 hour, it was the less ambitious Petit Pataud which did better, finishing a creditable tenth, the much modified roadster coming eleventh having lost many laps while being dug from the sand after an unfortunate excursion from the track.  Still, the results proved the power and reliability of Cadillac’s V8 and Europe took note: over the next quarter century a whole ecosystem would emerge, crafting high-priced trans-Atlantic hybrids which combined elegant European coachwork with cheap, powerful, reliable US V8s, the lucrative fun lasting until the first oil crisis began in 1973.

Perfection in a pencil: The Eberhard Faber Blackwing 602.  They were not cylindrical so, like a "carpenter's pencil", were less prone to rolling onto the floor.  

The Blackwing 602 remains fondly remembered by those who admire the perfect simplicity of the pencil.  Produced in the shape of a square ferrule (both pleasant to hold in one’s hand and less susceptible to rolling off the desk), it used a soft, dark graphite blend which required less pressure (the manufacturer claimed half but it’s not clear if this was science or “mere puffery”) to put what was wanted on paper.  To casual users, this may not sound significant but for those for whom pencilling was a full-time task (notably writers and artists), the advantages were considerable and the advertising claim “Half the Pressure, Twice the Speed” must have convinced one target market because the Blackwing 602 was a favourite of stenographers (a profession one of the early victims of the technological changes which have emerged in the wake of the transistor & microprocessor).  The Blackwing 602 was manufactured by Eberhard Faber between 1934-1988, by Faber-Castell (1988-1994) and by Sanford (1994-1998).  In 2012, after buying rights to the name, Palomino being production of a visually similar Blackwing but they didn’t quite replicate the graphite’s recipe.  Original Blackwing 602s are now a collectable and in perfect condition are advertised between US$50-100 although there was one recent outlier sale which benefited from a celebrity provenance.

Pencil porn.

Doyle’s in New York on 18 June 2024 conducted an auction of some items from the estate of US composer and lyricist Stephen Sondheim (1930–2021), attracting dealers, collectors & Sondheim devotees.  There was Lot 275: (Three blue boxes printed with "Eberhard Faber/Blackwing/Feathery-Smooth Pencils, two of the boxes complete with 12 pencils, one with 8 only (together 32 pencils).  Some wear to the boxes and drying of the erasers”, listed with a pre-sale estimate of US$600-800.  The hammer fell at US$6,400 against a pre-sale estimate of US$600-800.  That’s US$200.00 per pencil, indicating the value of a celebrity connection but whoever set the pre-sale estimate (US$18.75-25.00 per pencil) clearly didn’t check eBay.

Cimarron

Cimarron (pronounced sim-uh-ron, sim-uh-rohn or sim-er-uhn)

(1) A Maroon (an African or one of African descent who escaped slavery in the Americas, (or a descendant thereof, especially a member of the Cimarron people of Panama).

(2) In Latin America (1) feral animals or those which have returned to the wild, (2) rural areas (campestral) and the inhabitants there dwelling & (3) wild plants.

(3) A name used in the US for both rivers & as both a localities.

(4) A not fondly remembered small "Cadillac", built between 1981-1988.

1840–1850: From the Colonial Spanish cimarrón (a maroon (used also casually of feral animals, wild rams etc), from the Spanish and thought likely equivalent to the Old Spanish cimarra (brushwood, thicket), the construct being & cim(a) (peak, summit (from the Latin cȳma (spring shoots of a vegetable), from the Ancient Greek  + -arrón (the adjectival suffix).  Most etymologists appear to accept the Spanish cimarrón was a native Spanish formation from cima (summit, peak), referring to slaves who escaped to seek refuge in the mountains but the alternative theory is that it was a borrowing from Taíno símaran (wild (like a stray arrow)), from símara (arrow).  The feminine was cimarrona, the masculine plural cimarrones & the feminine plural cimarronas.  The verb maroon (put ashore on a desolate island or some isolate and remote coast by way of punishment) dates from 1724 and was from maroon (fugitive black slave living in the wilder parts of Dutch Guyana or Jamaica and other West Indies islands) which has always been assumed to be a corruption of the Spanish cimmaron & cimarrón.  Cimarron is a noun & proper noun (the adjective cimarific (based on Cimar(ron) + (horr)ific) was sardonic; a slur relating to the Cadillac); the noun plural is Cimarrons.

The Cadillac Cimarron, 1982-1988

For those who can remember the way things used to done: 1968 Cadillac Coupe DeVille convertible.

The path of the reputation of the unfortunate Cadillac Cimarron was unusual in the more it was upgraded and improved, the further it seemed to fall in the estimation of the motoring press.  Despite the impression which seems over the decades to have become embedded, the early critical reaction to the Cimarron was generally polite and even positive, while acknowledging the inadequacies of the original engine-transmission combinations.  The journalists may however have been in a mood to be unusually forgiving because in 1981, when the first examples were provided for press evaluation, that a Cadillac was for the first time since 1914 fitted with a four-cylinder engine and one with a displacement smaller than 2.0 litres (122 cubic inch) for the first time since 1908 was a sign how much the universe had shifted; not even ten years earlier every Cadillac on sale used an 8.2 litre (500 cubic inch) V8.  The ripples of the first oil shock would see the big-block V8 twice downsized but so much had rising cost (and the threatened scarcity) of gas scarred the consumer that even Cadillac owners wanted more efficient vehicles.  They still wanted to drive Cadillacs and while demand for the full-sized cars remained, it was obvious to General Motors (GM) that the segment was in decline and the alternatives proving popular were not the traditional Lincoln and Imperial but the premium brand Europeans, Mercedes-Benz, BMW and (as a niche player), Jaguar.

The cleverly engineered 1976 Cadillac Seville which hid its origins well.

The Europeans produced very different machines to the Cadillacs and it would have taken much time and money to match them in sophistication but what could be done quickly and at relatively low cost was to make a Cadillac out of a Chevrolet and that was the path chosen, the long-serving Chevrolet Nova re-styled, re-trimmed, re-engined (with the 5.7 litre (350 cubic inch) Oldsmobile V8) and re-badged as the Cadillac Seville.  On paper, it didn’t sound promising but on the road it actually worked rather well, essentially because Chevrolet had done a creditable job in making the Nova drive something like a Cadillac with some Mercedes-like characteristics.  So, the task for Cadillac’s engineers wasn’t that onerous but they did it well and the Seville was a great success, something especially pleasing to GM because the thing retailed at some four times what Chevrolet charged for Novas.  That made the Seville one of the most famously profitable lines ever to emerge from Detroit which was good but what was not was that most people who bought one weren’t conquests from Mercedes-Benz or BMW (and definitely not from Jaguar) but those who would otherwise have bought a Cadillac.  Still, the Seville did its bit and contributed to brief era of record sales and high profits for GM.

Cadillac’s new enemy: 1982 BMW 320i (E21).

By the early 1980s however, Cadillac decided it need to do the same thing again, this time on a smaller scale.  A second oil shock had struck in 1979 and this time the US economy wasn’t bouncing back as it had in the mid-1970s and the recession of the early 1980s was nasty indeed.  One market segment which was a bright spot however was what was called the “small executive sedan” dominated then by the BMW 3-Series, soon to be joined by what would become known as the Mercedes-Benz C-Class, compact, high-quality and high-priced cars being bought by what to Cadillac would be a most attractive demographic: the then newly defined YUPIEs (young upwardly-mobile professionals).  Cadillac had nothing which appealed to this market and their plans for an entry were years sway even from the initial design phases.  The economic situation of the time however had made the matter urgent and so, at a very late stage, Cadillac was appended to GM’s ambitious programme to use the one “world car” platform to be used in the divisions which produced cars in the planet’s major markets (the US, UK, Europe, Japan & Australasia).  This one front-wheel drive platform would provide a family sized car in Japan, the UK and Europe, a medium-sized entrant in Australasia and a small car in the US with the highest possible degree of component interchangeability and a consequent reduction in the time and cost to bring the lines to production.

1982 Holden Camira SL/E (1982-1989), the Australian version of the “World Car”.

The longevity of the GM “World Car" (the J-Car (J-Body the US nomenclature)), the last produced in 2005, attests to the quality of GM’s fundamental engineering and over the decades, over 10 million would be sold as Vauxhalls (UK), Opels (Europe), Holdens (Australia & New Zealand), Isuzus and even Toyotas (Japan) and Chevrolets, Buicks, Oldsmobiles, Pontiacs & Cadillacs (US).  By the standards of the time they were good cars (although they did prove less suited to Australian driving conditions) but they could not, and certainly not in the eleven months available, be made into what would be thought of as “a Cadillac”.  To do that, given the technology available at the time, ideally the platform would have been widened, a small version of one of the corporate V8s (perhaps as small as 3.5 litres (215 cubic inch) fitted and the configuration changed to accommodate rear-wheel drive (RWD) and independent rear suspension (IRS).  The J-Body could have accommodated all this and, thus configured, coupled with the lashings of leather expected in the interior, GM would have had an appropriately sized small executive sedan, executed in an uniquely American way.  Like the Seville, it may not have made much of a dent in the business Mercedes-Benz and BMW were doing but it would have had real appeal and it’s doubtful it would have cannibalized the sales of the bigger Cadillacs.  Additionally, it would have been ideally place to take advantage of the rapid fall in gas prices which came with the 1980s “oil glut”.  Alas, such a thing would have taken too long to develop and it would have been such an expensive programme Cadillac would have convinced the GM board they may as well accelerate the development of their own small car.  So, needing something small to put in the showrooms because that’s what Cadillac dealers were clamouring for, the decision was taken to tart up the J-Body.

1982 Cadillac Cimarron (1982-1988), the origins of which were obvious.

That, for the 1982 model year, was exactly what was done.  The Cadillac Cimarron was nothing more than a Chevrolet Cavalier with a lot of extra stuff bolted or glued on.  Apparently, the name “Cimarron” was chosen because it had in the US been used to refer to the wild and untamed horses which once roamed freely in the American West, the company hoping to add the idea of an “untamed spirit” to the (even if by then slightly tarnished) reputation for luxury and elegance once associated with Cadillac.  Whether much thought was given to the name’s association with slavery isn’t known.  That aside, the spirit wasn’t exactly untamed because the already anaemic performance of the Chevrolet was hampered further by all the extra weight of the luxury fittings which adorned the Cimarron, something which was tolerated (indeed probably expected) in what Chevrolet was selling as an “economy car” but luxury buyers had higher expectations.

Cadillac found that bigger was better: Yuppie Lindsay Lohan entering Cadillac Escalade, May 2012.

Most would conclude it made things worse.  Had it been sold as the Chevrolet Caprice II (a la Ford’s approach with the LTD II), the Cimarron would probably have been a hit and while there would have been the same criticisms, in a car costing so much less, they would have been less pointed.  However, that would have meant the Cadillac dealers not having product to put in their showrooms which was of course the point of the whole Cimarron venture.  As it was, sales never came close to Cadillac’s optimistic projections, numbers influenced presumably by the Seville’s stellar performance a few years earlier and this time the mark-up was less, a Cimarron only twice the cost of a Cavalier.  That wasn’t enough however and nor were the constant upgrades, the most notable of which was the introduction of the Chevrolet’s 2.8 litre (173 cubic inch) V6 in 1985 and that did induce a surge in sales (though still to nothing like the once hoped for levels) but it was short lived and after production ended in 1988, Cadillac offered no replacement and they’ve not since attempted to build anything on this scale.

Metropolitan

Metropolitan (pronounced me-truh-pol-i-tn)

(1) Of, noting, or characteristic of a metropolis or its inhabitants, especially in culture, sophistication, or in accepting and combining a wide variety of people, ideas, etc.

(2) Of or relating to a large city, its surrounding suburbs, and other neighboring communities:

(3) Pertaining to or constituting a mother country.

(4) A person who has the sophistication, fashionable taste, or other habits and manners associated with those who live in a metropolis.

(5) In the Orthodox Church, the head of an ecclesiastical province, ranking between archbishop and patriarch

(6) An archbishop in the Church of England (now of technical use only).

(7) In the Roman Catholic Church, an archbishop who has authority over one or more suffragan sees and thus the authority to supervise other bishops..

(8) In ancient Greece, a citizen of the mother city or parent state of a colony.

1300–1350: From the Middle English, from the Late Latin mētropolītānus (of or belonging to a metropolis), from the Ancient Greek μητροπολίτης (mētropolítēs), the construct being mētropolī́t(ēs) + the Latin ānus (a ring (in the geometrical sense and here trucated as an).  Root was the Late Latin mētropolis, from Ancient Greek μητρόπολις (mētrópolis) (mother city) from μήτηρ (mḗtēr) (mother) + πόλις (pólis) (city or state).  In the hierarchy of the Christian Church, the title of metropolitan was a fourteenth century clipping of metropolitan bishop, one who has oversight over bishops (Pope Francis (b 1936; pope since 2013) was Metropolitan Archbishop of Buenos Aires between 1998-2013).  In the Western Church the office now roughly corresponds to archbishop, but in the Orthodox, ranks above it.  The meaning "belonging to a chief or capital city" is from 1550s, the first reference to underground city railways is attested from 1867.  In technical use, historians, city planners and others used the constructed forms intermetropolitan, supermetropolitan & intrametropolitan (sometimes used with hyphens).  Metropolitan is a noun & adjective and metropolitanism is a noun; the moum plural is metropolitans.

Metropolitans in the metropolis: Lindsay Lohan (b 1986, right) and her sister Ali (b 1993, left) shopping in New York City, 2012.  Despite their respective stances, both are right-handed. 

The New York Met

Final performance at the old Met Opera House, New York, 16 April 1966.

The Metropolitan Opera (the Met) was founded in 1880; the first performance in 1883.  It owes its origin to a class-struggle which was unusual because it was among rather than between the bourgeoisie and the rich.  The founders were new money, New York industrialists excluded from membership in the older Academy of Music Opera House.  The Met has long-been the largest classical music organization in North America and presents more than two-dozen different operas each year, the season running between September and May. The works are in a rotating repertory schedule with up to seven performances of four different pieces each week, performed in the evenings from Monday to Saturday with a matinée on Saturday.  Several new works are presented in new productions each season, sometimes as co-productions with other houses, the Met located on Broadway at Lincoln Square on the Upper West Side of Manhattan in New York City.  Part of Lincoln Center for the Performing Arts, it opened in 1966, the operation having outgrown the original site which is now a Times Square Starbucks.

The Nash Metropolitan

1956 Hudson Metropolitan Sedan.

In production between 1953-1961, the Nash Metropolitan is a curious footnote in the history of the Anglo-American automobile. At the time it was built, the US industry hadn't yet formalized the market segments based on size (Full-size / intermediate / compact / sub-compact / small / micro)  and it was, in the nomenclature of the day, offered variously as a “small”, “economy” or “second” car, and often made explicit in the marketing materials associated with the last category was that it was a car for women (wives & mothers).  The car was a response to a genuine market demand for smaller, more economical cars and Nash devoted much attention to minimizing production costs, such as the unusual door-panel pressings which were interchangeable for use on either the left or right side.  However, it became clear that even if sales volumes were projected with quite undue optimism, Nash could never profitably design, tool and produce such a car.  Accordingly, the decision was taken to create what came to be called a “captive import”, a car produced overseas exclusively for the US market and in a remarkably short time, Austin of England was selected as the manufacturer and the design, a co-development by Nash and the Italian house Pininfarina, would be powered by the 1.2 litre (73 cubic inch) four-cylinder engine already familiar to many Americans, Austin in the early 1950s one of the most numerous imports.

1953 Nash Statesmen Custom Sedan.  It was the larger Nash models from which the Metropolitan's styling motifs were borrowed.

Available from 1953 in closed and convertible form, the Metropolitan was notable for adopting the styling cues of the larger Nash cars, down-scaling them to fit the dimension of a small, economy vehicle, something some English manufacturers would also try before realizing the compromises created just to many distortions.  Detroit however would stick to the approach for decades and some truly ghastly things were over the years created.  With an attractive exchange-rate (Sterling in September 1949 having being devalued from US$4.03 to US$2.80), the Metropolitan was profitable for Nash although sales, initially encouraging, never grew substantially but remained sufficiently buoyant for production to continue until 1953 but it always suffered the difficulty faced by many small cars in the era: for not much more money, buyers could get considerably more.  Detroit, always good at producing big cars, ensured customers received “much metal for the money” and even the Volkswagen beetle, the other notable small car of the 1950s, was somewhat bigger yet no more expensive.  Still, for reasons such as the cost of operation and maneuverability, there were buyers who actually wanted a smaller car and the Metropolitan certainly delivered superior fuel economy although its usefulness for driving in congested urban environments was compromised by the enclosure of the front wheels, meaning the turning circle was similar to that of a medium-sized truck which made parking a chore.  It did though find a niche (in 1959 it was the second biggest selling import in the US although Volkswagen sold more than five times as many Beetles), sold also under the Hudson name after 1954 when Nash and Hudson American Motors Corporation (AMC) and Austin would in 1956 negotiate an arrangement whereby they could offer Metropolitans in markets where AMC didn’t operate.  Under the terms of this deal, it was sold variously as a Nash, Austin or Metropolitan, all these models benefiting from the fitment of an 1.5 litre (91 cubic inch) engine.  One benefit of the UK versions being built with right had drive (RHD) was their small size made them ideal for police forces in US cities which purchased them for their parking patrols, the enforcement officers able to reach through the window to place a ticket on the windscreen, all without leaving their seat.  In a New York winter, that would have been better than a motorcycle. 

1959 Nash Metropolitan Convertible.

Even in the mid 1950s however the Metropolitan looked outdated and by the early 1960s, when Detroit’s new generation of compacts (Ford’s Falcon, Chevrolet’s Corvair & Chevy II (which became the Nova) and Chrysler's Valiant (which originally wasn't a Plymouth) debuted, it seemed a museum piece, sales collapsing from over 13,000 in 1959 to not even 1000 the following year.  Even AMC had moved on, the sub-compact Rambler American (1958-1969) something in engineering and styling two generations removed from the Metropolitan and although sales of the latter lingered into 1962, by then it was all but forgotten.  The little car had however, along with the Volkswagen, proved Americans would buy smaller cars and Detroit’s compacts were a reaction to both although, had they not allowed the standard US automobile to assume the absurdly (and inefficiently) large size the cheap fuel and booming economy of the late 1950s permitted, it’s at least possible such things may not for years have been needed.

The original Metropolitan Fifth Avenue (with bunnies), New York, 1960 (left) and a well-executed replica (right).  The badge (centre) for the replica was a custom casting.

The Metropolitan may not have been a typical American automobile but it possessed certain qualities which meant that for a longer time than many others which came and went during its life, it found a niche.  One unique quality was “cuteness” and taking advantage of this, AMC prepared a Metropolitan convertible for the 1960 Easter Parade in New York City, held on 17 April.  Dubbed the “Metropolitan Fifth Avenue” (the little machine apparently by 1979 forgotten when Chrysler introduced the up-market “Fifth Avenue” option for the big New Yorker), the body was finished with 15 hand-rubbed coats of pearl-pink lacquer while the interior was trimmed in pink-and-white cowhide upholstery with pink fur carpeting.  “Fifth Avenue” lettering appeared on the rear fenders, complimented at the front by triangular badges combining the national flags of the US & UK, a tribute the trans-Atlantic gestation.  At the rear, the utilitarian vinyl cover for the external spare tyre was replaced by one in body-colored metal but in an indication this really was a show car, the soft-top and its folding mechanism was removed, lending a cleaner appearance.  For the parade, the Metropolitan Fifth Avenue was driven by a woman who, like her passenger, was dressed in a head-to-toe bunny costume; they looked most fetching although the look was more modest than that of the Playboy bunnies.  Until the day of the parade, the pink machine had been an exhibit rotating on a turntable at the Coliseum where the 1960 New York Auto Show was staged and there it would return, remaining until the show closed on 24 April.  At the show, the interior was filled with large, plush stuffed bunnies and these the models in their suits and ears would each hour present as raffle prizes.  Coincidently, in the winter of 1962 Hugh Hefner (1926-2017) opened one of his dozens of Playboy Clubs at the corner of East 59^th Street & Fifth Avenue but times change and it was closed in 1986, a revival in 2018 lasting barely a year.

Metropolitan Royal Runabout (AMC publicity shot).  Even then, promotional images were one of the few places parasols were seen.

Inspired by the positive reaction, AMC used the Metropolitan as a platform for other stylistic variations with “regional” themes such as the “Palm Beach”, “Cape Cod” and “Westerner” while a curious creation was the “Royal Runabout”.  The inspiration for the Royal Runabout was a one-off Metropolitan convertible in black with green leather upholstery and carpets, built by Austin and presented to Princess Margaret (1930–2002), Elizabeth II's (1926-2022; Queen of the UK and other places, 1952-2022) younger sister.  Other than the paint (since 1956 almost all Metropolitans had been two-tone) and trim, the specification was standard and the princess liked it, driving it often, presumably finding its size made negotiating London’s streets and alleyways easier than her Rolls-Royce Phantom IV.  When one day it was stolen, Lord Beaverbrook’s (Maxwell Aitken, 1879-1964) Daily Express called it the “Royal Runabout” and this was the name which so impressed AMC’s marketing department, the decision taken to create a show car in the style.  However, AMC stuck more closely to the historic color used for cars in the Royal Mews, the single-tone deep maroon paint similar to the royal household’s traditional claret and this they augmented with gold accents on the door top recesses.  They also found disappointing Austin’s lack of bling, adding wide whitewall tires (a thing at the time), shiny wheel covers and a hard metal spare-tire cover painted to match the body.  To both rear fenders was script spelling out “Royal Runabout” along with the emblem of a crown which probably wasn’t quite correct as a piece of heraldry but people would get the idea.  The interior trimmed in maroon and gold leather and by the standards of small, economy cars it was unusually sumptuous, a Cadillac Cimarron decades before its time.