Heckflosse

Heckflosse (pronounced hek-flos or hek-floss-ah (German))

A nickname for the Mercedes-Benz W111 & W112 sedans produced between 1959-1968 (1961-1971 for the coupés and cabriolets with the pruned fins) and translated in English as fintail ("finnie" the affectionate diminutive).

1959: A compound word in modern German, Heck (rear; back) + Flosse (fin).  As a surname, Heck (most common in southern Germany and the Rhineland) came from the Middle High German hecke or hegge (hedge), the origin probably as a topographic name for someone who lived near a hedge.  The link with hedges as a means of dividing properties led in the Middle Low German to heck meaning “wooden fencing” under the influence of the Old Saxon hekki, from the Proto-West Germanic hakkju.  In nautical slang heck came to refer to the “back of a ship” because the position of the helmsman in the stern was enclosed by such a fence and from here it evolved in modern German generally to refer to "back or rear".  Flosse is obscure but was probably related to the Middle English and Old English finn, the Dutch vin, the Low German finne and the Swedish fena.  Because all German nouns are capitalized, Heckflosse is correct but in English, where it's treated as a nickname, heckflosse is common.  Heckflosse is a noun; the noun plural is Heckflossen (although it has in English texts appeared as Heckflosses). 

The (low) rise and (gradual) fall of the Mercedes-Benz tail-fin

Lindsay Lohan examining the damage to a 2009 (fifth generation) Maserati Quattroporte leased by her father, the impact suffered in a minor traffic accident while her assistant was at the wheel, Los Angeles, 2009.  More than many, Lindsay Lohan probably understands the value of Peilstege.

Chrysler in 1957 really did claim their tail-fins were not mere decorations but "stabilizers" designed to move the centre of pressure rearward.  Although designed during Detroit’s tail-fin craze during the mid-late 1950s, Mercedes-Benz always claimed the Heckflosse (tail-fins), introduced in 1959, weren’t mere stylistic flourishes but rather Peilstege (parking aids or sight-lines (literally "bearing bars")), the construct being peil-, from peilen (take a bearing; find the direction) + Steg (bar) which marked the extent of the bodywork, this to assist while reversing.  It's never been clear if this interpretation existed during the design process or was applied retrospectively in response to criticism after the debut but by 1960, even in the US where the things has assumed absurd proportions, the fin-fad was fast fading.  As a cultural artefact, the distinctiveness of the Heckflosse made them a staple for film-makers crafting the verisimilitude of the 1960s High Cold War, just as the big 600s (W100, 1963-1981) from the same era are used still when wealth or evil (not always synonymous) needs to be conveyed.

1963 Mercedes-Benz 300 SE Lang (Long) (W112).

Although on a longer wheelbase than the standard 300 SE, the model designation remained the same, the SEL nomenclature not appearing until the subsequent (W109) 300 SEL (1965).  The additional framing around the badge appeared only on some early-build models and was a unique embellishment although the 300 SE, by German standards "dripped with chrome".  The chrome trim attached to the tail-fins on the 300 SE and the most expensive of the W111 range (220 S & 220 SE) wasn't fitted to the 220 or the cheaper W110 models and in a quirk of production-line economics, it transpired it was more expensive (ie labor intensive) not to fit the trim because of the additional finishing required.  The alpha-numeric soup of model designations which proliferated from the late 1960s started as something almost logical (ie a 300 used a 3.0 litre engine, a 220 a 2.2 etc) but as new product lines emerged, anomalies increased until, in the early 1990s, it was re-organized although the new system would generate its own inconsistencies and eventually the number often had only a vague relationship with engine displacement.

Heckflosse assembly line, Stuttgart, Germany, 1962.

The Heckflosse was one of the first cars to include in its design the concept of the “safety cell”, a passenger compartment designed to protect the occupants in the case of impacts or roll-overs, the structures to the front and rear (ie the engine bay and luggage compartment) essentially “sacrificial”.  This idea was the ancestor of the modern “crumple zone” in which the front and rear compartments were designed to deform upon impact rather than retaining structural integrity, the object being to absorb and dissipate the energy generated in a crash, preventing it reaching the passengers.  The concept was not new, having for generations been a part of naval architecture, warships using what designers dubbed the “armored citadel”: a kind of “box” containing the vital machinery and magazine (ammunition), the structure created by the armoured deck, waterline belt, and the transverse bulkheads.  While this design didn’t make warships “unsinkable”, it did make them harder to sink and there have been ships which have had their whole bow & stern blown off yet have remained afloat, able to be towed back to port.

1961 GAZ-13 Chaika (Seagull) (1959-1981, from the Soviet Union, left), Sunbeam Alpine (1959-1968, from the United Kingdom, centre) and 1961 Chrysler Imperial Crown Windsor (from the US, right).  There's long been much comment about the Heckflosse's fins (only the factory called them Peilstege) being a unexpected concession to a styling fad but they do need to be compared with what was happening not only on both sides of the Atlantic but in Moscow too.

1957 Ford Thunderbird.  Fin-wise, the closest comparison to the Heckflosse was probably the 1957 Ford Thunderbird which, compared with what Chrysler and General Motors (GM) were doing at the time, was quite restrained.  Genuinely, the fins on the first generation Thunderbird (1955-1957) were functional as Peilstege.

On 1 October 1966, Heckflosses were part of the small motorcade in which, having served the twenty year sentences they were lucky to receive from the International Military Tribunal (IMT) at the first Nuremberg Trial (1945-1946), war criminals Albert Speer (1905–1981; Nazi court architect 1934-1942; Nazi minister of armaments and war production 1942-1945) and Baldur von Schirach (1907-1974; head of the Hitlerjugend (Hitler Youth) 1931-1940 & Gauleiter (district party leader) and Reichsstatthalter (Governor) of Vienna 1940-1945) were driven from Spandau prison in Berlin.  The next day he boarded a Pan-Am Boeing 727 for a flight to Hanover, his first time on a jet aircraft because in 1945 permission had been denied (ostensibly on security grounds) for him to go on a test flight in one of the two-seater Messerschmitt Me-262s built for training.  Like many aspects of his life after release, the THF-HAJ flight had been planned while in Spandau, Speer particularly taken with the 727 because he'd so often seen it during its final descent while tending the prison grounds which he'd transformed into a landscaped park.

1971 Mercedes-Benz 280 SE 3.5 Coupé (1969-1971).

On the sedans, the uncharacteristic exuberances were left undisturbed until production ended in 1968 although after 1965, the range was restricted to a line of lower cost, utilitarian models.  The coupé and cabriolet were introduced in 1961 and lasted a decade; truncating the Heckflosse, they achieved an elegance of line Mercedes-Benz has never since matched but then, few have.

1969 Mercedes-Benz 300 SEL 6.3 (W109, 1968-1972).

By 1965, on the W108 and W109 (1965-1972 and which replaced the more expensive W111 models & all the W112 sedans), the fins, though barely discernible, still existed, the factory noting the contribution to structural rigidity, adding strength without the increase in weight the use of other techniques would have imposed.

1978 Mercedes-Benz 450 SLC 5.0 (C107, 1977-1981).

Advances in metallurgy and engineering meant achieving the required strength became possible even without additional curvature in the metal and in 1971 the R107 (roadster 1971-1989) and C107 (coupé 1971-1981) debuted with the rear surface an uninterrupted flat plane.

1978 Mercedes-Benz 450 SEL 6.9 (V116, 1975-1980).

Despite that, a year later, the W116 sedans (1972-1980) were released with the most vestigial of fins.  The retention of styling elements between generations is not unusual, the second generation Range Rover reprising the earlier model’s distinctive hood creases, even though no longer a structural necessity.  Because there was uncertainty around whether US regulators would outlaw convertibles, no coupé or cabriolet version of the W116 was developed which is why a LWB (long wheelbase) coupé version of the R107 SL was released (as the C107 SLC) and the R107 lasted an impressive 18 years, not replaced until 1989.

1954 Chevrolet Corvette.

Almost apologetically, much has always been made of Mercedes-Benz in the late 1950s not being tempted to follow the lead of GM and Chrysler (Ford never really got involved) in making the W111's tailfins (whether they were really there to help when parking or were merely thought fashionable) truly macropterous but that doesn't mean Detroit may have influenced things because they also did some small "Heckflossesque" fins.  One intriguing element on the original Chevrolet Corvette was the use of protrusions to house the taillights.  When in 1953 the Corvette was released, the fins with which US cars of the era were to become so associated had been around for a few year but hadn’t yet grown (variously upwards & outwards) to the absurd proportions they would later assume and there was nothing unusual in taillights being housed in some construction integrated with the bodywork; once just “bolted-on” lens, taillights had become a design element.  What appeared on the early Corvettes are not really fins and are most analogous with the streamlined nacelles which appeared on contemporary aircraft as enclosures for jet engines; that aspect of aviation architecture would for years be a popular motif for the taillight stylists (by then a highly valued member of the team).  Despite that, the accepted term describing the sculptural extensions is “taillight pod”.  Interestingly, in some of the internal corporate memos the term “nacelle” was used but “pod” became the accepted standard.

1954 Corvette taillight (left) in pod with finlets.

The pair of small blades adorning the upper surface (although sometimes referred to as “finettes”) were in the documents of the GM Design Studio called “taillight bezels” or “ornamental finlets” and, modest as they were, the C1 Corvette probably was the first production car with “four fins”, those with them tending to fit them in pairs although, as a piece of biomimicry of aquatic species, some of the memorable inter-war and early post-war Tatras from Czechoslovakia had a single "central fin" running downwards from the rear of the roof.  The Tatra's fin (the concept familiar from LSR (Land Speed Record) machines) was there to enhance straight line stability and it was needed because of the car's configuration (advanced aerodynamics, a rear-mounted V8 engine and swing axles).  The fin did what it said on the tin but did little to alter the handling characteristics which, by virtue of the mechanical layout, could in unskilled hands be challenging.  The Corvette's behavior was more predictable but that didn't apply to the stylists (they weren't yet "designers") at GM and Chrysler who embarked on a process of “finflation” from which, mercifully, Chevrolet's sports car was spared.  Those on the early Corvettes were at least in a similar aspect ratio to those which appeared on actual jet engine nacelles where they were used to direct airflow in the desired direction and there would have been a slight aerodynamic effect (for better or worse) but the finlets were essentially decorative as GM’s memos indicated and similar additions even appeared on some dagmars (such as the 1954 Buicks).  The Corvette’s designers clearly though the moment had passed for when the restyled 1956 range was released, the pods had been banished, never to return.

1959 Pontiac Bonneville Convertible (left) and 1959 Pontiac Catalina Convertible (right).  Pontiac used the elongation of the elliptical taillights as a marker of a model's place in the division's hierarchy.

On the Corvette, the “taillight pod” and “ornamental finlets” combo didn’t make it into the 1956 range but the idea clearly became lodged somewhere in the GM collective memory because, on a grander scale, both were reprised on the 1959 Pontiacs; longer, higher and wider than the 1953 original, the look might have attracted more publicity had GM’s take on fins that year not been dominated by the Cadillac with the “twin bullet taillights” and the Chevrolet’s “bat wings”.  Compared with those extravagances, what Pontiac did was almost subtle and anyway overshadowed by two of the division’s more enduring debuts, the “split grill” and “year of the wide-track” campaign, the former coming and going, the latter lasting for more than a decade.  In a harbinger of what was to come (and ultimately doom Pontiac), all five GM divisions built their cars using the single platform of the GM B-Body and it was remarkable the stylists were able to achieve noticeably different appearances despite sharing the same structural core.  Whether the 1959 Pontiac's four finlets made them a more functional Peilstege than the two on the 1959 Heckflosse seems dubious although at 213.7 inches in length (5,428 mm) compared with the W111's 192 (4,875), drivers of Pontiacs would have needed them more.  Even a 1959 Rolls-Royce Silver Cloud II was only 213 inches (5,410) long and its bustleback had no fins whatever but many were chauffeur-driven so presumably “the help” were anyway good at parking. 

The Heckflosse as rally and race car

Mercedes-Benz 220 SE, Monte Carlo Rally, 1960.

To those accustomed to how things are done in the modern WRC (World Rally Championship) or have memories of the marvellous Group B cars of the 1980s (a category which enthralled everybody except the clipboard crew at the FIA (Fédération Internationale de l'Automobile (the International Automobile Federation)) which, being international sport’s dopiest regulatory body, of course outlawed the things) it will seem improbable the Heckflosse would have been a successful rally car but the record was illustrious.  It’s best remembered for the 220 SE which won the 1960 Monte Carlo Rally but there were many other successes including the 1961 Algiers-Cape Town Central Africa Rally, an arduous event of some 13,500 kilometres (8400 miles) conducted over several weeks on a route from Cape Town to Algiers (a 190 D (a diesel-engined W121 “pontoon” rather than a Heckflosse) had won in 1959 which proved it was a rally which didn’t rely solely on speed).  First run in 1951 and based on an event staged in 1930, in 1956 a Fiat 1100 and a Ford Ranch Wagon V8 (two vehicles most unalike) had tied for first place, the latter driven by Elon Musk's (b 1971) maternal grandfather, chiropractor Joshua Norman Haldeman (1902–1974), who was an interesting character.

Mercedes-Benz factory rally team (part of the competition department, scaled down since the withdrawal from top-flight Formula One and sports car racing after 1999),  Acropolis Rally, 1963.

The most prestigious African rally was the East African Safari and a Heckflosse 220 SE won in 1961, following victories by 219s the previous two years. The 219 (W105, 1956-1959) was a curious anomaly among the post-war Mercedes-Benz saloons in terms of both nomenclature and engineering.  Using a “mix & match” approach which had been part of the transportation business even before things became motorized, the 219 used the 2.2 litre six-cylinder engine familiar in the various 220s (W128 & W180) but mounted it on the shorter “pontoon” platform used by the 4-cylinder 180 & 190 (W120 & W121) variants, the sacrificed length all accounted for by the shorter rear-doors (and thus wheelbase).  It was one of the more elaborate “de-frilling” exercises seen around the world, the variations including a lower cost version of an existing model (Citroën ID vs DS, Cadillac Calais vs De Ville or Chevrolet Biscayne vs Bel Air & Impala) or an existing body with a smaller engine substituted (Humber Hawk vs Super Snipe).  The 219’s designation was unusual in that it was the only occasion the familiar three numerals featured something other than a “0” as the last digit and it’s notable also because the factory, in a blatant attempt to evade the taxes levied on cars with 2.2 litre engines, slightly reduced the displacement.  The FRG (Bundesrepublik Deutschland (Federal Republic of Germany; the old West Germany) 1949-1990) government must have decided this was “un-German” trickery (dieselgate was decades away) because eventually they informed Daimler-Benz the 219 would be taxed as a 2.2 litre vehicle,  This brought production to an end because the effect of the tax increase would have negated the advantage the 219 had enjoyed.

The winning Mercedes-Benz 300 SE, Spa-Francorchamps 24 Hour, 1964.  Note the absence of the chrome trim which usually adorned the W112, the same weight-saving measure not always applied to the rally cars.

Although not obviously a machine built for the circuits, the Heckflosse did win enjoy success on the track, a 220 SE in 1961 winning the second Armstrong 500 in Australia, the event which became the annual Bathurst 1000.  It was even less obviously a rally car but the 220 SE enjoyed a remarkable record in the Poland Rally, winning four successive titles between 1960-1964 and the car also won the 1962 Liège-Sofia-Liège, the factory taking the title in the same event in 1963 with the new 230 SL (the W113 “Pagoda”, 1963-1971).  The Heckflosse also won the Acropolis Rally in two successive years, a 220 SE taking the chequered flag in 1962 and a 300 SE (W112) the following year.  The 300 SE was very much a luxury model which used the then still novel engineering of air suspension which provided a smooth ride but added to weight and complexity, neither quality sought by teams using cars in competition although the system did have the advantage of permitting ground clearance easily to be adjusted; to compensate for the added mass, the 300 SE used a variant of the 3.0 litre straight-6 from the 300 SL (W198; 1954-1963) Gullwing and roadster, a powerful, robust unit.  However, by 1963 it was obvious the days of the big sedans being effective rally cars was drawing to a close; the greater power of the 300 SE had permitted the Heckflosse quite an Indian summer but the immediate future clearly belonged to lighter, more nimble machines such as the Alfa Romeo Giulia, Mini Cooper, Saab 96 and Volvo 122.

Ewy Rosqvist with 220 SE Heckflosse.

However, whether on the circuits or the rally course, there was in the early 1960s nothing unusual about men winning trophies but something of note happened on November 4, 1962 when two Swedish women (driver Ewy Rosqvist (1929–2024) & co-driver Ursula Wirth (1934–2019)), in a 220 SE Fintail (Heckflosse) won the VI Gran Premio Internacional Standard Supermovil YPF (Sixth Touring Car Grand Prix of Argentina), conducted over five days and 2,874 miles (4,625 km) on some of the country’s gruelling, mountainous roads.  The women not only won but dominated the event; for the first time, a single vehicle won all six stages and they set a new race record.  To rub it in, all other competitors were men.  Ewy Rosqvist’s only complaint about the 220 SE was that when driving in the mountains, she’d have preferred one with power steering.  According to company lore, the rough road and hot weather testing of one of the competition department's Heckflosses was conducted in the Australian outback (a good place to find both qualities) and, as test drivers, the factory sent with the car the Ott brothers (dubbed by the locals “Crash Ott” and “Red Ott”); the report from the two burly Bavarians assured head office power assistance was “not needed” because the steering was  “acceptably light”.  

220 SE Heckflosse with spotter plane above.

Working as a veterinary assistant travelling between remote farms, Ewy Rosqvist was brought up on a diet of twisty, often icy roads of dubious quality and it was on those she learned the finer points of rally-style driving, travelling sometimes up to 200 km (125 miles) in a day.  With animals to care for, speed was required (in her bag was often some “time-critical” bull semen) and she took to keeping a log-book in which she recorded how long it took to go from one farm to the next; these entries she regarded as her “lap times”.  Later, she would recall the “unpaved roads, gravel paths and farm roads” with some gratitude because they honed techniques which proved good enough for her to win several European rally championships; she called her memoir Fahrt durch die Hölle (Driving through Hell (1963)).

Argentine Turismo Standard Grand Prix, 1962.

Victory celebrations: Ewy Rosqvist (left) with Ursula Wirth (right).  Between them (in sunglasses) stands Mercedes-Benz team manager Karl Kling (1910–2003) who was a factory driver in 1954-1955, driving both the W196R F1 cars and W196S (300 SLR) sports cars.

Although Daimler-Benz was not unaware of the publicity which would be generated by having a women driving for their competition department, when in 1962 the factory offered her a seat in the Mercedes-Benz works team, genuinely the appointment was on merit and with what was achieved in South America, she justified her place.  The team had appeared in Argentina with a four-car entry (two 220 SEs (W111) and two 300 SEs (W112)), the operation run with the sort of thoroughness which had characterized their Grand Prix campaigns in the 1930s & 1950s and, given the conditions encountered, it was just as well: of the 286 vehicles which started only 43 would finish.  Immediately the women made an impression by winning the first stage and they repeated the feat on the subsequent five, eventually finishing three hours ahead of the second-placed Volvo and setting a new record average speed of 126.87 km/h (78.84 mph).  Undeniably, the women were the most glamorous and photogenic in the field and they captured the country’s imagination, German language newspaper Freie Presse (published in Buenos Aires) reporting: “It was not the Cuban missile crisis [16-28 October 1962], but rather the two blondes from Scandinavia who dominated the headlines in the country’s daily newspapers.”

Nail

Nail (pronounced neyl)

(1) A slender, typically rod-shaped rigid piece of metal, usually in many lengths and thicknesses, having (usually) one end pointed and the other (usually) enlarged or flattened, and used for hammering into or through wood, concrete or other materials; in the building trades the most common use is to fasten or join together separate pieces (of timber etc).

(2) In anatomy, a thin, horny plate, consisting of modified epidermis, growing on the upper side of the end of a finger or toe; the toughened protective protein-keratin (known as alpha-keratin, also found in hair) at the end of an animal digit, such as fingernail.

(3) In zoology, the basal thickened portion of the anterior wings of certain hemiptera; the basal thickened portion of the anterior wings of certain hemiptera; the terminal horny plate on the beak of ducks, and other allied birds; the claw of a mammal, bird, or reptile.

(4) Historically, in England, a round pedestal on which merchants once carried out their business.

(5) A measure for a length for cloth, equal to 2¼ inches (57 mm) or 1⁄20 of an ell; 1⁄16 of a yard (archaic); it’s assumed the origin lies in the use to mark that length on the end of a yardstick.

(6) To fasten with a nail or nails; to hemmer in a nail.

(7) To enclose or confine (something) by nailing (often followed by up or down).

(8) To make fast or keep firmly in one place or position (also used figuratively).

(8) Perfectly to accomplish something (usually as “nailed it”).

(9) In vulgar slang, of a male, to engage in sexual intercourse with (as “I nailed her” or (according to Urban Dictionary: “I nailed the bitch”).

(10) In law enforcement, to catch a suspect or find them in possession of contraband or engaged in some unlawful conduct (usually as “nailed them”).

(11) In Christianity, as “the nails”, the relics used in the crucifixion, nailing Christ to the cross at Golgotha.

(12) As a the nail (unit), an archaic multiplier equal to one sixteenth of a base unit

(13) In drug slang, a hypodermic needle, used for injecting drugs.

(14) To detect and expose (a lie, scandal, etc)

(15) In slang, to hit someone.

(16) In slang, intently to focus on someone or something.

(17) To stud with or as if with nails.

Pre 900: From the Middle English noun nail & nayl, from the Old English nægl and cognate with the Old Frisian neil, the Old Saxon & Old High German nagal, the Dutch nagel, the German Nagel, the Old Norse nagl (fingernail), all of which were from the unattested Germanic naglaz.  As a derivative, it was akin to the Lithuanian nãgas & nagà (hoof), the Old Prussian nage (foot), the Old Church Slavonic noga (leg, foot), (the Serbo-Croatian nòga, the Czech noha, the Polish noga and the Russian nogá, all of which were probably originally a jocular reference to the foot as “a hoof”), the Old Church Slavonic nogŭtĭ, the Tocharian A maku & Tocharian B mekwa (fingernail, claw), all from the unattested North European Indo-European ənogwh-.  It was further akin to the Old Irish ingen, the Welsh ewin and the Breton ivin, from the unattested Celtic gwhīnā, the Latin unguis (fingernail, claw), from the unattested Italo-Celtic əngwhi-;the Greek ónyx (stem onych-), the Sanskrit ághri- (foot), from the unattested ághli-; the Armenian ełungn from the unattested onogwh-;the Middle English verbs naile, nail & nayle, the Old English næglian and cognate with the Old Saxon neglian, the Old High German negilen, the Old Norse negla, from the unattested Germanic nagl-janan (the Gothic was ganagljan).  The ultimate source was the primitive Indo-European h₃nog- (nail) and the use to describe the metal fastener was from the Middle English naylen, from the Old English næġlan & nægl (fingernail (handnægl)) & negel (tapering metal pin), from the Proto-Germanic naglaz (source also of Old Norse nagl (fingernail) & nagli (metal nail).  Nail is a noun & verb, nailernailless & naillike are adjectives, renail is a verbs, nailing is a noun & vern and nailed is a verb & adjective; the noun plural is nails.

Nail is modified or used as a modifier in literally dozens of examples including finger-nail, toe-nail, nail-brush, nail-file, rusty-nail, garden-nail, nail-fungus, nail-gun & frost-nail.  In idiomatic use, a “nail in one's coffin” is a experience or event that tends to shorten life or hasten the end of something (applied retrospectively (ie post-mortem) it’s usually in the form “final nail in the coffin”.  To be “hard as nails” is either to be “in a robust physical state” or “lacking in human feelings or without sentiment”. To “nail one's colors to the mast” is to declare one’s position on something.  Something described as “better than a poke in the eye with a rusty nail” is a thing, which while not ideal, is not wholly undesirable or without charm.  In financial matters (of payments), to be “on the nail” is to “pay at once”, often in the form “pay on the nail”.  To “nail something down” is to finalize it. To have “nailed it” is “to perfectly have accomplished something” while “nailed her” indicates “having enjoyed sexual intercourse with her”.  The “right” in the phrase “hit the nail right on the head” is a more recent addition, all known instances of use prior to 1700 being “hit the nail on the head” and the elegant original is much preferred.  It’s used to mean “correctly identify something or exactly to arrive at the correct answer”.  Interestingly, the Oxford English Dictionary (OED) notes there is no documentary evidence that the phrase comes from “nail” in the sense of the ting hit by a hammer.

Double-headed nails.

Double-headed nails are used for temporary structures like fencing.  When the shaft is hammered in to the point where the surface of the lower head is flat against the surface of that into which it's being hammered, it leaves the upper head standing proud with just enough of the shaft exposed to allow a claw-hammer to be used to extract nail.  There is a story that as part of an environmental protest against the building or demolition of some structure (the tales vary), activists early one morning went to the temporary fencing around the contested site and hammered in all the double-headed nails.  This is believed to be an urban myth.

The sense of “fingernail” appears to be the original which makes sense give there were fingernails before there were spikes (of metal or any other material) used to build stuff.  The verb nail was from the Old English næglian (to fix or fasten (something) onto (something else) with nails), from the Proto-Germanic ganaglijan (the source also of the Old Saxon neglian, the Old Norse negla, the Old High German negilen, the German nageln and the Gothic ganagljan (to nail), all developed from the root of the nouns.  The colloquial meaning “secure, succeed in catching or getting hold of (someone or something)” was in use by at least the 1760; hence (hence the law enforcement slang meaning “to effect an arrest”, noted since the 1930s.  The meaning “to succeed in hitting” dates from 1886 while the phrase “to nail down” (to fix in place with nails) was first recorded in the 1660s.

Colors: Lindsay Lohan with nails unadorned and painted.

As a noun, “nail-biter” (worrisome or suspenseful event), perhaps surprisingly, seems not to have been in common use until 1999 an it’s applied to things from life-threatening situations to watching close sporting contests.  The idea of nail-biting as a sign of anxiety has been in various forms of literature since the 1570s, the noun nail-biting noted since 1805 and as a noun it was since the mid-nineteenth century applied to those individuals who “habitually or compulsively bit their fingernails” although this seems to have been purely literal rather than something figurative of a mental state.  Now, a “nail-biter” is one who is “habitually worried or apprehensive” and they’re often said to be “chewing the ends of their fingernails” and in political use, a “nail biter” is a criticism somewhat less cutting than “bed-wetter”.  The condition of compulsive nail-biting is the noun onychophagia, the construct being onycho- (a creation of the international scientific vocabulary), reflecting a New Latin combining form, from the Ancient Greek ὄνυξ (ónux) (claw, nail, hoof, talon) +‎ -phagia (eating, biting or swallowing), from the Ancient Greek -φαγία (-phagía).  A related form was -φαγος (-phagos) (eater), the suffix corresponding to φαγεῖν (phageîn) (to eat), the infinitive of ἔφαγον (éphagon) (I eat), which serves as aorist (essentially a compensator for sense-shifts) (for the defective verb ἐσθίω (esthíō) (I eat).  Bitter-tasting nail-polish is available for those who wish to cure themselves.  Nail-polish as a product dates from the 1880s and was originally literally a clear substance designed to give the finger or toe-nails a varnish like finish upon being buffed.  By 1884, it was being sold as “liquid nail varnish” including shads of black, pink and red although surviving depictions in art suggests men and women in various cultures have for thousands of years been coloring their nails.  Nail-files (small, flat, single-cut file for trimming the fingernails) seem first to have been sold in 1819 and nail-clippers (hand-tool used to trim the fingernails and toenails) in 1890.

Francis (1936-2025; pope 2013-2025) at the funeral of Cardinal George Pell (1941-2023), St Peter’s Basilica, the Vatican, January 2023.

The expression "nail down the lid" is a reference to the lid of a coffin (casket), the implication being one wants to make doubly certain anyone within can't possible "return from the dead".  The noun doornail (also door-nail) (large-headed nail used for studding batten doors for strength or ornament) emerged in the late fourteenth century and was often used of many large, thick nails with a large head, not necessarily those used only in doors.  The figurative expression “dead as a doornail” seems to be as old as the piece of hardware and use soon extended to “dumb as a doornail” and “deaf as a doornail).  The noun hangnail (also hang-nail) is a awful as it sounds and describes a “sore strip of partially detached flesh at the side of a nail of the finger or toe” and appears in seventeenth century texts although few etymologists appear to doubt it’s considerably older and probably a folk etymology and sense alteration of the Middle English agnail & angnail (corn on the foot), from the Old English agnail & angnail.  The origin is likely to have been literally the “painful spike” in the flesh when suffering the condition.  The first element was the Proto-Germanic ang- (compressed, hard, painful), from the primitive Indo-European root angh- (tight, painfully constricted, painful); the second the Old English nægl (spike), one of the influences on “nail”.  The noun hobnail was a “short, thick nail with a large head” which dates from the 1590s, the first element probably identical with hob (rounded peg or pin used as a mark or target in games (noted since the 1580s)) of unknown origin.  Because hobnails were hammered into the leather soles of heavy boots and shoes, “hobnail” came in the seventeenth century to be used of “a rustic person” though it was though less offensive than forms like “yokel”.

Nails and pins

Mug shot “pin” from TeePublic featuring Lindsay Lohan (b 1986, left), Donald Trump (b 1946; POTUS 2017-2021 and since 2025) and Paris Hilton (b 1981, right).  In this context, although the product really is “the badge”, the name was gained from the built-in pin supplied to secure the object to clothing.

As designs, a nail and a pin are similar, obviously differing only in scale but the function of each is different.  A nail’s primary purpose is to function as a structural fastener joining materials (most typically two or more pieces of wood) although there are specialized nails driven into substrate by impact (variously with hammers or nail guns (sometimes called “pin-nailers”, some of which are built to fire “panel pins” (very slender nails) or small “headless nails”).  A nail relies on friction and compression in the surrounding material for its holding strength.  Pins look like scaled-down nails but mostly are used for alignment, retention or pivoting, rather than structural load-bearing.  Because of their more delicate construction, pins often are inserted through specific-purpose, pre-existing holes and in many cases are intended to be temporary and are thus removable.  Visually, both nails and pins have heads (round, flat, clipped etc) and a tapered shank with a tip pointed for pointed tip for penetration (“snub-nosed” nails do exist but are rare) and both are designed slightly to deform the surrounding material when driven.  The most obvious difference is that a pin’s head is very small and some are spherical and made from plastic; they’re designed only to be pushed with finger-pressure rather than being hit with a hammer.  Although the term “pin” is used for some specialized devices used in building and engineering (dowel pin, pivot pin, gudgeon pin (also as wrist pin), roll pin, cotter pin etc), the word is most associated with the tailor’s pin (used mostly in textiles and usually clipped to “pin”).  In jewelry design and textiles there are also variants including the “lapel pin” and the fashion industry’s device of last resort, the “safety pin”.

Pinhead in publicity shot for Hellraiser III: Hell on Earth (1992).

Clive Barker's (b 1952) supernatural horror movie Hellraiser (1987) was based on his novella The Hellbound Heart (1986) and was a surprise hit, making it a franchise which has thus far spawned nine sequels, the most recent released in 2022.  The plot involved a mysterious puzzle box that, when opened, summoned the Cenobites, a group of extra-dimensional, sadomasochistic beings unable to differentiate between pain and pleasure.  It was a good premise for a horror movie but the character who really captured the audience's imagination was the unnamed figure viewers dubbed “Pinhead”.  Although Pinhead appeared in the original film for fewer than ten minutes, the character became the franchise’s focal point and has since dominated the publicity material for subsequent releases.  The popularity of Hellraiser has been maintained and it’s hoped that for the next release the producers will offer the part to Peter Dutton (b 1970; leader of the Liberal Party of Australia 2022-2025).

Peter Dutton captured by a photographer during a happy moment (left), Pinhead with the box able to summon the Cenobites (centre) and and artist's depiction of Mr Dutton in “Pinhead mode” (digitally altered image, right).

No longer burdened with tiresome parliamentary duties since losing his seat in the 2025 Australian general election, Mr Dutton has time for a third career and he should be good at playing an unsmiling character who speaks in a relentless monotone; really, all he need do is act naturally.  It’s suspected also he’ll be good at learning a script given the decades he spent parroting “talking points” and TWS (three word slogans).  While it’s an urban myth Mr Dutton wasn’t offered the part of Lord Voldemort in the Harry Potter movie franchise because he was deemed “too scary”, as Pinhead he’d be “just scary enough”.  While the LNP (Liberal National Party) state government in Queensland recently has appointed Mr Dutton to the board of the QIC (Queensland Investment Corporation, the investment manager of the state’s Aus$135 billion in assets), it’s understood his duties in the Aus$130,000 per annum role will be neither onerous or time-consuming so there’ll be ample opportunity for film-shoots.  Although when in opposition the LNP had decried the ALP (Australian Labor Party) government’s frequent appointment of ALP figures to lucrative sinecures, once in office the LNP continued the “jobs for the boys” tradition.  In the modern era, the two most striking characteristics of right-wing fanatics is (1) a fondness for sitting safely in a bunker while advocating for (and sometimes sending) other people's children to go a fight a war somewhere and (2) after a career spent extolling the virtues of “private enterprise” and criticizing “government waste”, being anxious to get back on the public payroll as soon as their political careers end.  Reassuringly for taxpayers who may have been worried Mr Dutton would not be able to continue to enjoy the lifestyle to which their taxes made him accustomed (“entitled” as he might have put it), it’s believed his director’s fees from QIC will not affect his parliamentary pension (understood to be between Aus$260,000-Aus$280,000 per annum).

The Buick Nailhead

In the 1930s, the straight-8 became a favorite for manufacturers of luxury cars, attracted by its ease of manufacture (components and assembly-line tooling able to be shared with those used to produce a straight-6), the mechanical smoothness inherent in the layout and the ease of maintenance afforded by the long, narrow configuration, ancillary components readily accessible.  However, the limitations were the relatively slow engine speeds imposed by the need to restrict the “crankshaft flex” and the height of the units, a product of the long strokes used to gain the required displacement.  By the 1950s, it was clear the future lay in big-bore, overhead valve V8s although the Mercedes-Benz engineers, unable to forget the glory days of the 1930s when the straight-eight W125s built for the Grand Prix circuits generated power and speed Formula One wouldn’t see until the 1980s, noted the relatively small 2.5 litre (153 cubic inch) displacement limit for 1954 and conjured up a final fling for the layout.  Used in both Formula One as the W196R and in sports car racing as the W196S (better remembered as the 300 SLR) the new 2.5 & 3.0 litre (183 cubic inch) straight-8s, unlike their pre-war predecessors, solved the issue of crankshaft flex (the W196's redline was 9500 compared with the W125's 5800) by locating the power take-off at the centre, adding mechanical fuel-injection and a desmodromic valve train to make the things an exotic cocktail of ancient & modern (on smooth racetracks and in the hands of skilled drivers, the swing axles at the back not the liability they might sound).  Dominant during 1954-1955 in both Formula One & the World Sports Car Championship, they were the last of the straight-8s in top-line competition.

Schematic of Buick “Nailhead” V8, 1953-1966.

Across the Atlantic, the US manufacturers also abandoned their straight-8s.  Buick introduced their overhead valve (OHV) V8 in 1953 but, being much wider than before, the new engine had to be slimmed somewhere to fit between the existing inner-fenders (it would not be until later the platform was widened).  To achieve this, the engineers narrowed the cylinder heads, compelling both a conical (the so-called “pent-roof”) combustion chamber and an arrangement in which the sixteen valves pointed directly upwards on the intake side, something which not only demanded an unusual pushrod & rocker mechanism but also limited the size of the valves.  So, the valves had to be tall and narrow and, with some resemblance to nails, they picked up the nickname “nail valves”, morphing eventually to “nailhead” as a description of the whole engine.  The valve placement and angle certainly benefited the intake side but the geometry compromised the flow of exhaust gases which were compelled by their anyway small ports to make a turn of almost 180^o on their way to the tailpipe.  As an indication of the heat-soak generated by that 180^o turn, the surrounding water passages were very wide. 

It wasn't the last time the head design of a Detroit V8 would be dictated by considerations of width.  When Chrysler in 1964 introduced the 273 cubic inch (4.5 litre) V8 as the first of its LA-Series (that would begat the later 318 (5.2), 340 (5.5) & 360 (5.9) as well as the V10 made famous in the Dodge Viper), the most obvious visual difference from the earlier A-Series V8s was the noticeably smaller cylinder heads.  The A engines used as skew-type valve arrangement in which the exhaust valve was parallel to the bore with the intake valve tipped toward the intake manifold (the classic polyspherical chamber).  For the LA, Chrysler rendered all the valves tipped to the intake manifold and in-line (as viewed from the front), the industry’s standard approach to a wedge combustion chamber.  The reason for the change was that the decision had been taken to offer the compact Valiant with a V8 but it was a car which had been designed to accommodate only a straight-six and the wide-shouldered polyspheric head A-Series V8s simply wouldn’t fit.  So, essentially, wedge-heads were bolted atop the old A-Series block but the “L” in LA stood for light and the engineers wanted something genuinely lighter for the compact (in contemporary US terms) Valiant.  Accordingly, in addition to the reduced size of the heads and intake manifold, a new casting process was developed for the block (the biggest, heaviest part of an engine) which made possible thinner walls.  "Light" is however a relative term and the LA series was notably larger and heavier than Ford's "Windsor" V8 (1961-2000) which was the exemplar of the "thin-wall" technique.  This was confirmed in 1967 when, after taking control of Rootes Group, Chrysler had intended to continue production of the Sunbeam Tiger, by then powered by the Ford Windsor 289 (4.7 litre) but with Chrysler’s 273 LA V8 substituted.  Unfortunately, while 4.7 Ford litres filled it to the brim, 4.4 Chrysler litres overflowed; the Windsor truly was compact.  Allowing it to remain in production until the stock of already purchased Ford engines had been exhausted, Chrysler instead changed the advertising from emphasizing the “…mighty Ford V8 power plant” to the vaguely ambiguous “…an American V-8 power train”.

322 cubic inch Nailhead in 1953 Buick Skylark convertible (left) and 425 cubic inch Nailhead in 1966 Buick Riviera GS (with dual-quad MZ package, right).  Note the “Wildcat 465” label on the air cleaner, a reference to the claimed torque rating, something most unusual, most manufacturers using the space to advertise horsepower or cubic inch displacement (CID).

The nailhead wasn’t ideal for producing top-end power but the design did generate prodigious low-end torque, something much appreciated by Buick's previous generation of buyers who much had relished the low-speed responsiveness of the famously smooth straight-8.  However, like everybody else, Buick hadn’t anticipated that as the 1950s unfolded, the industry would engage in a “power race”, something to which the free-breathing Cadillac V8s and Chrysler’s Hemis were well-suited.  For that, the somewhat strangulated Buick Nailhead was not at all suited and to gain power the engineers were compelled to add high-lift, long-duration camshafts which enabled the then magic 300 HP (horsepower) number to be achieved but at the expense of smoothness; tales of Buick buyers (long accustomed to straight-8s that ran so smoothly at idle it could be hard to tell if the things were running) returning to the dealer to fix the “rumpity-rump” became legion.  Still, the Nailhead was robust, relatively light and offered what was then a generous displacement and the ever inventive hot-rod community soon worked out the path to power was to use forced induction and invert the valve use, the supercharger blowing the fuel-air mix into the combustion chambers through the exhaust ports while the exhaust gases were evacuated through the larger intake ports.  Thus, for a while, the Nailhead enjoyed a role as a niche player although the arrival in the mid 1950s of the much more tuneable Chevrolet V8s ended the vogue for all but a few devotees who continued use well into the 1960s.  Buick acknowledged reality and, unusually, instead of following the industry trend and drawing attention to displacement & power, publicized their big torque numbers, confusing some (though probably not Buick buyers who were a loyal crew who sometimes would look down on more expensive Cadillacs because they were "flashy").  The unique appearance of the old Nailhead retains some nostalgic appeal for the modern hot-rod community and they do sometimes appear, a welcome change from the more typical small-block Fords or Chevrolets.

Lockheed SR-71 Blackbird (1964-1999).

Not confused about numbers was the USAF (United States Air Force) which was much interested in power for its aircraft but also had a special need for torque on the tarmac and briefly that meant another quirky niche for the Nailhead.  The Lockheed SR-71 Blackbird (1964-1979) was a long-range, high-altitude supersonic (Mach 3+) aircraft used by the USAF for reconnaissance between 1966-1998 and by the NASA (National Aeronautics & Space Administration) for observation missions as late as 1999.  Something of a high-water mark among the extraordinary advances made in aeronautics and materials construction during the Cold War, the SR-71 used Pratt & Whitney J58 turbojet engines which featured an innovative, secondary air-injection system for the afterburner, permitting additional thrust at high speed.  The SR-71 still holds a number of altitude and speed records and Lockheed’s SR-72, a hypersonic unmanned aerial vehicle (UAV) is said to be in an “advanced stage” of design and construction although whether any test flights will be conducted before 2030 remains unclear, the challenges of sustaining in the atmosphere velocities as high as Mach 6+ onerous given the heat generated and stresses imposed by the the fluid dynamics of air at high speed.

Drawing from user manual for AG330 starter cart (left) and AG330 starter cart with dual Buick Nailhead V8s (right).

At the time, the SR-71 was the most exotic aircraft on the planet but during testing and early in its career, just for the engines to start it relied on a pair of even then technologically bankrupt Buick Nailhead V8s.  These were mounted in a towed cart and were effectively the turbojet’s starter motor, a concept developed in the 1930s as a work-around for the technology gap which emerged as the V12 aero-engines became too big to start by hand but lacked on-board electrical systems to trigger ignition.  The two Nailheads were connected by gears to a single, vertical drive shaft which ran the jet up to the critical speed at which ignition became self-sustaining.  The engineers chose the Nailheads after comparing them to other large displacement V8s, the aspect of the Buicks which most appealed being the torque generated at relatively low engine speeds, a characteristic ideal for driving an output shaft, torque best visualized as a "twisting" force.  After the Nailhead was retired in 1966, later carts used Chevrolet big-block V8s but in 1969 a pneumatic start system was added to the infrastructure of the USAF bases from which the SR-71s most frequently operated, the sixteen-cylinder carts relegated to secondary fields the planes rarely used.