Witch

Witch (pronounced wich)

(1) A person, historically either male or female but now especially a woman, who professes or is supposed to practice magic or sorcery; a sorceress (especially popular in mythology and fiction but also associated with certain societies and historical periods and still current in some countries).

(2) In the weird world of the "new age movement", a practitioner of a nature-based religion founded on ancient beliefs, which honors both a male and female divine principle and includes the practice of magic (associated especially with healing).

(3) An informal and derogatory term for an ugly, mean or wicked old woman; a hag.

(4) Used selectively, a fascinating or enchanting woman (usually in the (figurative) sense of "bewitching").

(5) A person who uses a divining rod; dowser (archaic).

(6) In the sense of "witch-hunt", an intensive effort to discover and expose disloyalty, subversion, dishonesty or the like, based usually on slight, doubtful, or irrelevant evidence.

(7) A flatfish, Pleuronectes (or Glyptocephalus) cynoglossus, of North Atlantic coastal waters, having a narrow greyish-brown body marked with tiny black spots.  The family group is Pleuronectidae (plaice, flounders etc)

(8) In geometry, a certain curve of the third order, also known as versiera.

(9) In entomology, the Indomalayan butterfly Araotes lapithis, of the Lycaenidae family.

Pre 900: From the Middle English wicche from the Old English wicce (sorceress, witch (female)), the feminine forms existing in conjunction with wicca (witch, sorcerer, wizard), the masculine deverbative from wiccian (to practice sorcery) from the Proto-Germanic wikkōną.  Related were the West Frisian wikje, wikke (to foretell, warn), the Low German wicken (to soothsay) and the Dutch wikken, wichelen (to dowse, divine).  Root was the primitive Indo-European wik-néh, derivation of weyk- (to consecrate; separate); akin to the Latin victima (sacrificial victim), the Swedish vicka (to move to and fro), the Lithuanian viẽkas (life-force) and the Sanskrit विनक्ति (vinákti) (to set apart, separate out).  Witch, witchcraft, witcher & witchery are nouns; witching is a verb & adjective and witchy is an adjective, the noun plural is witches.

The homophones “witch” & “which” are yet another pair that must make those learning English wonder how a language with so many curious anomalies became something of the planet’s lingua franca.  Which was from the Middle English which, hwic, wilche, hwilch, whilk & hwilc, from the Old English hwelċ (which), from the Proto-Germanic hwilīkaz (literally “like what” and used in the sense of “what kind”), from hwaz.  It was cognate with the Scots whilk, the West Frisian hokker, the Dutch welk, the Low German welk, the German welcher, the Danish hvilken, the Swedish vilken, the Norwegian hvilken and the Icelandic hvílíkur, all of which convey the sense of the English “which”.  “Which” is used (1) as an interrogative (seeking a choice from a limited number or group implied to be a closed set), (2) as a relative pronoun (either adding introducing clauses or referring to a whole statement or (3) as conditional or indefinite (whichever) operator used to mean any one or whichever option from a group.

An illustrative example was Sir Robert Menzies (1894–1978; Prime Minister of Australia 1939-1941 & 1949-1966) leaving a cocktail party after having been introduced to a number of visiting dignitaries from the Balkans, confessing to his companion he’d be unlikely to recall: “which ‘vitch’ was which”.  In English, the choice between “that” and “which” often baffles but the convention is “that” is used when introducing a restrictive (essential) clause and “which” when the clause is non-restrictive.  To illustrate that (1): “The car that has the red interior is mine” (the clause identifies which car) and (2) “The car, which has a red interior, is mine” (identity of car already certain).  However, “which vs that” is more a convention of style than a hard grammatical “law” and a handy rule of thumb is (1) if “that” can be removed from a sentence without compromising meaning, it should be removed, (2) if a comma exists, use “which” and (3) if there’s no comma, used “that”.  That will please most people most of the time.

An obviously guilty witch haranguing the court, lithograph of a witch trial in Salem, Massachusetts, circa 1692.

The OED (Oxford English Dictionary) does note the generally accepted etymology is not without phonetic or semantic difficulties and suggests some connection with the Old English wigle (divination) and wig & wih (idol), the nouns representing a Proto-Germanic wikkjaz (necromancer) (one who wakes the dead) from the primitive Indo-European weg-yo from weg (to be strong, be lively).  That wicce once had a more specific sense than the later general one of "female magician, sorceress" is suggested by the presence of other words in Old English describing more specific kinds of magical craft.  “Witch doctor” is from circa 1715; from the mid 1830s it was applied to African “healers by means of spells & potions”, soon becoming interchangeable with “medicine man”.  The fear of witches and witchcraft is described as wiccaphobia and neither phobia nor subject has ever been mentioned in the APA’s (American Psychiatric Association) DSM (Diagnostic and Statistical Manual of Mental Disorders) although that’s not unusual, the DSM not listing phobias as distinct diagnostic identities but instead providing diagnostic criteria for categorizing phobias listed under five headings: (1) animal type, (2) natural environment type, (3) blood-injection-injury type, (4) situational type & (5) other types.  Depending on the patient's circumstances, a clinician presumably would place their wiccaphobia in either (4) or (5).

Poster for the movie Warlock (1989).  In Hollywood, warlocks are men and witches are women.

However, although "witchcraft" and "witch" may not appear in the DSM, both terms did once make frequent appearances in the literature of medicine and psychiatry.  Historically, at least some of those accused of practicing witchcraft in the Middle Ages and early modern period are thought to have been experiencing conditions such as severe depression, epilepsy, or psychosis; rather than being condemned as witches, they’d now be diagnosed with a neurological or mental illnesses.  In the modern era, clinicians are trained to detect the difference between true psychotic delusions (a manifestation of irrational phobias) and beliefs a product of cultural or religious conditioning.  Sometimes seriously and sometimes less so, there have been scholars and other critics (including ex-patients) of modern psychiatry who have compared the DSM to the old “witch-hunting” texts, the classic example the Malleus Maleficarum.  Written by German Dominican friar and inquisitor Heinrich Kramer (circa 1430-1505), the widely-read treatise Malleus Maleficarum (Hammer of Witches, 1487), not only described the rituals of witchcraft but was also a manual for the identification of witches, documenting methods by which their guilt could be proven (as a prelude to execution).  Scholars now regard Malleus Maleficarum not as original but a kind of “review of the classics” and a codification of many previous works but the publication long exerted much influence on the witch trials of the early modern period.  Kramer was on sound theological and political ground because early as the tenth century the Church had published Canon Episcopi (Canon Law) in which it was made explicit witchcraft and magic were delusions and practitioners (or even believers) were suffering “possession by the Devil”.

To gain a flavour of the Malleus Maleficarum, consider the representative extract: “What else is woman but a foe to friendship, an inescapable punishment, a necessary evil, a natural temptation, a desirable calamity, a domestic danger, a delectable detriment, an evil of nature, painted in fair colors...The word woman is used to mean the lust of the flesh, as it is said: I have found a woman more bitter than death, and a good woman more subject to carnal lust...Women are naturally more impressionable...Women are intellectually like children...She is more carnal than a man, as is clear from her many carnal abominations...Therefore a wicked woman is by her nature quicker to waver in her faith, and consequently quicker to abjure the faith, which is the root of witchcraft...”  One does suspect copies of the Malleus Maleficarum might sit well-thumbed on the bedside tables of Talibs in Kabul and ayatollahs in Tehran.  They know the old ways are best.

The old ways are best: Malleus Maleficarum.

The comparison between Malleus Maleficarum and the DSM is the claim both are guidebooks used by an elite to label and classify nonconformity or social deviance as “abnormal” and thus to be “treated” (sometimes by incarceration).  Structuralists note one interesting aspect of this is the “imprimatur of veracity” provided by the written word, both Kramer’s text and the DSM gaining their authority from being hefty published works.  While Malleus Maleficarum faded from use, the DSM’s seven decade evolution from DSM-I (1952: 130 pages listing 106 mental disorders) to DSM-5-TR (2022: 1152 pages and 298 disorders) has been one of increasing influence to the point that, in the minds of many, it is definitive.  The “mission creep” of the DSM has attracted comment and while whether there’s now “more madness” or what there now is more readily identified and better treated can be debated, the growth of the profession also accounts for some of the spread, doctors sometimes in demarcation disputes about who gets to treat whom: With each addition to the DSM the psychiatrists get to stake their claim to another market segment and in the twenty-first century, the DSM seems as canonical a text as was Malleus Maleficarum in the sixteenth.

Nylon, 30 January, 2015.

In 2015, Nylon ran the story Lindsay Lohan had taken up witchcraft and wished to be consecrated by a coven as a white witch.  Nylon did caution the source of the story was the National Enquirer, a publication sometimes referred to as a NRS (normally reliable source) with some irony; a representative for Ms Lohan released a statement denying she practiced witchcraft.  Published continuously since 1926, since the early 2000s the National Enquirer has been a good source of Lohanic content, its coverage extending to her weight (suggestions of anorexia during “thin phase”), driving history (patchy), being stalked by the Freemasons (verified), feuds (frequent), legal issues (since resolved), family squabbles (legion), hair care (highly recommended), shoe & handbag collections (much envied) and, of course, aspiration to be admitted to a coven of witches (dubious).  

Women being burned at the stake (circa 1580), engraving by Dutch illustrator Jan Luyken (1649–1712).  Widely practiced in parts of Europe, in England, burnings at the stake tended to be restricted to those convicted of heresy, convicted witches usually hanged (if they survived the various "trials by ordeal" used to establish guilt).

The glossary of the Laws of Ælfred (circa 890) translates the Latin necromantia (demonum invocatio) as galdre or wiccecræft and in the Anglo-Saxon poem Men's Crafts, wiccræft appears to mean "skill with horses" so the OED is right to note the contested history but, in the history of the British Isles, the mention in the Laws of Ælfred of witchcraft being exclusively female activity is unique although that sense clearly endured and by the early 1600s, the feminine form was so dominant that the forms "men-witches" or "he-witches" came into use.  Warlock was never a universally accepted masculine form of witch despite the notion in modern popular culture and it’s from wicca that English ultimately gained both wizard and wicked.  Even in the sixteenth century, the implications were blurred, Reginald Scot in his The Discoverie of Witchcraft (1584) asserting it was synonymous in the English tongue to say either “she is a witch” or “she is a wise woman”.  In the popular imagination there's still a widespread perception witches were burned at the stake and while that was the case in many places (along with other methods of dispatch), in the English-speaking world, because witchcraft was a felony in both England and the American colonies, witches were hanged and not burned.  Witches’ bodies were burned in Scotland, although, just to be sure, they were first strangled to death.  The confusion may have arisen because there were cases of witches being burned at the stake but that was because they'd been convicted also of heresy.

Crooked Hillary Clinton (b 1947; US secretary of state 2009-2013) has never denied practicing witchcraft (digitally altered image).

The extended sense of “young woman or girl of bewitching aspect or manners” was in use by at least 1740 and although that sense has been used both admiringly (of “feminine charms) and as a warning (of the power of a seductress over men) it seems now usually positive and of “ways & means” rather than merely the Paris Hiltonesque “hot”.  It’s certainly more encouraging than the use in the Old Testament in which appears מְכַשֵּׁפָה (mekhashshepheh, in the Hebrew the feminine term for an “enchantress or sorceress”.  The word was from the root כשף (kashaph) and used to refer to those who whispered mystic formulas or cast spells, antics that attracted one of the more famous (and consequential) biblical injunctions: “Thou shalt not suffer a witch to live.” (Exodus 22:18; King James Version of the Bible (KJV, 1611)).  A similar condemnation also appears in Deuteronomy 18:10-12:

10 There shall not be found among you any one that maketh his son or his daughter to pass through the fire, or that useth divination, or an observer of times, or an enchanter, or a witch.

11 Or a charmer, or a consulter with familiar spirits, or a wizard, or a necromancer.

12 For all that do these things are an abomination unto the Lord: and because of these abominations the Lord thy God doth drive them out from before thee.

The verse “Thou shalt not suffer a witch to live” echoed through time, the Mosaic legal decree held to command the execution of those practicing sorcery or illicit magic.  In the archaic English of the KJV, “suffer” means “allow or permit”, thus the understanding “Do not allow a sorceress to live”.  However, scripture is open to interpretation and, for thousands of years, priests, theologians (amateur & professional), lawyers and charlatans (there’s some overlap between those categories) have done exactly that and adding to the tangle is the history of variations in translation and meaning-shifts in words.  In the ancient Septuagint (a translation in Ancient Greek), the Hebrew word was translated as pharmakos (a brewer of lethal potions, drugs, or poisons) leading some scholars argue the verse targeted “dark herbalists” (ie those who literally mixed poisons) while others held this was metaphorical and still explicitly proscribed (on pain of death) supernatural sorcery.  The latter (harsher) view is more in accord with the spirit of Deuteronomy in which it was made clear all must follow the teachings in the tradition of the prophet Moses, meaning all divination and magical techniques of enquire must be eliminated on the grounds such things were “spiritual treason”.  For the ancient Israelites, spells and magical incantations were attempts to bypass God's authority by manipulating spiritual forces or a summoning of pagan deities, sorcery thus a form of idolatry that threatened the purity of the community.  Of course the commentaries have always emphasised execution of transgressors must be judicial with the accused granted due process; neither in Exodus or Deuteronomy is licence granted for vigilantism or mob justice.

The historical legacy of Exodus 22:18 was profound and lingered long in Western culture.  It was James I (1566–1625;King of England 1603-1625) who commissioned the translation still influential as the KJV and he was a religious zealot both fearful of and somewhat obsessed with the dangers in witchcraft; translating mekhashepha specifically as “witch” reinforced the secular laws of his time and on both sides of the Atlantic, European inquisitors and American Puritans alike, cited Exodus 22:18 as the primary biblical justification to hunt, torture, and execute thousands (mostly women) accused of witchcraft.  Delivered mostly by the European colonialists, scripture (often selectively quoted) spread to other continents and to this day, Akan Christians in Ghana justify praying for the death and destruction of witches and wizards of the basis of “not suffering witches to live”.  In some places where the scriptural condemnation of witches became better embedded in culture than the companion notion of "due process before punishment", mobs not infrequently assemble and kill those accused of witchcraft, parts of Africa and PNG (Papua New Guinea) especially afflicted.  In some cases the killings are opportunistic and based on other motives including "blood feuds" and economics, inconvenient wives sometimes murdered so a family can gain title to her land.      

Peter Dutton, seemingly in one of his more cheerful moods, carrying volume one (of three) of his enemies list (volume two including a number of MFWs).

In Australia, Peter Dutton (b 1970; leader of the opposition and leader of the Australian Liberal Party 2022-2025) had something of an unfortunate history with text messages (SMS, short message service) including sending one calling a journalist a “mad fucking witch”.  Unfortunately, he sent the "MFW text" to the target of his thoughts but, fortunately, the witch worked for Liberal Party supervisor Rupert Murdoch (b 1931) and thus had to cop it sweet which, with some aplomb, the witch did, even complimenting Mr Dutton for having been a minister who had made "a great contribution to government" (one way of putting things).  Mr Dutton's SMS was especially interesting because there's an extensively documented library of the links between Freemasonry and witchcraft and, despite many opportunities, Mr Dutton has never denied being a Freemason.  Whether it can be said Mr Dutton’s truly made "a great contribution to government" (examples don't readily come to mind), in coining “mad fucking witch” he certainly made a notable contribution to the political lexicon and, unlike most of what he said and did over his well-remunerated decades in public life, the phrase proved enduring, albeit as an “unintended consequence”.

In Australia, MFW (Mad Fucking Witches) is a political pressure group targeting media figures usually described as “right wing” and although the label can be misleading, those attracting the attention of the MFW generally are port of the “populist vibe”, a movement not sympathetic to the “progressive” issues though the preserve of the (again nominal) “left wing”.  The MFW approach comes from the playbook of BDS (boycott, divestment & sanctions) community and their preferred tactic since 2016 has been the “collective boycott”, a technique in which companies are pressured not to advertise on programmes or outlets that have attracted their disapproval.  So it’s an attempt at a kind of censorship but the MFW’s stated position is those using the media to advocate, support or at least “dog whistle” world views such as “sexism, racism, homophobia, transphobia, and all forms of hate and bigotry” should not tolerated and have no right to claim the protection of the liberal concept of “free speech”.  Potential MFW supporters should note the coven's position is both men and women can be consecrated as witches and it'll be interesting to see if a kind of “anti-MFW” emerges from the  “manosphere” (a MFW enemy) as the “Mad Fucking Warlocks”.  On X (previously known as Twitter), #witches-vs-warlocks would be a battle worth following.   

MFW merchandise.  Rupert Murdoch too has feelings and must find the Tee-shirts hurtful.  Those concerned should send him an appropriate emoji.  

Presumably the MFW wouldn’t claim the quote attributed to French philosopher Voltaire (François-Marie Arouet; 1694–1778): “I disapprove of what you say, but I will defend to the death your right to say it” is “wrong” but, on the basis “one has to draw the line somewhere” (a dictum with a long history in “free speech” matters), would maintain it is “wrong” for corporations financially to support individuals or media outlets disseminating “hate speech”.  Actually, the quote was a paraphrase of Voltaire’s views on the principle of freedom of speech and was coined by Evelyn Beatrice Hall (1868–1956, who used the pseudonym Stephen “S.G.” Tallentyre), appearing in her book The Friends of Voltaire (1906); whether that history is enough for the coven to deny Ms Hall the status of “honorary Mad Fucking Witch” isn’t something discussed on their website (on which is merchandise available, including the “Fuck Murdoch” Tee-shirts made famous by #MeToo activist Grace Tame (b 1994 and at least a MFW fellow-traveller)).

The MFW will not be unaware of analysis suggesting at least some of the “hate spewing” commentators choose their content not out of political conviction but merely because it has proved the most lucrative and happily they’d shift to broadcasting something diametrically different if that path proved to be the “money trail”.  The outlets are in the business of producing a product (their audience) to sell (to advertisers) and if a bigger audience could be produced by running recordings of a philosopher and archbishop discussing the existence of God than what's generated by conspiracy theories and rants about this & that (immigrants, trans-people etc), that's what would be run.  However, the MFW is a coven of structural functionalists for whom motivation is irrelevant and what matters is content: “Every single advertiser who pays advertising dollars to a company which spreads dangerous anti-science rhetoric, hate speech, fake news and lies is complicit in the spread of that information … their responsibility is to ensure their money only goes to media organisations with morals and a social conscience.”  Pleasingly for pattern theorists (harder than it sounds), both Donald Trump (b 1946; POTUS 2017-2021 and since 2025) and the MFW seek to eradicate “fake news” although while some of their methods may be similar, the definitions and targets differ.  The MFW has pledged also to “rid the world of authoritarianism”, possibly with Mr Trump in the coven’s collective thoughts.

The MFW doesn't issue a “call to arms”; the coven calls witches: “To your brooms”.

Of course companies have for a long time been using either the withdrawal of advertising or the threat to do so as a weapon (sometimes deployed with subtlety, sometimes not) to influence “coverage of products” and governments have not been above directing their advertising to publications thought “sympathetic”.  There are terms for those methods but the MFW is an interesting case-study of the way blogs, social media and such have created a kind of “equivalency” between the new “micro-operations” and media outlets with storied histories in some cases dating back centuries.  What makes the MFW campaign(s) structurally different is they’re often focused on the “old media” of radio and terrestrial television, technologies possible only because they are licenced (by governments) exclusively to use a publicly-owned resource (the airwaves) and conditions are imposed on those so licenced, including the general concept of “responsible” use; many individuals and some institutions have views on the parameters of “responsible” (some even codifying things) and the MFW’s strident position is just one of many.  One “codified” document in Australia is commercial radio’s 31-page Code of Practice, a work highly-detailed, frequently ignored and often interpreted on the basis of: “Can we get away with it?”  The MFW have noted this and claim they exist only because the outlets refuse to “regulate themselves” and “regulators failing to discharge their statutory duties”.  Although there is something of the now familiar “agree with us or we’ll cancel you” approach about the MFW, many wish them success, not because they find their targets a political threat but because they’re such ghastly vulgarians. 

Witches and ditches

Witch of the Ditch on broomstick.

Early Reader’s paperback edition of the children's book The Witch of the Ditch by by Steven Butler, illustrated by Nigel Baines.  The early reader series uses a hybrid format in being “stepping stones” designed for children transitioning from picture books to text, the method being associative (illustrations the young reader can identify orally, presented alongside the relevant written word(s)). Appropriately deconstructed, the book is a tale of political conflict, triggered when one witch (Hag of the Crag) moves in next door to another (Witch of the Ditch).  As is notorious, there is in every town room only for one witch so things are not going to go well.  Politicians may be tempted to mine The Witch of the Ditch in the quest for new 3WSs (three word slogans) because that's how political discourse is now done and they’ll find encouraging the publisher’s blurb noting the title is for a “Reading age: 5-7 years”, about the level of comprehension they appear to think most voters have attained.

Ditch Witch at work.

Described by the manufacturer as “The fastest way to drill”, CEA’s Ditch Witch JT21 replaces the previous JT20, the design improvements said to have been “engineered with direct input from contractors and drillers in the field.”  Drills of all types (from the smallest able to put holes in nano-sized objects to the largest used to carve through solid granite when excavating tunnels) are arranged in classes and CEA claim the JT21 “sets a new benchmark for performance, speed, and control in compact drilling”, its “35% faster carriage speed” able to operate at a “blazing 215 feet (66 metres) per minute”, making it “the fastest drill in its class”.  One measure likely novel to those familiar with HP (horsepower) in other contexts is the concept of DHP (downhole horsepower), a measure of the specific efficiency delivered at the critical point (the drill bit); in that it’s analogous with RWHP (rear-wheel horsepower), the traditional metric used by dynamometers quantifying power and a measure more indicative of performance potential than GHP (gross horsepower, what a engine generates in its raw configuration) or NHP (net horsepower, measured with an engine’s accessories attached).  Certainly the Ditch Witch’s stated ratings (21,000 lbs of pullback, 20,000 lbs of thrust, and 2,250 ft-lbs of torque) sound impressive.  The JT21 is also a most modern machine, featuring VAM (Virtually Assisted Make-up, a software-driven pipe handling apparatus that renders redundant floats or sensors).  Pleasingly for those brought up on video games, the JT21 is controlled by a multimode joystick and LCD (liquid crystal display) interface.

Digging a better trench.

Winston Churchill inspecting the progress of project White Rabbit No, 6, Clumber Park, Nottinghamshire, England, November 1941.

In “Ditch Witch” CEA came up with a catchy name, one that would have appealed to word-nerd Winston Churchill (1875-1965; UK prime-minister 1940-1945 & 1951-1955), had there not been a need for secrecy.  The World War II (1939-1945) era White Rabbit No. 6 was an “trench digging” engineering project co-ordinated by the British Admiralty although, as a security measure, the official code-name was changed to “Cultivator No. 6” to make it sound less mysterious and more like just another a piece of agricultural equipment.  It was a military trench-digging machine, an example of the adage “generals are always preparing to fight the last war” and although designed exclusively for army use on (and at least partially under) land, it came under the auspices of the RN (Royal Navy) because it was one of the many “good ideas” from the brain of Churchill who, between the outbreak of war in 1939 and his assumption of the premiership some months later, served as First Lord of the Admiralty (the RN’s political head).  Trenches and artillery had been the two dominant features of World War I (1914-1918) and Churchill had spent some months (1915-1916) in one of the former under fire from the latter while commanding a battalion; before the implications of mechanization and the German’s Blitzkrieg (lightning war) tactics were apparent, he assumed the new war in France would unfold something like the old, thus the interest in something which would “revolutionize trench warfare”.

Clipart of sexy Halloween witches (PNG (portable network graphics) format, transparent, 300 DPI (dots-per-inch)) can be downloaded.

Trench warfare however wasn’t repeated so White Rabbit No.6 was soon realized to be already obsolete so the project was abandoned and although the most fully developed of the prototypes did perform according to the design parameters, whether it would have been effective remains doubtful; remarkably, work on these things wasn’t wholly abandoned until 1942.  The “White Rabbit” project codes came from Churchill’s sense of humor, his ideas flowing, as he said: “like rabbits I pull from my hat” and he supported many, some of which were of great military value while others, like the “floating runways” (artificial icebergs made with a mixture of shards of timber & frozen water), were quixotic.  The gestation of the White Rabbit was also an echo of World War I when, in an earlier incarnation as First Lord, Churchill had instructed the Admiralty to begin development of the first “tank”.  The word “tank” was adopted to create the impression the project was about “water tanks” and while it may seem strange to put admirals in charge of what was so obviously a “land weapon”, it was the navy that possessed the expertise in fabricating similar devices (the gun turrets used on warships) and the boat-sized engines that would be used to propel them.

Bronwyn Bishop (b 1942, left), Sophie Mirabella (b 1968) and Tony Abbott (right) at the infamous “Ditch the Witch” protest, 2011.

Tony Abbott (b 1957; Prime Minister of Australia 2013-2015) rarely saw a 3WS he didn’t like and, in 2011, apparently had no compunction in being photographed in front of a placard with the words “Ditch the Witch”, the occasion a “No Carbon Tax” protest, called after Julia Gillard (b 1961; Prime Minister of Australia 2010-2013) had announced such a tax would be imposed, despite having earlier promised there’d be no such tax.  Clearly it must have been a "non-core promise", another Australian contribution to political jargon.  Also displaying the depth of the Australian linguistic imagination (if not grasp of the rules of punctuation) was one reading “Juliar….Bob Browns [sic] Bitch”.  The construct of Juliar was Ju(lia) + liar (alluding to the broken promise) and “Bitch” a reference to the allegation her government was too inclined to be influenced by the Green Party, then led by Dr Bob Brown (b 1944; senator for Tasmania (Australian Greens) 1996-2012, Green party leader 2005-2015).  “Bitch” was also a slur, a snide comment on Dr Brown’s homosexuality.

Tony Abbott (b 1957; Prime Minister of Australia 2013-2015) agitprop.

Mr Abbott's combination of relentless negativity and repetition of 3WSs (three word slogans) contributed to his resounding victory in the 2013 general election although, in office, the results were mixed and it ended badly.  Recently resurrected as the Liberal Party's federal president (the institution's third “Lazerus with a triple bypass” after Sir Robert Menzies (1894–1978; Prime Minister of Australia 1939-1941 & 1949-1966) and John Howard (b 1939; Prime Minister of Australia 1996-2007)), Mr Abbott unquestionably was one of history's most effective leaders of the opposition but as Roy Jenkins (1920–2003) remarked of Lord Randolph Churchill (1849–1895):  “He was essentially a opposition politician and behaved as such even when in government”.  With his long experience in the cabinets of two of the UK's more faction-ridden post-war Labour governments, of such matters, Jenkins was a fair judge.  It was Lord Randolph who made famous the dictum “The duty of an opposition is to oppose” but he proved was sometime neglectful in adhering to the obvious corollary defining the role of a government.  When in opposition, Mr Abbott followed the dictum with an unmatched muscular efficiency (during all those years he trained to be ordained a priest, the monsignors drummed into him the Catholic Church's world view (“thou shalt not”)) and even after he elected not to follow the calling, the lesson never departed his soul.  Mr Abbott as federal president of the party that axed him from the leadership before he'd completed a single term will be watched with interest by many, dread by some and quiet terror by those clinging to marginal seals (the latter now a big number).  In the pre-penicillin age, Lord Randolph died a dreadful death and whether Mr Abbott proves the Liberal Party's political penicillin will be determined by the patient's fate.         

“Witch Doctor” was  for several successful seasons campaigned in drag racing by Dr Keith Garner (b 1935), a Cherokee, Iowa-based physician.

A 1970 Ford Torino Cobra, it was ordered from the factory explicitly configured to optimize performance over quarter-mile (402 metres) runs: 429 cubic inch (7.0 litre) Super Cobra Jet V8 (J-code), C6 automatic transmission & 3.91 Drag Pack 9 inch rear end (V code).  The styling cues were “borrowed” by Ford Australia for the two-door hardtop version of the Falcon (XA, XB & XC, 1972-1979), the lines proving aerodynamically efficient on even the fastest circuits.  Unfortunately, the second generation Torino (1970-1971), while untroubled on drag strips where speeds didn’t exceed 125 mph (200 km/h), on the big NASCAR (National Association for Stock Car Auto Racing) ovals where 200 mph (320 km/h) routinely was approached, the shape induced unexpectedly high drag, despite looking sleeker than its slab-sided predecessor (1968-1969); where possible, racing teams opted to run the old body.

In this, Ford was a victim of circumstances.  The plan had been to produce a run of 1970 Torinos with aerodynamics optimized for the ovals (as had been done with the previous generation (the 1969 Torino Talladega and corporate stablemate Mercury Cyclone Spoiler II) and three prototypes were built but the NASCAR regulators, not best-pleased their series for "showroom stock cars" (although it was a long time since the teams had used anything of the kind) was being "gamed" by manufacturers, changed the rules, rendering the so called "aero cars" uncompetitive by limiting them to a 305 cubic inch (5.0 litre) engine displacement while allowing the others to use the full 430 (7.0).  Visually, although highly effective, the modifications appearing on the Talladega were quite modest (as were those applied in 1969 on the Dodge Charger 500 that triggered the "aero wars") and had the manufacturers continued to exercise restraint and limit the changes to some subtle "tweaks", NASCAR might have allowed the fun to continue.  However, after the 1969 Dodge Charger Daytona and 1970 Plymouth Road Runner Superbird appeared with extravagant appendages front and rear (the elevated rear wings so high literally they could be used to hang washing out to dry), the rule-makers cracked down, ending the first round of the "aero wars".  Interest in aerodynamics would within a few years return but this time for everything on the production line as manufactures pursued every course to reduce fuel consumption. 

Preaching to the converted: One-time seminarian Mr Abbott gets the message across.

Standing with Mr Abbott, Liberal Party luminaries Bronwyn Bishop and Sophie Mirabella presumably regarded the words “witch” & “bitch” as “political” rather than “sexist”.  That view wasn’t shared by Ms Gillard who later remarked: “I wasn't shocked that some people had those sentiments…” but was, “…shocked that it was so visibly called forth into the public debate and that it didn't get the sort of odium from mainstream commentators that it should have.”  The signage also rated a mention in her strident “misogyny speech”, delivered in the parliament on 9 October 2012 as a reaction then opposition leader Mr Abbott accusing her of sexism.  Actually, she “had a bit of previous” with sexism (notably the “mincing poodle” affair) but the speech was a good performance and around the planet it went viral.  At the time of the “Ditch the Witch” rally, Ms Gillard of course received the expected support from her ALP (Australian Labor Party) party colleagues although Ms Bishop and Ms Mirabella seem to have been unmoved.  One at the time vocal in her condemnation of the signage was Penny Wong (b 1968), then serving in the Gillard cabinet and, as a woman, she would be expected to be sensitive to hints of misogyny.  Gillard of course had only that to resort to when weaponizing “an identity” whereas Wong could play (1) “the woman card”, (2) the “race card” (being of part-Asian extraction) or “the gay card” (being a lesbian).  Still her support must have been appreciated as gesture of feminist solidarity.  Unfortunately, Gillard’s problems got worse and the rest of the country noticed; so did her party colleagues and, in a leadership spill in June 2013, she lost the leadership, Ms Wong among those voting for the alternative.  Feminist solidarity goes only so far when there’s the threat of a big pay cut and the loss of perks.

Briefly in 2026, one of the few pleasures to be see when waiting to catching one's bus in Melbourne.

Genuinely a piece of Australian political history, the “Ditch the Witch” 3WS in 2026 made an unexpected return the streets of Melbourne, appearing on the sides of trucks trundling through the suburbs.  The target this time was Jacinta Allan (b 1973; premier of Victoria since 2023), the lucky recipient of the poisoned chalice of the state’s premiership, handed to her after the retirement of the long-serving Daniel Andrews (b 1972), premier of Victoria 2014-2023.  Several political junkies have been compiling reports with calculations attempting to work out just how much public money has been squandered / stolen / misappropriated / wasted (the terms vary with the author) during the life of the Andrews/Allan government.  While not all the various “incidents” suggest dishonesty (some being mere incompetence), the alleged losses variously are in the thousands, millions or billions.  Ms Allan has made little attempt to address substantive matters (such as the rising state debt) but was most vociferous in her objection to the revival of the “Ditch the Witch” 3WS with her scowling visage appended; within 48 hours the offending images had been banished from the streets although whether that was achieved with threats, persuasion or the premier casting a spell isn’t certain.  In an indication her government had a focus on “high priority issues”, it was announced Aus$134,000 (US$95,000) had been allocated to erect a bronze statue of Mr Andrews.

Despite the impression created by popular culture (especially film & television), the “witch = female, warlock = male” thing is quite modern and thus historically misleading; Ms Gillard and Ms Allan are clearly very modern, thus their equating “witch” with “woman” and its use as a slur as sexism.  For most of the history of the English language, a “witch” could be male or female although the record does suggest women were more often accused of witchcraft, while “warlock” often was not applied to male witches.  In the Old English (certainly before circa 1000), the most common forms were wicca (male practitioner of witchcraft) and wicce (female practitioner) both from the same Germanic root; by the late Middle English (and after the Norman Conquest (1066), gradually the forms merged in pronunciation, the spelling shifting to reflect this, “witch” coming to denote either sex.  That’s why there came to be no need for a separate masculine noun.

Macbeth and the three witches (1760), oil on canvas by Francesco Zuccarelli (1702-1788).  Completed during the artist's “first English period” (1752-1762), historians believe this to be the first European painting depicting theatrical characters in a landscape and in From Rococo to Revolution: Major Trends in Eighteenth-Century Painting (1966), English art historian Sir Michael Levey (1927–2008; director of the National Gallery 1973-1986) notes the work as a fine example of “the beginnings of the Neo-Gothic under the influence of the theory of the sublime.”  When writing The Tragedy of Macbeth (Macbeth, circa 1606) William Shakespeare (1564–1616) had no doubts witches were women.

In the Laws of Ælfred, witchcraft explicitly was singled out as a woman's craft, the practitioners of which were not welcome to live among the Western Saxons but that can’t have been persuasive and it’s clear from later legal and theological writings (fields in which there was long cross-fertilization) that men were a capable as women of practicing witchcraft (the English Witchcraft Act (1604) refers only to “any person”).  Those accused (and sometimes executed) overwhelmingly were women and the numbers in Europe were striking (albeit with wide regional variations), the margin over decades sometimes as skewed as 90-10%.  Of course these are raw numbers from the surviving historic record so while there’s (probably not unreasonably) now the perception women disproportionately were targeted for prosecution, it’s not impossible there simply were more women than men practicing witchcraft.  Popular culture is just as divergent from history in the evolution of “warlock”.  Warlock was from the Old English wǣrloga (oath-breaker; traitor; deceiver) and was related to the notion of “belie one's pledge” rather than magic spells but because of the Biblical association of “deceiver” with Satan, in certain medieval religious texts, wǣrloga was used to mean “the Devil”.

Witches and Witchcraft in Victorian Britain by Emma Woodhouse is scheduled for publication in April 2027.  In Jane Austen's (1775-1817) novel Emma (1815), Emma Woodhouse was the titular protagonist of almost 21, described by the author as “a heroine whom no-one but myself will much like.”

The origin of “warlock” being equated with “man practising witchcraft” seems to be in early sixteenth century Scots English but even there it was never the standard form with the church and court records of the time listing men so accused as “witches”, as was the case in England and Wales.  Charmingly, literary historians trace the emergence of “warlock” meaning “a male witch” to the rise of Gothic novel, a form which enjoyed a spike in popularity between the 1760s and 1820s; witches were mentioned in Gothic novel and Warlocks were not but from those beginnings came the “ghost” & “horror” genres and historians have concluded the Victorian writers, mining the occult, folklore, medievalism, picked-up “warlock” for no better reason than it sounded archaic and had the “picturesque” quality novelists like.  From this improbable beginning, “warlock” became vested with an almost wholly bogus “history” readers allowing themselves to be convinced stretched back a thousand years or more.  Victorian novels were however a niche and what’s thought most to have reinforced the popular perception was twentieth century cinema, an industry which cemented the witch/warlock dichotomy, adhered to in fantasy fiction, role-playing games, comics and popular culture of all forms.

Superbird

Superbird (pronounced soo-per-burd)

(1) A single-season (1970) version of the Plymouth Road Runner with certain aerodynamic enhancements, built to fulfil homologation requirements for use in competition.

(2) A one-off Falcon XA GT built by Ford Australia for the motor show circuit in 1973.

(3) A series of 700-odd XA Falcon Hardtops (RPO77) built by Ford Australia in 1973.

1969: The construct was super + bird.  The Middle English super was a re-purposing of the prefix super-, from the Latin super, from the Proto-Italic super, from the primitive Indo-European upér (over, above) and cognate with the Ancient Greek ὑπέρ (hupér).  In this context, it was used as an adjective suggesting “excellent quality, better than usual; wonderful; awesome, excellent etc.  Bird was from the Middle English bird & brid, from the Old English bridd (chick, fledgling, chicken).  The origin was a term used of birds that could not fly (chicks, fledglings, chickens) as opposed to the Old English fugol (from which English gained the modern “fowl”) which was the general term for “flying birds”.  From the earlt to mid-fourteenth century, “bird” increasingly supplanted “fowl” as the most common term.  Superbird is a noun; the noun plural is Superbirds and an initial capital is appropriate for all (standard) uses because Superbird is a product name.  If used as hoc for some other purposes, it should probably be without the initial capital.

Of super- and supra-

The super- prefix was a learned borrowing of the Latin super-, the prefix an adaptation of super, from the Proto-Italic super, from the primitive Indo-European upér (over, above) and cognate with the Ancient Greek ὑπέρ (hupér).  It was used to create forms conveying variously (1) an enhanced sense of inclusiveness, (2) beyond, over or upon (the latter notable in anatomy where the a super-something indicates it's "located above"), (3) greater than (in quantity), (4) exceptionally or unusually large, (5) superior in title or status (sometimes clipped to "super"), (6) of greater power or potency, (7) intensely, extremely or exceptional and (8) of supersymmetry (in physics).  The standard antonym was “sub” and the synonyms are listed usually as “on-, en-, epi-, supra-, sur-, ultra- and hyper-” but both “ultra” and “hyper-” have in some applications been used to suggest a quality beyond that implied by the “super-” prefix.  In English, there are more than a thousand words formed with the super- prefix.  The supra- prefix was a learned borrowing from the Latin suprā-, the prefix an adaptation of the preposition suprā, from the Old Latin suprād & superā, from the Proto-Italic superād and cognate with the Umbrian subra.  It was used originally to create forms conveying variously (1) above, over, beyond, (2) greater than; transcending and (3) above, over, on top (in anatomy thus directly synonymous with super) but in modern use supra- tends to be differentiated in that while it can still be used to suggest “an enhanced quality or quantity”, it’s now more common for it to denote physical position or placement in spatial terms.

Superbirds of the northern & southern hemispheres

1969 Dodge Daytona (red) & 1970 Plymouth Road Runner Superbird (blue).

The Plymouth Superbird was a "homologation special" built only for the 1970 model year.  By the mid-1950s, various race categories sanctioned by NASCAR (National Association for Stock Car Auto Racing) had become popular with both competitors and audiences, something which induced the manufacturers, more or less openly, to provide resources to the teams running their products.  This had started modestly enough with the supply of parts and technical assistance but so tied up with prestige did success become that some created competition departments and, officially and not, ran teams or provided so much financial support that effectively they functioned as factory operations.  NASCAR had begun as a "stock" car series in the literal sense that the first cars used were "showroom stock" with only minimal modifications but that didn't last long, cheating soon rife and in the interests of spectacle (ie higher speeds and thus more crashes), certain "performance enhancements" were permitted although the rules were always intended to maintain the original spirit of using cars which were "close" to those sold from the showroom floor.

Lindsay Lohan's artwork for her cover of Anything (originally on the album The High Road (2006) by JoJo (stage name of Joanna Levesque (b 1990)).

Despite NASCAR's efforts, the cheating didn't stop although the teams became more adept in its practice and one model produced by Chrysler's Dodge division typified the way manufactures worked within the homologation rules to game the system.  The rules (having to build and sell a minimum number of a certain model in that specification) had been intended to restrict the use of cars to “volume production” models available to the general public but in 1956 Dodge did a special run of what it called the D-500 (an allusion to the number which had to built to be “legal” under NASCAR regulations).  Finding a loophole in the interpretation of the word “option” the D-500 appeared in the showrooms with a V8 rated at a then impressive 260 HP (horsepower).  Distinguished by crossed-flag “500” emblems on the hood (bonnet) and trunk (boot) lid, the model was Dodge’s high-performance offering for the season and had things been left at that, it wouldn't have been in any way exceptional.

Lindsay Lohan, as a superbird: generative AI (artificial intelligence) rendering by Stable Diffusion.

The trickery however lay in the option list, knowledgeable buyers able to "tick the box" for the D-500-1 (or DASH-1) option, which made one's D-500 close to race-ready and, to ensure eligibility in NASCAR’s various competitions, it could be ordered as a two-door sedan, hardtop or convertible.  In its default configuration with dual four-barrel carburetors, the D-500-1's 315 cubic inch (5.2 litre) V8 thought to produce around 285 HP but more significant was the inclusion of heavy-duty suspension and braking components, more valuable on the circuits than additional power.  It was a successful endeavour which both triggered an "arms race" between the manufacturers and intensified the ongoing battle with the NASCAR regulators who did not wish to see their series transformed into something contested by specialized racing cars which bore only a superficial resemblance to the “showroom stock”.  Well before the 2020s, it was obvious NASCAR had surrendered to the inevitable but more than a decade, the battle raged.

Evening (The Fall of Day) (1869–1870), charcoal, crayon), oil & graphite on canvas by English-born US artist William Rimmer (1816–1879), Museum of Fine Arts Boston, Massachusetts.

That someone ran a Stable Diffusion prompt to depict Lindsay Lohan with wings is in the long tradition of winged humans, something in the imagination at least since the tale of Ικαρος (Icarus) was told in the mythology of Antiquity.  In the best-known version, Icarus was the son of Daedalus and one of Minos' slaves called Naucrate and it was when Daedalus explained to Ariadne how Theseus could find a way to escape the Labyrinth, so enraged was Minos he imprisoned Daedalus and his son in the structure.  Undeterred, Daedalus took fallen feathers and fashioned wings for them both, applying wax to fix them to their shoulders; a cautious parent, Daedalus warned Icarus to fly neither too close to the ground nor too near the sun.  Icarus however was headstrong and, finding the power of flight intoxicating, soared higher and higher until he was so close to the sun the heat melted the wax, disintegrating his wings; no longer a superbird, he fell into the sea around the island of Samos and drowned.  As a tribute, the sun god Helios called the body of water the Ικάριο Πέλαγος (Ikario Pelagos) (Icarian Sea), the name still used of the stretches of the Aegean between the Cyclades and Asia Minor (the modern-day Türkiye Cumhuriyeti (Republic of Türkiye, still often referred to as Turkey)).  Other versions from Antiquity have him drowning in nautical accidents but generally his name is used as a cautionary tale about the consequences of not heeding the advice of those who know better although, curiously, there’s also the odd reference to him having invented woodwork and carpentry.  In Rimmer’s evocative drawing, the model has always been presumed to be the doomed Icarus but the artist may also have had in mind the fallen angel Lucifer, the imagery of a prideful descent perhaps influenced by John Milton’s (1608–1674) Paradise Lost (1667) or Dante Alighieri’s (circa 1265–1321) Divina Commedia (Divine Comedy (circa 1310-1321)).

LP (long playing) album label for Led Zeppelin’s Presence (1976), issued by Atlantic Recording Corporation on the Swansong label.

The English graphic art production house Hipgnosis (best known for album covers which were (in the pre-CD (compact disc) era) for a quarter century-odd a vibrant part of the pop-art world) used Rimmer’s Evening as a model for the logo of Swan Song Records, set up in 1974 by the English band Led Zeppelin (1968-1974) after the expiration of their distribution contract with Atlantic Records (which anyway handled the distribution of Swan Song’s products).  The idea was to combine the imagery of Rimmer with the wings of a white swan and the notion of “songs”.  At the time, the popular music business substantially was controlled by the major labels and Swan Song was one of a number of (usually short-lived) labels created in an attempt to give musicians who could not secure a recording contract a way of having their output reach audiences.  Although the label remains active for the purposes of re-issuing older material, after the surviving members of Led Zeppelin disbanded in 1980, there were only spasmodic releases until in 1983 it was announced active operations would cease and no new contracts would be executed.

1970 Plymouth Superbird (left) and 1969 Dodge Daytona (right). Despite the obvious conceptual and visual similarities, it's when two are seen in close proximity (especially in profile) that the differences become more obvious, the Superbird's nose-cone less pointed, the rear wing higher with a rake more acute.  

By 1969, NASCAR's regulators had fine-tuned their rules restricting engine power and, further to "equalize" things, had mandated minimum weights.  Scope for innovation was thus limited so manufacturers turned to the then less policed field of aerodynamics, ushering what came to be known as the "aero-cars" and it was an era when the discipline had become suddenly fashionable, wings and spoilers sprouting on the cars used in Formula One and the Can-Am (the wonderful series for (Group 7) unlimited displacement sports cars) although initially, Chrysler's approach had been a modest "tweaking" rather than a radical alteration of the lines.  When the aerodynamics of the sleek-looking 1968 Charger proved to be unexpectedly inefficient, Dodge for 1969 modified the most suspect areas at the front and rear, "smoothing out" the air-flow and labelling the result the "Charger 500" in a nod to the NASCAR homologation rules which demanded for eligibility the production of 500 mechanically identical cars.  However, unlike the quite subtle modifications which proved so successful for Ford’s Torino Talladega and Mercury’s Cyclone Spoiler, what was done to created the 500 did not resolve the issues so production ceased after 392 were built.  Dodge solved the problem of the missing 108 needed for homologation purposes by subsequently introducing a different "Charger 500" which was just a trim level and nothing to do with homologation but, honor apparently satisfied on both sides, NASCAR turned to the telescope the same blind eye chosen when it became clear Ford with the Talladega and Cyclone Spoiler had also "bent the rules" a bit.

The rear wings (like the nosecone, the units on the Daytona and Superbird were not interchangeable) genuinely were there for the aerodynamic advantage they conferred but there were possibilities for repurposing.  Most of the photographs (left) of “washing hanging out to dry” from a wing were staged for comic effect but, between events, racing drivers really would use the structure as a place to air sweaty race overalls while for photographers, amateurs and professionals alike, the wings also proved an irresistible prop which could be adorned with decorative young ladies.  Had OnlyFans existed in the era, it can be guaranteed some content providers would have been juxtaposed against a Superbird’s wing.

Not discouraged by the 500's aerodynamic recalcitrance, Dodge recruited engineers from Chrysler's aerospace & missile division (which was being shuttered because Richard Nixon's (1913-1994; US VPOTUS 1953-1961 & POTUS 1969-1974) détente era had arrived and the US & Soviet Union were beginning their arms-reduction programmes) and quickly created the Daytona, adding to the 500 a protruding nosecone and high wing at the rear.  As successful on the track as the scale-models had been in the wind-tunnel, this time the required 500 really were built (a reported 503 leaving the line).  Not best-pleased, NASCAR responded by again moving the goalposts, requiring manufacturers to build one example of each vehicle for at least half their registered dealers (exclusive or shared) so, there at the time being a reported 3832 franchised Plymouth dealers in the US, duly the company built a reported 1935 Road Runner Superbirds (although NASCAR apparently stopped counting once they'd verified the existence of the 1920 which satisfied their rules).  It was an exercise probably more expensive for Plymouth than Dodge because it's believed neither division made any profit on their "homologation cars" and some claim each was invoiced to dealers at a loss.  Now more unhappy than ever, NASCAR lawyered-up and drafted rules which included restricting the aero cars to an engine displacement of 5.0 litre (305 cubic inch) while permitting the rest of the field to run the full 7.0 litres (427 cubic inch); this rendered the aero-cars uncompetitive and their brief, shining moment ended.

Blondes have more fun: Emelia Hartford (b 1993) and her 1970 Plymouth Superbird at the Goodyear San Angelo Proving Grounds.  Before her restoration efforts, it had for 30 years sat neglected.

The estimable Emelia Hartford both builds and races cars and in 2025 she took a fully-restored NASCAR race Superbird to the high-speed test track at Goodyear’s San Angelo Proving Grounds facility in Texas.  Although in 1970 the boffins at Chrysler had studied their slide-rules and calculated that, in NASCAR-spec, a Superbird could not, even under ideal conditions, achieve 220 mph (354 km/h), it was an age of empiricists and nobody would be convinced until the rubber hit the road.  The numbers really did come from slide-rules and pencil & paper because, although engineers were by then using computers (they took up entire rooms), for many calculations, the old ways produced results more quickly.  Ms Hartford has a presence on YouTube and among her viewers must be some of Goodyear’s staff because somewhere in the corporate memory was jogged the recollection of the day, all those years ago, when a NASCAR Superbird had not quite hit the 220 mph mark.  Goodyear thus extended Ms Hartford an invitation to the proving grounds to see if it really was possible; it transpired the slide-rule operators had, more than a half century earlier, been right, the restored Superbird achieving 211 mph (340 km/h).

1969 Ford Torino Sportsroof (left), 1969 Ford Torino Talladega (centre) and 1970 Ford Torino Sportsroof (left).  What Ford did for its aero cars was much less dramatic than what Chrysler's missile engineers concocted but the modifications proved remarkable effective.  The 1970 Torino (the design language of which Ford Australia adopted for the Falcon Hardtop (1972-1978)), although it look sleek and the racing teams were promised “specific efficiencies”, proved less slippery than the Talladega so team managers for some time continued to use the older platform.

Given more power than they had when run in NASCAR spec, the aero cars could go faster but Ford’s experiments had proved what their calculations had suggested: above 190 mph, it would take an additional 50 HP to achieve an additional 3 mph (5 km/h) but an even greater increase would be realized simply by slightly altering the shape of the nose, lowering the leading edge by about an inch (25mm).  Under the rules, it was impossible to gain 50 HP but the rhinoplasty, although at a glance imperceptible to the untrained eye, successfully delivered the improved performance of the Talladega and Cyclone Spoiler.  The point was emphasised when in 1971 one of the Daytonas just rendered unlawful by NASCAR was taken to the Bonneville Salt Flats where it was used to set 28 USAC (United States Auto Club) & FIA (Fédération Internationale de l'Automobile, the International Automobile Federation) world speed records.  Although modified to produce more power and fitted with low-drag tyres and a very tall (ie numerically low) final drive ratio, even under Bonneville’s ideal conditions, the top speeds recorded were 216.465 mph (348.367) over a flying mile and 217.368 (349.820) over a flying kilometre.  Ms Hartford's 211 mph run was thus both impressive and in line with expectations but more may have been possible because, as the NASCAR teams discovered, fitting simple "smooth" fibreglass covers atop the A-pillars delivered a precious 1 mph (1.6 km/h).

The graphic for the original Road Runner (1968, left) and the version used for the Superbird (1970, right).  The image was used under licence from Warner Brothers, as was the distinctive "meep-meep" tone of the horn (the horn button on the steering wheel actually read "beep beep"), the engineering apparently as simple as replacing the aluminium strands in the mechanism with copper windings.  The fee for the cartoon character was US$50,000 with the rights to the "beep-beep" invoiced at a further US$10,000; both proved sound investments.  

Discounted Superbird, 1970.  When new, the seriously weird looking machines often lingered on lots and deals had to be done; nobody could have anticipated what they'd become a half-century on.

So extreme in appearance were the cars (at certain angles, distinctly they were ungainly) they proved at the time sometimes hard to sell and as well as being heavily discounted, some were converted back to the standard Road Runner specification by dealers anxious to get them out of the showroom (a generation on, some Volkswagen dealers resorted to the same approach after US buyers proved less attracted to the Harlequin Golfs than Europeans had been to the Harlekin Polos).  Views changed over time and they're now much sought by collectors, the record known price paid for a Superbird being US$1,650,000 for one of the 135 fitted with the 426 Street Hemi.  Despite the Superbirds having been produced in some four times the quantity of Daytonas, as collectables, they're treated as interchangeable with the determinates of price (all else being equal) being (1) engine specification (the Hemi-powered models the most desirable followed by the 6-BBL Plymouths (there were no Six-Pack Daytonas built) and then the 4 barrel 440s), (2) transmission (those with a manual gearbox attracting a premium) and (3) the usual combination of mileage, condition and originality.  Mapped on to that equation is the variable of who happens to be at an auction on any given day, something unpredictable.  That was demonstrated in August 2024 when a highly optioned Daytona in the most desirable configuration achieved US$3.36 million at Mecum’s auction in Monterey, California.

1969 Plymouth Road Runner advertisement.

The US$3.36 million achieved generated headlines on sites where such things are discussed, but what attracted the interest of amateur sociologists was the same Daytona had in May 2022 sold for US$1.3 million when offered by Mecum in an auction at the Indiana State Fairgrounds.  The US$1.3 million was at the time the highest price then paid for a Hemi Daytona (of the 503 built, only 70 were fitted with the Hemi and of those, only 22 had the four-speed manual) and the increase in value by some 250% was obviously the result of something other than the inflation rate.  The consensus was that although the internet had made just about all markets inherently global, local factors can still influence both the buyer profile and their behaviour, especially in the hothouse environment of a live auction.  Those who frequent California’s central coast between Los Angeles and San Francisco include a demographic not typically found in the mid-west and among other distinguishing characteristics there are more rich folk, able to spend US$3.36 million on a half-century old car they’ll probably never drive between purchase and a return to the auction circuit.  That’s how the collector market works, the cars now essentially the same sort of commodity as certain paintings; it's not that cars are art (although New York's MoMA (Museum of Modern Art) has a few on permanent exhibit including an early Jaguar E-Type (XKE, 1961-1974)) but the market structures and dynamics are more similar than they are different.

1970 Plymouth Hemi Superbird in TorRed over Black vinyl.  Between 2022-2025, its realized value fell by some US$1.2 million.

Still, it's a volatile market and some who “overpaid” by buying in a “peak market” have booked considerable losses when compelled to sell at a time when demand proved less buoyant.  Although the aero-cars are among the more collectable Mopars, they remain a traded commodity and about such things, all that can be guaranteed about their value is: “it will fluctuate”.  In 2025, a Hemi Superbird sold at auction for US$418,000 which, given its condition and specification, was at the lower end of expectations but in 2022, the same machine had gone over the block for US$1.65 million.  The loss booked was thus US$1.2 million-odd or around 75%, neither of those numbers encouraging for collectors and immediately, the conspiracy theorists began offering explanations involving the interplay of tax deductions, charitable donations and such.  There are of course cases where losses even greater in magnitude can be imagined; the early 1 Gb USB sticks sold for US$199.00 and were an immaculate, unused example still in its original blister pack to be offered for sale in 2026, the nominal loss would be greater than 75%.  Still, “vintage” USB sticks are not (yet) a collectable and most who buy Superbirds don’t expect to suffer depreciation.

The Buick Skylark Grand Sport which in 1965 didn't become a Superbird.

Plymouth paid Warner Brothers US$50,000 to licence the trademarked image of the bird but “Superbird” was free to use which must have been pleasing, the avian reference an allusion to the big wing at the rear.  Curiously, had Buick a half-decade earlier decided to pursue what seems in retrospect a “sales department thought bubble”, Plymouth would have had to come up with something else because in 1965 Buick did run a one-off advertisement for their new Skylark GS (Grand Sport, the marque’s well-manicured toe in the muscle car water) with the copy headed “Superbird”.  It may seem strange Buick had been tempted by the muscle car business because, by the time the rungs of Alfred P Sloan’s (1875–1966; president of General Motors (GM) 1923-1937 and Chairman of the Board 1937-1946) "Sloan ladder" were in the 1940 finalized, Buick was second only to Cadillac in the five-step GM (General Motors) corporate hierarchy with Chevrolet at the bottom, followed by Pontiac and Oldsmobile.  However, the unexpected success the year earlier of Pontiac’s GTO had proved an irresistible temptation: there were profits to be made.  As it was, Cadillac was the only GM division in the era not to sell a muscle car.

1936 Buick Century.

Debatably, the Buick Century was the "first muscle car" and although in the mid 1930s some fanciful names appeared, it's unlikely anyone within GM would have thought of "Road Runner" or "Superbird", "Century" (denoting the 100 mph (160 km/h) speed all were able to achieve) thought both distinctive and informative.  The definition of “muscle car” is by some contested with the only consensus seemingly that none accept it can encompass FWD (front-wheel-drive), despite Cadillac in 1970 rating the Eldorado's 500 cubic inch (8.2 litre) V8 at at stellar 400 HP which was 25 more than Ford claimed for the Boss 429 Mustang which used a slightly detuned racing engine.  Ford of course had reasons to under-rate the stated output of the Boss 429 but it remains an amusing comparison.  The definition most prefer is: “a big engine from a big, heavy car installed in a smaller, lighter car” and although in 1936 the improvement in the economy remained patchy (and would soon falter), Buick rang in the changes, re-naming its entire line.  The new Century was a revised revised version of the model 60, created by replacing the 233 cubic inch (3.8 litre) straight eight with the 320 cubic inch (5.2 litre) unit from the longer, heavier Roadmaster.  Putting big engines into small cars was nothing new and during the interwar years some had taken the idea to extremes, using huge aero-engines, but those tended to be one-offs for racing or LSR (land speed record) attempts.  In Europe, (slightly) larger engines were sometimes substituted and British manufacturers often put six cylinder power-plants where once there had been a four but their quest was usually for smoothness and refinement rather than outright speed and the Century was really the first time a major manufacturer had used the concept in series production.  Many now acknowledge the Century as the LCA (last common ancestor) of the muscle cars which in the 1960s came to define the genre.

1970 Buick GSX 455 Stage 1.  It was available only in two colors and of the 678 built, 491 were Saturn Yellow and 197 Apollo White, the names topical because the Apollo moon missions of the era missions were launched using Saturn V rockets.

The model which in 1965 Buick seemingly flirted with promoting as the “Superbird” was the Skylark Grand Sport, built on the corporate intermediate A-Body shared with Chevrolet, Pontiac & Oldsmobile.  In its first season the Grand Sport was an option rather than a model and it used the 401 cubic inch (6.6 litre) Buick “Nailhead” V8 which technically violated GM’s corporate edict placing a 400 cubic inch displacement limit on engines in intermediates but this was “worked around” by “rounding down” to 400 for purposes of documentation and for that there was a (sort of) precedent; earlier Pontiac’s 336 cubic inch (5.5 litre) V8 contravened another GM rule and PMD (Pontiac Motor Division) solved that problem by claiming the capacity was really 326 (5.3) with the GM board again turning a blind eye for as long as it took for the foundry to organize the downsizing.  The Grand Sport option proved a success and for 1967 the package was elevated to a model as the GS 400, Buick’s new big-block engine a genuine 400 cid (there were also small-block Skylark GSs appropriately labelled GS 340 and later GS 350) and on the sales charts it continued to perform well, but, being a Buick, its appearance was more restrained than the muscle cars from the competition (including those from other GM divisions) so it tended to be overshadowed.  In 1968, that began to changed when the “Stage 1” option was introduced as a dealer-installed option.  What this did was increase power and torque, optimizing the delivery of both for quarter-mile (402 m) sprints down drag strips and as a proof-of-concept exercise (in terms of market demand), it worked and in 1969 the Stage 1 package appeared on the factory’s official option list.  When tested, it performed (on the drag strip) so well it was obvious the official output numbers were under-stated but things really clicked the next year when Buick enlarged the V8 to 455 cubic inches (7.5 litre), delivering 510 lb⋅ft (691 Nm) of torque, the highest rating in the industry.  It's often claimed Detroit wouldn't top this until the second generation Dodge Viper (ZB I, 2003-2006) debuted with its V10 enlarged to 506 cubic inches (8.3 litres) but the early 472 (1968) & 500 (1970) cubic inch (7.7 & 8.2 litre) Cadillac V8s were rated respectively at 525 lb⋅ft (712 Nm) & 550 lb⋅ft (746 Nm).

1970 Buick GSX brochure.

Buick in 1970 made available the GSX “Performance and Handling Package” which added a hefty US$1,100 to the GS 455’s base price US$3,098, a factor in it attracting only 678 buyers, 400 of whom ordered the “Stage 1” option.  In this context, use of the word “stage” was unusual but, like the color choices, that too was an allusion to the space program, the big Saturn V rockets divided into “stages”.  Although Buick buyers had for years overwhelmingly purchased cars with automatic transmission, the GSX was a Buick of a different flavor and this was reflected 199 of them being sold with the optional four-manual; clearly the GSX was attracting the much sought “conquest buyers” (ie those who usually purchased another brand).  Presumably, whether or not “conquests” most buyers presumably were content because the straight-line performance was impressive; while the GSX didn't possess the ability of genuine race-bred engines like the Chrysler Street Hemi, Ford Boss 429 or the most lusty of the big-block Chevrolets effortlessly to top 140 mph (225 km/h), on the drag strip, the combination of the prodigious low-speed torque and relatively light weight meant it could be a match for just about anything.  The use of “Stage 1” of course implied there would be at least a “Stage 2” (a la Pontiac’s Ram Air II, III etc) but the world was changing and only a handful of "Stage 2" components were assembled and shipped to dealers.  While both the GSX and Stage 1 would live until 1972, 1970 would be peak Buick muscle.

1967 Dodge Coronet R/T advertisement.

Another footnote to the tale is that in 1967, months before Plymouth released the Road Runner, Dodge (Plymouth’s corporate stable-mate) published an advertisement for the Coronet R/T (Road/Track) which must have been ticked off by the legal department because cleverly it included the words “road” and “runner” arranged in such as way a viewer would read them as “Road Runner” without them appearing in a form which might have attracted a C&D (cease & desist letter) from Warner Brothers.  Obviously, the tie-in with Road/Track was the idea of a machine suited both to street and competition use and the agency must have congratulated themselves but the satisfaction would have been brief because within hours of the advertisement appearing in magazines on newsstands, Chrysler’s corporate marketing division instructed Dodge to “pull the campaign”.  By then, Plymouth’s plans for the surprise release in a few months of the appropriately licensed “Road Runner” were well advanced and they didn’t want any thunder stolen.  The Dodge advertisement remained a one-off but the division must have wished they’d thought of using “Road Runner” themselves because the Super Bee (their later take on the Road Runner's "stripped down, low cost" concept) only ever sold a quarter of the volume of Plymouth’s original; it pays to be first but a flaky name like “Super Bee” can’t have helped.  Subsequently, the names Road Runner & Roadrunner (the latter which, without the initial capital, is the taxonomic term for the bird (genus Geococcyx and known also as chaparral birds or chaparral cocks) Warner Brothers' Wile E. Coyote could never quite catch) have been used for products as varied as a Leyland truck, sports teams, computer hardware & software and a number of publications.

Don't mess with popular and respected birds.

However, just because Chrysler’s lawyers dotted the i's and crossed the t's with Warner Brothers didn’t mean their involvement with the Plymouth Road Runner was done.  Shortly after the Road Runner was released late in 1967, the corporate office became aware “...certain Chrysler-Plymouth Division dealers in the Southwest [were] using live Roadrunner birds in local sales promotions and offering cash rewards for the capture of live specimens.”  That would at the time have seemed to dealers just a clever marketing gimmick but consulted, the legal department determined it was “...against Federal Law to hunt, capture kill, sell or offer to purchase a nonautomotive Roadrunner.”  Further to clarify, it was added Roadrunners were “…none-game birds classified as national resources and protected by Federal and International law.”  Who knew?  In the C&D letter Chrysler-Plymouth's public relations manager circulated to all dealers, the cultural significance was also mentioned, the Roadrunner described as a “...popular and respected bird... particularly in New Mexico where it is honored as the state's official bird.”  Accordingly, the corporate directive banned “...any future use of live Roadrunners in promotional activities.”

1970 Plymouth Road Runner with a Warner Brothers' interpretation of the genus Geococcyx in fibreglass.

So using live examples of the “popular and respected bird” was out but the marketing department wasn’t deterred and for promotional purposes later arranged production in fibreglass of large representations of the cartoon bird, designed to emerge, grinning and wide-eyed through the hood (bonnet) scoop which Chrysler called the “air-grabber” because it did what it said on the tin: funnelled desirable cold air straight to the induction system.  While "air grabber" might seem a bit brutish, it was that sort of car and in 1970 Plymouth briefly had called a variant of the idea the "Incredible Quivering Exposed Cold Air Grabber" but that improbable moniker didn't last much beyond an appearance in an early brochure (I.Q.E.C.A.G. one of history's less mnemonic initializms) and the hardware has only ever been known as the "shaker".  Being advertising, the large fibreglass birds owed much to the Warner Brothers depiction of the creature and little to how evolution had produced genus Geococcyx.  Some of the fibreglass promotional props survived to be exhibited protruding through a Road Runners air-grabber and die-cast models of the ensemble (car plus “popular and respected bird”) sometimes are available.

Australia's Ford Falcon Superbirds

1973 Ford XA Falcon GT Superbird, built for the show circuit and first shown at the Melbourne Motor Show in March 1973. 

Based on the then-current XA Falcon GT Hardtop, Ford Australia’s original Superbird was a one-off created for display at the 1973 Sydney and Melbourne Motor Shows, the purpose of the thing to distract attention from Holden’s new, four-door HQ Monaro model, a range added after the previous year’s limited production SS had generated sufficient sales for the “proof-of-concept” to be judged a success.  Such tactics are not unusual in commerce and Ford was responding to the Holden’s earlier release of the SS being timed deliberately to steal the thunder expected to be generated by the debut of the Falcon Hardtop.  Despite the SS in 1972 being so successful a second batch was needed to meet demand, for some reason GMH (General Motors Holden's) decided that when added as a regular-production model, it would use the "Monaro GTS" name which, since 1968, had been used exclusively of two-door hardtop coupés.  So, despite Chevrolet in the US having for a decade built an enviable "brand recognition" for the SS badge and the success of its own SS in 1972, Holden opted not to take advantage of the new model inheriting the aura and instead diluted the value of the Monaro brand.  Even at the time it seemed a strange choice and tellingly, within a few years, after production of the Monaro coupés ended, the four door models were renamed simply "GTS".       

1973 Ford XA Falcon GT Superbird with model in ankle-length, sleeveless floral sheath maxi dress.  The model was Jill Goodall (b 1952) who in the 1970s appeared on the covers of Australian fashion magazines and in television & print advertising.  She worked also as an actor, including a role as a “harem girl” in the James Bond film The Spy Who Loved Me (1977).

Although it featured a new wool fabric (described in the press-kit as a "rough-blend") for the upholstery and a power-steering system with the rim-effort increased from 4 to 8 lbs (1.8 to 3.6 kg), mechanically, the Superbird show car was something of a “parts-bin special” in that it differed from a standard GT Hardtop mostly in the use of some of the components orphaned when the run of 250-odd (Phase IV) Falcon GTHOs in 1972 was cancelled after a Sydney tabloid newspaper had stirred a moral panic with one of their typically squalid and untruthful stories about the “160 mph [258 km/h] supercars” which soon would be sold to males aged 17-25 (always a suspect demographic in the eyes of a tabloid editor).  Apparently, it was a “slow news day” so the story got moved from the sports section at the back to the front page where the headline spooked the politicians who demanded manufacturers not proceed with the limited-production specials which existed only to satisfy the homologation rules for competition.  Resisting for only a few days, the manufacturers complied and within a week the nation’s regulatory body for motor sport announced the end of “series-production” racing; subsequently, the "production" cars used on the track would no longer need to be so closely related to those available in showrooms.

Ms Goodall with 1973 Ford XA Falcon GT Superbird.  The XA Hardtop's styling motifs were borrowed from the second generation Ford (US) Torino (1970-1971), a machine which, like the 1968 Dodge Charger, looked slippery but, when used at speed on the ovals, was found to induce rather more drag than had been hoped.  Although one German race-driver noted some "chassis flex" in the pillarless coupé, the Australian car's aerodynamics proved sound and the cars were stable on the circuits.  Contemporary tests of the road cars noted the XA GT Hardtop's top speed being some 8 mph (13 km/h) higher than an identically configured sedan, the gain attributed to (1) the reduced frontal area (the hardtop's roofline 2 inches (50 mm) than the sedan) and (2) the efficiency of the air flow over and around the rear section.  

The Falcon GT Superbird displayed at the motor shows in 1973 was a harbinger in that it proved something a “trial run” for future ventures in which parts intended solely for racing would be added to a sufficient number of vehicles sold (almost surreptitiously) to the public to homologate them for use on the circuits.  In that sense, the mechanical specification of the Superbird previewed some of what would later in the year be supplied (with a surprising amount of car-to-car variability) in RPO83 (regular production option 83) including many of the settings and parts intended for the 1972 GTHO Phase IV (the genuine homologation model which would have been produced in a batch of 300-odd) such as the suspension rates, a 780 cfm (cubic feet per minute) carburetor, the 15” x 7” aluminium wheels, a 36 (imperial) gallon (164 litre) fuel tank and various bits and pieces designed for greater durability under extreme (ie race track) conditions.  Cognizant of the effect the tabloid press has on politicians, none of the special runs in the immediate aftermath of the 1972 moral panic included anything which much increased performance.  However, while the details of the mechanical specification delighted the nerds, it was the large orange Superbird logo on the flanks which attracted most comment, the press-kit handed to journalists mentioning the "unique black shadows" which "highlighted its appearance".  However, although nicely done, the black shadows professionally were hand-painted and not included in the full-sized decal which became available from Ford dealers in white (part-number XA-19C 600), black (XA-19C 600 B) & orange (XA-19C 600 C) at Aus$59 which may sound reasonable but the ABS (Australian Bureau of Statistics) reports that in the March quarter, 1973, average MFTWE (male full-time weekly earnings) were Aus$102.50.  Demand for the decal in any color was subdued and it was not long available.

Toned down: 1973 Ford Falcon 500 Hardtop with RPO77 (Superbird option pack) in Polar White with Cosmic Blue accents over white vinyl.

Most who saw the Superbird probably didn’t much dwell on the mechanical intricacies, taken more by the stylized falcon which extended three-quarters the length of the car.  It was the graphic which no doubt generated publicity in a way the specification sheet never could and as an "adhesive transparancy" it could be ordered from Ford dealers but so low was the take-up rate it was decided instead to capitalize on the success of the show car by releasing a production Superbird (RPO77) with the graphic's length scaled down to a mere 18 inches (450 mm), applied to the rear quarters with an even smaller version on the glovebox lid.  In keeping with that restraint, RPO77 included only “dress-up” items and a 302 cubic inch (4.9 litre) V8 in the same mild-mannered state of tune as the versions sold to bank managers and such.  It was a much more modest machine than the Melbourne Motor Show car with its high-compression 351 (5.8) V8 so although not quite a "budgerigar in a birdcage next to a hunting falcon", the messages conveyed by the respective avian graphics were in accord with the hardware.

1973 Ford XA Falcon Superbird in the Lime Glaze & Jewell Green combo over black vinyl.  The other available color combinations were Polar white & Cosmic Blue and Yellow Fire & Walnut Glow.

Still, as a package which offered a bundle of options at an substantial discount (nominally about 11%), RPO77's cost breakdown attracted buyers and did succeed in stimulating interest in the two-door Hardtop, sales of which had proved sluggish after the initial spike in 1972.  It seems of the 750 planned, some 700 were built and that all but 200 were fitted with an automatic transmission was an indication of the target market.  In Australia, the surviving Superbirds are now advertised for six figure (Aus$) sums while the surviving three Phase IV GTHOs command over a million.  The fourth Phase IV GTHO was destroyed in an accident.  Remarkably, it had previously been used in off-road rally events which sounds improbable but it was said to have been competitive, only the sheer weight of the thing meaning the sidewalls of the tyres were subject to frequent failures. 

A (sort of) Superbird at speed.

Murray Carter (b 1931), Falcon RPO83 XA GT Hardtop (modified to resemble the then current XB GT, a common practice in the era), Oran Park round of the 1975 ATCC (Australian Touring Car Championship) 27 April, 1975.  The “Superbird” finished third in the race and second in the 1975 championship.  There was much production-line standardization between the XA-XB-XC Hardtops (more so than the sedans and station wagons, some of which used different rear doors) so the visual updating wasn't difficult and the car would later receive XC panels before being stripped of anything useful and scrapped, race teams then an unsentimental crew.

Although RPO77 was purely an “appearance package”, the Superbird was a footnote in the homologation of the hardtop body for racing, Ford using the specification sheet provided to state motor vehicle registration authorities in their submission to CAMS (Confederation of Australian Motorsport, then the national regulatory body for the sport).  The advantages in citing the Superbird as a base were (1) being built between March-May, 1973 the structure benefited from the changes to the rails and braces which didn’t appear on the earlier cars and (2) at 2910 lb (1320 KG), it was up to 210 lb (95 KG) lighter (depending on configuration) than the Falcon GT Hardtops which were basis of the vehicles actually used in racing.  Whether CAMS was deceived or was just anxious to accommodate isn’t clear but the certification was granted with the designation “Superbird” appearing in their published documentation.  That’s why it was common in press reports at the time for the racing RPO83 XA Hardtops to be referred to as “Superbirds” even though not one was based on a RPO77 Falcon.  Despite all that, the race cars were on occasions seen with “Superbird” emblazoned in bold type.  

The motor show Superbird (unused image from a publicity photo session, Melbourne, 1973).  Built in August 1972, the Superbird was re-painted in "Pearl Silver" and road-registered (LHA 614) in Victoria.  It was restored to its original "Wild Violet" before being sold (without the graphic).

As a nerdy footnote, the 302 V8 used in the RPO77 Superbirds was exclusive to Australia in being based on the Cleveland (335) engine which in the US was the basis only for 351 and 400 (6.6) versions.  The rationale for the Australians developing their unique "302 Cleveland" was one of production-line standardization, the local operation having never produced the Windsor line of V8s which, by 1969, provided the US market with both 302 & 351 versions.  According to the convention in use at the time, the Australian engines could have been dubbed "302 Geelong" & "351 Geelong" (Geelong the city where the Ford foundry was located) but that was never adopted and both tend to be called "Australian Clevelands".  Creating the 302 Cleveland wasn't challenging or expensive and both the Australian engines were (with detail differences between them) a single-configuration compromise optimized for use on the street, eschewing use of the components which delivered improved top-end power (as fitted to some of the US engines) which worked well at high speed but was not ideal for street use where a progressive curve of low and mid-range torque is the most desired characteristic.

Superbird photo-shoot 1973: Ms Goodall looked just as goo when the swishy floral maxi was hitched-up a bit.  She studied graphic design in Melbourne and, after retiring from modelling, worked as a studio manager and photographer.  Now based in Germany and known professionally as Jill Seer, she has exhibited her work in European galleries.

What the Australian engineers did for their 351 was was combine the large (61-64 cm³) combustion chambers from the US "4V" heads (ie "4 venturi" indicating the design was intended to be used with a four barrel carburetor) with the "2V" heads (fitted with smaller intake ports), the arrangement producing a good quench and air/fuel swirl through the ports, enhancing low-to-mid range torque.  The short-stroke Australian 302 was different in that it used a 56.4–59.4 cm³ combustion chamber in conjunction with the high-swirl, small ports.  That combination ("closed" combustion chamber & small ports) turned out to be a "sweet-spot" for street use which has made the Australian 302 heads a popular item for those in the US modifying 351s, the swap made possible by the shared bore and bolt pattern.  While in "heavy duty" use the Cleveland (335) suffered from fundamental flaws (excessive weight and limited lubrication channels), the canted-valve heads were right from day one, the reason why the 1969 Boss 302 (which put efficient Cleveland heads on the lighter, well-oiled Windsor block) was so highly regarded.  Although it sounds oxymoronic, Ford Australia really did market its 302 as "an economy V8" but the phrase needs to be read as comparative rather than absolute, both the 302 & 351 even then regarded as "thirsty".  Things were also less vibrant and, by 1974, journalists with fond memories of the "big port", high-compression 351 of a year earlier were describing the 351 as "wondrously inefficient".