Cammer
(pronounced kham-ah)
(1) A content-provider who uses a webcam to
distribute imagery on some basis (applied especially to attractive young
females associated with the early use of webcams).
(2) Slang for an engine produced in small
numbers by Ford (US) in the mid-late 1960s.
(3) A general term for any camera operator
(now less common because the use in the context of webcam feeds prevailed.
1964: A diminutive of single overhead
cam(shaft). Cam was from the sixteenth
century Middle English cam, from the Dutch kam
(cog of a wheel (originally, comb))
and was cognate with the English comb,
the form preserved in modern Dutch compounds such as kamrad & kamwiel (cog
wheel). The association with webcams
began in the mid-1990s, cam in that context a contraction of camera. The Latin camera
(chamber or bedchamber) was from the Ancient Greek καμάρα (kamára) (anything with an arched cover, a covered carriage or boat,
a vaulted room or chamber, a vault) of uncertain origin; a doublet of
chamber. Dating from 1708, it was from
the Latin that Italian gained camera
and Spanish camara, all ultimately
from the Ancient Greek kamára and the
Old Church Slavonic komora, the
Lithuanian kamara and the Old Irish camra all are borrowings from Latin. Cammer was first used in 1964 as oral
shorthand for Ford’s 427 SHOC (single overhead camshaft) V8 engine, the
alternative slang form being the phonetic “sock” and it became so associated
with the one item that “cammer” has never been applied to other overhead
camshaft engines. The first web-cam
(although technically it pre-dated the web) feed dates from 1991 and the first to
achieve critical mass (ie “went viral”) was from 1996. Cammer is a noun; the noun plural is cammers.
Lindsay Lohan on webcam in Get a Clue (2002) a Disney Channel original movie.
The word came be used for photographic devices as a clipping of
the New Latin camera obscura (dark chamber) a black box with a
lens that could project images of external objects), contrasted with the (circa
1750) camera lucida (light chamber), which used prisms to
produce an image on paper beneath; it was used to generate an image of a
distant object. Camera was thus (circa 1840) adopted in nineteenth
century photography because early cameras used a pinhole and a dark room. The
word was extended to filming devices from 1928. Camera-shy (not wishing to be photographed) dates from 1890, the first camera-man (one who operates a camera) recorded in 1908. The first webcam feed (pre-dating the public availability of the worldwideweb (www) which permitted feeds to the wild), dates from 1991.
jennicam.org (1996-2003)
xcoffee cam-feed of Trojan Room coffee pot, University of Cambridge, 1991-2001.
It
wasn’t the internet’s first webcam feed, that seems to have been one in started in 1991 (before the worldwideweb was available to the public) aimed at a coffee machine in a
fourth floor office at the University of Cambridge's Computer Science Department, created by scientists based in a lab
the floor below so they would know whether to bother walking up a flight
of stairs for a cup, but in 1996,
nineteen year-old Jennifer Ringley (b 1976), from a webcam in her university dorm
room, broadcast herself live to the whole world, 24/7. With jennicam.org, she effectively invented "lifecasting" and while the early feed
was of grainy, still, monochrome images (updated every fifteen seconds) which, considered
from the twenty-first century, sounds not interesting and hardly viral, it
was one of the first internet sensations, attracting a regular following of
four-million which peaked at almost twice that. According to internet lore, it more than once crashed
the web, seven million being a high proportion of the web users at the time and the routing infrastructure then wasn't as robust as it would become. Tellingly, Ms Ringley majored in economics which explains the enticingly suggestive title "jennicam" whereas the nerds at Cambridge could think of nothing more catchy than "xcoffee".
Jenni and pussy.
Although there were more publicized moments, jennicam.org was mostly a slideshow of the mundane: Jennifer studying at her desk,
doing the laundry or brushing her teeth but it hinted at the realisation of
earlier predictions, Andy Warhol's (1928–1987) fifteen minutes of fame and Marshall McLuhan's (1911-1980) global village. While not exactly pre-dating reality
television, jennicam.org was years before the genre became popular and was closer to real than the packaged products became.
The 1964 Ford 427 SOHC (the Cammer)
1964 426 HEMI in Plymouth race-car.
There was cheating
aplenty in 1960s NASCAR (National Association for Stock Car Auto Racing) racing
but little so blatant as Chrysler in 1964 fielding their 426 HEMI, a pure racing
engine, in what was supposed to be a series for mass-produced vehicles. Whatever the legal position, it was hardly in
the spirit of gentlemanly competition though in fairness to Chrysler, they
didn't start it, NASCAR for years something of a parallel universe. In
1957, the Automobile Manufacturers Association (AMA) had announced a ban on
auto-racing and the public positions of General Motors (GM), Ford and Chrysler
supported the stand, leaving the sport to dealer and privateers although,
factory support of these operations was hardly a secret. NASCAR liked things this way believing the
popularity of their “stock cars” relied on the vehicles raced being close to
(ie "in stock") what was available for purchase by the general public. Additionally, they wished to maintain the
sport as affordable even for low budget teams and the easy way to do this was restricting
the hardware to mass-produced, freely available parts, thereby leveling the playing field. The façade was maintained
until the summer of 1962 when Ford announced it was going to "go
racing". Market research had
identified the competitive advantage to be gained from motorsport in an era
when, uniquely, the demographic bulge of the baby-boomers, unprecedented
prosperity and cheap gas (petrol) would coalesce, Ford understanding that in the
decade ahead, a historically huge catchment of 17-25 year old males with high
disposable incomes were there to be sold stuff and they’d likely be attracted
to fast cars. Thus began Ford's
"Total Performance" era which would see successful participation in
just about everything from rally tracks to Formula One, including four
memorable victories at the Le Mans twenty-four hour classic.
1963 Chevrolet 427 "Mystery Motor".
The market leader,
the more conservative GM, said they would "continue to abide by the spirit
of the AMA ban" and, despite the scepticism of some, it seems they meant it
because their racing development was halted though not without a parting shot, Chevrolet in 1963 providing their preferred team a 427 cubic inch (7 litre)
engine that came to be known as the "mystery motor". It stunned all with its pace but, being
prematurely delivered, lacked reliability and, after a few races, having proved
something, GM departed, saving NASCAR the bother of the inevitable squabble
over eligibility.
1961 Ford Galaxie Starliner (left) & 1962 Galaxie with “distinguished hardtop styling” (aka “boxtop”, right).
Ford stayed
and cheated, though not yet with engines.
The aerodynamic qualities the 1960-1961 Galaxie Starliner possessed by
virtue of its gently sloping rear roof-line generated both speed and stability
on the NASCAR ovals; that made it a successful race-car but in the showrooms,
after some early enthusiasm, sales dropped so it was replaced in 1962 with an
implementation of the “formal” style which had been so well-received when used
on the Thunderbird. As the marketing
department predicted (or, more correctly, worked out from the results of their
focus-group sessions), what they called “distinguished hardtop styling” proved more
commercially palatable but while customers may have been seduced, the physics
of fluid dynamics didn’t change and the “buffeting” induced at speeds above 140
mph (225 km/h) limited performance, adversely affected straight-line stability
(especially when in close proximity to other cars) and increased fuel
consumption. What the distinguished hardtop
styling had done was make the Galaxie less competitive on the circuits, the
loss of up to 3 mph (5 km/h) in top speed the difference being winning and
losing; Ford’s NASCAR teams dubbed the look the “boxtop”, boxes not noted for
their fine aerodynamic properties and years later, Chrysler too would discover just
how significant at high speed is the slope of the rear glass.
Beware of imitations: Images from Ford's 1962 Galaxie Starlift "brochure" which didn't fool NASCAR.
Quickly to
regain the lost aerodynamic advantage, Ford fabricated a handful of detachable fibreglass
hard-tops which could be “bolted on”, essentially transforming a Galaxie
convertible back into something as slippery (and even a little lighter) as the
previous Starliner. Having no intention
of incurring the expense of designing and engineering them to an acceptable consumer
standard (which they knew few anyway would buy) Ford simply gave the hand-made plastic
roof the name “Starlift”, allocated a part-number and even mocked-up a brochure
for NASCAR to read. Although on paper it
appeared a FADC (factory-authorized dealer accessory) like any other (floor-mats,
mud flaps et al), an inspection of the device revealed it was obviously phoney,
the rear passenger glass on each side not fitting the sloping C-pillar, demanding
the use of a pair of tacked-on plastic fillers to close the gap and it was
obvious the thing wasn’t close to being waterproof. NASCAR outlawed the scam. However, because five Starlift-equipped Galaxie
convertibles had qualified for a postponed event at Atlanta before the ban,
they were permitted to run in the re-scheduled event and on the only occasion it
was raced in NASCAR competition it won, the 100% win-record ranking it among
the sport’s most successful models.
The 483 cid Galaxie Starlift at speed, Bonneville, October 1962.
Banned from
the circuits though it was, Ford did manage to give the Starlift one final
fling. In October 1962, one fitted with
an “experimental” version of the FE V8 with a displacement of 483 cubic inches
(7.9 litres) was taken to Bonneville where it was used to set a slew of
international speed records, clocked at 182.19 mph (293.21 km/h) and averaging
163.91 mph (263.79 km/h) over 500 miles (804.67 km). Noting the big numbers, NASCAR took the
opportunity to impose a 7 litre (usually expressed as 427 cid) displacement
limit, one rule that was easy to enforce.
Galaxies with "sports hardtop" roofline, Firecracker 400, Daytona International Speedway, July, 1963.
Hobbled by the distinguished
hardtop styling, Ford managed to win only another four races in a season
dominated by Pontiac but the engineers solved the problem in early 1963 with
the “sports hardtop” roofline which pleased both the pubic buying cars and the
teams racing them. Remarkably, the
revision to the roofline, in conjunction with increasing engine displacement from
406 cubic inches (6.6 litres) to 427 (strictly speaking it was 426 (7.0))
created one of the era’s more improbably successful race cars which enjoyed
great success in saloon car events in England, Europe, South Africa, Australia
& New Zealand until the lighter and more nimble Mustang became available.
1964 427 SOHC (Cammer). Note the famously long timing chain.
Ford, which while enjoying
great success in 1963 had actually adhered to the engine rules, responded to
Chrysler’s 426 HEMI (which had dominated the 1964 season) within a remarkable ninety
days with a derivation of their 427 FE which replaced the
pushrod activated valves with two single overhead camshafts (SOHC), permitting
higher engine speeds and more efficient combustion, thereby gaining perhaps a
hundred horsepower. The engine, officially called the 427 SOHC, was
nicknamed the Cammer (although some, noting the acronym, called it
the "sock"). The problem for NASCAR was that neither the
426 HEMI nor the 427 Cammer was in a car which could be bought from a showroom.
1964 Chrysler 426 HEMI DOHC prototype.
Not best pleased,
NASCAR was mulling over things when Chrysler responded to the 427 Cammer by
demonstrating a mock-up of their 426 HEMI with a pair of heads using double overhead
camshafts (DOHC) and four valves per cylinder instead of the usual two.
Fearing an escalating war of technology taking their series in an undesired
direction, in October 1964, NASCAR cracked down and issued new rules for the
1965 season. Although retaining the 427
cubic inch limit, engines now had to be mass-production units available for
general sale and thus no hemi heads or overhead camshafts would be allowed The rule change had been provoked also by an
increasing death toll as speeds rose beyond what was safe for both tyres and on circuits.
1965 Ford 427 FE.
That meant Ford’s 427 FE was eligible but Chrysler’s 426 HEMI was not and a disgruntled Chrysler
withdrew from NASCAR, shifting their efforts to drag-racing
where the rules of the NHRA (National Hot Rod Association) were more
accommodating (while it's not clear if Chrysler complied even with those, the NHRA welcomed them anyway). In 1965, Chrysler seemed happy with the 426 HEMI's impact over the quarter-mile and Ford seemed happy being able to win just about
every NASCAR race. Not happy was NASCAR which was watching crowds
and revenue drop as the audience proved less interested in a sport where results had become predictable, their hope the rule changes would entice GM
back to motor-sport not realised. NASCAR audiences were a tribal lot and to attract the "Ford people", "GM people" and "Chrysler people", competitive cars from each needed to be fielded.
1966 Chrysler 426 Street HEMI.
It was 1967 before everybody
was, (more or less) happy again. Chrysler, which claimed it had
intended always to make the 426 HEMI available to the general public and that
the 1964 race programme had been just part of engineering development, for 1966
introduced the 426 Street HEMI, a detuned version of the race engine, a
general-production option for just about any car in which it would fit (indeed, in 1966 a handful were installed even in four-door sedans although Chrysler did decline to produce a Street HEMI station wagon). NASCAR responded quickly, announcing the HEMI
now complied with the rules and was welcome, with a few restrictions, to
compete. Ford assumed NASCAR needed them
more than they needed NASCAR and announced they would be using the 427 Cammer
in 1966. NASCAR was now trapped by its
own precedents, conceding only that Ford could follow Chrysler’s earlier path,
saying the 427 Cammer would be regarded “…as an experimental engine in 1966…
(to) …be reviewed for eligibility in 1967." In other words, eligibility depended still on mass-production.
427 SOHC installed in a replica (by ERA) of a 1966 Shelby American AC Cobra 427SC.
Ford, although unable
easily to create a 427 Street Cammer, recalled the Starlift trick and announced
the SOHC was now available as a production item. That was, at best, economical with the truth,
given not only could nobody walk into a showroom and buy a car with a 427
Cammer under the hood but it seemed at the time not always possible to purchase one
even in a crate. Realising the futility of kicking the can down the road, NASCAR decided to kick it to the umpire, hoping all sides would abide by the decision,
referring the matter to the Fédération Internationale de l'Automobile (FIA),
the world governing body for motor-sport.
Past-masters at compromise, the FIA approved the 427 Cammer but imposed
a weight handicap on any car in which it was used.
Cutaway Ford FE V8s: the 427 (left) and 427 SOHC (right).
Ford called that not
just unfair but also unsafe, citing concerns at the additional stress the
heavier vehicles would place of suspension and tyres, adding their cars
couldn’t “… be competitive under these new rules." Accordingly, Ford threatened to withdraw from
NASCAR in 1966 but found the public’s sympathy was with Chrysler which had done
the right thing and made their engine available to the public. Ford sulked for a while but returned to the
fray in late 1966, the math of NASCAR’s new rules having choked the HEMI a little
so the 427 FE remained competitive, resulting in the curious anomaly of the 426
Street HEMI running dual four-barrel induction
while on the circuits only a single carburetor was permitted. Mollified,
Ford returned in force for 1967 and the arrangement, which ushered in one of
the classic eras of motorsport, proved durable, the 427 FE used until 1969 and
the 426 HEMI until the big block engines were finally banned after the 1974 season, three years after the last 426 Street HEMI was sold.
Ford 427 Cammer in 1967 Fairlane.
While the 426 HEMI DOHC never ran (the display unit's valve train was electrically activated), the 427 Cammer was produced for sale in crates and although the
number made seems to be uncertain, most sources suggest it may have been as
high as several-hundred and it enjoyed decades of success in various forms of
racing including off-shore power boats. Whether it would ever have been
reliable in production cars is questionable. Such was Ford’s haste to
produce the thing there wasn’t time to develop a proper gear drive system for
the various shafts so it ended up with a timing-chain over six feet (1.8m) long.
For competition use, where engines are re-built with some frequency, that
proved satisfactory but road cars are expected to run for thousands of miles
between services and there was concern the tendency of timing-chains to stretch
would impair reliability and tellingly, Ford never considered the 427 Cammer
for a production car. Production cars, unlike racing engines, attract
warranties. The 427 Cammer attracted a following and, even today,
it’s possible to buy all the parts needed to build one.