Cimarron

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

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

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

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

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

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

The Cadillac Cimarron, 1982-1988

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

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

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

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

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

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

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

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

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

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

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

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

Gate

Gate (pronunced geyt)

(1) A movable barrier, usually on hinges, closing an opening in a fence, wall, or other enclosure.

(2) An opening permitting passage through an enclosure.

(3) A tower, architectural setting, etc., for defending or adorning such an opening or for providing a monumental entrance to a street, park etc.

(4) Any means of access or entrance.

(5) A mountain pass.

(6) Any movable barrier, as at a tollbooth or a road or railroad crossing.

(7) A sliding barrier for regulating the passage of water, steam, or the like, as in a dam or pipe; valve.

(8) In skiing, an obstacle in a slalom race, consisting of two upright poles anchored in the snow a certain distance apart.

(9) The total number of persons who pay for admission to an athletic contest, a performance, an exhibition or the total revenue from such admissions.

(10) In cell biology, a temporary channel in a cell membrane through which substances diffuse into or out of a cell; in flow cytometry, a line separating particle type-clusters on two-dimensional dot plots.

(11) A sash or frame for a saw or gang of saws.

(12) In metallurgy, (1) a channel or opening in a mold through which molten metal is poured into the mold cavity (also called ingate) or (2), the waste metal left in such a channel after hardening; (written also as geat and git).

(13) In electronics, a signal that makes an electronic circuit operative or inoperative either for a certain time interval or until another signal is received, also called logic gate; a circuit with one output that is activated only by certain combinations of two or more inputs.

(14) In historic British university use, to punish by confining to the college grounds (largely archaic).

(15) In Scots and northern English use, a habitual manner or way of acting (largely archaic).

(16) A path (largely archaic but endures in historic references).

(17) As a suffix (-gate), a combining form extracted from Watergate, occurring as the final element in journalistic coinages, usually nonce words, that name scandals resulting from concealed crime or other alleged improprieties in government or business.

(18) In cricket, the gap between a batsman's bat and pad, used usually as “bowled through the gate”.

(19) In computing and electronics, a logical pathway made up of switches which turn on or off; the controlling terminal of a field effect transistor (FET).

(20) In airport or seaport design, a (usually numerically differentiated) passageway or assembly point with a physical door or gate through which passengers embark or disembark.

(21) In a lock tumbler, the opening for the stump of the bolt to pass through or into.

(22) In pre-digital cinematography, a mechanism, in a film camera and projector, that holds each frame momentarily stationary behind the aperture.

(23) A tally mark consisting of four vertical bars crossed by a diagonal, representing a count of five.

Pre 900:  From the Middle English gate, gat, ȝate & ȝeat, from the Old English gæt, gat & ġeat (a gate, door), from the Proto-Germanic gatą (hole, opening).  It was cognate with the Low German and Dutch gat (hole or breach), the Low German Gatt, gat & Gööt, the Old Norse gata (path) and was related to the Old High German gazza (road, street).  Yate was a dialectical form which was an alternative spelling until the seventeenth century; the plural is gates.  Many European languages picked up variations of the Old Norse to describe both paths and what is now understood as a gate.  The Old English geat (plural geatu) was used to mean "gate, door, opening, passage, hinged framework barrier", as was Proto-Germanic gatan, and the Dutch gat; in Modern German, it emerged as gasse meaning “street”; the Finnish katu, and the Lettish gatua (street) are Germanic loan-words.  Interestingly, scholars trace the ultimate source as the Primitive European ǵed (to defecate).

The meaning "money from selling tickets" dates from 1896, a contraction of 1820’s gate-money.  The first reference to uninvited gate-crashers is from 1927 and gated community appears in 1989; that was Emerald Bay, Laguna Beach, California although conceptually similar defensive structures had for millennia been built in many places.

G Gordon Liddy (1930–2021) was the CREEP lawyer convicted of conspiracy, burglary, and illegal wiretapping for his role in the Watergate Affair.  Receiving a twenty-year sentence, he served over four, paroled after Jimmy Carter (b 1924; US President 1977-1981) commuted the term to eight years.  He was one of the great characters of the affair.

The practice of using -gate as a suffix appended to a word to indicate a "scandal involving," is a use abstracted from Watergate, the building complex in Washington DC, which, in 1972, housed the national headquarters of the Democratic Party.  On 17 June, it was burgled by operatives found later to be associated with Richard Nixon's (1913-1994; US president 1969-1974) Campaign to Re-elect the President committee (CREEP).  Since Watergate, there have been at least dozens of –gates.

Notable Post-Watergate Gates

Billygate: In 1980, US President Jimmy Carter's brother, Billy (1937-1988), was found to have represented the Libyan government as a foreign agent.  Cynics noted that, unlike his brother, Billy at least had a foreign policy.  Crooked Hillary Clinton (b 1947; US secretary of state 2009-2013) has provided the lexicon many "-gates".

A marvelous linguistic coincidence gave us Whitewatergate, a confusing package of real estate deals later found technically to be lawful and Futuregate was a reference to some still inexplicable (and profitable) dabbles in her name in the futures markets.  Servergate was the mail server affair which featured mutually contradictory defenses to various allegations, the Benghazi affair and more.  There was also a minor matter but one which remains emblematic of character.  Crooked Hillary Clinton, after years of fudging, was forced to admit she “misspoke” when claiming that to avoid sniper-fire, she and her entourage “…just ran with our heads down to get into the vehicles to get to our base” when landing at a Bosnian airport in 1996.  She admitted she “misspoke” only after a video was released of her walking down the airplane’s stairs to be greeted by a little girl who presented her with a bouquet of flowers.  Even her admission was constructed with weasel words: “…if I misspoke, that was just a misstatement”.  That seemed to clear things up and the matter is now recorded in the long history of crooked Hillary Clinton's untruthfulness as Snipergate.  Most bizarre was Pizzagate, a conspiracy theory that circulated during the 2016 US presidential campaign, sparked by WikiLeaks publishing a tranche of emails from within the Democrat Party machine.  According to some, encoded in the text of the emails was a series of messages between highly-placed members of the party who were involved in a pedophile ring, even detailing crooked Hillary Clinton’s part in the ritualistic sexual abuse of children in the basement of a certain pizzeria in Washington DC.  Among the Hillarygates, pizzagate was unusual in that she was innocent of every allegation made; not even the pizzeria's basement existed.

Closetgate: References the controversy following the 2005 South Park episode "Trapped in the Closet", a parody of the Church of Scientology in which the Scientologist film star Tom Cruise (b 1962) refuses to come out of a closet.  Not discouraged by the threat of writs, South Park later featured an episode in which the actor worked in a confectionery factory packing fudge. 

Grangegate: In Australia in 2014, while giving evidence to the state's Independent Commission against Corruption (ICAC), Barry O'Farrell (b 1959; Premier of New South Wales 2011-2014) forget he’d been given a Aus$3,000 bottle of Penfolds Grange (which he drank without disclosing the gift as the rules required).  He felt compelled to resign.

Perhaps counterintuitively, there seems never to have been a Lindsaygate or Lohangate.  In that sense, Lindsay Lohan may be said to have lived a scandal-free life.

Irangate: Sometimes called contragate, this was the big scandal of Ronald Reagan's (1911-2004; US president 1981-1989) second term.  As a back channel operation, the administration had sold weapons to the Islamic Republic of Iran and diverted the profits to fund the Contra rebels opposing the Sandinista government of Nicaragua.  Congress had earlier cut the funding.

Nipplegate: Sometimes called boobgate, this was a reaction to singer Janet Jackson’s (b 1966) description of what happened at the conclusion of her 2004 Superbowl performance as a “wardrobe malfunction”.  In Europe, they just didn't get what all the fuss was about.

Monicagate: The most celebrated scandal of President Bill Clinton’s (b 1946; US President 1993-2001) second term.  Named after White House intern Monica Lewinsky (b 1973), with whom the president “…did not have sexual relations…”.

1973 Pontiac Trans-Am SD 455.

Dieselgate: In 2015, Volkswagen was caught cheating on emissions tests used to certify for sale some eleven-million VW diesel vehicles by programming them to enable emissions controls during testing, but not during real-world driving.  Manufacturers had been known to do this.  In 1973 Pontiac tried to certify their 455 Super Duty  engine with a not dissimilar trick but the Environmental Protection Authority (EPA) weren’t fooled which is why the production 455SD was rated at 290 horsepower rather than 310.  Later, manufacturers in the Fourth Reich turned out to be just as guilty and, in that handy phrase from German historiography "they all knew".  Including the fines thus far levied, legal fees and the costs associated with product recalls, the affair is estimated so far to have cost VW some US$27 billion but the full accounting won't be complete for some time.  Other German manufacturers were also affected but Daimler (maker of Mercedes-Benz) avoided a penalty by snitching on the others. 

In Australia, Utegate was a 2009 campaign run by opposition leader Malcolm Turnbull (b 1954; prime-minister of Australia 2015-2018) and his then (they're no longer on speaking terms) henchman, Eric Abetz (b 1958, Liberal Party senator for Tasmania, Australia 1994-2022), which accused Dr Kevin Rudd (b 1957; Australian prime-minister 2007-2010 & 2013) of receiving a backhander from a car dealer, the matters in question revolving around an old and battered ute (pick-up).  Based on documents forged by Treasury official Godwin Grech (b 1967), it led to the (first) downfall of Turnbull.  Abetz went on to bigger things but Turnbull neither forgot nor forgave, sacking Abetz during his second coming (which started well but ended badly).  Abetz however proved he still has the numbers which matter, gaining preselection and in 2024 winning a seat in the Tasmanian Legislative Assembly (the state's lower house).  He now serves as minister for business, industry & resources and minister for transport as well as leader of the house in the minority Liberal Party government.  

The first Nutellagate arose at Columbia University early in 2013 with allegations of organized, large-scale theft by students of the Nutella provided in the dining halls. Apparently students, unable to resist the temptation of the newly available nutty spread, were (1) consuming vast quantities, (2) pilfering it using containers secreted in back-packs and (3) actually purloining entire jars from the tables.

In the spirit of the investigative journalism which ultimately brought down President Nixon, the Columbia Daily Spectator, breaking the story, reported that, based on a leak from their deep throat in the catering department, the crime was costing some US$5,000 per week, the hungry students said ravenously to be munching their way through around 100 pounds (37 or 45 KG (deep throat not specific whether the losses were weighed on the avoirdupois or troy scale)) of Nutella every seven days.  The newspaper noted the heist was on such a scale that, unless addressed, the cost to the university would be US$250,000 a year, enough to buy seven jars for every undergraduate student.

The national media picked up the story noting, apart from the criminality, there were concerns about the relationship between the wastage of food, excessively expensive student services, the exorbitant cost of tuition fees and a rampant consumer culture.  It seemed a minor moral panic might ensue until the student newspaper (now a blog) deconstructed the Spectator’s numbers and worked out the caterers must be paying 70% more for Nutella than that quoted by local wholesalers, casting some doubt on the matter.  The university authorities responded within days, issuing a press release headed “Nutellagate Exposed: It's a Smear!"  Their audit revealed that the accounting system had booked US$2,500 against Nutella purchases in the first week of term but that was the usual practice when stocking inventory and that consumption was around the budgeted US$450 in subsequent weeks.  Deep throat (Nutella edition) lost face and was discredited.

Nutellagate II broke in 2017 when a consumer protection organization released a report noting the recipe had, without warning, been changed, the spread now having more sugar and milk powder but less cocoa and, as a result, was now of a lighter hue.  Ferrero’s crisis-management operative responded on twitter, tweeting “our recipe underwent a fine-tuning and continues to deliver the Nutella fans know and love with high quality ingredients,”… adding “…sugar, like other ingredients, can be enjoyed in moderation as part of a balanced diet.”

#Nutellagate soon trended and users expressed displeasure, many invoking the memory of New Coke or the IBM PS/2, two other products which appeared also to try to fix something not broken.  The twitterstorm soon subsided, the speculation being that, because it contained more sugar, consumers would become more addicted and soon forget the fuss.  So it proved, sales remaining strong.  Nutella though remains controversial because of the sugar content and the use of palm oil, a product harvested from vast monocultural plantations and associated with social and environmental damage.  Ferrero has now and again suggested they may be ceasing production but the user base has proved resistant although, recent movements in the hazelnut price may test the elasticity of demand.

Open-Gate Ferraris

The much admired but now almost extinct open-gate shifters were originally purely functional before becoming fetishized.  At a time when more primitive transmissions and shifter assemblies were built with linkages and cables which operated with much less precision than would come later, the open-gates served as a guidance mechanism, making the throws more uniform and ensuring the correct movement of the controlling lever.  Improvements in design actually made open-gates redundant decades ago but they'd become so associated with cars such as Ferraris and Lamborghinis that they'd become part of the expectations of many buyers and it wasn't hard to persuade the engineers to persist, even though the things had descended to be matters purely of style.  A gimmick they may have become but, cut from stainless steel and often secured with exposed screw-heads, they were among the coolest of nostalgia pieces.  

Reality eventually bit when modern, fast electronics meant automatic transmissions both shifted faster and were programmed always to change ratios at the optimal point and no driver however skilled could match that combination.  Once essential to quick, clear shifts, by the late 1990s, the open-gate had actually become a hindrance to the process and while there were a few who still relished the clicky, tactile experience, such folk were slowly dying off and with sales in rapid decline, manufacturers became increasingly unwilling to indulge them with what had become a low-volume, unprofitable option.  

Not all the Ferraris with manual gearboxes used the open-gate fitting, some of the grand-touring cars using concealing leather boots but both are now relics, the factory recently retiring the manual gearbox because of a lack of demand.  The 599 GTB Fiorano was made between 2006-2012 and included the option but of the 3200-odd made, only 30 buyers specified the manual.  That run of 30 was however mass-production compared with the California (2009-2014) which was both the first Ferrari equipped with a dual-clutch transmission and the last to offer a manual, ending the tradition of open gate-shifters which stretched back 65 years.  Testing the market, a six-speed manual option had been added to the hard-top convertible in 2010 and the market spoke, the factory dropping it from the order sheet in 2012 after selling just three cars in three years.  The rarity has however created collectables; on the rare occasions an open gate 599 or California is offered at auction, they attract quite a premium and there's now an after-market converting Ferraris to open gate manuals.  It's said to cost up to US$40,000 depending on the model and, predictably, the most highly regarded are those converted using "verified factory parts".

2012 Ferrari California (top) and 2012 Cadillac CTS-V sedan.

So the last decade at Maranello has been automatic (technically “automated manual transmission”) all the way and although a consequence of the quest for ultimate performance, it wasn’t anything dictatorial and had customer demand existed at a sustainable level, the factory would have continued to supply manual transmissions.  There is however an alternative, Cadillac since 2004 offering some models with manual transmission for the first time since the 1953 Series 75 (among the Cadillac crowd the Cimarron (1982-1988) is never spoken of except in the phrase "the unpleasantness of 1982" ) and by 2013, while one could buy a Cadillac with a clutch pedal, one could not buy such a Ferrari.  For most of the second half of the twentieth century, few would have thought that anything but improbable or unthinkable.

Ferrari open-gate shifter porn 

1965 250 LM

1967 330 GTC

1968 275 GTS/4 NART Spyder

1969 365 GTC

1972 365 GTB/4

1988 Testarossa

1991 Mondial-T Cabriolet

1994 348 Spider

2011 599 GTB Fiorano

2012 California

Blackwing

Blackwing (pronounced blak-wing)

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

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

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

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

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

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

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

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

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

Cadillac over the years made may detail changes to the corporate crest and structurally, the most significant addition came in 1963 when an almost enclosing laurel wreath returned (it had been there in 1902 but was gone by 1908, returning for a run between 1916-1925) and it proved the most enduring design thus far, maintained until 2014.  It clearly had some cross-cultural appeal because in 1971 Holden (GM’s now defunct Australian outpost) made a point of issuing a press release informing the country “special permission” had been received from Detroit for them to borrow the wreath to surround the Holden crest on their new HQ Statesman de Ville, a car so special that nowhere on the thing did the word “Holden” appear, the same marketing trick Toyota would three decades on apply to the Lexus.  What has remained constant throughout are the core colors and, according to Cadillac, black against gold symbolizes riches and wisdom; red means boldness and prowess in action; silver denotes purity, virtue, plenty and charity while blue stand for knightly valor.  Behind the and crest, the background is platinum (a high-value metal) and the whole combination is said to have been influenced by Piet Mondrian (1872–1944), a Dutch artist noted for his work with color and geometric shapes.

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

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

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

2025 Cadillac CT5-V Blackwing.

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

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

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

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

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

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

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

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

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

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

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

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

Pencil porn.

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