Debunk (pronounced dih-buhngk)
(1) To expose or excoriate (a claim, assertion,
sentiment, etc.) as being pretentious, false, or exaggerated.
(2) To disparage, ridicule, lampoon.
1920–1925: An invention of US English, the construct
being de- + bunk. The de-
prefix was from the Latin dē-, from
the preposition dē (of, from (the Old
English æf- was a similar prefix)). It imparted the sense of (1) reversal,
undoing, removing, (2) intensification and (3) from, off. Like dis-, the de- prefix
was used to form a complex verb with the sense of undoing the action of a
simple one and the handy device has been most productive, English gaining such
useful words as demob, degauss and, of course, the dreaded deconstruct & the
lamentable decaffeinate. It’s obviously
valuable but the more fastidious guardians of English were of course moved to
caution it shouldn’t be used because one was too indolent to find the existing
antonym although it was conceded that some coinings were necessary to convey
some special sense such as “decontaminate”, needed in those situations when
something like “cleanse” is inadequate. Bunk in
this context was etymologically un-related to other forms of “bunk” and was a and
was a clipping of bunkum (pronounced
buhng-kuhm) which meant (1) insincere speechmaking by a politician intended
merely to please local constituents and (2) insincere talk; claptrap; humbug. Debunk & debunked are verbs, debunking is a noun & verb, debunker & debunkment are nouns and debunkable is an adjective; the noun plural is debunks.
Although
the exact date in unclear, during sittings of the sixteenth United States Congress
(1819-1821), a long, torturous debate ensued on the difficult matter of the Missouri Compromise, something which would later return to haunt the nation. Well into discussions, Felix Walker (1753–1828;
representative (Democratic-Republican (sic)) for North Carolina 1817-1823),
rose and began what was apparently, even by the standards of the House of
Representatives, a long, dull and irrelevant speech which, after quite some
time, induced such boredom that many members walked from the chamber and other
attempted to end his delivery by moving that the question be put. Noting the reaction, Representative Walker felt
compelled to explain, telling his colleagues “I’m talking for Buncombe”, referring to his constituents in
Buncombe County. Delivered phonetically,
the phrase entered the political lexicon as “talking to (or for) Bunkum” and this was soon clipped to “bunk”
meaning “speech of empty thoughts expressed with inflated or pretentious language”. Later, the sense of bunk was extended to mean
“anything wrong or worthless”.
Bunk in
the sense of “wrong, worthless” probably gained its popularity from the phrase “history is bunk”, attributed to Henry
Ford (1863–1947), famous for being founder of the Ford Motor Company and infamous
for some of his more odious opinions. His
words first appeared in print in an interview, publishing in 1916, the context
being his opposition to US involvement in the war in Europe:
"History is more or less bunk. It is tradition. We don’t want tradition. We want to live in the present and the only
history that is worth a tinker’s dam is the history we make today. That’s the trouble with the world. We’re living in books and history and
tradition. We want to get away from that
and take care of today. We’ve done too
much looking back. What we want to do
and do it quick is to make just history right now."
Quite what Mr Ford meant has been much discussed over the
years and the man himself did later discuss it, although there are inconsistencies
in his explanations. Historians have
concluded he was expressing scepticism at the value of history as it is taught
in schools and other educational institutions; his feeling being there was too
much emphasis on kings & emperors, wars & empires, politics &
philosophy and entirely too little on the lives of ordinary people who, in a
sense, actually “made the history”. Ironically, given his critique of what’s
known as the “great man” school of history, he is regarded as one of the great
men whenever histories are written of the early automobile and the development
of assembly-line mass-production.
The verb “debunk” actually emerged from a work of what
would now be called popular revisionist history. In 1923, novelist William Woodward
(1874-1950) published the best-selling Bunk,
the blurb suggesting his purpose being to “take the bunk out of things” and
debunk was soon adopted by academic historians who in the 1920s made something
of an industry in writing books and papers debunking the myths and puff-pieces the propaganda of World
War I (1914-1918) produced in abundance.
An obviously useful word, it was soon in vogue throughout North America
and quickly made its way across the Atlantic and to the rest of the
English-speaking world. Pedants in
England, rarely happy with anything new, of course objected to a short punchy
word intruding where they might use a paragraph but debunk made itself at home
and never left.
A more recent coining was "prebunk", used as both noun and verb. The act of prebunking involves issuing warnings about disinformation or misinformation before dissemination and once done, the fake news is said to have been prebunked (in political warfare it's a pre-emptive strike and thus differs from something like an injunction which is preventive). Very much a word of the era of Donald Trump (b 1946; US president 2017-2021 and since 2025) and crooked Hillary Clinton (b 1947; US secretary of state 2009-2013), "prebunk" seems not to have been used until 2017, sometime after a spokesperson for the Trump administration formalized the concept of "alternative facts". "Alternative facts" was not something new and had been part of the language of government probably as long as there have been governments but the Trump White House was the first blatantly to admit use. Mothers with young children are familiar with "alternative facts" such as Santa Claus or the tooth fairy and the idea worked so well under Trump it became a core part of the Biden administration's media management although, if coming from Joe Biden (b 1942; US president 2021-2025) himself, it was hard to tell where "alternative facts" ended and senility began.

Servergate, the scandal about crooked Hillary Clinton's (b 1947; US secretary of state 2009-2013) home-brew mail server was as much about the cover-up which was her attempt to debunk the facts as it was about her initial wrongdoings. For cartoonists, crooked Hillary was the gift which kept giving.
Conspiracy theories have probably been around as long as human
societies have existed but as means of communications have expanded, their
spread has both extended and accelerated, social media just the latest and most
effective vector of transmission. Debunking
conspiracy theories is also a thing although in this, there’s doubtlessly an
element of preaching to the converted, the already convinced dismissing the
debunkers as part of the conspiracy. However,
debunking can in itself be something of a conspiracy such as the wholly
unconvincing stories concocted to try to explain away the curious business surrounding
crooked Hillary Clinton’s home-brew mail server. Trying to dismiss concerns about that as the
stuff of conspiracy theorists was less a debunking than a cover-up.
Lindsay Lohan in The Parent Trap (1998).
A more conventional debunking was published by Nicki Swift which detailed the truly bizarre conspiracy theories about Lindsay Lohan’s “twin
sister”. It began after the release of
the 1998 film The Parent Trap in which twins Hallie Parker and Annie James meet
at summer camp after being separated at birth and, having been re-united, the
pair embark upon a series of adventures in an attempt to bring back together
their divorced parents. Lindsay Lohan played
both parts including many scenes in which the twins appeared together and while
there had been advances in technology since Hayley Mills (b 1946) undertook the
role in the 1961 original, the film was thought an impressive achievement in
editing and stage direction, the body-double being Erin Mackey (b 1986, about a
fortnight before Lindsay Lohan).
The conspiracy theory was that Lindsay Lohan didn’t play
both parts and that she actually had a co-star: her twin sister Kelsey Lohan,
variations of the explanation for the now absent spouse including that she was
murdered immediately prior to the film’s debut while others say she was killed
in 2001 after a mysterious (and well-concealed) disappearance. BuzzFeed included an entry about this in one
of their pieces about celebrity conspiracies, documenting the story of how
after Kelsey died in a car accident (which, given her “sister’s” driving habits
when young, was at least plausible) the Disney corporation “covered their
tracks” by saying Lindsay portrayed the twins, her family corroborating this due
to their obsession with celebrity. Whether
there was an intention to suggest Disney was in some was involved in the “death”
wasn’t made clear but the wording certainly hints at the implication. Surprisingly, nobody seems ever to have suggested the Freemasons were involved.

Mandii Vee (b 1996), for whom the truth is out there.
The idea of the Walt Disney Company as somehow evil has
been around for decades and was the undercurrent in the helpful video posted on
Mandii Vee’s YouTube channel, her explanation for the scandal being that Kelsey
"mysteriously died" prior
to the film's release and that put Disney in a predicament because they didn't
want to release a movie starring a now dead girl. Such things have been done before and sometimes
with notable commercial success but according to Mandii Vee, Disney thought it
would bring “bad juju” (a noun or adjective meaning “something cursed or
haunted by a dark aura”). Disney’s
solution was said to be a high-finance version of comrade Stalin’s (1878-1953) “un-personing”
or the techniques of erasure George Orwell (1903-1950) detailed in Nineteen
Eighty-Four (1949), paying Lindsay Lohan's parents millions in hush money to
keep the secret, never speaking of the unfortunate Kelsey again and denying she
ever existed. At that point, Disney would
have pulped and re-printed all the film’s promotional collateral, re-shot the
credits and publicized the story that Lindsay Lohan played both roles. Finding the idea one actor could do both at
the same time improbable, Mandii Vee extended her forensic analysis, delved a bit into physics and pondered whether
such things were technically even possible.
The Edsel

1958 Edsel Citation convertible. The range was named after Henry Ford's son Edsel (1893–1943; president of the Ford Motor Company (FoMoCo) 1919–1943).
It has been suggested debunking needs to be applied to some possibly mythical aspects of the story of the doomed Edsel. The name “Edsel” has become a byword for commercial
failure, based on the sad story of the car, a brand introduced in 1958 by FoMoCo and so poorly received the whole venture was within three years shut down after having for 1959 been absorbed into the hastily concocted MEL (Mercury-Edsel-Lincoln) division. Presumably it was thought not wise to name the amalgamation Lincoln-Edsel-Mercury (LEM) because there were already enough temptations for folk to dub the Edsel a "lemon". FoMoCo
would have been grateful had the country been prepared politely to forget the
whole Edsel debacle had ever happened, but because one of the corporation's new V8 engine
families had already been designated MEL, the reminders lingered until 1967. Unlike the Edsel, the MEL V8s were a success
and while too heavy to achieve much success in competition (except in power-boat
racing where for a time they filled a niche), on the road they were solid,
reliable (if thirsty) units although the decision to run the power-steering
pump directly off the crankshaft baffled many and didn’t set a trend. The conventional wisdom is the Edsel failed because:
(1) It was just another variation of the existing large cars
sold by the corporation under the Ford and Mercury brands while the public's appetite increasing was for smaller, imported models (and within a few years Ford’s own and smaller Falcon,
Fairlane & Mustang).
(2) This "variation on a theme" reality was a stark contrast to the pre-release publicity which had for almost two years hinted at something genuinely innovative and "new". In the modern sense, the Edsel was "over-hyped".
(3) It was introduced into a market where automobile sales were in decline because of a brief but sharp recession, the mid-price sector, where sat the Edsel, especially affected.
(4) The build quality was patchy, as was the factory’s
support for dealers. The fact that quality-control by some of FoMoCo's competitors was as bad or worse was not a great deal of help.
(5) The styling was judged unattractive. There was much clumsiness in the detailing (although almost the whole US industry was similarly afflicted in 1958) but the single most polarizing aspect was the vertical grill assembly, controversial not because it was a regression to something which had become unfashionable in the “longer, lower, wider” era where things tended to the horizontal but because of the shape which to some suggested a woman’s vulva. Some used the words “vagina” or “genitalia” but in those more polite times, many publications were reluctant to use such language in print and preferred to suggest the grill resembled a “horse collar” or “toilet seat” although the latter was (literally) a bit of a stretch and anyway already used of some of the trunk (boot) lids on Chryslers styled to excess by Virgil Exner (1909–1973); more memorable was Time magazine’s “an Oldsmobile sucking a lemon”. Some found the debate amusing and some disturbing but few found the look attractive. The anthropomorphic implications of the grill were toned-down when the range was restyled for the 1959 range and vanished completely for the short-lived 1960 season but by then the damage was done.

Too much, too soon and too little, too late: 1958 Edsel Corsair (left), 1959 Edsel Corsair (centre) and 1960 Edsel Ranger (right).
The failure is a matter of record but one figure that has
often puzzled analysts is that Ford booked a loss of over US$250 million on the
programme at a time when a million dollars was still a lot of money and, depending
on how the conversion is done, that would in 2022 dollars equate to between 2-3
billion. The extent of the loss would be
understandable if the Edsel had been as genuinely new as claimed but it’s
difficult to see where all the money went given that all the expensive
components were borrowed from the existing Ford and Mercury line up:
(1) The engines, although some were of a unique
displacement, were just variations of the existing corporate line-up used in Ford,
Mercury & Lincoln models (the Mileage-maker straight-6 and the Y-Block, FE (Ford-Edsel) &
MEL V8s).
(2) The platform, (core body structure & suspension) was shared with Ford & Mercury models. Even the longer wheelbase numbers sometimes cited in the Edsel brochures was a bit of a fudge (though in a court probably defensible because literally true) given the extra inch (25 mm) was gained by the simple trick of locating the rear axle that further back on the leaf springs (something in the era done also by Chrysler). The bodies and interior space were not in any way affected and if the extra inch delivered a "smoother ride", it doubtful many could tell the difference.
(3) No dedicated factories were built for the Edsel, the
cars assembled on the same assembly lines used for the Ford & Mercury products.
So the costs involved in the development were relatively
less expensive endeavors such as body panels and interior trim. The marketing expenses were presumably high and
there were costs associated with the dealer network but the suspicion has long
been the infamous quarter-billion dollar loss was Ford taking advantage of
accounting rules, perhaps booking against the Edsel most of the
development costs of things like the FE engine, something that would remain in
production until 1976. That the Edsel was a big failure is disputed by nobody but financially, the losses may have been both over-stated and to some extent transferred to the taxpayer, a long tradition in "free-market" capitalism (capitalize the profits, socialize the losses).
1960 Edsel Ranger Sedan.
However the
accounting is deconstructed, there’s no dispute about the affair’s final contractual
imbroglio which, remarkably, compelled FoMoCo to introduce a re-styled
1960 Edsel which was produced for only 34 days in late 1959; cited sometimes as a case-study in contract law
text-books, it appears as a cautionary tale.
Ford had intended to axe the brand after production of the 1959 models was
completed but received advice from in-house counsel the contract with the
dealer network (executed on 19 November 1956) included as an “essential term”
an undertaking to provide Edsels for distribution for three seasons (which in
the US didn't align exactly with calendar years, “model years” traditionally running from September to August). The solution obviously was to cut the losses by "buying out" the contracts and to that all but one dealer agreed. What that meant was Ford faced the prospect
of being sued for violating the terms of a contract it had written and the
possibility a court could make an order for “specific performance”, meaning it
would have to embark on a whole season's production of a car selling dismally. In the circumstances, that probably was
unlikely but after the troubles of the previous few years, the last thing Ford
wanted was a embarrassing court case so the decision was taken to do a minor
re-styling of the 1960 Ford and offer a limited range badged as Edsels; while
that sounds as cynical as it was, it was a quick & dirty way to (sort of) satisfy
honor on both sides. Thus, to fulfil
contractual obligations, the 1960 Edsel appeared, 2846 of which left what was
by then a leisurely production-line between 15 October and 19 November 1959. It was on that day the contract with the dealers expired and unilaterally it was terminated.

1960 Ford Fairlane 500 Sedan.
Even that wasn’t the end of
the company’s problems. Although in
recent years there had been successes such as the 1958 and 1959 Fords (which
benefited from Chrysler’s quality control issues and the styling of GM cars in
those years which respectively had been thought dated and polarizing), apart
from the disaster which had been the Edsel, the 1958-1960 Lincoln had sold poorly and Continental Division, intended
as a competitor not for Cadillac but Rolls-Royce had been shuttered after two highly unprofitable seasons. So hopes were high for the 1960 Ford until it
occurred to someone it was 81½ inches (2045 mm) in width, meaning it would not
be possible for buyers to register the things in those states which mandated 80
inches (2032 mm) as the maximum width for passenger cars. To add insult in injury, being essentially a
1960 Ford, the 1960 Edsels were also affected.
Crony capitalism worked its magic and legal work-arounds were "negotiated" but it meant the 1960 body was a one-off, the next season’s cars coming in at a neat 80 inches.

1960 Edsel Ranger & Villager production.
A generation on, by 1977, FoMoCo must have been been content collective amnesia had overtaken the land because in that year the "Villager" option appeared for the Mercury Cougar Station Wagon, the package including (1) Medium Rosewood woodtone (ie DI-NOC fake timber) on body-side and liftgate, (2) Bright surround rails with Medium Rosewood woodtone inserts, (3) Rosewood woodtone narrow protective bodyside molding & (5) Villager script on liftgate. The option was a microcosm of the of the method used to create the original Edsel.

1960 Edsel brochure showing three of models least produced in the range's 34-day existence in late 1959.
Although the 1960 Edsels lasted in production barely a month, to ensure compliance with contractual obligations was not only fulfilled but seen to be fulfilled, for the collateral documents were designed with the same care (though not printed in the same volume) as was lavished on those for the Ford & Mercury range. The "nifty-thrifty" shtick was a response to the recent brief but unpleasant recession and the consumer reaction to the bloated cars Detroit put on the market in the late 1950s. Economic boom times however returned and although smaller cars (imports and beginning in 1960 also domestically produced "compact", intermediate" & "sub-compact" examples) gained increased market share, the big (full-size) continued to get bigger and heavier until the first oil shock of 1973 compelled what John Foster Dulles (1888–1959; US Secretary of State 1953-1959) would have called "an agonizing reappraisal" (ie doing "not what were wish to do but what were are forced to do").
An unexpected twist in the tale was the convertible and two-door hardtop would in the next century be the most frequently replicated faux Edsels, built using the equivalent Ford as a base. What the
combination of the collapse in demand and the truncated season meant was the
volume of the 1960 Edsels was low and some of the body styles were, by industry
standards, genuine rarities and while the rule remains “rare does not
necessarily mean valuable”, the emergence of the Edsel as a collectable at the
lower end of the market saw the most desirable of the body styles attract a
following, especially the two-door convertible (76 units), two-door hardtop
(295), four-door hardtop (135) and nine-seat station wagon (59). It took a while for the idea of the “Edsel as
a collectable” to gain traction so the attrition rate of the 1960 cars was for
a long time as high as might have been expected and probably little different
from comparable Fords but by the twenty-first century what had emerged was
something which would in 1961 have seemed bizarrely improbable: Fake
Edsels.

1960 Ford Two-door Hardtop (left) and 1960 Edsel Two-door Hardtop (right); the elipse was one a popular shape for taillights. One can debate whether the Edsel's rear styling was better or worse than that of the Ford but undeniably, compared even to some of the bizarre creations of the era, it was distinctive and achieved the desired "product differentiation", one of the factors which later would doom FoMoCo's Mercury brand.
Like many communities, Edsel
collectors are connected in clubs and on-line with the most prized of their cars
being the rarities. Thus, with so few 1960 Ranger Convertibles and Hardtops left,
some resorted to creating their own and the commonality with the 1960 Fords
which was so criticized when the cars were new proved advantageous, most parts
simply “bolting-in”. If one has a 1960 Edsel
Ranger Sedan and a 1960 Ford Sunliner convertible, it’s technically not challenging
for those with the requisite skills to swap components and re-fashion the rear to emulate a Ranger Convertible. As long as the nature of the vehicle is
disclosed, the result is likely to be admired but buyers have long been
cautioned to check the VIN (Vehicle Identification Number) because such is the
interchangeability of parts, done with sufficient attention to detail, it would
be only the VIN which would confirm how the thing started life and even the
trick of moving the axle an inch to the rear (the Ford Sunliner at 119 inches (3,023
mm) against the Edsel Convertible’s 120 (3,048)) can be done.

1960 Edsel Ranger Convertible.
The rear fender-skirts (
spats) were in the era a dealer-fitted accessory but (like the dreaded "Continental kits") they have been re-produced and now appear on many more Edsels than had them when new, their attraction being they are thought a "period accessory" although fender skirts began in the 1920s as a aerodynamic aid. When fitted to the Jaguar XK120 (1948-1954) they were found to increase top speed by 3 mph (5 km/h) because the "parachute" effect of the air entering through the wheel wells was removed but brake cooling was affected meaning they were ideal only for certain race tracks (had the XK120 ever run at Berlin's old
Automobil-Verkehrs- und Übungsstraße (
AVUS; Automobile traffic and training road) with its two straights each 6 miles (10 km) long, spats would have been fitted and they appeared even on some
Porsche 917s). They also precluded the use of wire wheels so in competition, some Jaguar drivers fitted them (using steel wheels at the rear) but used wire wheels at the front. By the 1950s, fender skirts were mostly a "neo-classical affectation" but in the US mainstream they appeared on some models as late as the mid 1990s and they're since been seen on EVs (electric vehicles).
So, as in any market for
collectables, when something is claimed to authentic, it’s a case of caveat
emptor (let the buyer beware) because there are counterfeit 1960 Edsels out there, the
convertible said to be the most numerous although the nine-seat Villager
station wagon was originally the one with the lowest production count. With the odd exception (including the Mercedes-Benz
300 SLs (W198; 1954-1963) and certain Porsche 911s (since 1964)) it’s
convertibles which tend to command a price premium and the emergence of the big
station wagon as a niche in the collector trade happened only in recent years,
almost two decades after the extinction of the breed. More inventive still, some have even created “Edsels
that never were” including two-door 1960 Villager station wagons and 1958
& 1959 versions with retractable hard-tops, using as a base the Ford Fairlane Skyliner
models from those years. The Skyliner iterations
are more challenging to execute because there was in 1958 & 1959 a greater
degree of differentiation between Fords & Edsels but it has
been done and even the odd Edsel coupe-utility (built on the equivalent Ford Ranchero)
has appeared. Because the factory never
produced any of these models, there should be no sense of them being counterfeit although, if represented to an unwary buyer as "a factory model", that would be an act of deception and in most cases actionable.

A J.D. Vance meme with sofa (in US memes referred to usually as a "couch", reflecting the preferred general use).
Memories
of the Edsel’s grill were revived in 2024 during another debunking
exercise. In July that year, a post
appeared on X (formerly known as Twitter) claiming there was a passage in J.D.
Vance’s (b 1984; US vice president since 2025) book Hillbilly Elegy: A Memoir of a Family and Culture in Crisis (2016)
in which the then Ohio senator (Republican) boasted of having enjoyed a sexual
act with a latex glove, strategically placed between a sofa’s cushions. It was fake news and nothing in the book even
hinted at such an experience but quickly the post went viral; it once could
take years for urban myths to spread between a few cities but in the social
media age such things whiz around the planet in hours. Quickly the tale was debunked but the sofa
was a popular choice among the meme-makers and it says something about US politics that so many really wanted to believe "couchgate" was true.