Superbird

Superbird (pronounced soo-per-burd)

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

(2) A one-off Ford Falcon XA GT built by Ford Australia for the motor show circuit in 1973 (and subsequently a derived (though much toned-down) regular production model offered for a limited time).

1969: The construct was super + bird.  The Middle English super was a re-purposing of the prefix super, from the Latin super, from the Proto-Italic super, from the primitive Indo-European upér (over, above) and cognate with the Ancient Greek ὑπέρ (hupér).  In this context, it was used as an adjective suggesting “excellent quality, better than usual; wonderful; awesome, excellent etc.  Bird was from the Middle English bird & brid, from the Old English bridd (chick, fledgling, chicken).  The origin was a term used of birds that could not fly (chicks, fledglings, chickens) as opposed to the Old English fugol (from which English gained the modern “fowl”) which was the general term for “flying birds”.  From the earlt to mid-fourteenth century, “bird” increasingly supplanted “fowl” as the most common term.  Superbird is a noun; the noun plural is Superbirds and an initial capital is appropriate for all uses because Superbird is a product name.

Of super- and supra-

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

Superbirds of the northern & southern hemispheres

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

The Plymouth Superbird was a "homologation special" build only for the 1970 model year.  By the mid 1950s, various NASCAR (National Association for Stock Car Auto Racing) competitions had become wildly popular and the factories (sometimes in secret) provided support for the racers.  This had started modestly enough with the supply of parts and technical support but so tied up with prestige did success become that soon some manufacturers established racing departments and, officially and not, ran teams or provided so much financial support some effectively were factory operations.  NASCAR had begun as a "stock" car operation in the literal sense that the first cars used were "showroom stock" with only minimal modifications.  That didn't last long, cheating was soon rife and in the interests of spectacle (ie higher speeds), certain "performance enhancements" were permitted although the rules were always intended to maintain the original spirit of using cars which were "close" to what was in the showroom.  The cheating didn't stop although the teams became more adept in its practice.  One Dodge typified the way manufactures used the homologation rule to effectively game the system.  The homologation rules (having to build and sell a minimum number of a certain model in that specification) had been intended to restrict the use of cars to “volume production” models available to the general public but in 1956 Dodge did a special run of what it called the D-500 (an allusion to the number built to be “legal”).  Finding a loophole in the interpretation of the word “option” the D-500 appeared in the showrooms with a 260-hp V8 and crossed-flag “500” emblems on the hoods (bonnet) and trunk (boot) lids, the model’s Dodge’s high-performance offering for the season.  However there was also the D-500-1 (or DASH-1) option, which made the car essentially a race-ready vehicle and one available as a two-door sedan, hardtop or convertible (the different bodies to ensure eligibility in NASCAR’s various competitions).  The D-500-1 was thought to produce around 285 hp from its special twin-four-barrel-carbureted version of the 315 cubic inch (5.2 litre) but more significant was the inclusion of heavy-duty suspension and braking components.  It was a successful endeavour and triggered both an arms race between the manufacturers and the ongoing battle with the NASCAR regulators who did not wish to see their series transformed into something conested only by specialized racing cars which bore only a superficial resemblance to the “showroom stock”.  By the 2020s, it’s obvious NASCAR surrendered to the inevitable but for decades, the battle raged.

1970 Plymouth Superbird (left) and 1969 Dodge Daytona (right) by Stephen Barlow on DeviantArt.  Despite the visual similarities, the aerodynamic enhancements  differed between the two, the Plymouth's nose-cone less pointed, the rear wing higher and with a greater rake.  

By 1969 the NASCAR  regulators had fine-tuned their rules restricting engine power and mandating a minimum weight so manufacturers resorted to the then less policed field of aerodynamics, ushering what came to be known as the aero-cars.  Dodge made some modifications to their Charger which smoothed the air-flow, labelling it the Charger 500 in a nod to the NASCAR homologation rules which demanded 500 identical models for eligibility.  However, unlike the quite modest modifications which proved so successful for Ford’s Torino Talladega and Mercury’s Cyclone Spoiler, the 500 remained aerodynamically inferior and production ceased after 392 were built.  Dodge solved the problem of the missing 108 needed for homologation purposes by introducing a different "Charger 500" which was just a trim level and nothing to do with competition but, honor apparently satisfied on both sides, NASCAR turned the same blind eye they used when it became clear Ford probably had bent the rules a bit with the Talladega.

Superbirds: 1970 Plymouth Road Runner Superbird in "Lime Light" (left) and Lindsay Lohan (right), generated in AI (artificial intelligence) as a superbird by Stable Diffusion.

Not discouraged by the aerodynamic setback, Dodge recruited engineers from Chrysler's aerospace & missile division (which was being shuttered because the Nixon-era détente had just started and the US & USSR were beginning their arms-reduction programmes) and quickly created the Daytona, adding to the 500 a protruding nosecone and high wing at the rear.  Successful on the track, this time the required 500 really were built, 503 coming of the line.  NASCAR responded by again moving the goalposts, requiring manufacturers to build at least one example of each vehicle for each of their dealers before homologation would be granted, something which typically would demand a run well into four figures.  Plymouth duly complied and for 1970 about 2000 Superbirds (NASCAR acknowledging 1920 although Chrysler insists there were 1,935) were delivered to dealers, an expensive exercise given they were said to be invoiced at below cost.  Now more unhappy than ever, NASCAR lawyered-up and drafted rules rendering the aero-cars uncompetitive and their brief era ended.

The graphic for the original Road Runner (1968, left) and the version used for the Superbird (1970, right).  Both were created under licence from Warner Brothers, like the distinctive "beep-beep" horn sound, the engineering apparently as simple as replacing the aluminium strands in the mechanism with copper windings.  The fee for the name was US$50,000 with the rights to the "beep-beep" invoiced at a further US$10,000.  

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

1969 Plymouth Road Runner advertisement.

The price was impressive but what attracted the interest of the amateur sociologists was the same Daytona in May 2022 sold for US$1.3 million when offered by Mecum at their auction held at the Indiana State Fairgrounds.  The US$1.3 million was at the time the highest price then paid for a Hemi Daytona (of the 503 Daytonas built, only 70 were fitted with the Hemi and of those, only 22 had the four-speed manual) and the increase in value by some 250% was obviously the result of something other than the inflation rate.  The consensus was that although the internet had made just about all markets inherently global, local factors can still influence both the buyer profile and their behaviour, especially in the hothouse environment of a live auction.  Those who frequent California’s central coast between Los Angeles and San Francisco include a demographic not typically found in the mid-west and among other distinguishing characteristics there are more rich folk, able to spend US$3.36 million on a half-century old car they’ll probably never drive between the purchase and offering again at auction.  That’s how the collector market works, the cars now essentially the same sort of commodity as paintings or other pieces of art.

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

Plymouth paid Warner Brothers US$50,000 to licence the Road Runner trademark but “Superbird” was free to use which must have been pleasing, the avian reference an allusion to the big wing at the rear.  Curiously, had Buick a half-decade earlier decided to pursue what seems in retrospect a “sales department thought bubble”, Plymouth would have had to come up with something else because in 1965 Buick did run a one-off advertisement for their new Skylark Grand Sport (the marque’s toe in the muscle car water) with the copy headed “Superbird”.  It may seem strange Buick had been tempted to enter the muscle car business because, by the time Alfred P Sloan’s (1875–1966; president of General Motors (GM) 1923-1937 and Chairman of the Board 1937-1946) had settled down in 1940, Buick was second only to Cadillac in the GM corporate hierarchy with Chevrolet at the bottom, followed by Pontiac and Oldsmobile.  However, the unexpected success the year earlier of Pontiac’s GTO had proved an irresistible temptation: there were profits to be made.  As it was, Cadillac was the only GM division in the era not to sell a muscle car although the 1970 Eldorado was rated at 400 horsepower (hp), a bigger number than many muscle cars although bizarrely, it was FWD (front wheel drive) and has never been thought part of the ecosystem.

1936 Buick Century, debatably the "first muscle car" although in the mid 1930s, although some fanciful names appeared, it's unlikely anyone would have thought of "Road Runner" or "Superbird".

Although the definition of “muscle car” is by some contested (though nobody thinks it encompasses FWD), the one preferred by the purists is: “a big engine from a big, heavy car installed in a smaller, lighter car” and for Buick, the approach really wasn’t novel.  Although in 1936 the improvement in the economy remained patchy (and would soon falter), Buick rang in the changes, re-naming its entire line.  Notably, one newly designated offering was the Century, a revised version of the model 60, created by replacing the 233 cubic inch (3.8 litre) straight eight with the 320 cubic inch (5.2 litre) unit from the longer, heavier Roadmaster.  Putting big engines into small cars was nothing new and during the interwar years some had taken the idea to extremes, using huge aero-engines, but those tended to be one-offs for racing or speed-record attempts.  In Europe, (slightly) larger engines were sometimes substituted and British manufacturers often put six cylinder power-plants where once there had been a four but their quest was usually for smoothness and refinement rather than outright speed and the Century was really the first time a major manufacturer had used the concept in series production and by many it’s acknowledged as the last common ancestor (LCA) of the muscle car.

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

1970 Buick GSX brochure.

Buick in 1970 made available the GSX “Performance and Handling Package” which added a hefty US$1,100 to the GS 455’s base price US$3,098, a factor in it attracting only 678 (presumably most-content) buyers.  The straight-line performance was impressive.  While it couldn’t match the ability of genuine race-bred engines like the Chrysler Street Hemi, Ford Boss 429 or the most lusty of the big-block Chevrolets effortlessly to top 140 mph (225 km/h), on the drag strip, the combination of the prodigious low-speed torque and relatively light weight meant it could be a match for just about anything.  The use of “Stage 1” of course implied there would be at least a “Stage 2” (a la Pontiac’s Ram Air II, III, IV etc) but the world was changing and only a handful of "Stage 2" components were assembled and shipped to dealers.  While both the GSX and Stage 1 would live until 1972, 1970 would be peak Buick.

1967 Dodge Coronet R/T advertisement.

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

Australia's Ford Falcon Superbirds 

1973 XA Ford Falcon GT Superbird, built for the show circuit. 

Based on the then-current XA Falcon GT Hardtop, Ford Australia’s original Superbird was a one-off created for display at the 1973 Sydney and Melbourne Motor Shows, the purpose of the thing to distract attention from Holden’s new, four-door Monaro model, a range added after the previous year’s limited production SS had generated sufficient sales for the “proof-of-concept” to be judged a success.  Such tactics are not unusual in commerce and Ford were responding to the Holden’s earlier release of the SS being timed deliberately to steal the thunder expected to be generated by the debut of the Falcon Hardtop.  Although it featured a new "rough-blend" upholstery and a power-steering system with the rim-effort increased from 4 to 8 lbs (1.8 to 3.6 kg), mechanically, the Superbird show car was something of a “parts-bin special” in that it differed from a standard GT Hardtop mostly in the use of some of the components orphaned when the plan run of 250-odd (Phase 4) Falcon GTHOs was cancelled after in 1972 a Sydney tabloid newspaper had stirred a moral panic with one of their typically squalid and untruthful stories about “160 mph (258 km/h) supercars” soon to be available to males ages 17-25 (always a suspect demographic in the eyes of a tabloid editor).  Apparently, it was a “slow news day” so the story got moved from the sports section at the back to the front page where the headline spooked the politicians who demanded the manufacturers not proceed with the limited-production specials which existed only to satisfy the homologation rules for competition.  Resisting for only a few days, the manufacturers complied and within a week the nation’s regulatory body for motor sport announced the end of “series-production” racing and that in future the cars used on the track would no longer need to be so closely related to those available in showrooms.

1973 XA Ford Falcon GT Superbird with model in floral dress.

The Falcon GT Superbird displayed at the motor shows in 1973 however proved something of a harbinger in that it proved a bit of a “trial run” for future ventures in which parts intended solely for racing would be added to a sufficient number of vehicles sold to the public to homologate them for use on the circuits.  In that sense, the mechanical specification of the Superbird previewed some of what would later in the year be supplied (with a surprising amount of car-to-car variability) in RPO83 (regular production option 83) including the GTHO’s suspension settings, a 780 cfm (cubic feet per minute) carburetor, the 15” x 7” aluminium wheels, a 36 (imperial) gallon (164 litre) fuel tank and some of the parts designed for greater durability under extreme (ie on the race track) conditions.  Cognizant of the effect the tabloid press has on politicians, none of the special runs in the immediate aftermath of the 1972 moral panic included anything to increase performance.

Toned down: 1973 Ford Falcon 500 Hardtop with RPO77 (Superbird option pack).

Most who saw the Superbird probably didn’t much dwell on the mechanical intricacies, taken more by the stylized falcon which extended for three-quarters the length of the car.  It was the graphic which no doubt generated publicity in a way the specification sheet never could and it was made available through Ford dealers but the take-up rate was low so which it was decided to capitalize on the success of the show car by releasing a production Superbird (as RPO77), the graphic had been reduced to one about 18 inches (450 mm) in length which was applied to the rear quarters, an ever smaller version appearing on the glovebox lid.  In keeping with that restraint, RPO 77 included only “dress-up” items and a 302 cubic inch (4.9 litre) V8 in the same mild-mannered state of tune as the versions sold to bank managers and such and very different from the high-compression 351 (5.8) in the show car.  Still, RPO 77 did succeed in stimulating interest in the two-door Hardtop, sales of which had proved sluggish after the initial spike in 1972; some 750 were built and that all but 200 were fitted with an automatic transmission was an indication of the target market.  In Australia, the surviving Superbirds are now advertised for six figure sums while the surviving three Phase 4 GTHOs (the fourth was destroyed in a rally which seems an improbable place to use such a thing) can command over a million.  The 1973 show car was repainted from "Pearl Silver" to its original "Wild Violet" before being sold.

Belvedere

Belvedere (pronounced bel-vi-deer or bel-ve-de-re (Italian))

(1) In architecture, a building, or an (often turret-like) feature of a building, designed and situated to look out upon a pleasing scene.

(2) A cigar, shorter and with thinner ends than a corona.

(3) A palace in Vatican City, Rome, now housing an art gallery.

(4) As Fort Belvedere (formerly Shrubs Hill Tower), a country house in Surrey, England, famously the site of the abdication of King Edward VIII in 1936.

(5) A widely used name for localities and structures.

Adopted in English in the sense of a “raised turret or open story atop a house” from the Italian belvedere (literally “a fair (ie beautiful) sight”), the construct being bel(lo) (beautiful), from the Latin bellus (beautiful, fair) + vidēre (to see; a view, sight), from the primitive Indo-European root weid- (to see).  The pronunciation is thought to have been influenced by the French form of the word.  The perhaps opportunistic but enduring noun gazebo is said by some to be a facetious formation, the construct being gaz(e) (from the Middle English gasen; akin to the Swedish dialectal gasa and Gothic usgasjan (to terrify) which English gained in the sense of "to stare intently or earnestly") + -ebo (the Latin first person singular future tense suffix, on the model of belvedere.  That’s an attractive etymology but the Oxford English Dictionary dismisses the theory, saying it’s a corruption of a word from the orient, possibly the Arabic قَصَبَة‎ (qaṣaba) (source of the familiar casbah).  Belvedere is a noun; the noun plural is belvederes.

In architecture, the word "tower" is used loosely but technically a tower should rise from ground-level to its conclusion whereas a turret begins part-way up a building, most commonly at a corner.  Historically a turret was something on a small scale (relative to the building on which it sat) and usually little more than ornamental (although for centuries many were part of the defensive system of a fort or castle, both as an observation and fire-point) while a belvedere's sole purpose should be to offer a commanding view of some pleasant vista.

Belvédère du Rayon Vert, Cerbère, France

Closed in 1983, the art deco Belvédère du Rayon Vert is a former hotel in Cerbère, France, built between 1928 and 1932.  What was known as “ocean liner” style was at the time popular in interior decorating but, taking advantage of the shape of the available land, the architect Léon Baille (1828-1932) extended the nautical idea to the whole building which follows the lines of a ship and borrowing further from the decks of ocean liners, a tennis court sat on the roof.  One of the nation’s protected historic monuments, some of the rooms have been restored as apartments and tours are conducted during the holiday season.

The Plymouth Belvedere

The use of the Belvedere name by the Chrysler’s corporation low-priced (and now defunct) Plymouth brand is illustrative of the practice of the US industry in the mid-late twentieth century to create a prestige model which gradually would be moved down the hierarchy as other names were introduced at the top of the range.  The Belvedere nameplate also shifted between market segments, moving from the full-sized to the intermediate platform as Detroit’s offerings began to proliferate as the public (sometimes an economic impreative) began to prefer smaller cars.

1951 Cranbrook (left), 1951 Cranbrook Belvedere (centre) and 1956 Belvedere (right).

Plymouth introduced the Belvedere name in 1951 for the new, two-door hardtop version of Cranbrook line, Plymouth’s first model with the style which would for a quarter-century be a signature of Detroit’s more expensive cars.  In 1954, the name ceased to be an option and the Belvedere supplanted the as Cranbrook as the top-of-the-range model, offered now in all available body-styles (sedans, hardtops, station wagons, and convertibles) in a mix of two and four-door configurations.  The 1951 line looks frumpy now and even then was considered bulbous compared with the more modernist lines coming from the Ford and General Motors (GM) design studios but Chrysler at the time was run by a chief executive who dictated their products had to be able to driven “by a man wearing his hat”.  That view was abandoned for the 1955 models and the refinements which followed the next year were emblematic of the longer-lower-wider dictum which would for a generation dominate the industry.

1957 (left), 1960 (centre) and 1961 (right) Belvederes.

The 1957-1960 Belvederes are among the best remembered from Detroit’s crazy macropterous years, and are related to the final iteration on the 1961 Imperial which featured the tallest fins of the era although it’s the extravagance of the 1959 Cadillac which is most famous.  The 1957 Plymouths, released with the advertising slogan “Suddenly it’s 1960” created a sensation but unfortunately, although immediately popular, the quality control was patchy (like some of the paintwork) and Chrysler's reputation would for years suffer.  The styling lasted until 1961 by which time the craze was over and the big fins looked dated but the replacement was truly bizarre.  Sales suffered but so low is the survival rate of the 1961 Belvederes their very scalloped weirdness has made them a collectable.

1962 (left), 1963 (centre) and 1964 (right) Plymouth Belvederes.

Acting on misunderstood rumors (which some insist was industrial espionage) about what the competition was doing with their full-sized lines, Plymouth "downsized" the Belvedere for 1962, something which in little more than a decade would make sense but it was out of tune with the early 1960s.  That was a shame because the engineering of the cars was solid and many of those who did buy the things expressed satisfaction with the reduced exterior dimensions, noting there was little loss in interior space and those who definitely found an advantage in the lower weight and more agile handling were drivers using Belvederes in competition, the cars successful on both circuits and drag strips.  The styling however was again unfortunate and was soon toned-down; it didn’t become quite as bland as the 1964 Chevrolet (a reaction to the excesses of their 1959-1960 “bat-wings”) which was described as “looking a little like every car ever built” but it was certainly inoffensive.

1966 Belvedere (left), 1969 Hemi Roadrunner (centre-left), 1970 Superbird (centre-right) and 1970 Superbird in NASCAR trim (right)

With the restoration of a full-sized model to the range in 1965, the Belvedere was maintained in the increasingly important intermediate sector (similar in to dimensions to what the full-size cars had been before they became bloated in the mid-late 1950s).  A new trim package called the Satellite was added (a la what the original Belvedere had in 1951 been to the Cranbrook) and, responding to the increased demand for muscle cars, the high-performance GTX was created.  The line was restyled in 1968 using an interpretation of the then popular “coke-bottle” look and it was on this platform that the Roadrunner was built.  The Roadrunner essentially combined a stripped-down, basic Belvedere with the high performance engines and, stripped of any luxury fittings, it was cheaper as well as lighter.  Able to be configured to outperform even the GTX and offered at a price which on any cost/performance analysis was a bargain, it was an immediate hit and the line soon proliferated, Roadrunner convertibles and additional engines soon offered.  The Belvedere's final fling was also its apotheosis, the be-winged Roadrunner Superbird, offered only in the 1970 model-year as a homologation exercise to qualify the aerodynamic improvements for use in competition.  That year however marked the swansong of the Belvedere name, Satellite preferred as it was more in accord with the space age.

Miss Belvedere as now displayed (left), being lowered into her capsule in 1957 (centre) and as exhumed in 2007 (right).

The 1957 Belvedere was used in one of the larger and more unusual time-capsules.  Named Miss Belvedere as part of the city of Tulsa's “Tulsarama” Golden Jubilee Week festivities celebrating Oklahoma's fiftieth year of statehood, the car was on 15 June 1957 sealed in an underground vault to be opened a half-century later.  Intended as a prize to whomever came closest to guessing Tulsa's population in 2007, cognizant of the fears of nuclear war prevalent at the time, the enclosure was built to withstand hydrogen bombs being detonated in the vicinity.  Unfortunately, less attention was given to making things watertight and, when opened in 2007, the Miss Belvedere was found to have spent much of her fifty years wholly or partially submerged, the result a muddy and rusty mess.  Some attempts were made to clean the worst of the damage in the hope a restoration might be possible but ultimately it was determined it was beyond salvation and she's now displayed as a dilapidated relic of a troubled yet optimistic age.

McMansions in their natural habitat.

Rightly or wrongly, many object to McMansions (the large, over-styled, essentially mass-produced houses built for the upper middle-class anxious to flaunt their wealth).  This is often an objection to conspicuous consumption and an extravagant use of resources but students of architecture focus on the confused mix of motifs which so often litter the structures with as many architectural clichés from palaces or castles as can be crammed into the space with little regard for scale or any sense of integrity.  On McMansions, it’s not unusual to see a mix of Corinthian columns, towers, turrets, belvederes, French doors, Gothic arches, flag-poles, stained glass, transom windows, balconies and porticos.  Much of the criticism probably is an expression of resentment that people with poor taste are able to afford such things but as a general principle, in architecture an emphasis on proportion and restrained elegance will tend to be more admired.

Fort Belvedere (formerly Shrubs Hill Tower), a country house in Windsor, Surrey, famously the site of the abdication of King Edward VIII in 1936 (left) and Belvedere Palace, Vienna (right).

Lindsay Lohan attending V Magazine, Marc Jacobs & Belvedere Vodka event, Hiro Ballroom, New York City, September 2009.

Homologate

Homologate (pronounced huh-mol-uh-geyt or hoh-mol-uh-geyt)

(1) To approve; confirm or ratify.

(2) To register (a specific model of machine (usually a car), engine or other component) in either general production or in the requisite number to make it eligible for racing competition(s).

(3) To approve or ratify a deed or contract, especially one found to be defective; to confirm a proceeding or other procedure (both mostly used in Scottish contract law).

1644: From the Latin homologāt (agreed) & homologātus, past participle of homologāre (to agree) from the Ancient Greek homologeîn (to agree to, to allow, confess) from homologos (agreeing), the construct being homo- (from the Ancient Greek ὁμός (homós) (same) + legein (to speak).  Homologate, homologated and homologating are verbs, homologation is a noun.

Once often used to mean “agree or confirm”, homologate is now a niche word, restricted almost wholly to compliance with minimum production numbers, set by the regulatory bodies of motorsport, to permit use in sanctioned competition; the words "accredit, affirm, approbate, authorize, certify, confirm, endorse, ratify, sanction, warrant & validate etc" are otherwise used for the purpose of agreeing or confirming.  It exists however still in Scottish law as a legal device, used (now rarely) retrospectively to declare valid an otherwise defective contract.  The best known application was to validate contracts of marriage where some technical defect in the legal solemnities had rendered the union void.  In such cases case a court could hold the marriage “. . . to be homologated by the subsequent marriage of the parties”.  It was a typically Scottish, common-sense application of the law, designed originally to avoid children being declared bastards (at a time which such a label attracted adverse consequences for all involved), vaguely analogous with a “contract by acquiescence” from contract law though not all were pleased: one dour Scottish bishop complained in 1715 that homologate was a "hard word".

Case studies in homologation

1962 Ferrari GTO.

In 1962, fearing the effectiveness of Jaguar’s new E-Type (XKE), the sleek lines of which made it look faster even than it was, Ferrari created a lighter, more powerful version of their 250 GT, naming the new car 250 GTO (Gran Turismo Omologato (Grand Touring Homologated)).  The regulatory body, the Fédération Internationale de l'Automobile (FIA) required a production run of at least 100 "identical" examples within twelve months for a car to be homologated for the Group 3 Grand Touring Car class but Ferrari built only 33, 36, 39 or 41 (depending on how one treats the variations and 36 is most quoted) 250 GTOs, thus the enduring debate about whether the thing violated the rules.

Ferrari GTO production numbers 1961-1964.

There was though some "wriggle room" in those rules in that "special coachwork" was permitted for racing variants of a homologated Group 3 model, but mechanical modifications were banned and while strengthening of a chassis, was permitted, weight reduction of the structure was not.  On any objective reading of the rule book, the fact the 250 GTO used a custom, narrow-tube frame unlike any other 250 GT, certification should have been denied until the requisite 100 had within twelve months been built.  However, the FIA was aware of the "Ferrari factor" in these matters.  Race organizers had much influence on the FIA's thought processes and they really wanted Ferraris on their grids because people paid money to see the things race so the GTO was granted homologation as a legitimate "development" the 250 GT Berlinetta SWB (Short wheelbase), the papers for which had been first issued in 1960.  It was as an appendage to this document that the GTO (as "a clause driving through a loophole" as one critic put it) competed between 1961-1964.  They’re now a prized item, one in a private transaction selling in 2018 for a reputed, then world-record, US$70 million which makes it the second most expensive car ever sold, topped only by the US$142 million paid in 2022 for one of the two Mercedes-Benz 300 SLR (W196S) Uhlenhaut gull-wing coupés.

1965 Ferrari 250 LM.

The FIA’s legislative largess didn’t extend to Ferrari’s next development for GT racing, the 250 LM. The view of il Commendatore was the 250 LM was an evolution as linked to the 250 GT’s 1960 homologation papers as had been the 250 GTO and thus deserved another certificate of extension.  Stung by the criticism that Ferrari were being afforded blatant favoritism (the FIA dubbed by some: "Ferrari International Assistance"), the FIA which pointed out 250 LM (1) was mid rather than front-engined, (2) had a wholly different body and (3) used a different frame and suspension.  Neither party budged so the 250 LM could run only in the prototype class until 1966 when it gained homologation as a Group 4 Sports Car.  Although less competitive against the true prototypes, it’s speed and reliability was enough for a private entry to win the 1965 24 Hours of Le Mans, a Ferrari’s last victory in the race until 2023.  One quirk of the 250 LM was that when the FIA ruled against homologation, the point of retaining the 3.0 litre displacement became irrelevant and almost all 250 LMs used a 3.3 litre engine so under Ferrari’s naming convention, the thing properly should have been called a 275 LM.  In February 2025, at RM Sotheby's Paris Auction, the Scaglietti-bodied 1964 250 LM which won at Le Mans in 1965 (and the only Ferrari from the era to compete in six 24 hour races) was sold for US$36.2 million.  The car had for decades been on display at Indianapolis Motor Speedway Museum, like the 1954 Mercedes-Benz W196R Stromlinienwagen (streamliner) which a few days earlier had fetched US$53 million.  

1969 Porsche 917.

In 1969, needing to build twenty-five 917s to be granted homologation, Porsche did... sort of.  When the FIA inspectors turned up to tick the boxes, they found the promised twenty-five cars but most were in pieces.  Despite assurances there existed more than enough parts to bolt together enough to qualify, the FIA, now less trusting, refused to sign off, despite Porsche pointing out that if they assembled them all, they'd then just have to take them apart to prepare them for the track.  The FIA conceded the point but still refused to sign-off.  Less than a month later, probably nobody at the FIA believed Porsche when they rang back saying twenty-five completed 917s were ready for inspection but the team dutifully re-visited the factory.  There they found the 25, lined-up in a row.  Duly the delegation granted homologation, declining the offer of twenty-five test-drives.

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

By the mid 1950s, various NASCAR (National Association for Stock Car Auto Racing) competitions had become wildly popular and the factories (sometimes in secret) provided support for the racers.  This had started modestly enough with the supply of parts and technical support but so tied up with prestige did success become that soon some manufacturers established racing departments and, officially and not, ran teams or provided so much financial support some effectively were factory operations.  NASCAR had begun as a "stock" car operation in the literal sense that the first cars used were "showroom stock" with only minimal modifications.  That didn't last long, cheating was soon rife and in the interests of spectacle (ie higher speeds), certain "performance enhancements" were permitted although the rules were always intended to maintain the original spirit of using cars which were "close" to what was in the showroom.  The cheating didn't stop although the teams became more adept in its practice.  One Dodge typified the way manufactures used the homologation rule to effectively game the system.  The homologation rules (having to build and sell a minimum number of a certain model in that specification) had been intended to restrict the use of cars to “volume production” models available to the general public but in 1956 Dodge did a special run of what it called the D-500 (an allusion to the number built to be “legal”).  Finding a loophole in the interpretation of the word “option” the D-500 appeared in the showrooms with a 260-hp V8 and crossed-flag “500” emblems on the hoods (bonnet) and trunk (boot) lids, the model’s Dodge’s high-performance offering for the season.  However there was also the D-500-1 (or DASH-1) option, which made the car essentially a race-ready vehicle and one available as a two-door sedan, hardtop or convertible (the different bodies to ensure eligibility in NASCAR’s various competitions).  The D-500-1 was thought to produce around 285 hp from its special twin-four-barrel-carbureted version of the 315 cubic inch (5.2 litre) but more significant was the inclusion of heavy-duty suspension and braking components.  It was a successful endeavour and triggered both an arms race between the manufacturers and the ongoing battle with the NASCAR regulators who did not wish to see their series transformed into something conested only by specialized racing cars which bore only a superficial resemblance to the “showroom stock”.  By the 2020s, it’s obvious NASCAR surrendered to the inevitable but for decades, the battle raged.

1970 Plymouth Superbird (left) and 1969 Dodge Daytona (right) by Stephen Barlow on DeviantArt.  Despite the visual similarities, the aerodynamic enhancements  differed between the two, the Plymouth's nose-cone less pointed, the rear wing higher and with a greater rake.  It's a persistent myth the wing height was dictated by the need to ensure the trunk (boot) lid could be opened; the height a product of the point at which "clean" air, undisturbed by the car's progress, could be found while the two vertical struts improved directional stability while inducing minimal drag.     

By 1969 the NASCAR  regulators had fine-tuned their rules restricting engine power and mandating a minimum weight so manufacturers resorted to the then less policed field of aerodynamics, ushering what came to be known as the aero-cars.  Dodge made some modifications to their Charger which smoothed the air-flow, labelling it the Charger 500 in a nod to the NASCAR homologation rules which demanded 500 identical models for eligibility.  However, unlike the quite modest modifications which proved so successful for Ford’s Torino Talladega and Mercury’s Cyclone Spoiler, the 500 remained aerodynamically inferior and production ceased after 392 were built.  Subsequently, Dodge "solved" the problem of the missing 108 needed for homologation purposes by later introducing a different "Charger 500" which was just a trim level and nothing to do with competition but, honor apparently satisfied on both sides, NASCAR turned the same blind eye they used when it became clear Ford probably had bent the rules a bit with the Talladega.  Not discouraged by the aerodynamic setback, Dodge recruited engineers from Chrysler's aerospace & missile division (which was being shuttered because the Richard Nixon (1913-1994; US president 1969-1974) was taking the US towards détente with the US & USSR beginning their arms-reduction programmes) and quickly created the Daytona, adding to the 500 a protruding nosecone and high wing at the rear.  Successful on the track, this time the required 500 really were built, 503 coming of the line.  NASCAR responded by again moving the goalposts, requiring manufacturers to build at least one example of each vehicle for each of their dealers before homologation would be granted, something which typically would demand a run well into four figures.  Plymouth duly complied and for 1970 about 2000 Superbirds (NASCAR acknowledging 1920 although Chrysler insists there were 1,935) were delivered to dealers, an expensive exercise given they were said to be invoiced at below cost.  Now more unhappy than ever, NASCAR lawyered-up and drafted rules rendering the aero-cars uncompetitive and their brief era ended.

1968 Dodge Charger (left), 1968 Dodge Charger 500 (centre) and 1969 Dodge Charger Daytona (right).

Before the missile engineers got involved, the path to specific aerodynamic efficiencies had an element of trial and error.  Ascetically, the 1968 Dodge Charger (left) was visually a great improvement on its slab-sided predecessor (1966-1968) and the recessed grill with hidden headlights was much admired, as were the buttresses which at the back created what Chrysler dubbed the "tunnel roof".  However, although always intended for the NASCAR ovals, once used there at speed, the drivers found the grill functioned just like the parachute the shape resembled, increasing fuel consumption and lowering top speed while the tunnel roof created buffering, causing instability.  Above 150 mph (240 km/h), the 1968 Charger not only didn't work very well but was dangerous.  That same year, the Charger 500 (centre) appeared with the recessed grill replaced by what was close to a flat surface which to some extent ameliorated the "parachute effect" but it was still not an ideal shape with which to penetrate the air while removing the buttresses smoothed things at the back which was good but at the now higher speeds, lift became a problem, something potentially more lethal even than the movement induced by the buffering.  The missile engineers' combination of the nosecone and big rear wing on the 1969 Dodge Daytona (right) solved all problems and on 24 March 1970, at Alabama's Talladega Superspeedway, a Charger 500 (DC-93) prepared by Chrysler Engineering to Daytona specifications (originally on the press fleet, it was a recovered stolen car!) set the then closed course lap record of 200.447 mph (322.5882 km/h).

Fully restored DC-93, the Dodge Charger 500 which in Daytona trim set the 200.447 mph (322.5882 km/h) at Talladega, March 1970.  The relationship between this thing and even the Daytonas sold to the public was an indication of how far NASCAR's definition of "stock car" had travelled since competition began in 1948.   

So extreme in appearance were the cars they proved at the time sometimes hard to sell and some were converted back to the standard specification by dealers anxious to get them out of the showroom.  Views changed over time and they're now much sought by collectors, the record price known price paid for a Superbird being US$1,650,000 for one of the 135 fitted with the 426 Street Hemi.  Despite the Superbirds having been produced in some four times the quantity of Daytonas, collectors indicate they're essentially interchangeable with the determinates of price (all else being equal) being determined by (1) engine specification (the Hemi-powered models the most desirable followed by the 6-BBL Plymouths (there were no Six-Pack Daytonas built) and then the 4 barrel 440s), (2) transmission (those with a manual gearbox attracting a premium) and (3) the combination of options, mileage, condition and originality.  Mapped on to that equation is the variable of who happens to be at an auction on any given day, something unpredictable.  That was demonstrated in August 2024 when a highly optioned Daytona in the most desirable configuration achieved US$3.36 million at Mecum’s auction at Monterey, California.  The price was impressive but what attracted the interest of the amateur sociologists was the same Daytona in May 2022 sold for US$1.3 million when offered by Mecum at their auction held at the Indiana State Fairgrounds.  The US$1.3 million was at the time the highest price then paid for a Hemi Daytona (of the 503 Daytonas built, only 70 were fitted with the Hemi and of those, only 22 had the four-speed manual) and the increase in value by some 250% was obviously the result of something other than the inflation rate.  The consensus was that although the internet had made just about all markets inherently global, local factors can still influence both the buyer profile and their behaviour, especially in the hothouse environment of a live auction.  Those who frequent California’s central coast between Los Angeles and San Francisco include a demographic not typically found in the mid-west and among other distinguishing characteristics there are more rich folk, able to spend US$3.36 million on a half-century old car they’ll probably never drive.  That’s how the collector market now works.  

1969 Ford Mustang Boss 429.

Although sometimes difficult, NASCAR could however be helpful, scratching the back of those who scratched theirs.  For the Torino and Mercury Cyclone race cars, Ford was allowed to homologate their Boss 429 engine in a Mustang, a model not used in top-flight stock car racing.  Actually, NASCAR had been more helpful still, acceding to Ford's request to nudge the seven litre displacement limit from 427 to 430 cubic inches, just to accommodate the Boss 429.  There was a nice symmetry to that because in 1964, Ford had been responsible for the imposition of the 427 limit, set after NASCAR became aware the company had taken a car fitted with a 483 cubic inch (7.9 litre) engine to the Bonneville salt flats and set a number of international speed records.  The car used on the salt flats was one which NASCAR had banned from its ovals after it was found blatantly in violation of homologation rules related to bodywork so there was unlikely to be much leeway offered there.

1971 Ford Falcon GTHO Phase III.

Australian manufacturers were (mostly) honest in their homologation programmes, Ford’s GTHO, Chrysler’s R/T Charger and Holden’s L34 and A9X were produced in accordance both with the claimed volumes and technical specification.  However, although in total the numbers added-up, they weren't always so punctilious in the form the parts ended up in the hands of customers.  Ford's RPO83 (Regular Production Option #83) was a run late in 1973 of XA Falcon GTswhich included many of the special parts intended for the aborted 1972 GTHO Phase IV and although, on paper, that seemed to make the things eligible for use in competition, it transpired the actual specification of various RPO83 cars wasn't consistent and didn't always match the nominal parts list.  History has been generous however and generally it's conceded that in aggregate, the parts subject to the homologation rules appear to have been produced in the requisite number.  By some accounts, this included counting the four-wheel disk brakes used on the luxury Landau hardtops but CAMS (the Confederation of Australian Motor Sport, at the time the regulatory body) was in the mood to be accommodating.

No homologation issues: Here and there, between 1938-2003, Volkswagen produced 21,529,464 Beetles (officially the VW Type 1).