Cheater

Cheater (pronounced chee-ter)

(1) A person who cheats.

(2) A device or component used to evade detection of non-compliance with rules or regulations (such as the (Dieselgate) mechanical and electronic devices used by Volkswagen and others to cheat emissions testing programmes).  As a mechanical device a cheater is thus "a modifier" and the would is also often used as one.

(3) Slang for eyeglasses or spectacles (archaic).

(4) In mechanical repair, an improvised breaker bar made from a length of pipe and a wrench (spanner), usually used to free screws, bolts etc proving difficult to remove with a ratchet or wrench alone; any device created ad-hoc to perform a task not using the approved or designated tools.

1300-1350: From the Middle English cheater from cheat, from cheten, an aphetic variant of acheten & escheten, from the Old French eschetour, escheteur & escheoiter, from the noun; it displaced native Old English beswican.  The -er suffix was from the Middle English –er & -ere, from the Old English -ere, from the Proto-Germanic -ārijaz, probably borrowed from the Latin -ārius.  The adoption was reinforced by the synonymous but unrelated Old French –or & -eor (the Anglo-Norman variant was -our), from the Latin -(ā)tor, from the primitive Indo-European -tōr.  The suffix was added to a person or thing that does an action indicated by the root verb, thereby forming the agent noun.  The noun cheatery is now rare, existing only in old texts.  Escheat refers to the right of a government to take ownership of estate assets or unclaimed property, most often when an individual dies without making a will and with no heirs.  In common law, the theoretical basis of escheat was that (1) all property has a recognized owner and (2) if no claimants to ownership exists or can be identified, ownership reverts to the King (in modern terms the state).  However, in some circumstances escheat rights can also be granted when assets are held to be bona vacantia (unclaimed or lost property).  The original sense was of the "royal officer in charge of the king's escheats," and was a shortened form of escheater, agent noun from escheat.  The meaning “someone dishonest; a dishonest player at a game” emerged in the 1530s as the Middle English chetour, a variant of eschetour following the example of escheat +‎ -er which evolved in English in the modern form cheater (cheat + -er).

Heav'n has no rage, like love to hatred turn'd, nor Hell a fury like a woman scorn'd. William Congreve, The Mourning Bride (1697).

Cheater cars are a frequent sight on several social media platforms, posted presumably by impressed spectators rather than victims or perpetrators.  Techniques and artistry vary but there does seem to be a trend whereby the more expensive the car, the larger and more lurid will be the lettering.  Red, pink and fuchsia appear the colours of choice except where the automotive canvas is red; those artists adorn mostly in black or white.

Hell also hath no fury like a woman cheated upon.   

For some reason, the (anyway incorrectly quoted) phrase “Hell hath no fury like a woman scorned” is often attributed to William Shakespeare (1564–1616), possibly because it’s plausibly in his voice or maybe because for most the only time the Middle English “hath” is seen is in some Shakespearian quote so the association sticks.  The real author however was actually Restoration playwright William Congreve (1670–1729) who coined the phrase for his 1697 play The Mourning Bride, the protagonist of which, although becoming a bit unhinged by the cruel path of doomed love, doesn’t resort to leporidaecide (bunny boiling).  Congreve’s line, “Heaven has no rage like love to hatred turned, nor hell a fury like a woman scorned” was good but actually was a more poetic rendition of a similar but less elegantly expressed version another playwright had used a year earlier.  The Mourning Bride is also the source of another fragment for which the bard is often given undeserved credit: “Music has charms to soothe a savage breast” although that’s often bowdlerized as “Music has charms to soothe a savage beast”.

Politicians are notorious liars and cheaters, some even cheerfully admitting it (usually when safely in their well-provided for retirement) but in the privacy of their diaries, they’ll often happily (and usually waspishly) admit it of others.  Although he has a deserved reputation for telling not only lies but big lies, no one has ever disputed Joseph Goebbels’ (1897–1945; Reich Minister of Propaganda 1933 to 1945) assessment of a fellow cabinet member, foreign minister Joachim von Ribbentrop (1893–1946; Minister of Foreign Affairs 1938-1945) of whom he said “He bought his name, married his money and cheated his way into power”.

Guilty as sin.  Oliver Schmidt (b 1969; inmate number 09786-104 in US Federal, York Township, Michigan) received a seven year sentence for his involvement in the Volkswagen Dieselgate scandal.  Herr Schmidt (right) is pictured here receiving a Ward’s “Best Engine” award in 2015.

Volkswagen certainly gave cheating a bad name and in May 2022 the company announced the latest out-of-court settlement would be Stg£ 193 million (US$242 million) to UK regulators, following the Aus$125 million (US$87 million) imposed by the Federal Court of Australia.  To date, Dieselgate has cost the company some US$34 billion and some criminal cases remain afoot.

Smokey Yunick’s 1966 Chevrolet Chevelle #13 which some alleged was a 7:8 or 15:16 rendition, here aligned against a grid with a stock body.

In simpler, happier times, cheating was sometimes just part of the process and was something of a contest between poacher and gamekeeper.  In the 1960s, NASCAR (National Association for Stock Car Auto Racing) racing in the US was a battle between scrutineers amending their rule-book as cheating was detected and teams scanning the same regulations looking for loopholes and anomalies.  The past master at this cheating was Henry "Smokey" Yunick (1923–2001), a World War II (1939-1975) bomber pilot whose ever-fertile imagination seemed never to lack some imaginative idea that secured some advantage while remaining compliant with the letter of the law (at least according to his interpretation).  His cheats were legion but probably the most celebrated (and there would have been judges who would have agreed this one was legitimate) concerned his interpretation of the term “fuel tank capacity”.  NASCAR specified the maximum quantity of fuel which could be put in a tank but said nothing about the steel fuel line running from tank to engine so Mr Yunick replaced the modest ½ inch (12.5 mm) tube with one 11 feet (3.6 m) long and two inches (50 mm) wide, holding a reputed 5 (US) gallons (19 litres) of gas (petrol).  That was his high-tech approach.  Earlier he’d put an inflated basketball into an oversized fuel tank before the car was inspected by scrutineers and when they filled the tank, it would appear to conform to regulations; these days it’d be called “inflategate”.  After passing inspection, Mr Ynuick would deflate the ball, pull it out and top-up his oversized tank for the race.  Pointing out there was nothing in the rules about basketballs didn’t help him but did lead to the rule about a maximum “fuel tank capacity”, hence the later 11 foot-long fuel line.

NASCAR's letter of approval.

Mr Yunick’s 1966 Chevrolet Chevelles were different from the stock models but by the mid 1960s, all NASCAR’s stock cars were.  The difference was certainly perceptible to the naked eye and an urban legend arose that it was a 7:8 (some said 15:16) scale version.  The body’s external dimensions were however those of a stock Chevelle although the body was moved back three inches for better weight distribution, the floor was raised and the underside was smoothed out to improve the aerodynamics.  For the same reason the bumpers were fitted flush with the fenders.  The first car passed inspection (after making the modifications decreed by NASCAR) and took pole position at the 1967 Daytona 500.  He built another imaginative Chevelle for the 1968 race but it never made it past inspection.  In 1990, Smokey Yunick was inducted into the International Motorsports Hall of Fame, a recognition as richly deserved as it was overdue.

Singer and dancer Josephine Baker (1906–1975) with Chiquita, her pet cheetah.

A true homophone of cheater, cheetah (the plural cheetahs) is wholly unrelated.  Cheetahs are large cats (Acinonyx jubatus) of south-western Asia and Africa, resembling a leopard but noted for certain dog-like characteristics which is why they’re sometimes been trained for hunting game (deer, antelope etc) and they have even occasionally been fully domesticated as pets.  Dating from the early eighteenth century, cheetah was from the Hindi चीता (cītā (leopard, panther), from the Sanskrit citraka (leopard) & citrakāya (tiger) the construct being चित्र (citra) (multicoloured; speckled) + काय (kāya) (body, thus “beast with a spotted body”.  The Sanskrit citra was akin to the Old High German haitar (bright), the German heiter and the Old Norse heiðr (bright) and ultimately was from the primitive Indo-European kit-ro-, from the root skai- (to shine, gleam, be bright).  Kāya ultimately was from the primitive Indo-European kwei- (to build, make).  The now archaic alternative spellings were cheetah & cheetah and historically, the creatures were known also as the guepard, hunting cat or hunting leopard.  Understandably, given their size and predatory nature, it’s not uncommon for cheetahs to be referred to as “big cats” but in zoological taxonomy, felinologists restrict the “big cat” classification to the genus Panthera (lions, tigers, leopards, snow leopards & jaguars) and one defining feature of the Panthera cats is their ability to roar, made possible by a specific structure in their larynx.  Lacking the anatomical feature, cheetahs can purr, chirp & hiss but not roar.

A female cheetah at speed.

According to Dr Anne Marie Helmenstine, computer modelling suggests a cheetah should be able (briefly) to attain a speed of 75 mph (120 km/h) although its hunting technique is to maintain an average speed of 40 mph (65 km/h), sprinting to the maximum only when making a kill.  If required, it can go from 0-60 mph in 3 seconds (in three strides) which in the class of the quickest Lamborghinis, Ferraris and such but it’s a sprinter with little endurance, able to sustain its speed for little more than a quarter-mile (400 m).  Still, that’s almost three times as quick as the best recorded human, the men’s world record for the 100 m sprint standing a 9.58 seconds, compared with an eleven year cheetah (in captivity) which was clocked at 5.95 and her top speed of 61 mph (98 km/h) remains the highest verified.  That makes the cheetah the fastest land animal on Earth; only some birds can go faster.

Cheetah cutaway, published in Sports Car Graphics, November, 1963.  Not many front-engined cars had space sufficient to for a plausibly-sized frunk.

A contemporary of the Shelby American AC Cobra (1962-1967) and very much in the same vein, the Cheetah (1963-1966) was designed and constructed by California-based race car builder Bill Thomas (1921-2009).  As part of his work as an engineering consultant, Mr Thomas undertook projects for General Motors (GM), his focus on the somewhat clandestine motorsport activities of its Chevrolet division, and he parlayed this influence into securing corporate support for the concept which became the Cheetah.  The support was practical in that it yielded most of the mechanical components needed for a prototype including a Chevrolet Corvette 327 cubic inch (5.3 litre) V8 engine, Muncie four-speed gearbox, independent rear suspension and a miscellany of stuff from the GM parts bin.  It was obviously the pre-CAD (computer-aided-design) era but Mr Thomas didn’t trouble himself with drawing boards or blueprints, instead laying out the drive-train components on the floor of his workshop in seemed to his practiced eye an ideal arrangement and, with white chalk, he then sketched on the concrete the outline of the chassis frame members.  At that point, a draftsman (with tape measure) was brought in and blueprints were rendered; remarkably, Mr Thomas with great success for decades used this novel design technique.  Once the chassis dimensions were finalized, a body was designed and it’s important to note the project was initially envisaged only as a “concept car”, built for the purpose of impressing GM and thus securing further contracts.  It was conceived as something to be admired rather than used for any serious purpose and it was only as construction continued Mr Thomas sort of “fell in love” with his creation and decided to use it also in competition, something to which its low weight and prodigious power should have made it well-suited.  However, the compromises in chassis design which mattered not at all for a concept car meant some structural rigidity had been sacrificed and that was a quality essential in race cars; later rectification work would be required.  The first two Cheetahs were fabricated in aluminium (later models used GRP (glass reinforced plastic, better known as fibreglass) and one was sent to the Chevrolet Engineering Center for testing and evaluation.

1964 Cheetah with clamshell hood open.

The layout was not so much radical as extreme, the conventional F/R (front engine-rear drive) approach taken to a kind of logical conclusion with the engine located so far back the driver’s legs were alongside the block.  In the same way the “mid-engine” configuration was being defined as “engine behind the driver and in front of the rear axle line”, the Cheetah’s variation was “engine in front of driver and behind the front axle line”, now familiar on race cars and in a number of exotics but novel in the early 1960s.  As well as offering most of the weight-distribution and handling advantages offered by a mid-engine, the Cheetah’s layout avoided the complication of a transaxle but the drawbacks included inefficiencies in packaging (ie a cramped cockpit) and extraordinary heat-soak, the latter a familiar issue in an ears when small, low volume coupés were fitted with large displacement US V8 engines, the elegant AC 428 “Fura” (1965-1973) an exemplar of the phenomenon.  When the Cheetah was tested prior to being used on the track, it was found to be prone to over-heating, largely because the body had been designed to look decorative and no vents had been installed to extract hot air from under the long hood (bonnet).  That was addressed by the use of a larger radiator and the addition of various vents & ducts, along with a full-length belly pan, meaning subsequent versions lacked the visual purity of the original, the effect not dissimilar to the way the addition of this and that to provide for heat management meant the production versions of the Lamborghini Countach (1974-1978) lacked the sleek starkness of the original prototype, first shown at the 1971 Geneva Motor Show.  Still, compared with how subsequent versions of the Countach (1978-1990) would be adorned, the comparative elegance of the early run remains compelling.

1964 Cheetah, note the cut-outs and vents, subsequent additions to handle the heat generation.

The Cheetah’s dubious structural rigidity was a result of the original chassis being merely a quickly-assembled platform on which the striking body could be mounted to be admired but it was marginal for use even as a road car, let alone one subjected to the stresses of competition and even before testing it was anticipated substantial changes would have to be made.  Because so little triangulation had been incorporated in the original design, the chassis was susceptible to the loads imposed by the lateral forces created when negotiating high-speed curves, meaning the suspension geometry changed, challenging even skilled drivers accustomed to the rigid frames which guaranteed at least predictable behavior.  Additionally, for the testing, the Cheetah was provided with more power which exacerbated the alarming tendencies which included the rear suspension’s trailing arms bending, slighting altering (sometimes while at high speed) the location of the wheels.  Adding gusseting and triangulation to the frame and redesigning the trailing arms ameliorated the worst of the characteristics but some things were inherent in the design and subsequently, some owners of Cheetahs, seduced by its many virtues, undertook was essentially a re-engineering of the underpinnings and the many replicas and "continuation" editions significantly differ from the originals.  Still, whatever the quirks, the Cheetah was powerful, light and clearly aerodynamic for in a straight line few could match its pace; the name was chosen for a reason.

Unfortunately, the early 1960s were the end of an era in sports car racing because in addition to the regulatory body changing the rules for the class for which the Cheetah was intended so that 1,000 rather than 100 would be required for homologation, in the top flight, the days of the classic front-engined cars was nearly done and the future lay with the rear-mid configuration.  Given all that, Chevrolet withdrew its support although small-scale production continued and some two-dozen were constructed before the last was built in 1965.  The survivors are now high-priced collectables and there have been dozens of replicas although in the twenty-first century, this cottage industry was stalled by a dispute over ownership to the intellectual property associated with the design.  Predictably, although the Cheetah wasn’t obviously a car in need of more power, some owners of the replicas have concluded exactly that and fitted a variety of engines including big-block V8s and others with turbochargers or superchargers attached.  Fundamentally, what this approach meant was the “handle with care” injunction which applied to the original remained; just more so.

1929 Mercedes-Benz SSK (left) and 1964 Cheetah (right)

The distinctive lines of the Cheetah, its driver sitting over the rear wheels behind a long nose, recalled the pre-war roadsters which provided the model for most of the era’s grand prix cars, the motif lasting into 1960 when (in unusual circumstances in the Italian Grand Prix at Monza), a Ferrari secured one last win for the front-engined anachronisms.  The Mercedes-Benz SSKs (W06, 1928-1932) & SSKLs (WS06RS, 1929-1931) were classic examples and among the last of the road cars able to win top-flight grand prix events.  The red example (above left) is a 1929 model SSK (one of 33 built) and although the hue is untypical of the breed, in fashion and on the highways, the interwar years were more colourful that the impression left by the volume of monochrome and sepia images which form so much of the photographic record.  Interestingly, although Mercedes-Benz race cars are much associated with white (the racing color originally allocated to Germany) and silver (adopted by the factory racing team in the 1930s although in not quite the circumstances once claimed) there was a precedent for the use of red because that was the paint applied to the Mercedes Tipo Indy 2.0 used to win the 1924 Targa Florio (setting a race-record time which would stand for a decade), chosen because of the habit of the Sicilian crowds to pelt with rocks any car not painted in Italian Racing Red.  Not since 1920 had a non-Italian car won so it was a wise precaution.

1969 Pontiac Grand Prix Model J.

Such is the appeal to stylists of the “long nose” that over the years many have ignored the packaging inefficiencies its use imposes.  It was one of the most commented-upon aspects of the Jaguar E-type (1961-1974) and probably it’s rare for an analysis of the shape to have been written without the word “phallic” appearing at least once.  Even when the effect is not so exaggerated it can be effective, the third generation Pontiac Grand Prix (1969-1972) the last of the memorable designs to emerge from the golden years of GM’s PMD (Pontiac Motor Division) during the 1960s.  Intended to be evocative of the aspect ratios of machines such as the big Duesenbergs of pre-war years, PMD even purloined the “J” & “SJ” designations although with its straight-8 engines a Duesenberg really did need a long nose; under the hood of the exclusively V8-powered Grand Prix, there was much empty space.

Modified 1973 Volkswagen 1303 Super Beetle.

Nor was it just the manufacturers who have been fond of the style.  In Canada, somebody with the requisite skills decided the “Cheetah look” was what a 1973 Volkswagen Super Beetle really needed and while it’s obvious the body extensively has been modified, the distorted dimensions are deceptive because the (presumably unique) project sits on an unmodified chassis, the wheelbase unchanged.  Unfortunately or not, the opportunity was not taken to install up front a straight-8 or V16, the car still running the modest, rear-mounted, 1.6 litre (97 cubic inch) flat-4 fitted by the factory.  As well as the curved windscreen, the 1303 featured the 1302’s improved front suspension (which one tester claimed made it faster point-to-point than a 1963 Porsche 356), the design of which allowed the capacity of the frunk to be increased and this one will be more capacious still; given it’s now a two seater, luggage capacity should be adequate although the front bucket seats have been replaced with a full-width bench so three adults could be accommodated, BMIs (body mass index) and a willingness to rub shoulders permitting.  Because it’s on the same wheelbase, any increase in weight may be minimal and the handling (anyway improved by the revised suspension) presumably will be affected (for better or worse) only by the change in weight distribution.  That said, given the thing is now more tail-heavy, the Beetle's inherent tendency to oversteer (somewhat tamed by 1973) might be more apparent but with the power available, even if it behaves something like an early Porsche 930, should a situation drama occur, probably it'll be at a lower speed.     

1980 Cadillac Eldorado “Valentino” by the unimaginatively named Conversions Incorporated, a Michigan-based customizing house (left) and 1981 Cadillac Eldorado "Regal Coach" by Florida's International Coach Works Company, a selling point the Rolls-Royceish “flying lady” hood ornament, said to make it a “real head turner” (right).

In the sometimes weird world that was the world of modified PLCs (personal luxury coupe) in the US of the 1970s and 1980s, the “long nose” style didn't exist in isolation.  It was one of a number of design elements which were part of the “neo-classical” movement which included also side-exit, flexible exhaust pipes (referencing the often supercharged pre-war machines (a la the Mercedes-Benz SSK but by the 1970s almost always fake), upright chrome-plated grills (Rolls-Royce the preferred inspiration), T-roof assemblies (a modern take on the old sedanca de ville coach-work, fake wire wheels and external spare tyres, the rear one in a "Continental kit" (a look which to this day refuses to die), the fender-mounted pair taking advantage of the eighteen-odd inches (460 mm) spliced between A-pillar and front wheel.  The spares used the space where sometimes sat the external exhaust pipes so it was a choice which had to be made although some builders just left the expanse of sheet metal, emphasizing the elongation.

Mania

Mania (pronounced mey-nee-uh or meyn-yuh)

(1) Excessive excitement or enthusiasm; craze; excessive or unreasonable desire; insane passion affecting one or many people; fanaticism.

(2) In psychiatry, the condition manic disorder; a combining form of mania (megalomania); extended to mean “enthusiasm, often of an extreme and transient nature,” for that specified by the initial element; characterized by great excitement and occasionally violent behavior; violent derangement of mind; madness; insanity.

(3) In mythology, the consort of Mantus, Etruscan god of the dead and ruler of the underworld.  Perhaps identified with the tenebrous Mater Larum, she should not be confused with the Greek Maniae, goddess of the dead; In Greek mythology Mania was the personification of insanity.

(4) In popular use, any behavior, practice, cultural phenomenon, product etc enjoying a sudden popularity.

1350–1400: From the Middle English mania (madness), from the Latin mania (insanity, madness), from the Ancient Greek μανία (manía) (madness, frenzy; enthusiasm, inspired frenzy; mad passion, fury), from μαίνομαι (maínomai) (I am mad) +‎ -ῐ́ᾱ (-íā).  The –ia suffix was from the Latin -ia and the Ancient Greek -ία (-ía) & -εια (-eia), which form abstract nouns of feminine gender.  It was used when names of countries, diseases, species etc and occasionally collections of stuff.  The Ancient Greek mainesthai (to rage, go mad), mantis (seer) and menos (passion, spirit), were all of uncertain origin but probably related to the primitive Indo-European mnyo-, a suffixed form of the root men- (to think)," with derivatives referring to qualities and states of maenad (mind) or thought.

The suffix –mania was from the Latin mania, from the Ancient Greek μανία (mania) (madness).  In modern use in psychiatry it is used to describe a state of abnormally elevated or irritable mood, arousal, and/or energy levels and as a suffix appended as required.  In general use, under the influence of the historic meaning (violent derangement of mind; madness; insanity), it’s applied to describe any “excessive or unreasonable desire; a passion or fanaticism” which can us used even of unthreatening behaviors such as “a mania for flower arranging, crochet etc”.  As a suffix, it’s often appended with the interfix -o- make pronunciation more natural.  The sense of a "fad, craze, enthusiasm resembling mania, eager or uncontrollable desire" dates from the 1680s, the use in English in this sense borrowed from the French manie.  In Middle English, mania had sometimes been nativized as manye. The familiar modern use as the second element in compounds expressing particular types of madness emerged in the 1500s (bibliomania 1734, nymphomania, 1775; kleptomania, 1830; narcomania 1887, megalomania, 1890), the origin of this being Medical Latin, in imitation of the Greek, which had a few such compounds (although, despite the common perception, most were actually post-classical: gynaikomania (women), hippomania (horses) etc).

The adjective maniac was from circa 1600 in the sense of "affected with mania, raving with madness" and was from the fourteenth century French maniaque, from the Late Latin maniacus, from the Ancient Greek maniakos, the Adoption in English another borrowing from French use; from 1727 it came also to mean "pertaining to mania." The noun, "one who is affected with mania, a madman" was noted from 1763, derived from the adjective.  The adjective manic (pertaining to or affected with mania), dates from 1902, the same year the clinical term “manic depressive” appeared in the literature although, perhaps strangely, the condition “manic depression” wasn’t describe until the following year although the symptoms had as early as 1857 been noted as defined as “circular insanity”, from the from French folie circulaire (1854).  It’s now known as bi-polar disorder.  The constructions hypermania & submania are both from the mid-twentieth century.  The adjective maniacal was from the 1670s, firstly in the sense of "affected with mania" and by 1701 "pertaining to or characteristic of a maniac; the form maniacally emerged during the same era.  Mania is quite specific but craving, craze, craziness, enthusiasm, fad, fascination, frenzy, infatuation, lunacy, obsession, passion, rage, aberration, bee, bug, compulsion, delirium, derangement, desire & disorder peacefully co-exist.

Noted manias

Anglomania: An excessive or undue enthusiasm for England and all things English; rarely noted in the Quai D'Orsay.

Anthomania: An extravagant passion for flowers; although it really can’t be proved, the most extreme of these are probably the orchid fanciers.  Those with an extravagant passion for weed are a different sub-set of humanity and are really narcomanics (qv) although there may be some overlap. 

Apimania: A passionate obsession with bees; beekeepers tend to be devoted to their little creatures so among the manias, this one may more than most be a spectrum condition.

Arithmomania: A compulsive desire to count objects and make calculations; noted since 1884, it’s now usually regarded as being within the rubric of obsessive-compulsive disorder (OCD).

Bibliomania: A rage for collecting rare or unusual books.  This has led to crime and there have been famous cases.

Cacodaemomania: The obsessive fixation on the idea that one is inhabited by evil spirits.  To the point where it becomes troublesome it’s apparently rare but there are dramatic cases in the literature, one of the most notorious being Anneliese Michel (1952–1976) who was subject to the rites of exorcism by Roman Catholic priests in the months before she died.  The priests and her parents (who after conventional medical interventions failed, also become convinced the cause of her problems was demonic possession) were convicted of various offences related to her death.  Films based on the events leading up to death have been released including The Exorcism of Emily Rose (2005), Requiem (2006) and Anneliese: The Exorcist Tapes (2011).

Callomania: The obsessive belief in one’s own beauty, even when to all others this is obviously delusional.

Dipsomania: The morbid craving for alcohol; in pre-modern medicine, it was used also to describe the “temporary madness caused by excessive drinking”, the origin of this being Italian (1829) and German (1830) medical literature.

Egomania: An obsessive self-centeredness; it was known since 1825 but use didn’t spike until Freud (and others) made it widely discussed after the 1890s and few terms from the early days of psycho-analysis are better remembered.

Erotomania: Desperate love, a sentimentalism producing morbid feelings.

Flagellomania: An obsessive interest in flogging and/or being flogged, often as one’s single form of sexual expression and thus a manifestation of monomania (qv).  The English Liberal Party politician Robert Bernays (1902-1945), the son of a Church of England vicar, was a flagellomanic whose proclivities were, in the manner of English society at the time, both much discussed and kept secret.  He was also an illustration of the way such fetishes transcend other sexual categories.

Gallomania: An excessive or undue enthusiasm for France and all things French; rarely noted in the British Foreign Office.

Graphomania: A morbid desire to write.  Niccolò Machiavelli (1469-1527; Italian diplomat, philosopher and political advisor of the Renaissance) attributed many of the problems he suffered to his graphomania and he was right, his sufferings because of what he wrote, when it was written and about whom.

Hippomania: An excessive fondness for horses; an affliction which often manifests as the intense and passionate interest in horses developed by some girls who join pony clubs and fall in love.

Hypermania: There’s a definitional dualism to hypermania; it can mean either an extreme example of any mania or, as used by clinicians, specifically (and characterized usually by a mental state with high intensity disorientation and often violent behavior), a severe case of bipolar disorder (the old manic-depression).  The earlier term was hypomania (A manic elation accompanied by quickened perception), one of the earliest (1882) clinical terms from early-modern psychiatry.

Kleptomania: The obsessive desire to steal; in early (1830s) use, the alternative form was cleptomania.  The klepto element was from the Ancient Greek kleptes (thief, a cheater), from kleptein (to steal, act secretly), from the primitive Indo-European klep- (to steal), from the root kel- (to cover, conceal, save) and was cognate with the Latin clepere (to steal, listen secretly to), the Old Prussian au-klipts (hidden), the Old Church Slavonic poklopu (cover, wrapping) and the Gothic hlifan (to steal) & hliftus (thief).  The history of the word kleptomania is of interest also to sociologists in that as early as the mid-nineteenth century, there was controversy about the use by those with the capacity to buy the services of doctors and lawyers were able to minimize or escape the consequences of criminal misbehavior by claiming a psychological motive.  The argument was that the “respectable” classes were afforded the benefit of this defense while the working class were presumed to be inherently criminal and judged accordingly.  The same debate, now also along racial divides, continues today.

Lindsaymania: A specific instance of mania suffered by those obsessed with Lindsay Lohan (manifested often on Instagram and other social media platforms), including those poor deluded souls who curate blogs with substantial Lohanic content.  They are sometimes referred to as "Lindsaiacs".  Those who focus on Ms Lohan's feet were historically labeled podophiles but the DSM has since re-classified them as "foot particularists"; if their interest is restricted to her feet alone they are a subset of the Lindsaymaniacs whereas if their interest includes the feet of others, they are pure foot particularists. 

Logomania: An obsession with words.  It differs from graphomania (qv) which is an obsession to write; logomania instead is a fascination with words, their meanings and etymologies.

Megalomania: Delusions of greatness; a form of insanity in which the subjects imagine themselves to be great, exalted, or powerful personages.  It was first used in the medical literature in 1866 (from the French mégalomanie) and came to be widely applied to many politicians and potentates the twentieth century.

Micromania:  "A form of mania in which the patient thinks himself, or some part of himself, to be reduced in size", noted first in 1879 and twenty years later used also in reference to insane self-belittling.  In the twentieth century and beyond, micromania was widely used, sometimes humorously, to refer to things as varied as the sudden consumer in interest in small cars to the shrinking size of electronic components.   

Monomania: An insane obsession in regard to a single subject or class of subjects; applied most often in academic, scientific or political matters but can be used about anything where the overriding mental impulses are perverted to a specific delusion or the pursuit of a particular thing.

Morphinomania: A craving for morphine; one of the earliest of the words which noted specific addictions, it dates from 1885 but earlier still there had been morphiomania (1876) and morphinism (1875) from the German Morphiumsucht.  In the medical literature, morphinomaniac & morphiomaniac rapidly became common.

Narcomania: The uncontrollable craving for narcotic drugs and a term which is so nineteenth century, the preferred modern form being variations of "addiction".

Necromania: An obsession to have sexual relations with the bodies of the dead although, perhaps surprisingly, practitioners (those who treat rather than practice the condition) classify many different behaviors which they list under the rubric of necromania, some of the less confronting being a morbid interest in funeral rituals,  morgues, autopsies, and cemeteries.   Those whose hobbies include the study of the architecture of crypts and tombs or the coachwork of funeral hearses might be shocked to find there are psychiatrists who classify them in the same chapters as those who enjoy intimacy with corpses.

Nymphomania: The morbid and uncontrollable sexual desire in women.  Perhaps the most celebrated (and often sought) of the manias, it dates from 1775, in the English translation of Nymphomania, or a Dissertation Concerning the Furor Uterinus (1771) by French doctor Jean Baptiste Louis de Thesacq de Bienville (1726-1813), the construct being the Ancient Greek nymphē (bride, young wife; young lady) + mania.  The actual condition is presumed to have long pre-dated the term and in use, deserves to be distinguished from less pleasing modern forms such as the "skanky ho".

Onomatomania: One obsessively compelled to respond with a rhyming word to the last word spoken by another (something possible even with orange and silver).  It’s thought to co-exist with other conditions, especially schizophrenia.

Phonomania: An uncontrollable urge to murder; those who suffer this now usually described as the more accessible “homicidal maniac”.  When applied especially to serial killers, the companion condition (just further along the spectrum) is androphonomania which, if properly argued, could be a defense against a charge of mass-murder but counsel would need to be most assiduous in jury selection.

Plutomania: The obsessive pursuit of wealth (and used sometimes in a clinical setting to describe an "imaginary possession of wealth").

Pyromania: A form of insanity marked by a mania for destroying things by fire.  It was used in German in the 1830s and seemed to have captured the imagination of Richard Wagner (1813–1883); the older word for the condition was incendiarism.

Rhinotillexomania: Nose picking. Gross, but a thing which apparently often manifests when young but fades, usually of its own volition or in reaction to the disapprobation of others.

Trichotillomania: The compulsion to pull-out one’s hair.  The companion condition is trichtillophagia which is the compulsive eating of one’s own hair, one of a remarkable number of eating disorders.

Definitional variations in the criteria for mania, DSM-IV & DSM-5

The study and classification of idea of manias had been part of psychiatry almost from its origin as a modern discipline although the wealth of details and fragmentation of nomenclature would come later, the condition first noted “increased busyness”, the manic episodes characterized by Emil Kraepelin (1856-1926; a founding father of psychiatric phenomenology) as those of someone who was “…a stranger to fatigue, his activity goes on day and night; work becomes very easy to him; ideas flow to him.” 

Whatever the advances (and otherwise) in treatment regimes, little has changed in some aspects of the condition.  In the fifth edition of the Diagnostic and Statistical Manual of Mental Disorders (DSM-5, 2013), the primary criterion of mania remains “a distinct period of abnormally and persistently elevated, expansive, or irritable mood” and “abnormally and persistently increased goal-directed activity or energy” but did extend duration of the event to qualify for a diagnosis.  In the DSM-IV (1994), the criterion for a manic episode only required “a distinct period of abnormally and persistently elevated, expansive, or irritable mood, lasting at least one week” whereas DSM-5 now requires in addition the presence of “abnormally and persistently increased goal-directed activity or energy”; moreover, these symptoms must not only last at least one week, they must also be “present most of the day, nearly every day.”

The changes certainly affected the practice of the clinician, DSM-5 substantially increasing the complexity associated with the diagnosis and treatment of bipolar disorder, no longer requiring that clinically significant symptoms which may be present should be ignored.  All those years ago, Kraepelin conceptualized manic-depression as a single illness with a continuum of episodic presentations including admixtures of symptoms which have long since been considered opposing polarity.  DSM-5 thus represents an advance with the possibility of improved treatment outcomes because it enables clinicians to diagnose mood episodes and specify the presence of symptoms inconsistent with pure episodes; a major depressive episode with or without mixed features and manic/hypomanic episodes with or without mixed features.

The revisions in DSM-5 also reflect the efforts of the editors over several decades to simplify diagnostic criteria while developing more precise categories of classification.  In the DSM-IV, both bipolar disorder and major depressive disorder were included in one chapter of mood disorders and a “mixed state” was a subtype of bipolar I mania, a diagnosis of a mixed state requiring that criteria for both a manic episode (at least three or four of seven manic symptoms) and a depressive episode (at least five of nine depressive symptoms) were met for at least one week.  In DSM-5, bipolar disorder and depressive disorders have their own chapters, and “mixed state” was removed and replaced with “manic episode with mixed features” and “major depressive disorder with mixed features.”

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 oil shocks of the 1970s would see the big-block V8 twice downsized (before being driven to extinction) but so much had the rising cost (and threatened scarcity) of gas (petrol) scarred consumers 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) the segment was in decline and the alternatives proving popular were not the traditional Lincolns or big Chryslers (the Imperial of old by then a memory) 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 (vaguely) Mercedes-Benzesque 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).  Lincolns & Imperials they understood, BMWs were a mystery.

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 (this one triggered by Persian ayatollahs rather than Arab sheikhs) and this time the US economy wasn’t bouncing back as it had in the mid-1970s; 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 Yuppies (young upwardly-mobile professionals).  Cadillac had nothing which appealed to this market and their plans for an entry were years away 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 compact-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, 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 ideas would have been fanciful, such a thing taking 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 gorp-up (the term "bling" not the in use) the J-Body.

1982 Cadillac Cimarron (1982-1988), the origins of which, unlike those of the 1976 Seville, 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 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 (paying much more) 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 or a Buick something, 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 never to anything 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.  While not exactly "another Edsel", memories of the Cimarron remain Cadillac's warning to itself and, according to industry legend, one of the company's later product directors kept on his desk a framed picture of one, the caption reading: "Lest we forget".

1977 Lincoln Versailles advertising, this image shot in one of the twin towers of New York’s WTC (World Trade Center) some 24 years before they were destroyed in the 9/11 terrorist attacks.

In the era, there was another footnote to the success of the Seville.  The Lincoln Versailles (1977-1980) was model hastily concocted by Ford, the corporation impressed the Seville had proved “Cadillac people” were prepared to pay high prices for a machine much smaller than what had for decades been the marque’s signature product.  Although based on the compact (in US terms) Chevrolet Nova platform (X-Body 1974-1979), the Seville had benefited from extensive re-engineering by GM (General Motors) and, although afflicted by some of the flaws of “malaise era” cars, was regarded as an accomplished product.  By comparison, the Versailles was a Q&D (quick & dirty) make-over of the Ford Granada (with roots in the Falcon which had appeared in 1959) with few fundamental changes beyond the addition of much gorp and some buyers may have been disappointed by the performance after, in a well-publicized pre-release road-test, Mechanix Illustrated magazine reported the “final prototype” recorded a standing ¼ mile (400 m) ET (elapsed time) of 15.5 seconds; the versions which appeared in the showrooms took were much less lively, taking at least three seconds longer.  The Versailles sold in not even a third of the volume Cadillac achieved with the Seville but according to the authoritative site Curbside Classic, because it was built using commerce’s most prized formula (low cost of production; high price) it was a most profitable line so while the US motoring journalists (still obsessed with Lancias and such) may have been laughing at it, Ford was laughing all the way to the bank.

In English, malaise was an unadapted loanword from the French malaise (ill ease), the construct being mal- (bad, badly) + aise (ease).  It was used to describe (1) a feeling of general bodily discomfort, fatigue or unpleasantness (sometimes associated with the onset of illness), (2) an ambiguous feeling of mental or moral depression (the sense tending more to “melancholy” than “angst”) and (3) ill will or hurtful feelings for others.  The US cars of the years between 1974-1984 (some say it went on a bit longer) came to be called “malaise era” cars, the name from the thoughtful but perhaps unfortunate “Crisis of Confidence” address Jimmy Carter (1924-2024; US president 1977-1981) delivered in July 1979.  Carter’s years of malaise remains emblematic the America of the late 1970s (a time of stagflation, oil-shock induced energy price-rises & shortages, high interest rates and general gloom) but the details have become blurred.  The use of the word “malaise” emerged from a retreat the president had convened at the Camp David retreat after concluding neither he, his advisors or the entire machinery of government could come up with solution to the nation’s many problems.  Attended by notables from the clergy, academia and other realms including the governor of Arkansas, BillClinton (b 1946; US president 1993-2001), the curious event prompted one historian to describe it as “…the most remarkable exercise in presidential navel-gazing in American history…” but what did lodge in Carter’s memory was an observation by the pollster Patrick Caddell (1950–2019) that after some fifteen years of trauma including assassinations, race riots, the war in Vietnam and Watergate, the nation was experiencing a “malaise” and the president decided this notion would be the centrepiece of his address to the people.

Malaise: 1978 Ford Mustang II King Cobra.

An emblematic malaise era machine, twenty-first century viewers would be surprised to learn it was possible for a relatively small, light car with a 302 cubic inch (4.9 litre) V8 to deliver such anaemic performance.  However, the Mustang II (1973-1978) was the the right car for the right car (debuting some weeks before the first oil shock) and was a great success.

The word “malaise” wasn’t included in the text of Carter’s speech but, replete with phrases like “…strikes at the very heart and soul and spirit of our national will…” & “…crisis of confidence…”, the tone was clear and almost universally the press called it the “malaise speech”.  Despite what has long been the popular perception, at the time the speech was not a political disaster and was well-received, Carter’s approval ratings surging; it was only as the year unfolded he came to be damned by his own words and if any single term is now associated with his unhappy single term, it's “malaise”.  As was customary for presidential addresses of this nature, the speech was nationally televised live by the three major commercial networks (ABC (American Broadcasting Company), CBS (Columbia Broadcasting System) & NBC (National Broadcasting Company)) and simultaneously broadcast by many radio stations, the total audience estimated at some 65 million (there was then no FoxNews but it's not difficult to predict what the nature of that commentary would have been).  Given the coverage, it’s certain the address contributed greatly to the eventual public disillusionment with the president and may thus have been an example of videomalaise (a term from late 1990s political science which linked voters’ decreasing trust in politicians with depictions of the latter on televised news).

Honorable exception: 1973 Pontiac Firebird Trans-Am SD-455.

Available only on the Firebird (Formula or Trans-AM) in 1973 & 1974, the SD-455 was one of the few bright spots of the malaise era although it did need slightly to be detuned for commercial release, its original 310 (HP) horsepower configuration able to pass the EPA's (Environmental Protection Authority) emission tests only if a devious "cheater" device was installed (shades of Volkswagen's later "dieselgate" although Pontiac got off with nothing more than a "slap on the wrist" rather than the billions it cost the equally guilty Germans).  The production version was rated at 290 HP which was still enough to make it the powerful US car of its time.

The "malaise era" cars were so named because compared with the previous generations, they were heavier, slower, thirstier and less pleasant to drive, a collection of characteristics which weren't the fault of President Carter but he had the misfortune to be in the White House at the same time.  They were of course safer and less polluting but those advantages were hidden while the ugliness of the battering-ram bumper-bars, reduced power and sometimes tiresome driving characteristics were obvious.  When speaking of these mostly unlamented machines, the phrase “Malaise Era” is believed to have been coined by writer Murilee Martin (the pen name of Phil Greden) who used it first in 2007 on the website Jalopnik.