2666 by Roberto Bolaño (2004) (translated from the spanish by Natasha Wimmer, 2008). 898 pages, Farrar, Straus and Giroux.
The first thing I’ll say is… it took me a very long time to get through this book. Usually I read one or two books a week, depending on the length. A 900 pager like this one, usually a solid week, unless I have a lot of free time, which I never have these days. If it’s a very dense nonfiction or biography work, maybe two weeks. But it took me three months of on-and-off attention to get through 2666.
Normally, if I don’t get into a book, I’ll just put it aside and move on. Even if it’s an author I really enjoy. A good example is Quicksilver by Neal Stephenson. Stephenson is one of my all-time favorite authors. I thought I’d love Quicksilver, an historical novel revolving around the Royal Society of London in Isaac Newton’s time. Especially since it had a structural tie to Cryptonomicon, an excellent earlier work by Stephenson.
Yet… I just couldn’t get into it. I got to about page 500, and I just lost interest. Haven’t picked it up since, and doubt I ever will.
2666 was not like that. I’d read it for a day, put it aside for several weeks, and then get curious again and pick it back up. Slogging through the interminable Part Four, I almost gave up… but the prose was so strong, and I kept getting hints that it would all add up to something… so I kept going.
And now I have finally finished it. Looking back, I realize now that I read the first three parts of the book in about two weeks. Then Part Four took me two and half months. And the final Part Five I read over just the past week.
My main reason for reading 2666 is that it received awards out the ying yang (that’s a technical, literary term, I’m told). It topped the National Book Critics Circle in 2008. Time Magazine gave it Best Book of 2008. It’s been lauded by readers all over the world. And, just to add some icing to the cake, it was the final book by author Roberto Bolaño before his death. He apparently handed over the manuscript to his publisher while he lay dying in the hospital.
According to the introduction, Bolaño had intended the five parts of 2666 to be published as five separate novels, each a year apart. But after his death, his heirs decided to publish all five parts as one massive work, which they believed was more fitting to the manuscript.
So, I bought 2666 and dove in. The first thing I’ll say is that I sure wish there was a Kindle version of this! 900 pages in hardcover is very heavy. Weighs almost four pounds. Not an easy book to read in bed, that’s for sure. Just picking it up, I immediately understood why the author had intended it as five separate books.
Ok, all well and good. But what’s the story about? Well… it’s kind of hard to say. If judged by the amount of words and pages dedicated to plot, then it’s the story of a series of murders in the Mexican border town of Santa Teresa (a thinly-veiled fictional version of Ciudad Juárez, near the Arizona border). Hundreds of young women are brutally raped and murdered there, in a decade-long series of unsolved crimes. Every part of the book briefly touches upon this storyline, and three of the book’s five parts are set almost completely in Santa Teresa.
We follow a local University professor, as he moves in his own world, nearly oblivious to what is going on around him – included the danger than his teenage daughter puts herself in on a nightly basis (Part Two: The Part About Amalfitano). Why does the distracted instructor hang an out-of-print geometry book outside to sway on a clothesline, refusing to take it down for months?
We follow an African-American reporter, send to Santa Teresa to cover a boxing match, as he gets drawn into the circle of that city’s underworld, and to people who may (or may not) share responsibility for many of the murders (Part Three: The Part About Fate).
And, for nearly three hundred pages, we follow the discovery of every single body over nearly ten years. In an episodic, non-narrative form, one after the other, date by date. Some of the victims are identified. Many aren’t. Several people are arrested for some of the murders, including an odd German man who’s a naturalized American citizen – but living in exile in Mexico (Part Four: The Part About The Crimes).
But if judged by what is at the heart of the book, what (at least to me) the real story is, then it’s about a German novelist named Benno von Archimbaldi. In the opening pages, we meet four European academic literary critics, all of whom specialize in studying and critiquing the works of Archimbaldi, and each of them from a different country (Part One: The Part About The Critics).
And in the climatic last section, the book concludes with the life story of Archimbaldi, and we loop around to where we began (Part Five: The Part About Archimbaldi). The story of Archimbaldi and the people who study him is what got me hooked, and what kept me reading through the rest of the book.
It was Part Four that nearly lost me. This is the most difficult part of the book, mainly because there is no plot thread for this entire section. It really is just a narrated crime docket. A body is found, its condition is described, and various connections are followed up. We meet the many different police officers and detectives trying to solve the crimes. We meet many of the criminals. We follow one of the possible murderers into prison, and bear witness to an incredibly brutal torture-murder session as justice is served by prisoners on their own behind bars.
The only thing that kept me going was that I could see the table of contents promised that we’d finally get back to Archimbaldi after this horrific tour of Santa Teresa was over. I wish I could say that at the book’s end, it all ties together – but not really. Yes, it’s not surprising to find out there is a connection between Archimbaldi and the angry young German man who’s the prime suspect in the murders – but I’m going to warn you right now that this is not the kind of book that ties things up.
By the end of the book, you do not know who’s responsible for the murders. You don’t know if the mysterious German man with the connection to Archimbaldi had anything to do with the murders or not. You will not get a conclusion to Archimbaldi’s story. Nor will you ever see or hear from any of the critics again after Part One. Nor will you find out what happens to Fate or Amalfitano or any of the other characters. Part Five loops back to Part One, and I suppose you could just go right back to Part One and keep on reading the book forever if you wanted to. You still won’t get any answers.
As a novel, 2666 is pretty unsatisfying. It’s not a true novel, ignoring most storytelling conventions. Characters weave in and out, speaking and thinking in long, unbroken pseudo-paragraphs that go on for pages and pages. A lead character may stop in to rent a typewriter… and for the next ten pages, we jump into the point of the view of the storeowner, and hear his life story. He never appears again, and has no bearing on any part of the story. And we don’t even get to the end of the scene that brought us there in the first place!
There are a great number of dreams in 2666. Everyone is always waking up and recounting a dream that is vivid and surrealistic… and yet not a single one, to my mind anyway, had anything to do with what was going on either in that character’s life or anyone else’s in the book. Another running theme is insanity – particularly any variety of insanity that involves making some sort of sacrifice for the sake of art.
So. Why read 2666 at all? Because what this book adds up to, when all is said and done, is a testament to the craft of writing. It’s the prose that kept me turning the page. Despite the fact that this book is translated from the author’s original Spanish, the words are beautifully crafted, even (and maybe even especially) when used to describe brutal or violent deaths.
I would not have awarded it such high honors as those listed up at the beginning of this review. To my mind, the novel as an art form and as entertainment has certain expectations, certain loose rules, and 2666 is simply too unstructured and rambling to fit even those loose rules. It’s a collection of hundreds of incredibly well-written scenes, but just putting a bunch of scenes between two covers does not make something a novel. To me, that is the true art and craft of the novel: combining fantastic prose with well-conceived characters who act within a compelling story.
In the end, I can’t overtly recommend 2666. It’s a dense work. I suppose if you really truly enjoyed Ulysses or Gravity’s Rainbow, this will be right up your alley. For me, it was an interesting glimpse into another writer’s mind, and I’m glad I made the trip – even if it was a trip which I have no desire to repeat. Your mileage, however, may vary.
And by the way – I don’t have the slightest idea what the title means.












NUMMI Nova
When I moved to Los Angeles from Chicago at the very beginning of 1986, I drove there in my 1982 Pontiac Phoenix. The Phoenix was an awful car. It was one of GM’s notorious X-body cars, the Pontiac version of the Chevrolet Citation. I had bought it used, but with only 4,000 miles on it. And from the day I got it, it was pretty much always getting serviced. The first six weeks I had the car, the transmission fell apart. I mean literally fell apart: They undid the bolts under the transmission, and the whole thing fell out and crumbled on the garage floor.
The alternator had to be replaced twice in the 18 months I owned the car. The radiator once. Brake pads, twice, entire brake assembly, once. For a while, the air conditioner heated up the car and the heater cooled it off.
It did have a nice interior, however. I remember my Dad emphasizing that fact.
In the fall of 1986, after nine months of driving the Phoenix all over Los Angeles, it finally gave up the ghost completely. At a stop light one day in Culver City, the car make a loud sound like that of a giant sighing. The brake pedal suddenly lost all tension and slammed against the floor. And the car began to creep though the intersection, right into oncoming traffic.
15 minutes later, a cop helped me push it off to the side of the road. I took it to the nearest brake shop… driving at 5 miles an hour with the door open, so I could drag my foot to bring the car to a stop. The Meineke guys were all smirking. A quick look at the car, and the service dude told me the entire brake system needed to be replaced. “But man… it’s not worth it. If I were you, I’d ditch this piece of crap”, the service manager told me bluntly.
They did something with tying off a hose or pumping it full of fluid or some such, which they said would last for about a week if I didn’t drive faster than 50 an hour or so. I did it. Even that was $150.
Two days later, driving down La Brea Avenue, the car started to rattle and cough. And then there was a very loud noise, a kind of popping and crashing sound, and a dent appeared on the hood – pushed out from the inside. The Phoenix just stopped, and I coasted it to the side of the road.
And that was it. It has thrown a rod, along with at least one other bad thing that I didn’t bother to deal with. I had the car towed to the dealer. Even the crappy extended warranty I had on the car would not cover a complete engine rebuild – because I’d already used most of my “deductible” on the new transmission.
So I sat down with the nice man at the Chevy dealer – because I still had almost a year of payments left to make on the car – and worked out buying a new car. I was all set to get a new Camaro. Silver. T-Top. Basic 4 cylinder. Mmmm boy. I had the keys in my hand, and then they did the final credit check. And the salesman snatched the keys back out of my hand.
“The only thing we have that you can afford”, he said, sneering a little bit (I swear to god I’m not making that up, he honestly did sneer, the side of his lip curled up with actual disdain) “is one of the Novas. The Toyota things.” He waved his arm towards the opposite end of the dealership.
Now, I grew up in a military household. To my father, there were (and still are) only two places that made cars: Detroit and Germany. Although we had a few Volkswagens here and there, every other car we had was a True Blue American Car Made By Real Americans In America. Mostly Chevys, but we had at least one Ford that I know of. So, honestly, I had not even thought of buying a Japanese car. Besides, I was locked into my GMAC loan.
The smarmy Camaro salesman handed me off to a sadder-but-wiser looking older salesman, who gave me an earnest review of the Nova. He explained that it was exactly the same as a Toyota Corolla, but made by GM workers in a plant in California, under Toyota supervision. It was the first joint venture between an American and a Japanese car company, and this was the second year they had been available. He told me what a great deal it was – I was getting a Toyota Corolla, but for less money and made in America!
To be honest, it wasn’t like I had a lot of choice, and it did seem like a decent enough little car. I drove off with one that was just a little above “the base” – a blue, four-door 1986 Chevrolet Nova with cloth seats, automatic transmission, no air conditioning, basic FM radio.
As I drove it home for the first time, it felt good. It was solid. It hugged the road. It accelerated nicely with its tiny 4-cylinder engine, much better than my crappy Phoenix ever had. The brakes worked! And even without A/C, the vent system was powerful and blew air through the car well. I was still pretty miffed about not getting the Camaro, but still, it seemed like a nice enough little car…
Well. I drove that car for the next six years, putting 89,238 miles on it before I finally sold it. It became, to this day, the only car that I ever completely paid off. I continued to drive it for another year, even after it was paid for and the warranty had expired. I drove that car all the way through Baja Mexico, over a thousand miles to Cabo San Lucas, and back. I drove it to San Francisco, Las Vegas, and even through the snow to Mammoth Mountain for skiing. It took me everywhere I wanted to go.
After the first year, I upgraded the stereo to add a cassette player and four speakers. And other than regular service, that was the only money I ever had to spend on that car. It never broke down. Never. Nothing every had to be replaced. Nothing rattled. Nothing broke. The transmission was flawless. The brakes always worked. It never stalled. The interior stayed solid and wear-free for six years. Even the carpets stood up to the test of numerous hikes, ski boots, and I can’t even remember what all else.
I paid, I think, $7,500 for that car brand new. Six years later, in 1992, I sold it for $3,000 cash. One of my friends said I was a fool for selling that car, since it was paid for and ran great. In retrospect, he was right. I moved “up” into a Ford Explorer, which was the first of a series of SUV’s that I bought, until I finally moved back into a small car in 2005 (the Mini Cooper).
I have very found memories of that Nova. And one last little tidbit: Two years after I sold it, I was driving down PCH (Pacific Coast Highway, outside Malibu) behind… a blue Chevy Nova. Frank was in the car seat next to me, and I pointed at the car, telling him I used to have a car “just like that”. And then I noticed… the license plate was my old plate. And my “Northwestern University” sticker was still on the rear window. It was my actual car!
I tried to wave at the driver – I was pretty sure it was the same woman I had sold the car to – but she didn’t see me, and pulled away into traffic. I noticed that the car was still running fine, and it was still clean and dent-free.
The Chevrolet Nova got great reviews while it was made, and even Consumer Reports said it was the most reliable car GM made. I had always assumed that it was just because it was, after all, an exact clone of a Toyota Corolla.
And then, I heard the latest episode of This American Life , hosted by Ira Glass. Although This American Life is a radio (and TV) show on PBS, I listen to it as a downloaded podcast. I listen to the show regularly (great to listen to in the car on the long drive to work), so when I saw the title of this week’s episode – “NUMMI” – I didn’t really care what it meant, since I listen to every episode regardless.
As it turns out, “NUMMI” is, more or less, the story of the Chevrolet Nova. NUMMI stands for New United Motors Manufacturing, Inc. And it was the factory that my Nova was built in.
Over the course of an hour, the show details how the NUMMI plant came to be, going online in late 1984. It describes how the workers traveled over to Japan, for intense training in the concept of car teamwork. It includes frank, honest interviews with auto workers, union members, and GM and Toyota executives.
What is truly amazing – and very, very sad – is that way back in 1985, GM knew exactly how to make high-quality, reliable cars. They were doing it at the NUMMI plant. The union workers put aside their seniority and their perks, and worked side by side with management. They fully embraced the entire concept of “Kaizen” – constant, continuous improvement – in all aspects of the company. At the NUMMI plant, by the end of 1986, they were building the highest quality, most reliable vehicles on the American continent. They were even keeping pace neck-and-neck with their Japanese counterparts.
In the show, as revealed by interview after interview with former line workers, you can hear the pride in the worker’s voices. For the first time, one says, he looked forward to going to work. He swelled with pride when a new Nova came off the line, 100% free of flaws.
Another talked about how he printed up a batch of postcards with his name and address on them, and whenever he saw a new Nova in a parking lot, he’d slide the postcard under the windshield wiper. What did the card say? “I built this car, and I’d love to hear what you think”. For years, he’d get comments back from owners – almost all of them positive.
One worker, who was planning on taking early retirement, stayed for an additional 18 years until he was forced to retire. He said he just liked what he was doing too much to stop. Management became actual members of the team, even working the production line alongside their union counterparts.
So…. why didn’t the rest of GM just do the same thing? Why, rather than extend this technique to the entire company, did they instead wind up filing for bankruptcy in 2008, the largest company in history to do so?
The second half of the show tells us why. More interviews reveal that for the most part, the majority of General Motors did not care at all about… well… actually making cars. They cared about protecting their jobs, their exact way of life, their little fiefdoms. They did not want change. They wanted things to stay exactly the same. None of them believed that GM could ever fall, and they saw no reason to rock the boat.
And so NUMMI remained as the one and only unionized, American operated factory that practiced the same production methods as their Japanese counterparts. After 1988, NUMMI switched over to making the Geo line, and then later to just making Toyotas – Corollas, Tacomas, etc – when GM dropped their small cars in favor of larger trucks and SUVs. It finally closed down in 2008, a victim of the bankruptcy. Joint ventures, even successful ones, can’t survive a complete dismantling of one of the parents.
I’ve always enjoyed This American Life, but this is a particularly stand-out episode. If you have any interest at all in why American car manufacturers fell so far and so (relatively) fast, listen to this episode . It is awesome in its clear, frank attitude about exactly what went wrong. And how, if only more people had been willing to accept a new way of thinking and working, GM might have not only regained their number one position, but could have climbed even further. Instead – well, we all know what happened instead.
At the end of the show, one retired worker comments on how the only thing that really saddened him about the GM bankruptcy was that the NUMMI plant was getting shut down. “I loved that plant”, he says wistfully. “It changed me life. I’m not kidding, it really did. It changed the way I thought about everything, and it gave me pride in what I was doing every single day I went to work”. He didn’t take a vacation day for one of those eighteen years, he reveals.
So when you wonder… how did American end up in such a bad recession? How did we lose our lead in such a short time? How could we, as a country, have fallen so far? Listen to “NUMMI”. In a nutshell, it’s all there.
Chevrolet Novas from the 1980s are still on the road. And they’re still holding together.
And that’s the best testimony I can think of to what could have been.