Tiger (pronounced tahy-ger)
(1) A
large, carnivorous, tawny-colored and black-striped feline, Panthera tigris, of
Asia, ranging in several subspecies from India and the Malay Peninsula to
Siberia.
(2) In
non-technical use, the cougar, jaguar, thylacine, or other animal resembling
the tiger (in wide use in southern Africa of leopards).
(3) A
person of some fierceness, noted for courage or a ferocious, bloodthirsty and
audacious person.
(4) In
heraldry, a representation of a large mythological cat, used on a coat of arms, often with the spelling tyger or tygre (to distinguish the mythological beast
from the natural tiger (also blazoned Bengal tiger), also used in heraldry).
(5) A
pneumatic box or pan used in refining sugar.
(6) Any
of several strong, voracious fishes, as a sand shark.
(7) Any
of numerous animals with stripes similar to a tiger's.
(8) A
servant in livery who rides with his master or mistress, especially a page or
groom (archaic).
(9) In
entomology & historic aviation, a clipping of tiger moth (in the family
Arctiidae), tiger beetle or tiger butterfly (in tribe Danaini, especially
subtribe Danaina).
(10) Any
of the three Australian species of black-and-yellow striped dragonflies of the
genus Ictinogomphus.
(11) In
US, slang, someone noted for their athleticism or endurance during sexual
intercourse.
(12) In
southern African slang, a ten-rand note.
(13) As TIGR (pronounced as for “tiger”), the abbreviation for Treasury Investment Growth Receipts: a bond denominated in dollars and linked to US treasury bonds, the yield on which is taxed in the UK as income when it is cashed or redeemed.
Pre 1000:
From the Middle English tygre & tigre, from the Old English tīgras (plural) and the Anglo-Norman tigre (plural), from the Latin tīgris, from the Ancient Greek τίγρις (tígris), from an Iranian source akin to the
Old Persian tigra- (sharp, pointed) and
related to the Avestan tighri & tigri (arrow) and tiγra (pointed),
the reference being to the big cats “springing” on to their prey but the Oxford English Dictionary (OED) notes no
application of either word (or any derivative) to the tiger is known in Zend. It was used of “tiger-like” people since the
early sixteenth century and that could be complementary or pejorative although the
female form (tigress) seems only to have been used in zoology since the 1610s
and was never applied to women. The tiger's-eye
(yellowish-brown quartz) was first documented in 1886. The word “liger”, like the creature it
described, was a forced mating of lion and tiger. As a modifier, tiger is widely used including
the forms: American tiger, Amur tiger, Asian Tiger, Mexican tiger, Siberian
tiger, tiger barb, tiger beetle, tiger bench, tiger-lily, tiger lily, tiger's
eye, tiger shark & tiger's milk. A female tiger is a tigeress. The
alternative spellings tigre & tyger are both obsolete. Tiger & tigerishness are nouns, tigerly,
tigerish & tigerlike are adjectives and tigerishly is an adverb; the noun
plural is tigers.
Lindsay Lohan (b 1986) atop tiger in Kult Magazine (Italy), January 2012, photograph by Vijat Mohindra (b 1985), makeup by Joyce Bonelli (b 1981).
In idiomatic use, a country said to have a “tiger economy” (rapid and sustained economic growth), especially if disproportionate to population or other conventional measures. “Tiger parent” (and especially “tiger mother”) refers to a strict parenting style demanding academic excellence and obedience from children; it’s associated especially with East Asian societies. The “tiger cheer” dates from 1845 and originated in Princeton University, based on the institution’s mascot and involved the cheerleaders calling out "Tiger" at the end of a cheer accompanied by a jump or outstretched arms. Beyond Princeton, a “tiger cheer” is any “shriek or howl at the end of a cheer”. The phrase "paper tiger" was apparently first used by comrade Chairman Mao Zedong (1893–1976; chairman of the Chinese Communist Party (CCP) 1949-1976) when discussing his thoughts about the imperialist powers. A calque of the Chinese 紙老虎/纸老虎 (zhǐlǎohǔ), it referred to an ostensibly fierce or powerful person, country or organisation without the ability to back up their words; imposing but ineffectual. Phrases in the same vein include "sheep in wolf's clothing" and "a bark worse than their bite". To be said to “have a tiger by the tail” suggests one has found one’s self in a situation (1) that has turned out to be much more difficult to control than one had expected and (2) difficult to extricate one’s self from, the idea being that while holding the tiger’s tail, things are not good but if one lets go, things will likely become much worse.
Men in frock coats: The “Big Four” at the Paris Peace Conference (1919-1920), outside the Foreign Ministry headquarters, Quai d'Orsay, Paris. Left to right: David Lloyd George (1863–1945; UK prime-minister 1916-1922), Vittorio Orlando (1860–1952; Italian prime minister 1917-1919), Georges Clemenceau (1841–1929; French prime minister 1906-1909 & 1917-1920) and Woodrow Wilson (1856–1924; US president 1913-1921).
Georges Clemenceau (1841–1929; Prime Minister of France 1906-1909 & 1917-1920) was a physician who turned to politics via journalism, a not unfamiliar trajectory for many; at a time of national crisis, he undertook his second term as premier, providing the country’s politics with the stiffness needed to endure what was by then World War I (1914-1918); he was nick-named le tigre (the tiger) in honor of his ferociously combative political demeanour. In February 1919, while travelling from his apartment a meeting associated with the Paris Peace Conference (1919-1920), he was shot several times, his assailant an anarchist carpenter & joiner, Émile Cottin (1896-1937) and two decades on, another leader would learn carpenters can be assassins. Le tigre was lucky, the bullets missing his vital organs although one which passed through the ribcage ending up lodged close to his heart; too close to that vital organ to risk surgery, there it remained until his death (from unrelated causes) ten years later. Cottin’s death sentence was later commuted to a ten year sentence and he would die in battle, serving with the anarchist Durruti Column during the early days of the Spanish Civil War. The Tiger’s response to his survival was to observe: “We have just won the most terrible war in history, yet here is a Frenchman who misses his target six out of seven times at point-blank range. Of course this fellow must be punished for the careless use of a dangerous weapon and for poor marksmanship. I suggest that he be locked up for eight years, with intensive training in a shooting gallery.” In the circumstances, deploring the state of French marksmanship displayed a certain sangfroid.
The
Sunbeam Tigers
There
have been three Sunbeam Tigers, the first illustrious, the second fondly
remembered and the last so anti-climatic it’s all but forgotten. The first was a dedicated racing car, built
between 1923-1925 and, those being times when there was less specialization, it
was used both in circuit racing and, most famously, in setting the world Land
Speed Record (LSR). Although aerodynamic
by the standards of the time (the techniques of streamlining learned in World
War I (1914-1918) military aviation applied), there was little innovation in
the platform except for the engine, the nature of which ensured the Tiger’s
place in history. For Grand Prix events
conducted for cars with a maximum displacement of 2.0 litres (122 cubic
inches), Sunbeam had earlier built a two litre straight-six, the limitations
imposed by the relatively small size being offset by the use of the then still
novel double overhead camshafts (DOHC) which allowed both more efficient
combustion chambers and much higher engine speeds, thereby increasing
power. It was a robust, reliable power-plant
and when contemplating an attempt on the LSR, instead of developing anything
new or using the then popular expedient of installing a big & powerful but
heavy and low-revving aero engine, the engineers paired two of the blocks and
heads on a single crankcase, creating a 75° 3,976 cm3 (243 cubic
inch) V12. When supercharged, power
outputs as high as 312 hp (233 kW) were registered.
With an engine capacity initially of 1.5 litres (91 cubic inch), the Alpine was never
fast although that was hardly the point and Rootes advertising aimed at what was then known as the “ladies market”. Slightly larger engines would improve things
but the performance deficit was better addressed when in 1964, a version of the
Alpine called the Tiger was released, this time with Ford’s then new 260 cubic
inch (4.2 litre) “thinwall” Windsor V8, about to become well known from its use
in both the Ford Mustang and Shelby’s Cobra, the latter based on a much-modified AC Ace. The Windsor V8 was called a “thinwall” because genuinely it was small and light (by V8 standards) but even so it only just
fitted in the Alpine’s engine bay and so tight was the fit that a small hatch
was installed in the firewall (under the dashboard) so a mechanic could reach
in to change one otherwise inaccessible spark plug. Nevertheless, the package worked and all
those who wrote test reports seemed to enjoy the Tiger, noting the effortless
performance, fine brakes and (within limits) predictable handling, all in something
conveniently sized. However, even in those more tolerant times, more than one journalist observed that although the Ford V8 used was in the mildest
state of tune Ford offered (the ones Carroll Shelby (1923–2012) put in the Cobra producing over 100-odd HP (75 kW) more), it was clear the classis was close to the limit of
what could be deemed sensible for road use.
Despite
that, in the mid 1960s there was in the US quite an appetite for cars not wholly sensible for street use and late in 1966, a revised version was released,
this time with a 289 cubic inch (4.7 litre) Windsor V8 and although there had
been some attention to the underpinnings, it was now obvious that while still
in the low-power state Ford used in station wagons and such, the 289's increased output exceeded the
capability of the chassis. For the
journalists of course, that was highly entertaining and some were prepared
to forgive, one cautioning only that the Tiger:
“…doesn’t take kindly to being flung
around. It’s a car with dignity as asks
to be driven that way. That doesn’t mean
slowly, necessarily, but that there’s sufficient power on tap to embarrass the
incautious. But if you treat it right,
respecting it for what it is, the Tiger can offer driving pleasure of a very
high order.”
In the era, there were other over-powered machines which could behave worse and those
able to read between the lines would know what they were getting but there may
have been some who were surprised and tellingly, the Tigers were never advertised
to the “ladies market” although one pink Tiger was in 1965 given as the
traditional pink prize to Playboy’s PotY (Playmate of the Year). Presumably she enjoyed it and, now painted "resale" red, the car still exists.
The US was a receptive market for the little hot rod and one featured in the Get Smart TV series, although it’s said for technical reasons (the V8 version not having space in the engine compartment for some of the props), a re-badged Alpine was used for some scenes, the same swap effected for the 2008 film adaptation, a V8 exhaust burble dubbed where appropriate, a trick not uncommon in film-making. Seeking a greater presence in Europe, Chrysler had first taken a stake in the Rootes Group in 1964 and assumed full control in 1967. Although the Tiger was a low-volume line, it was profitable and Chrysler's original intention had been to to continue production of the Tiger (by 1967 powered by the 289) but with Chrysler’s 273 cubic inch (4.4 litre) LA V8 substituted. Unfortunately, while 4.7 Ford litres filled it to the brim, 4.4 Chrysler litres overflowed; the Windsor truly was compact. Allowing it to remain in production until the stock of already purchased Ford engines had been exhausted, Chrysler instead changed the advertising from emphasizing the “…mighty Ford V8 power plant” to the vaguely ambiguous “…an American V-8 power train”. Still a popular car in the collector community, so easily modified are the V8s that few survive in their original form and many have been fitted with larger Windsors, the 302 (4.9 litre) the most popular and some have persuaded even the tall-deck 351 (5.8) to fit though not without modifications.
Sunbeam Tigers: 1965 model with “Powered by Ford 260” badge (left), 1967 model with “Sunbeam V8” badge (centre) and 1965 French market model with “Alpine 260” badge (right).
It wasn’t unknown for the major US manufacturers to use components from competitors, something which happened usually either because of a technology deficit or something to do with licencing. However, they much preferred it if what was used was hidden from view (like a transmission) so Chrysler’s reticence about advertising what had (through M&A (mergers & acquisitions) activity become one of their cars being fitted with Ford V8 was understandable. Not only was the advertising material swiftly changed but so were the badges: “Powered by Ford 260” giving way to “Sunbeam V8” for the rest of the Tiger’s life. Unrelated to that however was the curious case of Tigers sold in South Africa or some European markets where they were designated variously as “Alpine 260”, “Alpine 289” or “Alpine V8”.
The reason the “Tiger” name never made it to the largest European markets was because Panhard in France was then selling a Tigre and Messerschmitt in the FRG (Bundesrepublik Deutschland (Federal Republic of Germany; the old West Germany) 1949-1990), offered a Tiger. Apparently on advice from Rootes’ French distributers (Société des Automobiles Simca), it was decided just to use the Alpine name and the car thus was advertised in France, Germany Austria & Switzerland variously as the “Alpine 260” or “Alpine V8”, the latter making marketing sense in countries not used to cubic inches as a measure although the imperial measure may have been used to emphasize the US connection, Detroit's V8s deservedly enjoying a reputation for smoothness, power and reliability. However, in places such as Sweden and Monaco where there was no concern with violating trademark law, the “Tiger” name was used, as it was for vehicles ordered by US citizens for delivery in Europe. Typically these were armed forces personnel able to buy through the military’s PX (Post Exchange) stores and they enjoyed the benefit at the end of their deployment of the car being shipped to the US at no cost. Volumes into Europe were always low and the sketchy records (assembled by Tiger owners clubs) suggest as few as seven Mark II models were exported to Europe, three of which went to France and by then the operation known as "Rootes Motors Overseas Ltd" had for all purposes switched their advertising to “Sunbeam Alpine V8”.
Stranger however is that still is that Tigers sold in France were called “Alpine 260” despite (1) the French manufacturer Alpine having first sold cars there in 1954 and (2) the “260” being a reference to the V8 displacement in cubic inches (cid), imperial measurements not used in wholly metric France (where a 4.2 (litre) badge might have been expected). That Sunbeam were able to use the Alpine name may be accounted for by the previous version of the Alpine having been first sold in France in 1953, thus pre-dating the French venture Automobiles Alpine, the corporate identity of which wasn’t established until 1955. The original Sunbeam Alpine did enjoy some success in competition but is now remembered mostly for the association with the actress (and later princess) Grace Kelly who appeared in a sapphire blue one in Sir Alfred Hitchcock’s (1899–1980) film To Catch a Thief (1955). For students of technology, the long scene of her driving (appearing to be filmed through the windscreen) is an example of the “rear projection technique” used before CGI (computer-generated imagery) became possible. While much of the film was shot on-location in Europe, the Alpine was shipped to the US for some of her driving scenes because only in Hollywood were there the big studios outfitted with the back-projection equipment able to emulate 360o settings.
So the Alpine name apparently could be used, despite the existence since 1954 of the sports cars produced by Dieppe-based Automobiles Alpine, presumably on the basis of the corporation’s prior use. Whether the decision to append an imperial “260” rather than a more localized 4.2 was the British adding insult to injury isn’t known. While that may sound improbably petty, that’s a quality not absent either in international relations or commerce and not only were London and Paris then squabbling over whether the Anglo-French SST (supersonic transport) airliner should be called “Concorde” or the anglicized “Concord”, in 1963 Charles de Gaulle (1890-1970; President of France 1959-1969) had vetoed the UK’s application for membership of the EEC. For that last diplomatic setback, the British may have had themselves to blame because when in 1940 they offered de Gaulle sanctuary in London after the fall of France, the Foreign Office allocated him offices on Waterloo Place and overlooking Trafalgar Square. A sensitive soul, Le Président never forgot a slight.
Between April 1964 and August 3763 Mark I Tigers were built. The 2706 Mark IA models which followed between August 1965 and February 1966 were based on the Alpine Series V which had a number of detail changes (most obviously the doors, hood (bonnet) and truck (boot) lid having sharper corners and a vinyl rather than metal top boot for the folding roof); while these now universally are listed as “Mark IAs”, that was never an official factory designation. The first Mark IIs weren’t built until December 1966 with production lasting only until June the next year when Sunbeam’s stocks of Ford V8s was exhausted and just 536 (although 633 is oft-quoted) were made. Although there are details differences between the Mark IA and Mark II, the fundamental change was the use of the 289 cubic inch (4.7 litre) engine and all but a few dozen were exported to the US.
Carrol Shelby invoiced Rootes US$10,000 to develop the original Tiger prototype and had expected to gain the contract for production on the same basis as his arrangement with AC to produce the Cobra (ie he'd receive engineless cars into which he'd insert the V8s) but the process instead went the other way and Sunbeam imported the engines, contracting final assembly to Jensen. Shelby instead received a small commission for each Tiger sold and appeared in some of the early marketing material. He understood that despite (on paper) being superficially similar, the Tiger was a very different machine to the Cobra and, aimed at different markets, the two were really not competitors. Amusingly, Shelby's US10,000 fee was paid in a "back-channel deal", the funds coming from Rootes' US advertising budget rather than the engineering department's allocation. That slight of hand was necessary because it was known to all the company's conservative chairman, Lord Rootes (1894–1964), would never have approved such a project. He changed his mind after test-driving the prototype and ordered immediate production, living long enough to see it enjoy success.
1972 Hillman Avenger Tiger. The Avenger is now remembered mostly for the distinctive "boomerang (or hockey stick)" tail-lamps.
While
not quite the sublime to the ridiculous, the third and final Tiger certainly lacked the luster of its predecessors and was actually
marketed under the Hillman and not the Sunbeam badge, the old Rootes group now owned by Chrysler. Based on the Hillman Avenger (1970-1981), a
competent if unexciting family car, the Avenger Tiger was initially a one-off built for motor shows (they used to be a thing) but such was the reaction a production run was arranged and, based on the Avenger GT, it was a genuine
improvement, fitted with twin Weber carburettors on a
high-compression cylinder head with larger valves and improved porting. The power increase was welcome but wasn’t so
dramatic as to demand any modification of the GT’s suspension beyond a
slight stiffening of the springs. On the
road, the well-sorted rear wheel drive (RWD) dynamics meant it was good to
drive and the performance was a notch above the competition although Chrysler
never devoted the resources to develop it into a machine which could have been competitive with Ford’s Escort in racing and rallying.
The first run of 200-odd early in 1972 were all in “sundance yellow”
with a black stripe (and in case that was too subtle, a “Tiger” graphic adorned
the rear panels) but red was added as an option when another 400 were made to meet
demand.
Tigerish: Lindsay Lohan imagined in cara gata (cat face) by Shijing Peng.
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