Paparazzo

Paparazzo (pronounced pah-puh-raht-soh or pah-pah-raht-tsaw (Italian))

A freelance photographer, especially one who takes candid pictures of celebrities to sell to publishers; noted for their symbiotic invasion of the privacy of the subjects.

1961: A borrowing of the Italian surname Paparazzo, a character (the freelance photographer) in Federico Fellini's (1920–1993) 1960 film La Dolce Vita.  The more familiar noun plural (which can be used for all purposes regardless of context) is paparazzi, pronounced pah-puh-raht-see or pah-pah-raht-tsee.

The surname carries no meaning within the film; there’s no historic or etymological relationship either to the plot or photography.  The name is not uncommon in the region of Calabria and Fellini is said to have borrowed it from a travel book, By the Ionian Sea (1901) by George Gissing (1857–1903) which the director was reading (in Italian translation) during filming in 1959; in the book is mentioned a hotelier, Signor Coriolano Paparazzo.  The photographer in the film is played by Walter Santesso (1931-2008).  Paparazzo, which technically is the singular form only, is hardly ever used to refer to an individual photographer, the plural paparazzi instead the preferred form which is so pervasive that a female photographer, who should be a (morphologically standard in Italian) paparazza, is also a paparazzi.  Some dictionaries even list an alternative spelling for the plural as paparazzos but there seems no evidence of use and it may exist only because the rules of English say it can.  Paparazzo is a noun and because of the patterns of use, while paparazzi has probably become assimilated and is thus now part of the English language, the less-commonly used paparazzo probably remains "foreign". 

The quality of symbiosis is sometimes strained: Lindsay Lohan and the paparazzi.  For everything you do, there’s a price to be paid.

All forms must now be thought full-assimilated English words and the exclusive use of paparazzi has become correct English.  Because of the circumstances under which paparazzo, paparazzi & paparazza entered English, as a re-purposing of a proper noun, the “rules” under which they operate are those defined by the pattern of use.  The users spoke and it’s now paparazzi all the way.  Paparazzi is thus both noun-singular and noun-plural, masculine & plural.  Historically, there will be those who insist it has become a plurale tantum (from the Latin pluralia tantum (plural only)), a noun that appears only in the plural form and does not have a singular variant for referring to the individual object.  Some dictionaries do allow it can refer also to nouns the singular form of which is rare or archaic.  All bases seem covered.  One shouldn’t too deeply dwell on plural forms from other languages which in English have taken on a life of their own, despite remaining obviously “foreign”.  Spaghetti is an Italian plural which translates literally as “little straps” but in English it’d sound absurd to say “the spaghetti are delicious”. 

The paparazzi focus on Socks, circa 1992.

Lindsay Lohan of course understood the potentially transactional relationship between paparazzi and subject and could exploit as well as being exploited but did admit one of the attractions of life in Dubai is there the parasitic profession is banned.  Not all however can move and for eight years Socks was resident in Washington DC where, although becoming accustomed to being photographed, he seemed never to perfect any signature poses.  Socks (1989-2009) was FCOTUS (First Cat of the United States 1993-2001)) and belonged to Chelsea Clinton (b 1980; FDOTUS (First Daughter of the United States 1993-2001)).

The "freelance" status may be misleading in that there have been paparazzi known to to work exclusively for one buyer (who was more likely an agent than an editor or publisher) although for this reason and that they certainly weren't formally on the payroll.  In most cases though the paparazzi can be thought of as proto-gig economy workers in that from an industrial relations viewpoint they were independent contractors even if in some cases their entire income might come from the one entity (indeed, some had signed contracts of exclusivity guaranteeing at least a right of first refusal with a scale of payment on some negotiated basis).

The symbiosis of stars and the paparazzi

Anita Ekberg (1931–2015) in Federico Fellini's (1920–1993) La Dolce Vita (translated variously as "the sweet life" or "the good life", 1960, left) and soon after, on location (as it were) in London's Berkley Hotel (right).  The famous scene in La Dolce Vita was shot while she splashed in the waters of Rome's Trevi Fountain.

Ms Ekberg understood the often symbiotic relationship between paparazzi and their subjects, sometimes willing sometimes not.  Long after the event, cheerfully she would admit the famous incident in the lobby of London’s Berkley Hotel when her dress “burst” open, was a publicity stunt pre-arranged with a freelance photographer.  Although doubtlessly well-rehearsed, as might be expected from a trained actor it was one of history's more accomplished "planned wardrobe malfunctions".  Frequently, interpretations of Ms Ekberg's technique is seen on social media platforms (real people don't call them "the socials") but not all the young ladies who have followed in her wake so well disguise the artifice.

Blurb

Blurb (pronounced blurb)

(1) A brief promotional piece, almost always laudatory, used historically for books, latterly for about any product.

(2) To advertise or praise in the manner of a blurb.

1907: Coined by US graphic artist and humorist Gelett Burgess (1866–1951).  Blurbs are a specific type of advertisement, similar exercises in other contexts known also as “puff pieces”, “commendations” or “recommendations”.  The use of "puff" is thought based on the character "Mr Puff" in the burlesque satire The Critic: or, a Tragedy Rehearsed (1779) by the Anglo-Irish Whig playwright Richard Brinsley Sheridan (1751-1816).  Generally, blurbs contain elements designed to tempt a buyer which may include a précis (something less than a detailed summary), a mention of the style and a recommendation.  The term was originally invoked to mock the excessive praise printed on book jackets and was often parodied in a derisively imitative manner and is still sometimes critically used thus but it’s also now a neutral descriptor and an accepted part of the publishing industry.  Blurb is a noun & verb, blurbing & blurbed are verbs, blurbist is a noun and blurbish is an adjective; the noun plural is blurbs.

The blurb has apparently existed for some two-thousand–odd years but the word became well-known only after a publishing trade association dinner in 1907, Gelett Burgess displaying a dust jacket printed with the words “YES, this is a “BLURB”!”, featuring the (fictitious) Miss Belinda Blurb who was said to have been photographed “...in the act of blurbing”, Burgess adding that to blurb was “… to make a sound like a publisher…” and was “…a check drawn on fame, and it is seldom honoured”.  There are sources claiming the word was coined by US academic and literary critic Brander Matthews (1852–1929) in his essay American Character (1906) but Professor Matthews acknowledged the source genuinely was Burgess, writing in the New York Times (24 September 1922): “Now and again, in these columns I have had the occasion to employ the word “blurb”, a colourful and illuminating neologism which we owe to the verbal inventiveness of Mr Gelett Burgess”.

Burgess had released Are You a Bromide? in 1906 and while sales were encouraging, he suggested to his publishers (BW Huebsch) that each of the attendees and the upcoming industry dinner should receive a copy with a “special edition” dust cover.  For this, Burgess used the picture of a young lady who had appeared in an advertisement for dental services, snapped in the act of shouting.  It was at the time common for publishers to use pictures of attractive young ladies for book covers, even if the image was entirely unrelated to the tome’s content, the object being to attract a male readership.  Burgess dubbed his purloined model “Miss Belinda Blurb” and claimed she had been photographed “in the act of blurbing”; mid-blurb as it were.

Are you a Bromide? (Publisher's special edition, 1907).

The dust cover was headed with the words “YES, this is a “BLURB”! All the Other Publishers commit them. Why Shouldn’t We?” and knowing a blurb should not in moderation do what can be done in excess, went on to gush about the literary excellence of his book in rather the manner a used car salesman might extol the virtues of some clapped-out car in the corner of the yard.  His blurb concluded “This book is the Proud Purple Penultimate!”  The industry must have been inspired because the blurb has become entrenched, common in fiction and non-fiction alike and the use of the concept can be seen in film, television, social media and just about anywhere there’s a desire to temp a viewer.  Indeed, the whole idea of “clickbait” (something which tells enough to tantalize but not enough to satisfy without delving deeper) is a functional application of a blurb.  Depending on the source, the inspiration for the word came from either (1) the sound made by a book as it falls to the floor, (2) the sound of a bird chirping or (3) an amalgam of “burp” & “blather”.  The author left no clue.

In his book, Burgess innovated further, re-purposing the word "bromide".  In inorganic chemistry, a bromide is a binary compound of bromine and some other element or radical, the construct being brom- (an alternative form of bromo- (used preceding a vowel) which described a substance containing bromine (from the French brome, from the Ancient Greek βρῶμος (brômos) (stink)) + ide (the suffix used in chemistry to describe substances comprising two or more related compounds.  However, early in the twentieth century, Bromide was a trade name for a widely available medicine, taken as a sedative and in some cases prescribed to diminish “an excessive sexual appetite”.  It was the sedating aspect which Burgess picked up to describe someone tiresome and given to trite remarks, explaining “a bromide” was one “…who does his thinking by syndicate and goes with the crowd” and was thus boring and banal.  A bromine’s antonym was, he helpfully advised, a “sulphite”.  Unfortunately, while blurb flourished, bromide & sulphites as binary descriptors of the human condition have vanished from the vernacular.

Lindsay Lohan with body double during shooting for Irish Wish (Netflix, due for release in 2023).  The car is a Triumph TR4.

Nteflix's blurb for Irish Wish: Always a bridesmaid, never a bride — unless, of course, your best friend gets engaged to the love of your life, you make a spontaneous wish for true love, and then magically wake up as the bride-to-be.  That’s the supernatural, romantic pickle Lindsay Lohan (Mean Girls, The Parent Trap) finds herself in upcoming romantic comedy, Irish Wish.  Set in the rolling green moors of Ireland, the movie sees Lohan's Maddie learn her dreams for true love might not be what she imagined and that her soulmate may well be a different person than she originally expected. Apparently magic wishes are quite insightful.

Blurb Your Enthusiasm (2023, distributed by Simon & Schuster).

Louise Willder (b 1972) has for a quarter century been a copywriter for Penguin, in that time composing some 5000 blurbs, each a two-hundred-odd word piece which aims both to inform and tempt a purchase.  Her non-fiction debut Blurb Your Enthusiasm is not only a review of the classic blurbs (the good, the bad and the seriously demented) but also an analysis of the trends in the structure of blurbs and the subtle shifts in their emphasis although, over the centuries, the purpose seems not to have changed.  Ms Willder also documents the nuances of the blurb, the English tendency to understatement, the hyperbolic nature of Americans and the distaste the French evidently have of having to say anything which might disclose the blurb’s vulgar commercial purpose, tracing over time how changing attitudes and societal mores mean what’s now written of a nineteenth century classic is very different to when first it was published.  Inevitably too, there are the sexual politics of authorship and publishing and blurbs can reveal as much by the odd hint or what’s left unsaid than what actually appears on a dust cover.  Academics and reviewers have perhaps neglected the blurb because traditionally they've often been dismissed as mere advertising but, unless the author’s name or the subject matter is enough of a draw, even more than a cover illustration or title, it’s the blurb which can close the sale and collectively, they’re doubtlessly more widely read than reviews.  Blurb Your Enthusiasm is highly recommended.

Founded in New York City in 1924 by Richard L Simon (1899–1960) & Max Lincoln Schuster (1897–1970), Simon & Schuster was in 2023 acquired by private equity company KKR (Kohlberg Kravis Roberts & Co).

In 2025, there emerged an indication there was, at least in one corner of the publishing industry a push-back against what might be called the “I’ll scratch your back if you scratch mine” blurb with the  publisher of Simon & Schuster’s flagship imprint in the US announcing it will “no longer require authors to obtain blurbs for their books”.  Revealed in an essay in Publishers Weekly, it was explained that while Simon & Schuster never had “a formal mandatory policy” about the matter, a culture had evolved to make blurbs “tacitly expected” and the responsibility of harvesting them from famous writers, celebrities and such devolved upon authors, their agents & editors.  The publishing house rejected the notion the blurb “production line” is “what makes the book business so special: the collegiality of authors and their willingness to support one another”, arguing the very ubiquity of the things had become “…incredibly damaging to what should be the industry’s ultimate goal: producing books of the highest possible quality.”  Memorably, Simon & Schuster’s critique of “authors feeling obliged to write blurbs for their friends” was summed up in the phrase: “an incestuous and unmeritocratic literary ecosystem that often rewards connections over talent.”  Students of the blurb will of course be disappointed if this becomes a trend and among authors it must have been fun to cast an eye over new releases just to try to work out if one individual was no longer on speaking terms with another but more practically, others did observe that while blurbs may be of marginal interest to those browsing the shelves, it was understood booksellers could be influenced to increase their orders if a book seems “well-blurbed”.  However, even if Simon & Schuster are no longer giving authors a tacit “nudge”, it may be many remain prolific blurb writers because it's a very cheap way to keep one’s brand-recognition on the shelves and up to date.

Anagoge

Anagoge (pronounced an-uh-goh-jee)

(1) The spiritual or mystical interpretation of a word or passage beyond the literal, allegorical or moral sense (especially in Biblical criticism); A form of allegorical interpretation of Scripture that seeks hidden meanings regarding the future life.

(2) A spiritual interpretation or application of words (following the tradition with the Scriptures.

(3) In psychology, deriving from, pertaining to, or reflecting the moral or idealistic striving of the unconscious.

(4) The mystical interpretation or hidden sense of words.

1350-1400: From the Middle English anagoge, from the Late Latin anagōgē, from the Medieval Latin anagōgia & anagogicus from the Ancient Greek ἀναγωγή (anagōgḗ) (elevation; an uplifting; spiritual or mystical enlightenment), the construct being an- (up) + agōgḗ (feminine of agōgós) (leading), from anagein (to lead up, lift up), the construct being ana- (up) + agein (to lead, put in motion) from the primitive Indo-European root ag- (to drive, draw out or forth, move).  In theology, the adjective anagogical was from the early sixteenth century the more commonly used form, explaining the ways in which passages from Scripture had a “secondary, spiritual sense”.  The idea of a “spiritual, hidden, allegorical or mystical meaning” spread to literature and other fields where it operates as a special form of allegorical interpretation.  The alternative spelling is anagogy.  Anagoge is a noun, anagogic & anagogical are adjectives and anagogically is an adverb; the noun plural is anagoges.

Portrait of Percy Bysshe Shelley at the Baths of Caracalla, depicted writing Prometheus Unbound, oil on canvas, painted posthumously Joseph Severn (1793–1879), Rome, Italy, 1845.

In literary analysis, there does seem a fondness for classifying methods into groups of fours.  Thomas Love Peacock (1785–1866) was an English novelist and poet but despite a background in literature and little else, through family connections he was in 1819 appointed an administrator in the East India Company (which “sort of” ran British India in the years before the Raj).  It was an example of the tradition of “amateurism” much admired by the British establishment, something which didn’t survive the harsher economic realities of the late twentieth century although some still affect the style.  Despite being untrained in such matters, his career with the company was long and successful so he must have had a flair for the business although his duties were not so onerous as to preclude him from continuing to write both original compositions and works of literary analysis.  In 1820 he published Four Ages of Poetry which was regarded as a “provocative” and although a serious critique, the tone was whimsical, poetry classified into four periods: iron, gold, silver & brass.  His friend Percy Bysshe Shelley (1792–1822) understood the satire but seems to have been appalled anyone would treat his art with such flippancy, quickly penning the retaliatory essay Defence of Poetry although the text was unfinished and remained unpublished until 1840, almost two decades after his death.  It’s remembered now for its final sentence: “Poets are the unacknowledged legislators of the world.”  With that, the few thousand souls on the planet who buy (and presumably read) poetry collections might concur but for the many more who can’t tell the difference between a masterpiece and trite doggerel, it may sound either a conceit or a threat.

Peacock not treating poets and their oeuvre which what they believed was due reverence left a mark and while Shelly died before he could finish his reply, more than a century later the English poet & academic literary I.A. Richards (1893–1979) in Science and Poetry (1926) still was moved to defend the poetic turf.  Although approvingly quoting the words of English poet (and what would now be called a “social commentator”) Matthew Arnold (1822–1888): “The future of poetry is immense, because in poetry, where it is worthy of its high destinies, our race, as time goes on, will find an ever surer and surer stay.  There is not a creed which is not shaken, not an accredited dogma which is not shown to be questionable, not a received tradition which does not threaten to dissolve.  Our religion has materialized itself in the fact, in the supposed fact; it has attached its emotion to the fact, and now the fact is failing it.  But for poetry the idea is everything.”, he nevertheless admitted “Extraordinary claims have often been made for poetry…”  Tellingly too, he acknowledged those claims elicited from many “astonishment” and the “more representative modern view” of the future of poetry would be that it’s “nil”.  Modern readers could decide for themselves whether that was as bleak as Peacock’s conclusion: “A poet in our times is a semi-barbarian in a civilized community.  He lives in the days that are past... In whatever degree poetry is cultivated, it must necessarily be to the neglect of some branch of useful study and it is a lamentable thing to see minds, capable of better things, tunning to seed in the spacious indolence of these empty aimless mockeries of intellectual exertion.”  Take that poets.

Peacock's second novel was the Regency-era three volume novel Melincourt (1817).  It was an ambitious work which explored issues as diverse as slavery, aspects of democracy and potential for currency destabilization inherent in the issue of paper money.  Another theme was the matter of differentiating between human beings and other animals, a central character being Sir Oran Haut-ton, an exquisitely mannered, musically gifted orangutan standing for election to the House of Commons.  The idea was thus of “an animal mimicking humanity” and the troubled English mathematician Dr Alan Turing (1912–1954) read Melincourt in 1948, some twelve months before he published a paper which included his “imitation game” (which came to be called the “Turing test”).  Turing was interested in “a machine mimicking humanity” and what the test involved was a subject reading the transcript of a natural-language conversation between a human and a machine, the object being to guess which interlocutor was the machine.  The test was for decades an element in AI (artificial intelligence) research and work on “natural language” computer interfaces but the field became a bit of a minefield because it was so littered with words like “feelings”, learning”, “thinking” and “consciousness”, the implications of which saw many a tangent followed.  Of course, by the 2020s the allegation bots like ChatGPT and character.ai have been suggesting their interlocutors commit suicide means it may be assumed that, at least for some subjects, the machine may have assumed a convincing human-like demeanour.  The next great step will be in the matter of thinking, feelings and consciousness when bio-computers are ready to be tested.  Bio-computers are speculative hybrids which combine what digital hardware is good at (storage, retrieval, computation etc) with a biological unit emulating a brain (good at thinking, imagining and, maybe, attaining self-awareness and thus consciousness).

Westminster Bridge And Abbey (1813), oil on canvas by William Daniell (1769–1837).

There’s more than one way to read Richards and it may be tacitly he accepted poetry had become something which would be enjoyed by an elite while others could spend their lives in ignorance of its charms, citing the sonnet Composed upon Westminster Bridge, September 3, 1802 by William Wordsworth (1770–1850) as an experience for “the right kind of reader”.  So there it is: those who don’t enjoy poetry are the “wrong” kind of reader so to help the “right kind of reader”, Richards also came up with a foursome.  In Practical Criticism (1929) he listed the “four different meanings in a poem”: (1) the sense (what actually is said, (2) feeling (the writer's emotional attitude to what they have written), (3) tone (the writer's attitude towards their reader and (4) intention (the writer's purpose, the effect they seek to achieve).

A vision from Dante's Inferno: The Fifth Circle (1587) by Stradanus (1523-1605)), depicting Virgil and Dante on the River Styx in the fifth circle of Hell where the wrathful are for eternity condemned to splash around on the surface, fighting each other.  Helping the pair cross is the infernal ferryman Phlegyas.  Stradanus was one of the many names under which the Flemish artist Jan van der Straet painted, the others including Giovanni della Strada, Johannes della Strada, Giovanni Stradano, Johannes Stradano, Giovanni Stradanus, Johannes Stradanus, Jan van Straeten & Jan van Straten.

In literary theory, anagoge is one the classic “four levels of meaning” and while there is no consensus about the origins of the four, it’s clear there was an awareness of them manifest in the Middle Ages.  It was Dante (Dante Alighieri (circa 1265–1321)) in his Epistola a Cangrande (Epistle XIII to Cangrande della Scala (described usually as Epistle to Cangrande)) who most clearly explained the operation of the four.  Written in Latin sometime before 1343, the epistle was the author’s letter to his patron Cangrande della Scala (1291–1329), an Italian aristocrat and scion of the family which ruled Verona between 1308-1387; it was a kind of executive summary of the Divina Commedia (Divine Comedy (circa 1310-1321)) and an exposition of its structure.  Dante suggested the work could be analysed in four ways which he distinguished as (1) the literal or historical meaning, (2) the moral meaning, and (3) the allegorical meaning and (4) the anagogical.

Among scholars of Dante the epistle is controversial, not for the content but the matter of authenticity, not all agreeing it was the author who wrote the text, the academic factions dividing thus: (1) Dante wrote it all, (2) Dante wrote none of it and (3) Dante wrote the dedication to his patron but the rest of the text is from the hand of another and it’s left open whether that content reflected the thoughts of Dante as expressed to the mysterious scribe or it was wholly the creation of the “forger”.  Even AI (artificial intelligence) tools have been used (a textual analysis of the epistle, Divine Comedy and other material verified to have been written by Dante) and while the process produced a “probability index”, the findings seemed not to shift factional alignments.  Dante’s authorship is of course interesting but the historical significance of the “four levels of meaning” concept endures in literary theory regardless of the source.

First edition of The Pilgrim's Progress (1678) by John Bunyan (1628–1688).

So the critics agreed the anagogical meaning of a text was its spiritual, hidden, or mystical meaning so anagoge (or anagogy) was a special form of allegorical interpretation.  Whether it should be thought a subset or fork of allegory did in the eighteenth and nineteenth centuries trouble some who argued the anagogue was a wholly separate layer of meaning if the subject was biblical or otherwise religious but merely a type of allegorical interpretation if applied to something secular; that’s a debate unlikely to be staged now.  However, given the apparent overlap between anagogical and allegorical, just which should be used may seem baffling, especially if the work to which the concept is being applied has a religious flavor.  There is in the Bible much allegory (something which seems sometimes lost on the latter-day literalists among the US Republican Party’s religious right-wing) but only some can be said truly to be anagogic and although the distinction can at the margins become blurred, that’s true also of other devotional literature.  The distinction is more easily observed of less abstract constructions such John Bunyan in The Pilgrim's Progress calling his protagonist “Christian”, the choice not merely a name but symbolic of the Christian soul’s journey to salvation, hinted at by the book’s full title being The Pilgrim's Progress from This World, to That Which Is to Come.  For something to be judged anagogical, the text needs to look beyond the literal and moral senses to its ultimate, transcendent, or eschatological significance, illustrated by applying the four-fold technique (literal, moral, allegorical & anagogical) to the biblical description of Jerusalem which deconstructs as: (1) Literal (the actual physical city in history), (2) Allegorical (the Church), (3) Moral (the soul striving to find a path to God and (4) Anagogical (the heavenly Jerusalem, the final destiny of those humanity who kept the faith).  The point of the anagoge was thus one of ultimate destiny or divine fulfilment: heaven, salvation, forgiveness and eternal life.

That does not however mean the anagogical is of necessity teleological.  Teleology was from the New Latin teleologia a construct from the Ancient Greek τέλος (télos) (purpose; end, goal, result) genitive τέλεος (téleos) (end; entire, perfect, complete) + λόγος (lógos) (word, speech, discourse).  In philosophy, it was the study of final causes; the doctrine that final causes exist; the belief that certain phenomena are best explained in terms of purpose rather than cause (a moral theory that maintains that the rightness or wrongness of actions solely depends on their consequences is called a teleological theory).  The implications which could be found in that attracted those in fields as diverse as botany & zoology (interested in the idea purpose is a part of or is apparent in nature) and creationists (anxious to find evidence of design or purpose in nature and especially prevalent in the cult of ID (intelligent design), a doctrine which hold there is evidence of purpose or design in the universe and especially that this provides proof of the existence of a designer (ie how to refer to God without using the “G-word”)).  Rationalists (and even some who were somewhere on the nihilism spectrum) accepted the way the phrase was used in philosophy & biology but thought the rest weird.  It was fine to accept Aristotle’s (384-322 BC) point the eye exists for the purpose of allowing creatures to see or that it’s reasonable to build a theory like utilitarianism which judges actions by the outcomes or goals achieved but to suggest what is life of earth is an end, purpose, or goal which can be explained only as the work of a “creator” was ultimately just “making stuff up”.  So to reductionists (1) the allegorical was “means something else”, (2) the anagogical was “points upward to our ultimate spiritual destiny” and (3) the teleological was “explained by its end or purpose”.

Anagoge (pronounced an-uh-goh-jee) should not be confused with Anna Gogo (pronounced an-uh-goh-goh, left), a chartered engineer at Red Earth Engineering or Anna Go-Go (pronounced an-uh-goh-goh, right), persona of the proprietor of Anna's Go-Go Academy (a go-go dancing school).  Ms Go-Go is also a self-described “crazy cat lady” and the author of Cat Lady Manifesto (2024); she is believed to be high on J.D. Vance’s (b 1984; US vice president since 2025) enemies list.  Note the armchair's doilies, a cat lady favorite.

Anna & Gogomobil TS 250.

There is also Anna's Gogo which is "Anna explaining the Goggomobil TS 250 Coupé” (in Russian).  The TS 250 was a version of the Goggomobil two-door sedan, one of the many “microcars” that emerged in post-war Europe.  First displayed in 1954 by Bavaria-based Hans Glas GmbH of Dingolfing, the Goggomobil T 250 sedan was about as conventional in appearance as microcars got and its configuration (RWD (rear-wheel-drive) with a rear-mounted 245 cm³, air-cooled parallel twin engine) was not unusual, the economy of production made possible by adapting for four (sometime three) wheeled use mechanical components from motor-cycles.  Although rising prosperity, increased average road-speeds and safety concerns ultimately doomed the sector (in its original form although it survived in an urban niche and there’s been something of a modern revival), more than 200,000 of the little sedans (some with displacements a large as 392 cm³ which can be thought of (loosely) as the “muscle car” or “big block” version) manufactured, production finally ending in 1969.

Glas publictity shot for 1955 Gogomobil T 250 (left) and 1957 Googlemobile TS 250 Coupé (right).

The TS coupé appeared three years after the sedan and used the formula which for more than a century has proved profitable for the industry: Take the platform of a prosaic, mass-market car and drape atop a “more stylish and sporty” body, sometimes with (a little) more power and always a higher price.  The approach was in 1964 exemplified by the original Ford Mustang but the TS 250 was unusual in that to achieve the desired style, the coupé was actually longer than the sedan (3,035 mm (119.5 inches) vs 2,900 mm (114.2 inches) but describing the accommodation as “2+2” was more accurate to modern eyes than the “full four-seater” claim attached to the sedan although, in the era, it wasn’t unusual for families of five or more to be crammed inside.  Like the sedans, the coupés were offered in “muscle car spec” and on the Autobahns, if given long enough and without too many aboard, over 100 km/h (60 mph) was possible.

1959 Gogomobil Dart.

The platform also provided the underpinnings for the quirkiest of the breed, the Goggomobil Dart a fibreglass-bodied “microcar roadster” developed in Australia, with what seems now a remarkable 700-odd sold between 1959 to 1961.  Even when using the “big 392” (not to be confused with the 392 cubic inch (6.4 litre) Chrysler Hemi V8 which in the US had just ended production), it wasn’t “fast” but, weighing only 345 kg (761 lb), with a small frontal area and what was at the time industry-leading aerodynamic efficiency, it was lively enough in urban use and, on short circuits, some even appeared in competition.  The slippery lines however, while adding a little to top speed, hadn't benefited from wind-tunnel testing to ensure downforce was sufficient for high speed stability and even at around the 70 mph (110 km/h) the specially tuned versions could reach on race tracks, the drivers reported "front-end lift" and unpredictable directional stability.  All things considered, it was probably just as well the factory stopped at 392 cm³.  

Gogo Anime.

GogoAnime is an online streaming site for anime and related TV content (the distinction between the genres escapes most but it's well-established so must be real) which maintains a large library of anime content “ranging from classic titles to the latest releases” and for international audiences offers both “dubbed” (voice in various languages) and “subbed” (on-screen sub-titles in various languages) versions although there's a sub-set of “hard-core” aficionados for whom that will mean little because they know the best way to watch anime is with the sound muted.  Reviewers of GogoAnime praise its “intuitive and user-friendly interface” which makes streaming an effortless experience and it does appear the more disturbing anime content (much of which is available on physical media “off the shelf” in Japanese convenience stores) isn’t hosted.  The lawfulness of GogoAnime offering “free streaming” of commercially released product seems murky so gogo-scrapers should probably stream while they still can.

Although long in the toolbox of theologians & Biblical scholars, anagogical analysis became an element for critics of poetry and, as the post-modernists taught us, everything is text so it can be applied to anything.  One case-study popular in teaching was George Orwell’s (1903-1950) Animal Farm (1945) and that’s because there’s a interesting C&C (compare & contrast) exercise in working out the anagoge first in Orwell’s original book and then in the film versions distributed in post-war Europe, the fun in that being the film rights were purchased by the US CIA (Central Intelligence Agency) which prevailed upon the makers to alter the ending so the capitalist class didn’t look so bad.  By conventional four-way analysis, Animal Farm traditionally is broken down as (1) Literal meaning: A tale of the revolt of the animals against their human overlords, and the outcome of that revolt, (2) Moral meaning: Power tends to corrupt'; (c) Allegorical meaning: Major=comrade Lenin; Napoleon=comrade Stalin; Snowball=Comrade Trotsky; Jones=corrupt capitalist owners of the means of production & distribution.

The Canyons, Cinema Poster.

Although theologians and literary critics alike prefer to apply their analytical skills to material densely packed with obscure meanings and passages impenetrable to most, their techniques yield results with just about any text, even something as deliberately flat and affectless like The Canyons (Paul Schrader’s (b 1946) film of 2013 with a screenplay by Bret Easton Ellis (b 1964)) one intriguing aspect of which was naming a central character “Christian” although unlike Bunyan’s (1628–1688) worthy protagonist seeking salvation in The Pilgrim's Progress, Ellis’s creation was an opportunistic, nihilistic, manipulative sociopath.  The author seems never to have discussed any link between the two Christians, one on a path to salvation, the other mid-descent into a life of drugs, sex, and violence.  It may be it was just too mischievously tempting to borrow the name of one of Christendom’s exemplars of redemption and use it for so figure so totally amoral and certainly it was a fit with the writer’s bleak view of Hollywood.  Structurally, the parallels were striking, Bunyan’s Christian trekking from the City of Destruction to Celestial City whereas Ellis has his character not seeking salvation but remaining in Hollywood on his own path of destruction, affecting both those around him and ultimately him too.  In interviews, Ellis said he chose the name after reading the E. L. James (b 1963) novel Fifty Shades of Grey (2011) in which Christian Grey was a central character and The Canyons does share more contemporary cultural touch-points with the novel than with Bunyan’s work.

A Lindsay Lohan GIF from The Canyons.

(1) Literal or Historical Meaning (a trust-fund movie producer exercises control over his girlfriend while being entangled in transactional and destructive relationships with others in a decadent Hollywood; (2) Moral Meaning: Christian’s controlling, voyeuristic cruelty and his girlfriend’s compromises illustrate the corrosion of moral agency induced by narcissism and a superficial, consumerist culture); (3) Allegorical Meaning (The Canyons is built as a microcosm of what Hollywood is imagined to be, Christian representing the ruthless producer; Tara the girlfriend as the powerless talent unable to escape from a web of exploitation and other characters as collateral damage.  The shuttered cinemas in inter-cut shots serve as allegory for the death of cinema, replaced by shallow, formulaic “product”; the film ultimately less about the two-dimensional characters than the descent of a culture to a moral wasteland and (4) Anagogical Meaning (The film is an eschatology of cultural decay; art corrupted by money, leaving something alive but spiritually dead, something which some choose to map onto late-stage capitalism sustained by atomized, voyeuristic consumption with human life cast adrift from moral responsibility or even its recognition).  Of course for moral theologians accustomed to dancing on the heads of pins, an anagogical viewing of The Canyons might allow one to see some hint of something redemptive and the more optimistic might imagine it as a kind of warning of what may be rather than what is, encouraging us to resist in the hope of transcendence.  That’s quite a hope for a place depicted as owing something to what’s found in Dante’s nine circles.

Quartervent

Quartervent (pronounced kwawr-ter-vent)

A small, pivoted, framed (or semi-framed) pane in the front or rear side-windows of a car, provided to optimize ventilation.

1930s: The construct was quarter + vent.  Dating from the late thirteenth century, the noun quarter (in its numerical sense) was from the Middle English quarter, from the Anglo-Norman quarter, from the Old French quartier, from the Latin quartarius (a Roman unit of liquid measure equivalent to about 0.14 litre).  Quartus was from the primitive Indo-European kweturtos (four) (from which the Ancient Greek gained τέταρτος (tétartos), the Sanskrit चतुर्थ (caturtha), the Proto-Balto-Slavic ketwirtas and the Proto-Germanic fedurþô).  It was cognate to quadrus (square), drawn from the sense of “four-sided”.  The Latin suffix –arius was from the earlier -ās-(i)jo- , the construct being -āso- (from the primitive Indo-European -ehso- (which may be compared with the Hittite appurtenance suffix -ašša-) + the relational adjectival suffix -yós (belonging to).  The suffix (the feminine –āria, the neuter -ārium) was a first/second-declension suffix used to form adjectives from nouns or numerals.  The nominative neuter form – ārium (when appended to nouns), formed derivative nouns denoting a “place where stuff was kept”.  The Middle English verb quarteren, was derivative of the noun.  Dating from the mid fourteenth century, vent was from the Middle English verb venten (to furnish (a vessel) with a vent), a shortened form of the Old French esventer (the construct being es- + -venter), a verbal derivative of vent, from the Latin ventus (wind), in later use derivative of the English noun.  The English noun was derived partly from the French vent, partly by a shortening of French évent (from the Old French esvent, a derivative of esventer) and partly from the English verb.  The hyphenated form quarter-vent is also used and may be preferable.  Quarter-vent is a noun; the noun plural is quarter-vents.  In use, the action of using the function provided by a quarter-vent obviously can be described with terms like quarter-venting or quarter-vented but no derived forms are recognized as standard.

1959 Cadillac Eldorado Biarritz.

Like almost all US passenger cars, the post-war Cadillacs all had quarter-vents (“vent windows” or “ventiplanes” to the Americans) and on the most expensive in the range they were controlled by an electric motor, a feature optional on the lesser models.  This was a time when the company's slogan “Standard of the World” really could be taken seriously.  In 1969, with General Motors (GM) phasing in flow-through ventilation, Cadillac deleted the quarter-vents, meaning purchasers no longer had to decide whether to pay the additional cost to have them electrically-activated (a US$71.60 option on the 1968 Calais and De Ville).  GM's early implementation of flow-through ventilation was patchy so the change was probably premature but by 1969 the system was perfected and as good as their air-conditioning (A-C), famous since the 1950s for its icy blast.    

The now close to extinct quarter-vents were small, pivoted, framed (or semi-framed) panes of glass installed in the front or rear side windows of a car or truck; their purpose was to provide occupants with a source of ventilation, using the air-flow of the vehicle while in motion.  The system had all the attributes of other admirable technologies (such as the pencil) in that it was cheap to produce, simple to use, reliable and effective in its intended purpose.  Although not a complex concept, GM in 1932 couldn’t resist giving the things an impressively long name, calling them “No Draft Individually Controlled Ventilation” (NDICV being one of history’s less mnemonic initializations).  GM’s marketing types must have prevailed because eventually the snappier “ventiplanes” was adopted, the same process of rationality which overtook Chrysler in 1969 when the public decided “shaker” was a punchier name for their rather sexy scoop which, attached directly to the induction system and, protruding through a carefully shape lacuna in the hood (bonnet), shook with the engine, delighting the males aged 17-39 to whom it was intended to appeal.  “Shaker” supplanted Chrysler’s original “Incredible Quivering Exposed Cold Air Grabber” (IQECAG another dud); sometimes less is more.  Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945) suggested a good title for his book might be Viereinhalb Jahre [des Kampfes] gegen Lüge, Dummheit und Feigheit (Four and a Half Years of Struggle against Lies, Stupidity and Cowardice) but his publisher thought that a bit ponderous and preferred the more succinct Mein Kampf: Eine Abrechnung (My Struggle: A Reckoning) and for publication even that was clipped to Mein Kampf.  Unfortunately, the revised title was the best thing about it, the style and contents truly ghastly and it's long and repetitious, the ideas within able easily to be reduced to a few dozen pages (some suggest fewer but the historical examples cited for context do require some space).

The baroque meets mid-century modernism: 1954 Hudson Italia by Carrozzeria Touring.  

Given how well the things worked, there’s long been some regret at their demise, a process which began in the 1960s with the development of “through-flow ventilation”, the earliest implementation of which seems to have appeared in the Hudson Italia (1954-1955), an exclusive, two-door coupé co-developed by Hudson in Detroit and the Milan-based Italian coachbuilder Carrozzeria Touring.  Although some of the styling gimmicks perhaps haven’t aged well, the package was more restrained than some extravagances of the era and fundamentally, the lines were well-balanced and elegant.  Unfortunately the mechanical underpinnings were uninspiring and the trans-Atlantic production process (even though Italian unit-labor costs were lower than in the US, Touring’s methods were labor-intensive) involved two-way shipping (the platforms sent to Milan for bodies and then returned to the US) so the Italia was uncompetitively expensive: at a time when the bigger and more capable Cadillac Coupe de Ville listed at US$3,995, the Italia was offered for US$4,800 and while it certainly had exclusivity, it was a time when there was still a magic attached to the Cadillac name and of the planned run of 50, only 26 Italias were produced (including the prototype).  Of those, 21 are known still to exist and they’re a fixture at concours d’élégance (a sort of car show for the rich, the term an un-adapted borrowing from the French (literally “competition of elegance”) and the auction circuit where they’re exchanged between collectors for several hundred-thousand dollars per sale.  Although a commercial failure (and the Hudson name would soon disappear), the Italia does enjoy the footnote of being the first production car equipped with what came to be understood as “flow-through ventilation”, provided with a cowl air intake and extraction grooves at the top of the rear windows, the company claiming the air inside an Italia changed completely every ten minutes.  For the quarter-vent, flow-through ventilation was a death-knell although some lingered on until the effective standardization of A-C proved the final nail in the coffin.

1965 Ford Cortina GT with eyeball vents and quarter-vents.

The car which really legitimized flow-through ventilation was the first generation (1962-1966) of the Ford Cortina, produced over four generations (some claim it was five) by Ford’s UK subsidiary between 1962-1982).  When the revised model displayed at the Earls Court Motor Show in October 1964, something much emphasized was the new “Aeroflow”, Ford’s name for through-flow ventilation, the system implemented with “eyeball” vents on the dashboard and extractor vents on the rear pillars.  Eyeball vents probably are the best way to do through-flow ventilation but the accountants came to work out they were more expensive to install than the alternatives so less satisfactory devices came to be used.  Other manufacturers soon phased-in similar systems, many coining their own marketing trademarks including “Silent-Flow-Ventilation”, “Astro-Ventilation” and the inevitable “Flow-thru ventilation”.  For the Cortina, Ford took a “belt & braces” approach to ventilation, retaining the quarter-vents even after the “eyeballs” were added, apparently because (1) the costs of re-tooling to using a single pane for the window was actually higher than continuing to use the quarter-vents, (2) it wasn’t clear if there would be general public acceptance of their deletion and (3) smoking rates were still high and drivers were known to like being able to flick the ash out via the quarter-vent (and, more regrettably, the butts too).  Before long, the designers found a way economically to replace the quarter-vents with “quarter-panes” or “quarter-lights” (a fixed piece of glass with no opening mechanism) so early Cortinas were built with both although in markets where temperatures tended to be higher (notable South Africa and Australia), the hinged quarter-vents remained standard equipment.  When the Mark III Cortina (TC, 1970-1976) was released, the separate panes in any form were deleted and the side glass was a single pane.

Fluid dynamics in action: GM's Astro-Ventilation.

So logically a “quarter-vent” would describe a device with a hinge so it could be opened to provide ventilation while a “quarter-pane”, “quarter-light” or “quarter-glass” would be something in the same shape but unhinged and thus fixed.  It didn’t work out that way and the terms tended to be used interchangeably (though presumably “quarter-vent” was most applied to those with the functionality.  However, the mere existence of the fixed panes does raise the question of why they exist at all.  In the case or rear doors, they were sometimes a necessity because the shape of the door was dictated by the intrusion of the wheel arch and adding a quarter-pane was the only way to ensure the window could completely be wound down.  With the front doors, the economics were sometimes compelling, especially in cases when the opening vents were optional but there were also instances where the door’s internal mechanisms (the door opening & window-winding hardware) were so bulky the only way to make stuff was to reduce the size of the window.  In some cases, manufacturers "solved" the problem by making rear side glass fixed which lowered their costs but it was never popular with customers.

1976 Volkswagen Passat B1 (1973-1980 (1988 in Brazil)) without quarter-vents, the front & rear quarter-panes fixed.

The proliferation of terms could have come in handy if the industry had decided to standardize and the first generation Volkswagen Passat (1973-1980) was illustrative of how they might been used.  The early Passats were then unusual in that the four-door versions had five separate pieces of side glass and, reading from left-to-right, they could have been classified thus: (1) a front quarter-pane, (2) a front side-window, (3) a rear side-window, (4) a rear quarter-pane and (5) a quarter-window.  The Passat was one of those vehicles which used the quarter-panes as an engineering necessity to permit the rear side-window fully to be lowered.  However the industry didn’t standardize and in the pre-television (and certainly pre-internet) age when language tended to evolve with greater regional variation, not even quarter-glass, quarter-vent, quarter-window & quarter-pane were enough and the things were known variously also as a “fly window”, “valence window”, “triangle window” and (possibly annoying architects) “auto-transom”, the hyphen used and not.

PA Vauxhall Velox (1957-1962): 1959 (left) and 1960 (right).  The one-piece rear window was introduced as a running-change in late 1959.

Before flow-through ventilation systems and long before A-C became ubiquitous, quarter-vents were the industry standard for providing airflow to car interiors and it was common for them to be fitted on both front and rear-doors and frequently, the rear units were fixed quarter-panes (the lowering of the side window thing).  A special type of fixed quarter-pane were those used with rear windows, originally an economic imperative because initially it was too expensive to fabricate one piece glass to suit the “wrap-around styles becoming popular.  Improved manufacturing techniques let the US industry by the early 1950s overcome the limitations but elsewhere, the multi-piece fittings would continue to be used for more than a decade.

1957 Mercury Turnpike Cruiser (left), details of the apparatuses above the windscreen (centre) and the Breezeaway rear window lowered (right)

The 1957 Mercury Turnpike Cruiser was notable for (1) the truly memorable model name, (2) introducing the “Breezeway" rear window which could be lowered and (3) having a truly bizarre arrangement of “features” above the windscreen.  Unfortunately, the pair of “radio aerials” protruding from the pods at the top of the Mercury’s A-pillars were a mere affectation, a “jet-age” motif decorating what were actually air-intakes.

Brochure for 1957 Mercury Turnpike Cruiser promoting, inter-alia, the Breezeway retractable rear window.

A three-piece construction was however adopted as part of the engineering for the “Breezeway”, a retractable rear window introduced in 1957 on the Mercury Turnpike Cruiser.  It was at the time novel and generated a lot of publicity but the concept would have been familiar to those driving many roadsters and other convertibles which had “zip-out” rear Perspex screens, allowing soft-top to remain erected while the rear was open.  Combined with the car’s quarter-vents, what this did was create the same fluid dynamics as flow-through ventilation.  The way Mercury made the retractable glass work was to section the window in a centre flat section (some 80% of the total width), flanked by a pair of fixed quarter-panes.  After the run in 1957-1959, it was resurrected for use on certain Mercury Montclairs, Montereys and Park Lanes.

1958 (Lincoln) Continental Mark III Convertible (with Breezeway window).  The platform was unitary (ie no traditional chassis) which with modern techniques easily was achievable on the sedans and coupes but the convertible required so much additional strengthening (often achieved by welding-in angle iron) that a Mark III Convertible, fueled and with four occupants, weighed in excess of 6000 lb (2720 kg). 

Ford must have been much taken with the feature because it appeared also on the gargantuan “Mark” versions of the (Lincoln) Continentals 1958, 1959 & 1960, dubbed respectively Mark III, IV, & V, designations Ford shamelessly would begin to recycle in 1969 because the corporation wanted the new Mark III to be associated with the old, classic Continental Mark II (1956-1957) rather than the succeeding bloated trio.  The “Breezeway” Lincolns also featured a reverse-slanted rear window, something which would spread not only to the Mercurys of the 1960s but also the English Ford Anglia (105E, 1959-1968) and Consul Classic (1961-1963) although only the US cars ever had the retractable glass.  The severe roofline was used even on the convertible Continentals, made possible by them sharing the rear window mechanism used on the sedan & couple, modified only to the extent of being retractable into a rear compartment.

1974 Lincoln Continental Town Car with mini vents.

In the 1970s Lincoln introduced the novelty of “mini-vents” which raised and lowered separately from the main side-glass.  Smoking was at the time socially acceptable (in some circles it must have appeared obligatory) and there was a lot of it about so engineers devoting time to finding a better way for those wanting to “flick ash out the window” while running the A-C wasn’t surprising.  Those visualizing a “flick” in process might be surprised such a thing existed because if in a modern vehicle, its shape honed in wind-tunnels and computer simulations, what would likely happen would be “blowback”.  That’s because the shape is aerodynamically efficient (with a “buffer zone” very close to the surface) and disrupting that by lowering a window shifts the inside pressure from positive to negative, ask thus being “sucked-in”.  However, on something like a 1974 Lincoln Continental (which conceptually can be imagined as one brick sitting atop two), the buffer zone can (depending on speed) extend as as much as 3 feet (close to a metre) from the body.  The meant ash was flicked into the “buffer zone” and it didn’t end up back in the cabin.  The vents didn’t last (another casualty of the quest for lower drag) but as late as 1985 they appeared as a US$72 extra and were known in the industry as the “smoker's option”.

1967 Chevrolet Camaro 327 Convertible with vent windows (left), 1969 Chevrolet Camaro ZL1 without vent windows (centre) and Lindsay Lohan (b 1986) & Jamie Lee Curtis (b 1958) in 1969 Chevrolet Camaro Convertible during filming of the remake of Freaky Friday (2003), Los Angeles, August 2024.  Freakier Friday is slated for release in August, 2025).

Through Chevrolet's COPO (Central Office Production Order) system, 69 1969 Camaros were built with the ZL1, an all-aluminum version of the 427 cubic inch (7.0 litre) big-block V8.  The COPO had been established as an efficient way to coordinate the production of fleet orders (law enforcement agencies, utility companies etc) for runs of vehicles in a certain specification but the drag racing community and others worked out it could be used also as “back-door” way to order small runs of cars with otherwise unavailable high-performance engines.  The Freakier Friday Camaro (badged as a 396 SS but several were used during filming including at least one with a roll-over bar for the stunt work) lacks the vent windows which were deleted from the range after 1967 when “Astro-Ventilation” (GM’s name for flow-through ventilation) was added.  In North American use, the devices typically are referred to as “vent windows” while a “quarter light” is a small lamp mounted (in pairs) in the lower section of the front bodywork and a “quarter-vent” is some sort of (real or fake) vent installed somewhere on the quarter panels.  As flow-through ventilation became standardized and A-C installation rates rose, Detroit abandoned the quarter-vent which pleased industry because it eliminated both parts and labor, lowering the cost of production (the savings absorbed as profits rather than being passed to the customers).  On the small, cheap Ford Pinto (1971-1980), removing the feature saved a reported US$2.16 per unit but, being small and cheap, A-C rarely was ordered by Pinto buyers which was probably a good thing because, laboring under the 1970s burdens of emission controls, the weight of  impact-resistant bumper bars and often an automatic transmission a Pinto was lethargic enough with out adding power-sapping A-C compressor and plumbing.  Responding (after some years of high inflation) to dealer feedback about enquires from Pinto customers indicating a interest in the return of vents, Fords cost-accountants calculated the unit cost of the restoration would be some US$17.  

Ford Australia’s early advertising copy for the XA Falcon range included publicity shots both with and without the optional quarter-vents (left) although all sedans & station wagons had the non-opening, rear quarter-panes, fitted so the side window completely could be lowered.  One quirk of the campaign was the first shot released (right) of the “hero model” of the range (the Falcon GT) had the driver’s side quarter-vent airbrushed out (how “Photoshop jobs” used to be done), presumably because it was thought to clutter a well-composed picture.  Unfortunately, the artist neglected to defenestrate the one on the passenger’s side.

Released in Australia in March 1972, Ford’s XA Falcon was the first in the lineage to include through-flow ventilation, the previously standard quarter-vent windows moved to the option list (as RPO (Regular Production Option) 86).  Because Australia often is a hot place and many Falcons were bought by rural customers, Ford expected a high take-up rate of RPO 86 (it was a time when A-C was expensive and rarely ordered) so the vent window hardware was stockpiled in anticipation.  However, the option didn’t prove popular but with a warehouse full of the parts, they remained available on the subsequent XB (1973-1976) and XC (1976-1979) although the take-up rate never rose, less the 1% of each range so equipped and when the XD (1979-1983) was introduced, there was no such option and this continued on all subsequent Falcons until Ford ceased production in Australia in 2016, by which time A-C was standard equipment.

Great moments in tabloid journalism: Sydney's Sun-Herald, Sunday 25 June, 1972.  The Sun-Herald was then part of the Fairfax group, proving Rupert Murdoch (b 1931) can't be blamed for everything.

The infrequency with which RPO 86 was ordered has been little noted by history but on one car with the option the fixtures did become a element which enabled a owner to claim the coveted “one-of-one” status.  In August 1973, near the end of the XA’s run, with no fanfare, Ford built about 250 Falcons with RPO 83, a bundle which included many of the parts intended for use on the stillborn GTHO Phase IV, cancelled (after four had been built) in 1972 after a newspaper generated one of their moral panics, this time about the “160 mph super cars” it was claimed the local manufacturers were about to unleash and sell to males ages 17-25.  Actually, none of them were quite that fast but not often has the tabloid press been too troubled by facts and the fuss spooked the politicians (it's seldom difficult to render a "minister horrified").  Under pressure, Holden cancelled the LJ Torana V8, Ford the GTHO Phase IV and Chrysler reconfigured it's E55 Charger 340 as a luxury coupé, available only with an automatic transmission and no high-performance modifications.

The “quarter-vent XA RPO 83 GT”: 1973 Ford Falcon XA GT sedan (Body Identification: 54H; Model Code: 18238) in Calypso Green (code J) with Onyx Black (code B) accents over Black Vinyl (Code B) with 351 4V V8 (Code T) and four-speed manual transmission (Code L).  It’s the only one produced with both RPO 83 (a (variably fitted) bundle of parts left-over from the aborted GTHO Phase IV project) and RPO 86 (front quarter-vent windows).  In the collector market they're referred to usually as “the RPO83 cars”.

So in 1973 Ford's warehouse still contained all the parts which were to be fitted to the GTHO Phase IV so they’d be homologated for competition and although the rules for racing had been changed to ensure there was no longer any need to produce small batches of “160 mph (257 km/h) super cars”, Ford still wanted to be able to use the heavy-duty bits and pieces in competition so quietly conjured up RPO 83 and fitted the bundle on the assembly line, most of the cars not earmarked for allocation to racing teams sold as “standard” Falcon GTs.  Actually, it’s more correct to say “bundles” because while in aggregate the number of the parts installed was sufficient to fulfil the demands of homologation, not all the RPO 83 GTs received all parts so what a buyer got really was “luck of the draw”; with nobody being charged extra for RPO 83, Ford didn’t pay too much attention to the details of the installations and many who purchased one had no idea the parts had been included, the manual choke's knob the only visually obvious clue.  Ford made no attempt to publicize the existence of RPO 83, lest the tabloids run another headline.  It’s certain 250 RPO 83 cars were built (130 four-door sedans & 120 two-door Hardtops) but some sources say the breakdown was 131 / 121 while others claim an addition nine sedans were completed.  Being a genuine RPO 83 car, the Calypso Green GT attracts a premium and while being only RPO 83 with quarter-vent windows is not of any great significance, it does permit the prized “one-of-one” claim and not even any of the four GTHO Phase IVs built (three of which survive) had them.  In the collector market, the “one-of-one” status can be worth a lot of money (such as a one-off convertible in a run of coupés) but a Falcon’s quarter-vents are only a curiosity.

The Bathurst 1000 winning RPO83 Falcon GTs, 1973 (left) & 1974 (right).

All else being equal, what makes one RPO83 more desirable than another is if it was factory-fitted with all the option's notional inventory and most coveted are the ones with four-wheel disk brakes.  Because the project was focused on the annual endurance event at Bathurst's high-speed Mount Panorama circuit, the disks were as significant as an additional 50 horsepower and a few weeks before the RPO 83 run they'd already been fitted to the first batch of Landaus, which were Falcon Hardtops gorped-up (what bling used to be called) with hidden headlights, lashings of leather, faux woodgrain and a padded vinyl roof, all markers of distinction in the 1970s and, unusually, there was also a 24 hour analogue clock.  Essentially a short wheelbase, two-door LTD (which structurally was a Falcon with the wheelbase stretched 10 inches (250 mm) to 121 (3075 mm)), the Landau was not intended for racetracks but because it shared a body shell and much of the running gear with the Falcon GT Hardtops, Ford claimed Landau production counted towards homologation of the rear disks.  Fearing that might be at least a moot point, a batch were installed also on some of the RPO83 cars and duly the configuration appeared at Bathurst for the 1973 event, their presence of even greater significance because that was the year the country switched from using imperial measures to metric, prompting the race organizers to lengthen the race from 500 miles (804 km) to 625 (1000), the Bathurst 500 thus becoming the Bathurst 1000.  RPO83 Falcon GTs won the 1973 & 1974 Bathurst 1000s.

The “quarter-vent XB GT”: 1973 Ford Falcon XB GT sedan (Body Identification: 54H; Model Code: 18338) in Polar White (Code 3) with Onyx Black (code B) accents over Parchment Vinyl (Code P) with 351C 4V V8 (Code T) and four-speed manual transmission (Code L).  The only one produced with RPO 86 (front quarter-vent windows).

So with a large stock sitting in the warehouse, despite the dismally low take-up rate, the quarter-vents remained available when the XB Falcon (1973-1976) range was released and of the 1952 XB GT sedans sold (there were also 949 two-door Hardtops) a single buyer ticked the RPO 86 box.  Again, although granting the coveted “one-of-one” status, it’s not something of great significance although the car to which the pair of vents was fitted is one of the more desirable XB GTs because it was one of the 139 XB GTs built with the combination of the “4V Big Port” 351 V8 and four-speed Top Loader manual transmission.  The first 211 XB GTs received the fully-imported 351 Clevelands, “using up” what was in stock, subsequent models switching to the locally made variant.

US Built 351C-4V in 1973 XB Falcon GT.

Ford Australia had been importing from the US the high-performance 351C-4V (4 venturi (ie two-barrel carburetor)) V8 for use in the GT but when advised US production of that configuration was ending, the decision was taken to produce a local “high-performance” version of the 351 using the 351C 2V “small port” cylinder heads with “open” combustion chambers and a four-barrel carburetor; Ford Australia only ever manufactured the “small port” heads.  That means the Australian nomenclature “351C-4V” (small ports & four barrel carburetor) differs in meaning from that used in the US where it translated to “big ports & four barrel carburetor”.  It sounded a retrogressive step and while there was some sacrifice in top-end power, the antipodean combo turned out to be ideal for street use because the fluid dynamics of the flow rate through the smaller ports made for better low and mid-range torque (most useful for what most drivers do most of the time) whereas the big-port heads really were optimized for full-throttle operation, something often done on race tracks but rarely on public roads… even in the Australia of the early 1970s.  Still, some did miss the responsiveness of the high-compression US-built engine, even if the difference was really apparent only above 80 mph (130 km/h).

The other ceremony which happened in Australia on 11 November, 1975: Ford Australia's photo shoot, Melbourne, Victoria.

Although only 2,901 XB GTs were produced, as the “halo” model it was an important image-maker and the XB range proved successful with almost 212,000 sold over its 34 month life (over 18 months in a generally more buoyant economy XA production had reached over 129,000).  Stylistically, the XB was an improvement over the poorly detailed XA and much was made (among Ford's claimed 2,056 changes from the XA) of the headlight’s high-beam activation shifting from a foot-operated button to a steering column stalk which, thirty-odd years on from the achievement of nuclear fission, doesn’t sound like much but motoring journalists had for years been advocating for “a headlight flasher”, having been impressed by the “safety feature” when being “flashed” on the German Autobahns by something about to pass at high speed.  More welcome still was the GT’s four-wheel disk brakes, acknowledged as good as any then in volume production.  The success of the XB coincided with Ford Australia’s two millionth vehicle leaving the assembly line so on Tuesday 11 November, 1975, Ford’s public relations office invited journalists and camera crews to a ceremony to mark the occasion, laying on the usual catering (including free cigarettes!) to ensure a good attendance.

Ford Australia pre-release publicity shot for the XB range release (embargoed until 15 September 1973).

1973 Ford Falcon XB GT Hardtop (Body Identification: 65H; Model Code: 18318) in Yellow Blaze (Code M) with Onyx Black (code B) accents over Black Vinyl (Code B) with 351C 4V V8 (Code T) and three-speed T-Bar automatic transmission (Code B).  Because the various side windows used by the Hardtop, Ute and Panel Van derivatives were different to fit the door and roof shapes, the quarter-vents were never offered on those and RPO 86 on the Hardtops was the dreaded vinyl roof in tan.  The sunroof (RPO 10) was a rarely (168 Falcons and 244 Fairmonts) specified option.

Unfortunately, the pictures of the dutifully polished XB Fairmont (a Falcon with some gorp) sedan didn’t generate the publicity expected because the next editions of the daily newspapers (there were then a lot of those and they sold in big numbers) had a more sensational story to cover: On that Tuesday Sir John Kerr (1914–1991; governor-general of Australia 1974-1977) had dismissed from office Gough Whitlam (1916–2014; prime minister of Australia 1972-1975) and his troubled administration.  It was the first time the Crown had sacked a prime-minister since William IV (1765–1837; King of the UK 1830-1837) in 1834 dismissed Lord Melbourne (1779–1848; prime minister of the UK 1834 & 1835-1841) and although in 1932 Sir Philip Game (1876–1961; governor of NSW 1930-1935) had sundered the commission of Jack Lang (1876–1975; premier of New South Wales 1925-1927 & 1930-1932), most Australians who pondered such things believed the days of meddling viceroys were done.  Sir John however proved the royal prerogative still existed (although paradoxically perhaps now only in the hands of a monarch’s representative rather than their own) and the XB Falcon's footnote in the history of Australian manufacturing passed almost unnoticed.