Desmodromic

Desmodromic (pronounced des-moh-drom-ick)

(1) In internal combustion engines, a valve drive-train in which poppet valves are positively closed by a cam and leverage system, rather than a conventional spring.

(2) By extension, in various mechanical devices, a component having different controls for its actuation in different directions.

1953:  A construct from the Ancient Greek δεσμός (desmós) (band, connection; fibrous connection, ligament; bond or knot) + δρόμος (drómos) (a course; travel; road).  The etymology is likely oblique to all but mechanical engineers but denotes the characteristic of valves continuously being "bound" to the camshaft.  The idea of desmo + dromic is thus often deconstructed as something like “running in unison” or “connected racing” but that’s because of the historic association with engines and speed and the desmo- prefix is also used in medicine and other biological sciences in the sense of “being or maintaining a connection”, a desmosome a filament-like substance with which cells adhere to each-other and desmoplakin" is the protein associated with this intercellular junction.  In zoology, the term most closely analogous to desmodromic valve trains is desmopelmous, a type of foot in birds in which the hind toe cannot be bent independently because planter tendons are united (ie they are connected and work in unison).

Conventional valve activation (left) versus desmodromic (right).

Probably as soon as there were poppet valves engineers began to ponder way of perfecting their opening and closing, the use of a spring for the latter effective but inexact and embryonic ideas would have been discussed but it was the German Daimler company which was first granted a patent for a desmodromic like valve-train system for a V-twin engine in 1889.  After that, designs, prototypes and even the odd racing car appeared so equipped and while there was some success on the track, no manufacturer attempted mass-production because of the high costs inherent in the intricate design and, more practically, the formidably frequency with which the system demanded adjustment to maintain perfect operation.  However, as the trophies won in competition had celebrated, the desmodromic arrangement uniquely permitted very high engine speeds and thus more power without the need to increase displacement and therefore bulk and weight.

A desmodromic valve schematic.

During World War II, there were great advances in metallurgy and the design of internal combustion engines and one manufacturer which had learned much was Daimler-Benz which had perfected the pressurized fuel-injection system which early in the conflict had given Luftwaffe pilots some real advantages over the allied opposition which continued to rely on primitive carburettors for fuel delivery, these adversely affected by gravity while the German aircraft were not.  However, the valve-train relied still on a spring to effect closing and this was a limitation which prevented the advantages of fuel-injection being fully explored.  The big aero-engines in the wartime Messerschmitts has been low-revving so the valve-springs weren’t challenged by physics but the company’s interest has returned to the race tracks and there, the systems limitations were exposed, “valve-float” intruding at high engine speeds.  The dreaded valve float is a phenomenon which occurs at high engine speeds when valve springs can’t return the valves to their seat with the cam follower still in contact with the cam.  This means the valves can be launched too high, even to the point where it can be still wide open when the piston arrives at the top dead centre (TDC), something which in the worst case can result in impact between the two, bending or even snapping the valve.  That will often be catastrophic, the debris perforating and possibly collapsing the hot aluminium piston head.  From that point on, the damage caused will be a matter only of extent, ranging from severe to complete destruction.

The Mercedes-Benz W196 Formula One Grand Prix (1954-1955) car used the desmodromic straight-eight in 2.5 litre form.  A 3.0 litre version was created for the W196S (300 SLR) used in sports car racing.  

That was something desirable to avoid in any engine but especially so in a racing car because, as the saying goes, “to finish first, first one must finish”.  Thus was designed Daimler-Benz’s surprisingly simple desmodromic system for the Mercedes-Benz W196 Formula One car for the 1954 season, ruin under the new 2.5 litre (152 cubic inch) displacement rule.  An amusing mix of new (fuel-injection and the desmodromics) and old (archaic swing axles and a straight-eight configuration), it succeeded, dominating the World Championship in 1954-1955 and in 3.0 litre form as the 300 SLR (technically the W196S), sports car racing too.  One thing which proved vital in all this was that the engineers had removed from the desmodromic hardware the small, final closing spring which had previously been thought necessary.  What the Daimler-Benz engineers discovered was that if a residual clearance of a mere 0.03 mm (0.001181099 inch) was machined, by simply leaving the return “desmo valve” in the closed position, the inertia of the valve and the gas pressure in the cylinder was sufficient to maintain the closure, a variation of the exploitation of the long-documented behaviour of fluid dynamics Chrysler would soon market (somewhat opportunistically) as Sonoramic.  The innovation was made possible by the development of metals stimulated by the demands of war; in the pre-war years, the desmodromic design adopted for the W196 simply wouldn’t have been possible.

Schematic of the Mercedes-Benz W196 straight-eight.

The desmodromic valve control system used an opening cam which directly controlled a shoe at the upper end of the cylindrical tappet rod while another (closing) cam used a deliberately out-of-alignment rocker arm which engaged in a hole drilled in the same tappet.  It was simple, precise and effective and reliably delivered such power that even Enzo Ferrari (1898-1988) considered matters desmodromic, discussing the matter with Dr Fabio Taglioni (1920-2001) who was working on the idea, his design first used by Ducati in 1954 on their 125 cm³ (7.6 cubic inch) racer and later adopted for many of their production and competition machines, used even to this day. 

Lindsay Lohan with Ducati Monster 600 (Desmodromic) in Freaky Friday (2003).

Not needing return springs, the valves being positively opened and closed by a cam and leverage system, desmodromic offered higher engine speed, more power and a variety of improvements to specific efficiencies.  Despite that, except for Ducati, it never became a system used by volume manufacturers (or indeed low-volume operations) because of the disadvantages which included complexity, cost, noise (especially as the cylinder count grew) and, critically, more frequent maintenance.  It was advances in high-speed photography and later computer analysis which rendered desmodromic an engineering cul-de-sac.  With a frame-by-frame view of how valves and valve springs behaved, designers were able to engineer solutions to the problems previously though inherent to conventional valve-trains and, by the 1980s, vastly more powerful computers permitted the virtual testing of every design permutation.  Eventually, the advantages offered by desmodromics became so small that few attempted to justify to additional cost and maintenance penalty.

2002 Ducati MH900e (desmodromic).

What the photography revealed was that valve float was caused mostly by resonance in the springs which generated oscillating compression waves among the coils and that at specific resonant speeds, the springs were no longer making contact at one or both ends, leaving the valve “floating” before crashing into the cam on closure.  The solutions were varied and some, such as Norton's “mousetrap” or “hairpin” spring were soon discarded because, although they worked well, the engineering challenges in integrating them with existing combustion chamber designs created as many problems as were solved.  A less elegant but more manageable approach was to install as many as three concentric valve springs, sometimes nested inside one other; not for more force (the inner ones having no significant spring constant), but to act as dampers, both absorbing and reduce oscillations in the outer spring (engineers delighting in calling the additional springs “snubbers”).  Again, the advances in metallurgy made possible what was once though unattainable.  Complex valve springs were engineered which did not resonate, being progressively wound with a varying pitch varying diameter and dubbed “beehive springs” because of the shape.  The number of active coils in these springs would vary during the stroke, the more closely wound coils located at the static end, becoming inactive as the spring compressed or (as in the beehive) where the small diameter coils at the top were stiffer.  Thus valve float was conquered with springs.

2023 Ducati Multistrada V4, the first Ducati in decades to use conventional valve activation.

But Ducati persists to this day, their raucous machines, once a cult known to a few now enjoying a wider audience which seems prepared to accept both the frequency of with which valve-train adjustments are required and the inherent clatter (which is admittedly quite spine-tingling if sampled at speed when wearing a crash helmet).  Tellingly, Ducati’s motor-cycles are almost all V-twins because the noise level does become intrusive as the cylinder count increases and their recent Multistrada V4 was the first in decades to not use desmodromic valves, the owner rewarded, inter alia, with recommended maintenance intervals of 60,000 km (37,500 miles), a considerable advance on the traditional 12-18,000 km (7500-11,200 miles).  Advances in engineering techniques have allowed the noise of the desmodromic arrangement to be reduced and there are now four-cylinder Ducatis using the system, appealing to those who lust for top end power.  Among collectors of US muscle cars, Ferraris, Jaguars and such there are those who can think of no more pleasurable way to spend a day than adjusting solid valve lifters or tinkering with an array of carburettors (the fascination of intricacy its own reward), the synchronization of which defy all but the chosen priesthood of such things so Ducati seems likely to offer the devoted their desmodromics as long as such things remain somewhere lawful.

Nail

Nail (pronounced neyl)

(1) A slender, typically rod-shaped rigid piece of metal, usually in many lengths and thicknesses, having (usually) one end pointed and the other (usually) enlarged or flattened, and used for hammering into or through wood, concrete or other materials; in the building trades the most common use is to fasten or join together separate pieces (of timber etc).

(2) In anatomy, a thin, horny plate, consisting of modified epidermis, growing on the upper side of the end of a finger or toe; the toughened protective protein-keratin (known as alpha-keratin, also found in hair) at the end of an animal digit, such as fingernail.

(3) In zoology, the basal thickened portion of the anterior wings of certain hemiptera; the basal thickened portion of the anterior wings of certain hemiptera; the terminal horny plate on the beak of ducks, and other allied birds; the claw of a mammal, bird, or reptile.

(4) Historically, in England, a round pedestal on which merchants once carried out their business.

(5) A measure for a length for cloth, equal to 2¼ inches (57 mm) or 1⁄20 of an ell; 1⁄16 of a yard (archaic); it’s assumed the origin lies in the use to mark that length on the end of a yardstick.

(6) To fasten with a nail or nails; to hemmer in a nail.

(7) To enclose or confine (something) by nailing (often followed by up or down).

(8) To make fast or keep firmly in one place or position (also used figuratively).

(8) Perfectly to accomplish something (usually as “nailed it”).

(9) In vulgar, slang, of a male, to engage in sexual intercourse with (as “I nailed her” or (according to Urban Dictionary “I nailed the bitch”).

(10) In law enforcement, to catch a suspect or find them in possession of contraband or engaged in some unlawful conduct (usually as “nailed them”).

(11) In Christianity, as “the nails”, the relics used in the crucifixion, nailing Christ to the cross at Golgotha.

(12) As a the nail (unit), an archaic multiplier equal to one sixteenth of a base unit

(13) In drug slang, a hypodermic needle, used for injecting drugs.

(14) To detect and expose (a lie, scandal, etc)

(15) In slang, to hit someone.

(16) In slang, intently to focus on someone or something.

(17) To stud with or as if with nails.

Pre 900: From the Middle English noun nail & nayl, from the Old English nægl and cognate with the Old Frisian neil, the Old Saxon & Old High German nagal, the Dutch nagel, the German Nagel, the Old Norse nagl (fingernail), all of which were from the unattested Germanic naglaz.  As a derivative, it was akin to the Lithuanian nãgas & nagà (hoof), the Old Prussian nage (foot), the Old Church Slavonic noga (leg, foot), (the Serbo-Croatian nòga, the Czech noha, the Polish noga and the Russian nogá, all of which were probably originally a jocular reference to the foot as “a hoof”), the Old Church Slavonic nogŭtĭ, the Tocharian A maku & Tocharian B mekwa (fingernail, claw), all from the unattested North European Indo-European ənogwh-.  It was further akin to the Old Irish ingen, the Welsh ewin and the Breton ivin, from the unattested Celtic gwhīnā, the Latin unguis (fingernail, claw), from the unattested Italo-Celtic əngwhi-;the Greek ónyx (stem onych-), the Sanskrit ághri- (foot), from the unattested ághli-; the Armenian ełungn from the unattested onogwh-;the Middle English verbs naile, nail & nayle, the Old English næglian and cognate with the Old Saxon neglian, the Old High German negilen, the Old Norse negla, from the unattested Germanic nagl-janan (the Gothic was ganagljan).  The ultimate source was the primitive Indo-European h₃nog- (nail) and the use to describe the metal fastener was from the Middle English naylen, from the Old English næġlan & nægl (fingernail (handnægl)) & negel (tapering metal pin), from the Proto-Germanic naglaz (source also of Old Norse nagl (fingernail) & nagli (metal nail).  Nail is a noun & verb, nailernailless & naillike are adjectives, renail is a verbs, nailing is a noun & vern and nailed is a verb & adjective; the noun plural is nails.

Nail is modified or used as a modifier in literally dozens of examples including finger-nail, toe-nail, nail-brush, nail-file, rusty-nail, garden-nail, nail-fungus, nail-gun & frost-nail.  In idiomatic use, a “nail in one's coffin” is a experience or event that tends to shorten life or hasten the end of something (applied retrospectively (ie post-mortem) it’s usually in the form “final nail in the coffin”.  To be “hard as nails” is either to be “in a robust physical state” or “lacking in human feelings or without sentiment”. To “nail one's colors to the mast” is to declare one’s position on something.  Something described as “better than a poke in the eye with a rusty nail” is a thing, which while not ideal, is not wholly undesirable or without charm.  In financial matters (of payments), to be “on the nail” is to “pay at once”, often in the form “pay on the nail”.  To “nail something down” is to finalize it. To have “nailed it” is “to perfectly have accomplished something” while “nailed her” indicates “having enjoyed sexual intercourse with her”.  The “right” in the phrase “hit the nail right on the head” is a more recent addition, all known instances of use prior to 1700 being “hit the nail on the head” and the elegant original is much preferred.  It’s used to mean “correctly identify something or exactly to arrive at the correct answer”.  Interestingly, the Oxford English Dictionary (OED) notes there is no documentary evidence that the phrase comes from “nail” in the sense of the ting hit by a hammer.

Double-headed nails are used for temporary structures like fencing.  When the shaft is hammered in to the point where the surface of the lower head is flat against the surface of that into which it's being hammered, it leaves the upper head standing proud with just enough of the shaft exposed to allow a claw-hammer to be used to extract nail.  There is a story that as part of an environmental protest against the building or demolition of some structure (the tales vary), activists early one morning went to the temporary fencing around the contested site and hammered in all the double-headed nails.  This is believed to be an urban myth.

The sense of “fingernail” appears to be the original which makes sense give there were fingernails before there were spikes (of metal or any other material) used to build stuff.  The verb nail was from the Old English næglian (to fix or fasten (something) onto (something else) with nails), from the Proto-Germanic ganaglijan (the source also of the Old Saxon neglian, the Old Norse negla, the Old High German negilen, the German nageln and the Gothic ganagljan (to nail), all developed from the root of the nouns.  The colloquial meaning “secure, succeed in catching or getting hold of (someone or something)” was in use by at least the 1760; hence (hence the law enforcement slang meaning “to effect an arrest”, noted since the 1930s.  The meaning “to succeed in hitting” dates from 1886 while the phrase “to nail down” (to fix in place with nails) was first recorded in the 1660s.

As a noun, “nail-biter” (worrisome or suspenseful event), perhaps surprisingly, seems not to have been in common use until 1999 an it’s applied to things from life-threatening situations to watching close sporting contests.  The idea of nail-biting as a sign of anxiety has been in various forms of literature since the 1570s, the noun nail-biting noted since 1805 and as a noun it was since the mid-nineteenth century applied to those individuals who “habitually or compulsively bit their fingernails” although this seems to have been purely literal rather than something figurative of a mental state.  Now, a “nail-biter” is one who is “habitually worried or apprehensive” and they’re often said to be “chewing the ends of their fingernails” and in political use, a “nail biter” is a criticism somewhat less cutting than “bed-wetter”.  The condition of compulsive nail-biting is the noun onychophagia, the construct being onycho- (a creation of the international scientific vocabulary), reflecting a New Latin combining form, from the Ancient Greek ὄνυξ (ónux) (claw, nail, hoof, talon) +‎ -phagia (eating, biting or swallowing), from the Ancient Greek -φαγία (-phagía).  A related form was -φαγος (-phagos) (eater), the suffix corresponding to φαγεῖν (phageîn) (to eat), the infinitive of ἔφαγον (éphagon) (I eat), which serves as aorist (essentially a compensator for sense-shifts) (for the defective verb ἐσθίω (esthíō) (I eat).  Bitter-tasting nail-polish is available for those who wish to cure themselves.  Nail-polish as a product dates from the 1880s and was originally literally a clear substance designed to give the finger or toe-nails a varnish like finish upon being buffed.  By 1884, it was being sold as “liquid nail varnish” including shads of black, pink and red although surviving depictions in art suggests men and women in various cultures have for thousands of years been coloring their nails.  Nail-files (small, flat, single-cut file for trimming the fingernails) seem first to have been sold in 1819 and nail-clippers (hand-tool used to trim the fingernails and toenails) in 1890.

Pope Francis (b 1936; pope since 2013) at the funeral of Cardinal George Pell (1941-2023), St Peter’s Basilica, the Vatican, January 2023.

The expression "nail down the lid" is a reference to the lid of a coffin (casket), the implication being one wants to make doubly certain anyone within can't possible "return from the dead".  The noun doornail (also door-nail) (large-headed nail used for studding batten doors for strength or ornament) emerged in the late fourteenth century and was often used of many large, thick nails with a large head, not necessarily those used only in doors.  The figurative expression “dead as a doornail” seems to be as old as the piece of hardware and use soon extended to “dumb as a doornail” and “deaf as a doornail).  The noun hangnail (also hang-nail) is a awful as it sounds and describes a “sore strip of partially detached flesh at the side of a nail of the finger or toe” and appears in seventeenth century texts although few etymologists appear to doubt it’s considerably older and probably a folk etymology and sense alteration of the Middle English agnail & angnail (corn on the foot), from the Old English agnail & angnail.  The origin is likely to have been literally the “painful spike” in the flesh when suffering the condition.  The first element was the Proto-Germanic ang- (compressed, hard, painful), from the primitive Indo-European root angh- (tight, painfully constricted, painful); the second the Old English nægl (spike), one of the influences on “nail”.  The noun hobnail was a “short, thick nail with a large head” which dates from the 1590s, the first element probably identical with hob (rounded peg or pin used as a mark or target in games (noted since the 1580s)) of unknown origin.  Because hobnails were hammered into the leather soles of heavy boots and shoes, “hobnail” came in the seventeenth century to be used of “a rustic person” though it was though less offensive than forms like “yokel”.

Colors: Lindsay Lohan with nails unadorned and painted.

The Buick Nailhead

In the 1930s, the straight-8 became a favorite for manufacturers of luxury cars, attracted by its ease of manufacture (components and assembly-line tooling able to be shared with those used to produce a straight-6), the mechanical smoothness inherent in the layout and the ease of maintenance afforded by the long, narrow configuration.  However, the limitations were the relatively slow engine speeds imposed by the need to restrict the “crankshaft flex” and the height of the units, a product of the long strokes used to gain the required displacement.  By the 1950s, it was clear the future lay in big-bore, overhead valve V8s although the Mercedes-Benz engineers, unable to forget the glory days of the 1930s when the straight-eight W125s built for the Grand Prix circuits generated power and speed Formula One wouldn’t again see until the late 1970s, noted the relatively small 2.5 litre (153 cubic inch) displacement limit for 1954 and conjured up a final fling for the layout.  Used in both Formula One as the W196R and in sports car race as the W196S (better remembered as the 300 SLR) the new 2.5 & 3.0 litre (183 cubic inch) straight-8s, unlike their pre-war predecessors, solved the issue of crankshaft flex by locating the power take-off at the centre, adding mechanical fuel-injection and a desmodromic valve train to make the things an exotic cocktail of ancient & modern.  Dominant during 1954-1955 in both Formula One & the Sports Car Championship, they were the last of the straight-8s.

Schematic of Buick “Nailhead” V8, 1953-1966.

Across the Atlantic, the US manufacturers also abandoned their straight-8s.  Buick introduced their overhead valve (OHV) V8 in 1953 but, being much wider than before, the new engine has to be slimmed somewhere to fit between the fenders; it would not be until later the platform was widened.  To achieve this, the engineers narrowed the cylinder heads, compelling both an conical (the so-called “pent-roof”) combustion chamber and an arrangement in which the sixteen valves pointed directly upwards on the intake side, something which not only demanded an unusual pushrod & rocker mechanism but also limited the size of the valves.  So, the valves had to be tall and narrow and, with some resemblance to nails, they picked up the nickname “nail valves”, morphing eventually to “nailhead” as a description of the whole engine.  The valve placement and angle certainly benefited the intake side but the geometry compromised the flow of exhaust gases which were compelled through their anyway small ports to make a turn of almost 180^o on their way to the tailpipe.

It wasn't the last time the head design of a Detroit V8 would be dictated by considerations of width.  When Chrysler in 1964 introduced the 273 cubic inch (4.5 litre) V8 as the first of its LA-Series (that would begat the later 318, 340 & 360 as well as the V10 made famous in the Dodge Viper), the most obvious visual difference from the earlier A-Series V8s was the noticeably smaller cylinder heads.  The A engines used as skew-type valve arrangement in which the exhaust valve was parallel to the bore with the intake valve tipped toward the intake manifold (the classic polyspherical chamber).  For the LA, Chrysler rendered all the valves tipped to the intake manifold and in-line (as viewed from the front), the industry’s standard approach to a wedge combustion chamber.  The reason for the change was that the decision had been taken to offer the compact Valiant with a V8 but it was a car which had been designed to accommodate only a straight-six and the wide-shouldered polyspheric head A-Series V8s simply wouldn’t fit.  So, essentially, wedge-heads were bolted atop the old A-Series block but the “L” in LA stood for light and the engineers wanted something genuinely lighter for the compact (in contemporary US terms) Valiant.  Accordingly, in addition to the reduced size of the heads and intake manifold, a new casting process was developed for the block (the biggest, heaviest part of an engine) which made possible thinner walls.

322 cubic inch Nailhead in 1953 Buick Skylark convertible (left) and 425 cubic inch Nailhead in 1966 Buick Riviera GS (with dual-quad MZ package) (right).  Note the “Wildcat 465” label on the air cleaner, a reference to the claimed torque rating, something most unusual, most manufacturers using the space to advertise horsepower or cubic inch displacement (cid).

The nailhead wasn’t ideal for producing ultimate power but it did lend itself to prodigious low-end torque, something much appreciated by Buicks previous generation of buyers who has enjoyed the low-speed responsiveness of the famously smooth straight-8.  However, like everybody else, Buick hadn’t anticipated that as the 1950s unfolded, the industry would engage in a “power race”, something to which the free-breathing Cadillac and Chrysler’s Hemis were well-suited.  The somewhat strangulated Buick Nailhead was not at all suited and to gain power the engineers were compelled to add high-lift, long-duration camshafts which enabled the then magic 300 horsepower number to be achieved but at the expense of smoothness and tales of Buick buyers returning to the dealer to fix the “rumpity-rump” idle became legion.  Still, the Nailhead was robust, relatively light and offered what was then a generous displacement and the ever inventive hot-rod community soon worked out the path to power was to use forced induction and reverse the valve use, the supercharger blowing the fuel-air mix through the exhaust ports and the exhaust gases through the larger intake ports.  Thus the for a while Nailhead enjoyed a career as a niche player although the arrival in the mid 1950s of the much more tuneable Chevrolet V8s ended the vogue for all but a few devotees who continued use well into the 1960s.  Buick acknowledged reality and, unusually, instead of following the industry trend and drawing attention to cubic inch displacement and horsepower, publicized their torque output, confusing some (though probably not Buick buyers who were a loyal crew).

Lockheed SR-71 Blackbird (1964-1999).

Not confused was the United States Air Force (USAF) which was much interested in power for its aircraft but also had a special need for torque on the tarmac and that briefly meant another small niche for the Nailhead.  The Lockheed SR-71 Blackbird (1964-1979) was a long-range, high-altitude supersonic (Mach 3+) aircraft used by the (USAF) for reconnaissance between 1966-1998 and by the National Aeronautics & Space Administration (NASA) for observation missions as late as 1999.  Something of a high-water mark among the extraordinary advances made in aeronautics and materials construction during the 1950s & 1960s, the SR-71 used the Pratt & Whitney J58 turbojet engine which used an innovative, secondary air-injection system to the afterburner, permitting additional thrust at high speed.  The SR-71 still holds a number of altitude and speed records and Lockheed’s SR-72, a hypersonic unmanned aerial vehicle (UAV) is said to be in an “advanced stage” of design and construction although whether any test flights will be conducted before 2030 remains unclear, the challenges of sustaining in the atmosphere velocities as high as Mach 6+ onerous given the heat generated.

Drawing from user manual for AG330 starter cart (left) and AG330 starter cart with dual Buick Nailhead V8s.

At the time, the SR-71 was the most exotic aircraft on the planet but during testing and early in its career, to fly, it relied on a pair of even then technologically bankrupt Buick Nailhead V8s.  These were mounted in a towed cart and were effectively the turbojet’s starter motor, a concept developed in the 1930s as a work-around for the technology gap which emerged as aero-engines became too big to start by hand but no on-board electrical systems were available to trigger ignition.  The two Nailheads were connected by gears to a single, vertical drive shaft which ran the jet up to the critical speed at which ignition became self-sustaining.  The engineers chose the Nailheads after comparing them to other large displacement V8s, the aspect of the Buicks which most appealed being the torque generated at relatively low engine speeds, a characteristic ideal for driving an output shaft.  After the Nailhead was retired in 1966, later carts used Chevrolet big-block V8s but in 1969 a pneumatic start system was added to the infrastructure of the USAF bases from which the SR-71s most frequently operated, the sixteen-cylinder carts relegated to secondary bases the planes rarely used.

Cooper

Cooper (pronounced koo-per or koop-er)

(1) A person who makes or repairs casks, barrels, etc.

(2) A drink of half stout and half porter (obsolete).

1350–1400: From the Middle English couper (craftsman who makes barrels, tubs, and other vessels from wooden staves and metal hoops), which etymologists are convinced would have come from an Old English form but it has proved elusive.  Both the English words are almost certainly related to the Middle Low German kūper, the East Frisian kuperor and Middle Dutch cūper, from the Low German kupe (cask, tub, vat), from the Medieval Latin cūpārius, the construct being cūp(a) (cask or vat) + ārius. (from the The nominative neuter form -arium which, when appended to nouns, formed derivative nouns denoting a “place where things are kept”).

The meaning "craftsman who makes wooden vessels" was originally associated with the word couper, cooper a later construct of coop + er.  Coop is from the Middle English coupe & cupe, from the Old English cȳpe (basket; cask) or possibly the Middle Dutch cûpe (related to the modern Dutch kuip, Saterland Frisian kupe & Middle Low German kûpe), from the Old Saxon kûpa & côpa (cask), related to the Middle Low German kôpe, the Old High German chôfa & chuofa, the Middle High German kuofe, the modern German kufe (feminine form of cask), which most sources trace back to the Classical Latin cūpa & Medieval Latin cōpa (cask) although the OED has cast doubt on this etymology because of the mysterious umlaut in Old English cýpe.  The er agent (noun-formation) suffix is from the Middle English er & ere, from the Old English ere, from the Proto-Germanic ārijaz.  It’s thought a borrowing from the Latin ārius; cognate with the Dutch er and aar, the Low German er, the German er, the Swedish are, the Icelandic ari and the Gothic areis.  Related too are the Ancient Greek ήριος (ḗrios) and Old Church Slavonic арь (arĭ) and although synonymous, actually unrelated is the Old French or & eor (the Anglo-Norman variant is our) which is from the Latin (ā)tor, derived from the primitive Indo-European tōr.

As a surname, the name is attested from the late twelfth century, either from the unattested Old English or a Low German source akin to Middle Dutch cuper , East Frisian kuper, ultimate source the Low German kupe (which became kufe in German), cognate with the Medieval Latin cupa.  A now rare variation is hooper although it remains common as a surname.  Within the profession, a dry cooper makes casks to hold dry goods, a wet cooper those to contain liquids and a white cooper, pails, tubs, and the like for domestic or dairy use.  The surname Cowper is pronounced koo-per or koop-er everywhere except Australia which preserved the fifteenth century spelling but modified the pronunciation to cow-pah.  The Australian federal electorate of Cowper was created in 1900 as one of the original sixty-five divisions and is named after Sir Charles Cowper (1807–1875) who was on five occasions between 1856-1870 the premier of the colony of New South Wales (NSW), Australia.

The Maserati Formula 1 V12, 1956-1957 & 1966-1969

1954 Maserati 250F "short nose".

Remarkably, the three litre Maserati V12 used by Cooper to win Grand Prix races in 1966 & 1967 was an update (developed out of necessity) of a 2.5 litre engine used (once) in 1956.  Maserati’s new straight-six 250F had enjoyed a stunning start to its career, enjoying victories in the first two Grands Prix of the 1954 season but was soon eclipsed by the Lancia D50 and particularly the Mercedes-Benz W196, both with more powerful eight cylinder engines and advanced aerodynamics.

1955 Maserati 250F Streamliner.

Maserati responded and, taking note of the all-enveloping "streamliner" bodywork Mercedes-Benz used on the W196s used on the faster circuits, developed a quasi-enveloping shape, the emphasis wholly on reducing drag (downforce would attract the interest of a later generation).  For the slower tracks, there was also an aerodynamic refinement of the open-wheeler, the “long-nose” which proved such a success it would become the definitive 250F.  The more slippery shapes helped but the problem of the power deficit remained, the advanced Mercedes-Benz engine, built with the benefit of experience gained with the wartime aero engines, used fuel-injection and a desmodromic valve-train which permitted sustained high-speed operation.  Maserati’s engineers devoted time to devise a fuel injection system and borrowed an innovation from the roadsters built for the Indianapolis 500, an off-set installation of the engine in the chassis which permitted the driveshaft to be to run beside rather than beneath the driver, lowering the seat and thus improving both aerodynamics and weight-distribution.

1954 Maserati 250F "long nose".

Two grand prix wins in 1956 suggested progress was being made but, although Mercedes-Benz withdrew from racing after 1955, competition from other constructors was growing so Maserati turned its attention to both chassis and engine.  An all-new multi-tubular space-frame chassis was designed, lighter and stronger than its more conventional predecessor, it retained the double wishbone front and De Dion rear suspension and, perhaps surprisingly, the engineers resisted the more efficient and now well-proven disc brakes, the revised drums instead aided by enhanced cooling.  The new engine was not ready for 1956 so the straight-six was again fielded although the off-set layout was discarded.  The new chassis was called Tipo 2.

Maserati 250F Typo 2, Juan Manuel Fangio (1911–1995), German Grand Prix,  Nürburgring, 1957.

Developed specifically for the Tipo 2 was the V12, its twin camshafts driven by front-mounted gears with the novelty of the Weber carburetors being mounted between the camshafts.  Maintaining a Maserati tradition, a twin spark ignition system was fitted, the 24 spark-plugs fed by two sturdy magnetos, again gear-driven and linked by 24 individual coils.  In many ways the state of 1950s engineering art, the marvelously intricate 2.5 litre V12 produced 320 bhp at what was then a startling 12,000 rpm, an increase of 50 bhp over the 2.5 litre straight six.  With the V12 still being developed, the team started the 1957 season with the 250F Tipo 2 and the straight six.  The faithful six was reliable and proved powerful enough to prevail over the Ferraris and the cars which unexpectedly emerged as the most impressive competition, the British Vanwalls.  The season would be Maserati’s finest, Juan Manuel Fangio winning his fifth world championship (at the age of forty-five) and, had there been a constructors title (not awarded until 1958), Maserati would have taken that trophy too.  The season is remembered also for Fangio’s famous victory in the German Grand Prix at the Nürburgring, in which he broke the lap record ten times in twenty-two laps, the Tipo 2’s straight six clearly good enough.

1956 Maserati 250F Tipo 2 V12.

The success of the straight-six afforded the engineers a wealth of time thoroughly to develop the V12.  After early tests showed the power delivery, although impressive, was too brutal to deliver the flexibility needed in a racing car, attention was devoted to widening the torque curve.  Three Tipo 2 chassis were built for the V12 engine, one ready in time for the final Grand Prix of the year, the symbolically important home event, the Italian Grand Prix at Monza.  A redesigned gearbox housing again allowed an off-set mounting which, although improving weight distribution, made the body sit so low on the frame, two bulges had to be formed in the bonnet to clear the carburetor intakes.  It looked fast and it was.  However, in scenes reminiscent of the troubles suffered by the ferociously powerful Auto-Unions and Mercedes-Benz of the pre-war years, the 250F, although fast, suffered high tyre-wear, the rear tyres clearly not able long to endure the abrasive demands of 320 bhp.  Still, it had been an encouraging debut, even if a lubrication problem had prematurely ended the venture.

Lindsay Lohan in Mini Cooper, Mauritius, 2016.

Unfortunately, there would not for a decade be another chance to run the V12 in a Grand Prix.  Financially challenged, Maserati retired from international racing at the end of the 1957 season, the remaining 250Fs sold to privateers either with the straight six or as a rolling chassis.  How competitive a fully-developed Tipo 2 V12 might have been in 1958 will never be known but the credentials were there and, against the dominant Ferraris and Vanwalls, it would have been an interesting contest, the 1958 season the end of an era, the last year either the drivers’ or constructors’ championships would be won using front-engined cars.  On paper, the Maserati V12 was the most powerful engine fielded during Formula One’s 2.5 litre era.

Cooper-Maserati T81, Guy Ligier (1930–2015), Belgium Grand Prix, Spa-Francorchamps, 1967.

Although it did see some use in sports-car racing, the V12’s most (briefly) illustrious second life came when, in 1965, a doubling of engine displacement to three litres was announced for the next Formula One season.   This created a scramble for competitive engines and with renewed interest in the moth-balled V12, Maserati dusted-off the cobwebs.  Cooper adopted it and enjoyed early success with the advantage of being the first team running cars with a full three litres, the reliability of the old V12 adding another edge over others still shaking down their initially fragile new engines.

Cooper-Maserati T81b, Pedro Rodríguez (1940–1971),  German Grand Prix, Nürburgring, 1967.

Soon however, Cooper were running a decade-old design against much newer competition and the antiquity began to tell.  Although some updating had been done, early experiments with six and even a remarkable twelve carburettors quickly abandoned for the even by then de rigueur fuel injection, in that decade, several generations of engineering had passed and the V12 was looking pre-historic.  Unable to change anything fundamental, Maserati bolted on what it could, including 18-valve cylinder heads that added weight and complexity, but did little to narrow the widening gap.  Rumors of 24-valve heads and even three spark-plugs per cylinder never came to fruition but the did prompt some wry comments questioning the efficiency of Maserati's combustion chamber design if that many fires needed to be lit.  Maserati withdrew from Formula One during the 1968 season and Cooper soon followed.

Tatterdemalion

Tatterdemalion (pronounced tat-er-di-meyl-yuhn or tat-er-di-mal-yuhn)

(1) A person in tattered clothing; a shabby person.

(2) Ragged; unkempt or dilapidated.

(3) In fashion, (typically as “a tatterdemalion dress” etc), garments styled deliberately frayed or with constructed tears etc (also described as “distressed” or “destroyed”).

(4) A beggar (archaic).

1600–1610: The original spelling was tatter-de-mallian (the “demalion” rhymed with “Italian” in English pronunciation), the construct thus tatter + -demalion, of uncertain origin although the nineteenth century English lexicographer Ebenezer Cobham Brewer (1810-1897) (remembered still for his marvelous Dictionary of Phrase and Fable (1894) suggested it might be from de maillot (shirt) which does seem compelling.  Rather than the source, tatter is thought to have been a back-formation from tattered, from the Middle English tatered & tatird, from the Old Norse tǫturr.  Originally, it was derived from the noun, but it was later re-analysed as a past participle (the construct being tatter +‎ -ed) and from this came the verb.  As a noun a tatter was "a shred of torn cloth or an individual item of torn and ragged clothing" while the verb implied both (as a transitive) "to destroy an article of clothing by shredding" & (as an intransitive) "to fall into tatters".

In parallel, there was also the parallel "tat", borrowed under the Raj from the Hindi टाट (ṭāṭ) (thick canvas) and in English it assumed a variety of meanings including as a clipping of tattoo, as an onomatopoeia referencing the sound made by dice when rolled on a table (and came to be used especially of a loaded die) and as an expression of disapprobation meaning “cheap and vulgar”, either in the context of low-quality goods or sleazy conduct.  The link with "tatty" in the sense of “shabby or ragged clothing” however apparently comes from tat as a clipping of the tatty, a woven mat or screen of gunny cloth made from the fibre of the Corchorus olitorius (jute plant) and noted for it loose, scruffy-looking weave.  Tatterdemalion is a noun & adjective; the noun plural is tatterdemalions.  The historic synonyms were shoddy, battered, broken, dilapidated, frayed, frazzled, moth-eaten, ragged, raggedy, ripped, ramshackle, rugged, scraggy, seedy, shabby, shaggy, threadbare, torn & unkempt and in the context of the modern fashion industry, distressed & destroyed.  An individual could also be described as a tramp, a ragamuffin, a vagabond, a vagrant, a gypsy or even a slum, some of those term reflecting class and ethnic prejudice or stereotypes.  Historically, tatterdemalion was also a name for a beggar.

A similar word in Yiddish was שמאַטע‎ (shmate or shmatte and spelled variously as schmatte, schmata, schmatta, schmate, schmutter & shmatta), from the Polish szmata, of uncertain origin but possibly from szmat (a fair amount).  In the Yiddish (and as adopted in Yinglish) it meant (1) a rag, (2) a piece of old clothing & (3) in the slang of the clothing trade, any item of clothing.  That was much more specific than the Polish szmata which meant literally "rag or old, ripped piece of cloth" but was used also figuratively to mean "publication of low journalistic standard" (ie analogous the English slang use of "rag") and in slang to refer to a woman of loose virtue (used as skank, slut et al might be used in English), a sense which transferred to colloquial use in sport to mean "simple shot", "easy goal" etc.

Designer distress: Lindsay Lohan illustrates the look.

Tatterdemalion is certainly a spectrum condition (the comparative “more tatterdemalion”; the superlative “most tatterdemalion”) and this is well illustrated by the adoption of the concept by fashionistas, modern capitalism soon there to supply the demand.  In the fashion business, tatterdemalion needs to walk a fine line because tattiness was historically associated with poverty while designers need to provide garments which convey a message wealth.  The general terms for such garments is “distressed” although “destroyed” is also used.

Dolce & Gabbana Distressed Jeans (part number FTCGGDG8ET8S9001), US$1150.

It seemed to start with denim and before distressed was a thing, manufacturers had dabbled with producing jeans which even when new gave the appearance of having been “broken in” by the wearer, the quasi-vintage look of “fade & age” achieved with processes such as stone washing, enzyme washing, acid washing, sandblasting, emerizing, and micro-sanding.  Still, this was just to create an effect, the fabrics not ripped or torn.  Distressed jeans represented the next step in the normal process of wear, fraying hems and seams, irregular fading and rips & tears now part of the aesthetic.  As an industrial process that’s not all that difficult to do but if done in the wrong way it won’t resemble exactly a pair of jeans in which the tatterdemalion is a product of gradual degradation, because different legs would have worn the denim at different places.  In the 2010s, the look spread to T-shirts and (predictably) hoodies, some manufactures going beyond vermillistude to actual authenticity, achieving the desire decorative by shooting shirts with bullets, managing a look which presumably the usual tricks of “nibbling & slashing” couldn’t quite emulate.  Warming to the idea, the Japanese label Zoo released jeans made from material torn by lions and tigers, the company anxious to mention the big cats in Tokyo Zoo seemed to "enjoy the fun".  Others emulated the working-class look, the “caked-on muddy coating: and “oil and grease smears” another (apparently short-lived) look.  All these looks had of course been seen for centuries, worn mostly by the poor with little choice but to eke a little more wear from their shabby clothes but in the 1960s, as wealth overtook Western society, the look was adopted by many with disposable income; firstly the bohemians as a display of contempt for consumerist culture and later the punk movement which needed motifs with some capacity to shock, something harder to achieve than had once been the case.

Distressed top and bottom.  Gigi Hadid in distressed T-shirt and "boyfriend" jeans.

For poets and punks, improvising the look from the stocks of thrift shops, that was fine but for designer labels selling scruffy-looking jeans for four-figure sums, it was more of a challenge, especially as the social media generation had discovered that above all they liked authenticity and faux authenticity would not do, nobody wanting to look it to look they were trying too hard.  The might have seemed a problem, given the look was inherently fake but the aesthetic didn’t matter for its own sake, all that had to be denoted was “conspicuous consumption” (the excessive spending on wasteful goods as proof of wealth) and the juxtaposition of thousand dollar distressed jeans with the odd expensive accessory, achieved that and more, the discontinuities offering irony as a look.  The labels, the prominence of which remained a focus was enough for the message to work although one does wonder if any of the majors have been tempted to print a QR code on the back pocket, linked to the RRP (recommended retail price) because, what people are really trying to say is “My jeans cost US$1200”.

1962 AC Shelby Cobra (CSX2000), interior detail, 2016.

The value of selective scruffiness is well known in other fields.  When selling a car a tatty interior will usually greatly depress the price (sometimes by more even than the cost of rectification).  However, if the tattiness is of some historic significance, it can add to car’s value, the best example being if the deterioration is part of the vehicles provenance and proof of originality, a prized attribute to the segment of the collector market known as the “originally police”.  In 2016, the very first AC Shelby Cobra (CSX 2000) sold for US$13.75 million, becoming the most expensive American car sold at auction.  Built in 1962, it was shipped to the US as an AC Ace (without an engine although it apparently wasn't AC's original "proof-of-concept" test bed which was fitted with one of the short-lived 221 cubic inch (3.6 litre) versions of Ford's new "thin-wall" Windsor V8) where the Shelby operation installed a 260 cubic inch (4.2 litre) Windsor and the rest is history.  The tatterdemalion state of the interior was advertised as one of the features of the car, confirming its status as “an untouched survivor”.  Among Cobra collectors, wear caused by Carroll Shelby's (1923–2012) butt is the most valuable tatterdemalion.

Just a scratch: Juan Manuel Fangio, Mercedes-Benz W196 Streamliner, British Grand Prix, Silverstone, 1954.

Also recommended to be repaired before sale are dents, anything battered unlikely to attract a premium.  However, if a dent was put there by a Formula One world champion, it becomes a historic artefact.  In 1954, Mercedes-Benz astounded all when their new grand prix car (the W196R) appeared with all-enveloping bodywork, allowed because of a since closed loophole in the rule-book.  The sensuous shape made the rest of the field look antiquated although underneath it was a curious mix of old and new, the fuel-injection and desmodromic valve train representing cutting edge technology while the swing axles and drum brakes spoke to the past and present, the engineers’ beloved straight-eight configuration definitely the end of an era.  On fast tracks like Monza, the aerodynamic bodywork delivered great speed and stability but the limitations were exposed when the team fielded “the streamliner” at tighter circuits and in the 1954 British Grand Prix at Silverstone, Juan Manuel Fangio (1911–1995; winner of five world-championships) managed to clout a couple of oil-drums (that how track safety was then done in F1) because it was so much harder to determine the extremities without being able to see the front wheels.  Quickly, the factory concocted a functional (though visually unremarkable) open-wheel version and the sleek original was thereafter used only on the circuits where the highest speeds were achieved.  In 1954, the factory wasn’t concerned with maintaining originality and repaired the tatterdemalion W196 so an artefact was lost.

1966 Ferrari 330 GTC (1966-1968) restored by Bell Sport & Classic.  Many restored Ferraris of the pre-1973 era are finished to a much higher standard than when they left the showroom.  Despite this, genuine, original "survivors" (warts and all) are sought after in some circles.

In the collector car industry, tatterdemalion is definitely a spectrum condition and for decades the matter of patina versus perfection has been debated.  There was once the idea that in Europe the preference was for a vehicle to appear naturally aged ( well-maintained but showing the wear of decades) while the US market leaned towards cars restored to the point of being as good (or better) than they were on the showroom floor.  Social anthropologists might have some fun exploring that perception of difference and it was certainly never a universal rule but the debate continues, as does the argument about “improving” on the original.  Some of the most fancied machinery of the 1950s and 1960s (notably Jaguars, Ferraris and Maseratis) is now a staple of the restoration business but, although when new the machines looked gorgeous, it wasn’t necessary to dig too deep to find often shoddy standards of finish, the practice at the time something like sweeping the dirt “under the rug”.  When "restored" many of these cars are re=built to a higher standard, what was often left rough now smoothed to perfection.  That’s what some customers want and the finest restoration shops can do either and there are questions about whether what might be described as “fake patina” is quite the done thing.  Mechanics and engineers who were part of building Ferraris in the 1960s, upon looking at some immaculately “restored” cars have been known wryly to remark: “that wasn't how we built them then.” 

Gucci offered Distressed Tights at US$190 (for a pair so quite good value).  Rapidly, they sold-out.

The fake patina business however goes back quite a way.  Among antique dealers, it’s now a definite niche but from the point at which the industrial revolution began to create a new moneyed class of mine and factory owners, there was a subset of the new money (and there are cynics who suggest it was mostly at the prodding of their wives) who wished to seem more like old money and a trend began to seek out “aged” furniture with which a man might deck out his (newly acquired) house to look as if things had been in the family for generations.  The notoriously snobbish (and amusing diarist) Alan Clark (1928–1999) once referred to someone as looking like “they had to buy their own chairs”, prompting one aristocrat to respond: “That’s a bit much from someone whose father (the art historian and life peer Kenneth Clark (1903–1983)) had to buy his own castle.”  The old money were of course snooty about the folk David Lloyd George (1863–1945; UK prime-minister 1916-1922) would call “jumped-up grocers”.