Fastback

Fastback (pronounced fast-bak or fahst-bak)

(1) A form of rearward coachwork for an automobile body consisting classically of a single, unbroken convex curve from the top to the rear bumper line (there are variations of this also called fastbacks).

(2) A car having using such styling (also used as a model name by both car and motorcycle manufacturers).

(3) A type of pig developed from the landrace or large white and bred for lean meat.

(4) In computing, a product-name sometimes used for backup software.

1960–1965: The construct was fast + back.  Fast was from the Middle English fast & fest, from the Old English fæst (firmly fixed, steadfast, constant; secure; enclosed, watertight; strong, fortified), from the Proto-West Germanic fast, from the Proto-Germanic fastu & fastuz (firm) (which was the source also of the Old Frisian fest, the Old Norse fastr, the Dutch vast and the German fest), from the primitive Indo-European root past- (firm, solid), the source for the Sanskrit pastyam (dwelling place).  The original meaning of course persists but the sense development to “rapid, speedy” dates from the 1550s and appears to have happened first in the adverb and then transferred to the adjective.  The original sense of “secure; firm” is now restricted to uses such as “hard & fast” description of track conditions in horse racing but the derived form “fasten” (attach to; make secure) remains common.  Back was from the Middle English bak, from the Old English bæc, from the Proto-West Germanic bak, from the Proto-Germanic bakam & baką which may be related to the primitive Indo-European beg- (to bend).  In other European languages there was also the Middle Low German bak (back), from the Old Saxon bak, the West Frisian bekling (chair back), the Old High German bah and the Swedish and Norwegian bak; there are no documented connections outside the Germanic and in other modern Germanic languages the cognates mostly have been ousted in this sense by words akin to Modern English ridge such as Danish ryg and the German Rücken.  At one time, many Indo-European languages may have distinguished the horizontal back of an animal or geographic formation such as a mountain range from the upright back of a human while in some cases a modern word for "back" may come from a word related to “spine” such as the Italian schiena or Russian spina or “shoulder”, the examples including the Spanish espalda & Polish plecy.  Fastback is a noun; the noun plural is fastbacks.

1935 Chrysler Imperial C2 Airflow (top left), 1936 Cadillac V16 streamliner (top centre), 1936 Mercedes Benz 540K Autobahnkurier (Motorway Cruiser) (top right), 1948 Pontiac Streamliner (bottom left), 1948 Cadillac Series 62 (bottom centre) and 1952 Bentley Continental R (bottom right).

Although it was in the 1960s the fastback became a marketing term as the range of models proliferated, it was then nothing new, the lines appearing on vehicles even before 1920, some of which even used the teardrop shape which wind tunnels would confirm was close to optimal, as least in terms of reducing drag although it would be decades before the science evolved to the point where the importance of the trade-off between drag and down-force was completely understood.  To some extent this was explained by (1) so many of the early examples being drawn from aviation where shapes were rendered to optimize the twin goals of reducing drag & increasing lift and (2) road vehicles generally not being capable of achieving the velocities at which the lack of down-force induced instability to a dangerous extent.  Rapidly that would change but there was quite a death toll as the lessons were learned.  By the 1930s, streamlining had become one of the motifs of the high-performance machinery of the era, something coincidently suited to the art deco moment through which the world was passing and in both Europe and the US there were some remarkable, sleek creations.  There was also market resistance.  Chrysler’s engineers actually built one of their sedans to operate backwards and ran tests which confirmed that in real-world conditions the results reflected exactly what the wind-tunnel had suggested: it was quicker, faster and more economical if driven with the rear bodywork facing the front.  Those findings resulted in the release of the Airflow range (1934-1937) and while the benefits promised were realized, the frontal styling proved to be too radical for the time and commercial failure ensued.  People however seemed to like the fastback approach (then often called “torpedo style”) and manufacturers added many to their ranges during the 1940s and 1950s.

Ford Galaxies, Firecracker 400, Daytona International Speedway, July, 1963 (top), 1966 Dodge Charger (bottom left), 1968 Plymouth Barracuda (bottom centre) and 1971 Ford Torino (bottom right).

Ford in 1962 inadvertently provided a case study of relative specific efficiencies of rooflines. The sleek Starliner roof on the 1961 Galaxies used in NASCAR racing sliced gracefully through the air and while sales were initially strong, demand soon slowed and the marketing department compelled a switch to the “formal roofline” introduced on the Thunderbird; it was a success in the showroom but less than stellar on the circuits, the buffering induced by the steep rear windows reducing both stability and speed.  Not deterred, Ford resorted to the long NASCAR tradition of cheating, fabricating a handful of fibreglass hard-tops which would (for racing purposes) turn a convertible Galaxie into a Starliner.  Unfortunately, to be homologated for competition, such parts had to be produced in at least the hundreds and be available for general sale.  Not fooled by Ford’s mock-up brochure, NASCAR banned the plastic roof and not until 1963 when a “fastback” roofline was added was the car’s competitiveness restored.  Actually, it wasn’t really a fastback at all because full-sized cars like the Galaxie had become so long that even a partial sweep from the windscreen to the rear bumper would create absurd proportion but the simple expedient of a sharply raked rear window turned out to work about as well.  Even on intermediates like the Dodge Charger and Ford Torino the pure fastback didn’t really work, the result just too slab-sided.  The classic implementation was when it was used for the shorter pony cars such as the Plymouth Barracuda and Ford Mustang.

1968 Ford Mustang GT 390 Coupé (top left) & 1967 Shelby Mustang GT500 (top right); 1971 Ford Mustang 351 Coupé (bottom left) & 1971 Ford Mustang Mach 1 429 Super CobraJet SportsRoof.

The fastback for a while even influenced roofs not fast.  The original Mustang coupé (1964) was a classic “notchback” but such was the impact in the market that later in the year a fastback was added, joining the convertible to make a three body-style range.  The fastback’s popularity was bolstered by Carroll Shelby (1923–2012) choosing that style for his Shelby Mustangs which over the course of half a decade would evolve (or devolve depending on one’s view) from racing cars with number plates to Mustangs with bling but it would also influence the shape of the coupé.  By 1971 the fastback Mustangs (by then called “SportRoofs”) had adopted an even more severe angle at the rear which was dramatic to look at but hard to look through if inside, the almost horizontal rear window restricting visibility which made the more upright coupé (marketed as “Hardtop”) a more practical (and safer) choice.  However, such was the appeal of the fastback look that the profile was fastbackesque, achieved by the use of small trailing buttresses which made their own contribution to restricting reward visibility although not to the extent of some, like Ferrari’s Dino 246 which in some jurisdictions was banned from sale for just that reason.

1965 Rambler Marlin (top left), 1967 AMC Marlin (top centre), 1968 AMC Javelin (top right), 1969 AMC AMX (bottom left), 1974 AMC Javelin (bottom centre) and Lindsay Lohan in 1974 AMC Javelin (bottom right).

American Motors Corporation was (until the arrival of Tesla), the “last of the independents” (ie not part of General Motors (GM), Ford or Chrysler) and at its most successful when filling utilitarian niches the majors neglected, their problem being their successes were noticed and competition soon flooded the segments they’d profitably created.  As a result, they were compelled to compete across a wider range and while always a struggle, they did for decades survive by being imaginative and offering packages which, on cost breakdown could be compelling (at one point they joined Rolls-Royce as the only company to offer sedans with air-conditioning fitted as standard equipment).  Sometimes though they got it wrong, and that they did with the Marlin, introduced in 1965 as a fastback based on their intermediate Rambler Classic.  Although the fastback was all about style, AMC couldn’t forget their history of putting a premium on practicality an accordingly, the roof-line grafted on to the classic also ensured comfortable headroom for the rear-seat passengers, resulting in a most ungainly shape.  Sales were dismal for two seasons but AMC persisted, in 1967 switching the fastback to the full-sized Ambassador line which all conceded was better though that was damning with faint praise.  More successful was the Javelin (1968), AMC’s venture into the then lucrative pony-car business which the Mustang had first defined and then dominated.  The early Javelins were an accomplished design, almost Italianate in the delicacy of their lines and the fastback was nicely balanced.  Less balanced but more intriguing was the AMX, a two seat “sports car” created in the cheapest way possible: shorten the Javelin’s wheelbase by 12 inches (300 mm) and remove the rear seat.  That certainly solved the problem of rear seat headroom and over three seasons the AMX received a generally positive response from the press but sales never reached expectations, even a pink one being chosen as the car presented to Playboy magazine's 1968 Playmate of the Year not enough to ensure survival and when the Javelin was restyled for 1971, the two seat variant wasn’t continued although AMX was retained as a name for certain models.  The new Javelins lacked the subtlety of line of the original and the fastback part was probably the best part of the package, much of the rest rather overwrought.  The pony car ecosystem declined in the early 1970s and Javelin production ceased in 1974 although it did by a few months outlive what was technically the first pony-car of them all, the Plymouth Barracuda.

1969 Norton Commando Fastback.

The Norton Commando was produced between 1968-1977.  All Commandos initially used the distinctive tail section which, like the fuel tank, was made of fibreglass and the slope of the molding instantly attracted the nickname “fastback”, an allusion to the body-style then becoming popular for sports cars.  It was the first British motorcycle built in volume of “modern” appearance but, apart from the odd clever improvisation, much of the engineering was antiquated and a generation or more behind the coming Japanese onslaught which would doom the local industry.  In 1969, as other models were added to the Commando range, all of which used more conventional rear styling, the factory formally adopted Fastback as a model name for the originals which remained in production, upgraded in 1970 (as the Fastback Mark ll), fitted with much admired upswept exhausts.  With minor changes, after only four months, it was replaced with the Mark III which served until 1972 when the Mark IV was released, the most notable change being the fitting of a front disk brake.

1970 Norton Commando Fastback (with retro-fitted disk brake).

One interesting variant was the Fastback Long Range (LR) which, although in production for almost two years during 1971-1972, only around 400 were built, most apparently exported to Australia where the distance between gas (petrol) stations was often greater than in Europe or the US.  Although there were other detail differences, the main distinguishing feature of the LR was the larger capacity (in the style of the earlier Norton Atlas) petrol tank, a harbinger of the “Commando Interstate” which became a regular production in 1972 and lasted until Commando production ceased in 1977 by which time it constituted the bulk of sales.  Fastback production ended in 1973 and although some were fitted with the doomed 750 “Combat” engine, none ever received the enlarged unit introduced that year in the Commando 850.

1965 Ford GT40 Mark 1 (road specification) (left), 1967 Ford GT40 Mark IV (J-Car prototype) (centre) and 1967 Ford GT40 Mark IV, Sebring, 1967.

Impressed by Ferrari’s “breadvan”, Ford, this time with the help of a wind-tunnel, adopted the concept when seeking to improve the aerodynamics of the GT40.  Testing the J-Car proved the design delivered increased speed but the resultant lack of down-force proved lethal so the by then conventional fastback body was used instead and it proved successful in the single season it was allowed to run before rule changes outlawed the big engines.

1966 Fiat 850 Coupé (top left), 1970 Daf 55 Coupé (top centre), 1974 Skoda 110 R (top right), 1972 Morris Marina Coupé (bottom left), 1972 Ford Granada Fastback (later re-named Coupé) (bottom centre) and 1973 Coleman-Milne Granada Limousine (bottom right).

The Europeans took to the fastback style, not only for Ferraris & Maseratis but also to add some flair (and profit margin) to low-cost economy vehicles.  It produced some rather stubby cars but generally they were aesthetically successful and the Skoda 110 R (from Czechoslovakia and thus the Warsaw Pact’s contribution to the fastback school of thought) lasted from 1973-1980 and as the highly modified 130 RS gained an improbable victory in the 1981 European Touring Car Championship against a star-studded field which included BMW 635s, Ford’s RS Capris & Escorts, Audi GTEs, Chevrolet Camaros and Alfa Romeo GTVs.  It was a shame comrade Stalin didn’t live to see it.  Generally, the Europeans were good at fastbacks but the British had some unfortunate moments.  In fastback form, the appearance of the Morris Marina was from the start compromised by the use of the sedan’s front doors which meant the thing was fundamentally ill-proportioned, something which might have been forgiven if it had offered the practicality of a hatchback instead of a conventional trunk (boot).  A dull and uninspiring machine (albeit one which sold well), the Marina actually looked best as a station wagon, an opinion many hold also of its corporate companion the Austin Allegro although the two frequently contest the title of Britain’s worst car of the 1970s (and it's a crowded field).  Even Ford of England which at the time was selling the well-styled fastback Capri had a misstep when it offered the ungainly fastback Granada, many made to look worse still by the addition of the then fashionable vinyl roof, the mistake not repeated when the range was revised without a fastback model.  Compounding the error on an even grander scale however was coach-builder Coleman-Milne which, bizarrely, grafted the fastback’s rear on to a stretched Granada sedan to create what was at the time the world’s only fastback limousine.  Although not entirely accurate, there are reasons the 1970s came to be called “the decade style forgot”.

Ichthyology

Ichthyology (pronounced ik-thee-ol-uh-jee)

(1) In zoology, the scientific study of fishes.

(2) The study of the history, cultural & economic importance of fishes.

1640–1650: A compound word, the construction being ichthyo- + -logy.  Ichthyo- and ichthy- were from the Ancient Greek ἰχθύς (ikhthús) (fish), possibly from the primitive Indo-European dhghu and there may be a relationship with the Old Armenian ձուկն (jukn) & the Lithuanian žuvis and the suffix –logy was derived from the Ancient Greek λογία (logos) (to study).  The English -logy suffix originates with loanwords from the Greek, usually via Latin and French, where the -λογία is an integral part of the word loaned whereas the French -logie is a continuation of the Latin -logia, ultimately from Ancient Greek -λογία (-logía).  Within English, the suffix has long been productive, especially to form names of sciences or departments of study, analogous to names of disciplines loaned from the Latin, such as astrology from astrologia or geology from geologia. Original compositions of terms with no precedent in Greek or Latin become common by the early nineteenth century, sometimes imitating French or German templates; insectology (1766) after the French insectologie & terminology (1801) after the German terminologie.  By the twentieth century, English creations with no Greek or Latin origin (undergroundology (1820), hatology (1837) were frequent, sometimes in conjunction with –ism words.  Ichthyology is a noun, related forms include ichthyologic & ichthyological (adjectives), ichthyologically is an adverb; the noun plural is ichthyologists.

The noun piscatology was an irregular (and jocular) formation dating from 1857, the construct being the Latin piscatus, past participle of piscārī (to fish), present active infinitive of piscor, from piscis, from the Proto-Italic piskis, from the primitive Indo-European peysḱ-, the cognates including the Old Irish íasc, the Gothic fisks and the Old English fisċ + -olgy.  The word piscatology has been used to mean “the study of fish” (and thus a synonym of ichthyology)) but not by scientists and the irregular form is now more correctly casually applied to fishing and those who fish.  In the 1990s, the idea behind the construction of piscatology begat piscetarian and pescetarian (a person who consumes no animal flesh with the exception of fish or other seafood), by analogy with “vegetarian”.  The plural of fish is an illustration of the inconsistency of English.  As the plural form, “fish” & “fishes” are often (and harmlessly) used interchangeably but in zoology, there is a distinction, fish (1) the noun singular & (2) the plural when referring to multiple individuals from a single species while fishes is the noun plural used to describe different species or species groups.  The differentiation is thus similar to that between people and peoples yet different from the use adopted when speaking of sheep and, although opinion is divided on which is misleading (the depictions vary), those born under the zodiac sign Pisces are referred to variously as both fish & fishes.

Reeling one in: Lindsay Lohan and Hofit Golan (b 1985) fishing off Sardinia, July 2016.  They would be considered piscatologists (those who catch fish) rather than ichthyologists (those who study fish) although there are humorless purists who insist there's no such word as piscatologist.  The modern convention would be "fishers" or "fisherpersons".

In zoology, the modern conventions of taxonomy mean fishes are precisely categorized but the English word “fish” for centuries was used to describe a much wider range of species (although one discerning observer in the fifteenth century did concoct fishes bestiales (water animals other than fishes), presumably on the basis fishes proper should be limited to something like “a vertebrate which has gills and fins adapting it for living in the water”.  As still familiar names like starfish, jellyfish, shellfish & cuttlefish attest, just about any fully aquatic animal (including mammals like dolphins & whales) was thought some sort of fish and attempts by zoologists to rectify things (such as suggesting the starfish should retroactively be named sea star) have made little impact.  The difficulty with such a project is that historically, some fish were also misleadingly named.  The name seahorse (also as sea horse & sea-horse) encompasses dozens of small fish in the genus Hippocampus, from the Ancient Greek hippókampos (ἱππόκαμπος), the construct being híppos (ἵππος) (horse) + kámpos (κάμπος) (sea monster or sea animal).  To be consistent, these engaging creatures would presumably have to be named horsefish (risking confusion with one of Donald Trump’s alleged former associates) or something else less appealing than seahorse and that’s unlikely to attract much support.

Fish was from the Middle English fisch, from Old English fisċ (fish), from the Proto-West Germanic fisk, from the Proto-Germanic fiskaz (fish) and was related to the West Frisian fisk, the Dutch vis, the German Fisch, the Danish, Norwegian & Swedish fisk and the Icelandic fiskur.  The word was linked with both the Latin piscis and the Old Irish īasc although the actual root remains unknown.  Some have constructed the primitive Indo-European roots pisk & peysk- because of evidence gleaned from the Italic, Celtic, and Germanic but it remains speculative and one etymologist maintains that (on phonetic grounds), it may be a north-western Europe substratum word .  The verb fish (to harvest creatures living in water) was from the Old English fiscian ("to try to catch fish) was cognate with the Old Norse fiska, the Old High German fiscon, the German fischen and the Gothic fiskon and was directly from the noun; the related forms were fished & fishing.

Lindsay Lohan with catch.  To avoid cancellation, she posted on Instagram: “Bonding with nature. I let my little friend swim away after.”

In astronomy and (the then respectable) astrology, the constellation Pisces was so described from the late-fourteenth century.  From the mid eighteenth century, “fish” (with modifiers) came to be applied to people in a usually derogatory sense, a shift from the earlier use when it had been positive in the sense of someone being a good (romantic) “catch”.  The original figurative sense was of a “fish out of water” (person in an unfamiliar and awkward situation (usually social)) recorded in the 1610s and in the same vein the phrase “a fisshe out of the see” was noted in the mid-fifteenth century.  To “drink like a fish” was from 1744 and was applied to those over-fond of strong drink while “having other fish to fry” (other things demanding more immediate attention) dates from the 1650s.  In optics, the fish-eye lens was first sold in 1961, fish-and-chips became a staple of English cuisine in the 1870s and fish-fingers were first sold (in frozen form) from 1962, the earlier fish-cake known since the 1910s and especially popular during wartime rationing.

The phrase “plenty more fish in the sea” was a re-assuring line for those whose love was unrequited and like “cold fish” & “queer fish” (both alluding to qualities detected in those with some degree of social ineptitude) was a coining from the early twentieth century.  Usually applied to other soldiers, “queer fish” was a favourite of Field Marshal Lord Alanbrooke (1883–1963; Chief of the Imperial General Staff (CIGS) 1941-1946), a perhaps unexpected choice for one of Britain’s more renowned ornithologists.  Why Sir Henry Channon (1897–1958) gained the nickname "Chips" is uncertain but it’s popularly attributed to a photograph taken of him standing on the stairs while at Oxford, next to a Mr Fysch.  Channon’s (almost) un-redacted diaries (1918-1957 (with gaps)), published in three volumes between 2021-2023 revealed him at his best and worst and are an indispensable companion while reading anything about mid-twentieth century British politics.

Memorable cars named after fish.

1964 Plymouth Barracuda (left), 1968 Plymouth Barracuda convertible (centre) and 1971 Plymouth Hemi ‘Cuda (right).

Introduced in 1964 17 days before the Ford Mustang, in the narrow technical sense the, Plymouth Barracuda was the first “pony car” but it didn’t capture the imagination or achieve anything like the Mustang’s success which is why the segment picked up an equine rather than an ichthyological nickname.  The early Barracuda (1964-1966) was created by grafting a fastback rear-end on to the compact Valiant and while ungainly when compared to the charismatic Mustang, is remembered for being fitted with what was at the time the largest (and heaviest) piece of rear glass ever to appear on an automobile.  The second series (1967-1969) featured Italianeque lines and deserved to be more successful but the pony car ecosystem had been become congested with Mercury, Chevrolet, Pontiac and even AMC also with purpose-built entrants so what was still a “modified Valiant” remained something of an also-ran although some truly awesome versions were built.  The third generation (1970-1974 and this time accompanied by the substantially similar Dodge Challenger) is by many regarded still as the best-looking of all the pony cars and was a curious mixture of sound basic engineering and penny-pinching although what accounted for its commercial failure was the conjunction of rising insurance rates, various government regulations and changing tastes.  Though its life was ended early in as sea of red ink, as a used car the rarest and most desirable of the third series Barracudas (actually sold as ‘Cudas) have sold at auction for several million dollars.

1963 Chevrolet Corvette Sting Ray coupe (left) and 1971 Chevrolet Corvette Stingray ZR2 convertible.

The Sting Ray name was introduced with the debut of the second generation (C2) Chevrolet Corvette in 1963, the first time a coupé was included as a companion to the convertible.  The 1963 coupé was notable for its “split” rear window, at the time a matter of controversy within the corporation and the “anti-split” faction prevailed because the idea lasted only the one season, a single piece of glass appearing for 1964.  The “splitists” did however, in a sense, have the last laugh because the 1963 coupés are now highly sought and command a premium, becoming one of the few exceptions to the “when the roof comes down the price goes up” rule, joining a handful of machines like the Mercedes-Benz 300 SL Gullwing, certain air-cooled Porsches and the MGA Twin-Cam.  The C2 Corvette lasted only four years and it would have been a season less had not problems with the aerodynamics of the C3 delayed its introduction and when the C3 appeared as a 1968 model, the bifurcated Sting Ray name was “corrected” to “Stingray”, the standard spelling in ichthyology for the various large, venomous rays, of the orders Rajiformes and Myliobatiformes.  The C3 Corvette had another connection with fish in that the styling closely followed the Mako Shark II concept car, displayed in the GM (General Motors) Futurama Pavilion at the 1964-1965 New York World's Fair.  The Stingray name continued to be applied until 1976, by which time the Corvette was a much-diminished machine (though remaining popular) and it wasn’t until the C7 appeared in 2014 it returned.

1970 Opel Manta with Mantafahrer and his blonde Friseurinnen-Freundin.

The first generation Opel Manta was built by GM’s European operation between 1970-1975 and used the highly profitable model applied to create machines like Ford’s Mustang and Capri (1968-1986): drape a sexy body over the platform of a more prosaic, mass-market family car.  The design was not ambitious and was at the time called “derivative” but it was well-executed and provided GM with an import of a desirable size to offer in the US market where it proved a success until the price was rendered uncompetitive by the strengthening of the Deutschmark against the US dollar after Washington DC’s various inflationary adventures in the 1960s, Richard Nixon’s (1913-1994; US president 1969-1974) sundering of the currency’s linkage with gold and the first oil shock on 1973; the Opel marquee was retired from the US market in 1975.  As a machine the Manta is something of a footnote in the history of German manufacturing but is remembered because of the Mantawitze (Manta jokes), all based on the character of the stereotypical Mantafahrer (Manta driver), said to be working class, poorly educated, unintelligent, macho and most interested in his football team, his Manta and his blonde girlfriend who is a hairdresser.  The idea was the Manta appealed to the Mantafahrer because it was “sporty” (albeit not especially fast) yet cheap enough to be afforded by those without the funds to buy a BMW or Porsche.  Interestingly, a similar profile may have been able to be attached to drivers of Ford Capris but there seems never to been a genre of “Capri humor”.

1970 Monteverdi Hai 450 SS.

When in 1970 the Swiss boutique manufacturer Monteverdi displayed the Hai (German for “shark”), one journalist acknowledged the stunning speed but noted the lack of practicality, storage space judged to be adequate for a “topless bikini” (a numokini or unikini in the modern parlance).  Peter Monteverdi (1934–1998) claimed the Hai was “a pre-production prototype” and listed it in his catalogue at a then hefty US$27,000 (more even than the coach-built two-door versions of the Rolls-Royce Silver Shadow and while they would have attracted a very different buyer-profile, the comparison was indicative of market relativities).  The consensus is Peter Monteverdi never intended series-production because the Hai was really just an impractical show-piece built to generate publicity (and in that it succeeded) though four eventually were made with only the first fitted with the charismatic 7.0 litre (426 cubic inch) Chrysler Street Hemi V8.  The other three, two of which were built shortly before Mr Monteverdi's death, used the less powerful but also less cantankerous 7.2 litre (440 cubic inch) unit.  As a footnote for trivia buffs, although it's accepted orthodoxy "the factory never installed air conditioning (A/C) in Street Hemi-equipped cars", Monteverdi did fit A/C to the first Hai so the true truism should read "No Chrysler factory ever..."

1965 Rambler Marlin (left), 1966 AMC Marlin (centre) and 1967 AMC Marlin (right).

Had one not had one’s blindfold removed before taking the wheel, one’s first experience of driving the 1965 Rambler Marlin would likely have been positive because the two-door (somewhere between what was in size (in US terms) between a “compact” and “intermediate”) was in most ways at least as good as the competition and superior in certain aspects, notably the build quality.  The critical issue with the Marlin was not the engineering on the on-road dynamics but the appearance, the fastback grafted onto a structure much larger than the two-seat coupés to which the lines are most suited.  The Marlin recalled the vaguely “humpbackish” look of the big fastback sedan of the 1940s and that was a trend which faded from use for a reason.  It was however practical in that it provided a way to combine a fastback with rear compartment with adequate headroom and even those not especially tall who sat in the back seat of the 1975 Chevrolet Monza can attest to what happens to one’s head in cars where style has been allowed to prevail.  What the Marlin’s designers did was the only way adequate headroom can be provided rear-seat passengers but, as the rather unhappy 2+2 version of the Jaguar E-Type illustrated, it does compromise the look.  In 1966 AMC (American Motors Corporation) ceased to use the “Rambler” name for the Marlin, part of the phase out of the marquee which would be retired from the US market by 1970 although it was retained in Australia until 1976 and Mexico until 1983.  The 1967 Marlin was released with the same styling motifs but used instead on AMC’s well-regarded, full-size platform and the consensus was it was better looking but the already modest sales dropped further and the model was dropped with year’s end and not replaced.

Stiletto

Stiletto (pronounced sti-let-oh)

(1) A small, slender knife or dagger-like weapon intended for stabbing; usually thick in proportion to its width.

(2) An archaic name for the rapier.

(3) A pointed instrument for making eyelet holes in needlework; a sharply pointed tool used to make holes in leather; also called an awl.

(4) A very high heel on a woman's shoe, tapering to a very narrow tip, also called the spike heel or stiletto heel.

(5) A beard trimmed to a pointed form.

(6) A style used in the fashioning of decorative fingernails.

1605–1615: From the Italian stiletto, a doublet of stylet, the construct being stil(o) (dagger or needle (from the Latin stilus (stake, pens))) + -etto (-ette) and from the Latin stilus came also stelo, an inherited doublet.  The etto- suffix was used to forms nouns from nouns, denoting a diminutive.  It was from the Late Latin -ittum, accusative singular of –ittus, and was the alterative suffix used to form melioratives, diminutives, and hypocoristics and existed variously in English & French as -et, in Italian as Italian -etto and in Portuguese & Spanish as -ito.  With an animate noun, -etto references as male, the coordinate female suffix being -etta, which is also used with inanimate nouns ending in -a.  It should not be confused with the homophonous suffix -eto.  Stilus was from the primitive Indo-European (s)teyg- (related to instīgō & instigare) and was cognate with the Ancient Greek στίζω (stízō) (to mark with a pointed instrument) and the Proto-Germanic stikaną (to stick, to stab).  Despite the similarity, there’s no relationship with the Ancient Greek στῦλος (stûlos) (a pillar).

Lindsay Lohan in Christian Louboutin Madame Butterfly black bow platform booties with six-inch (150 mm) stiletto heel.

A quasi-technical adoption in law-enforcement and judicial reports were the verb-forms stilettoed & stilettoing, referring to a stabbing or killing with a stiletto-like blade.  It was a popular description used by police when documenting the stabbing by wives of husbands or boyfriends with scissors or kitchen knives; use faded in the mid-twentieth century.  The idea of a long, slender beard trimmed into a pointed form being "a stiletto" popular in the sixteenth & seventeenth centuries but all such forms seem now to be referred to either as "a goatee" or "a Van Dyke".  The adjectival use can also sometimes need to be understood in the context of the phrase or sentence: "a stilettoed foot" can be either "the foot of someone wearing a shoe with a stiletto heel" or "a foot which has been stabbed with a long, thin blade.  Stiletto & stilettoing are nouns & verbs, stilettoed is a verb & adjective and stilettolike (also stiletto-like) is an adjective; the noun plural is either stilettos or stilettoes.

Of blades and heels

The stiletto design for small bladed weapons pre-dates not only modern metallurgy but antiquity itself.  The essence, a short, relatively thick blade, was technologically deterministic rather than aesthetic, most metals of the time not being as sturdy as those which came later.  Daggers were for millennia an essential weapon for personal protection but, particularly after developments in ballistics; they tended to evolve more for formal or ceremonial purposes.

The Schutzstaffel (SS) dagger model M1933 (often abbreviated to M33).

The M1933 was the standard issue to all SS members, the hilt either silver or nickel-plate while the grip was black wood.  Produced in large numbers, collectors are most attracted to the low-volume variations such as those without the manufacturer’s trade-mark or RZM control markings.  Most prized are the rare handful with a complete "Ernst Röhm inscription" which read In herzlicher freundschaft, Ernst Röhm (In heartfelt friendship, Ernst Röhm).  Given his his habits, enjoying Röhm's "friendship" would for a few have proved a double-edged sword.   Some 136,000 of the engraved SA daggers were produced, a further 9900-odd distributed to the SS.  After Röhm (1887–1934; chief of the Nazi Sturmabteilung (the stormtroopers (the SA)) was executed during the Nacht der langen Messer (Night of the Long Knives), also called Unternehmen Kolbri (Operation Hummingbird) in 1934, all holders of the Röhm Honour Dagger were ordered to have the inscription removed and most complied, the unmodified survivors thus highly collectable although in some countries, the very idea of trading Nazi memorabilia is becoming controversial.  As ceremonial devices, bladed weapons were a feature of the uniforms worn during the Third Reich (1933-1945) and they were issued to all branches of the Wehrmacht (the German armed forces) the police, the various paramilitaries, the diplomatic service as well as organizations as diverse as the railways, the fire services, the forestry service and the postal office.  In this they were continuing a long German tradition but the Nazis vision of a homogenous, obedient population included the notion that uniforms should be worn wherever possible and there is something in the cliché that (at least at the time), no German was ever as happy as when they were in uniform.

Although the term is used widely, in the narrow technical sense, not all slim, high heels are stilettos.  The classic stilettos were the extremely slender Italian originals produced between the 1930s and 1960s, the heels of which were no more than 5 mm (0.2 inch) in diameter for much of their length, flaring at the top only to the extent structurally required successfully to attach to the sole; the construction of solid steel or an alloy.  Many modern, mass-produced shoes sold as "stilettos" are made with a heel cast in a rigid plastic with an internal metal tube for reinforcement, a design not having the structural integrity to sustain the true stiletto shape.  However, English is democratic and in the context of footwear, "stiletto" now describes the visual style, regardless of the materials.

The lines of the classic black stiletto (top left) were long ago made perfect and can't be improved upon; such is the allure that many women are prepared to endure inconvenience, instability, discomfort and actual pain just to wear them.  They appeal too to designers and the style, the quintessential feminine footwear, has been mashed-up with sneakers, Crocs, work-boots, sandals and even a scuba-diver's flippers (though their natural environment was the catwalk).  Military camouflage is often seen, designers attracted by the ultimate juxtaposition of fashion and function.  The Giuseppe Zanotti Harmony Sandals (bottom row, second from right) were worn by Lindsay Lohan on The Masked Singer (2019).    

In the world of fingernail fashioning, there are stilettos and stilettos square.  A statement shape, something of a triumph of style over functionally, the stiletto gains its dramatic effect from long and slender lines and can be shaped with either fully-tapered or partially square sides.  They’re vulnerable to damage, breaking when subjected to even slight impacts and almost never possible with natural growth and realistically, pointed nails, certainly in their more extreme iterations (the stilettos, lipstick, mountain peaks, edges, arrow-heads, claws or talons), are more for short-term effect than anything permanent.  Best used with acrylics, the knife-like style can be a danger to the nail itself and any nearby skin or stockings.  Those contemplating intimacy with a women packing these should first ponder the implications (although the "Edge" looks more lethal).  True obsessives insist the stiletto styles should be worn only with matching heels and then only if the colors exactly match.

1964 Hillman Imp.

The Hillman Imp was a small economy car introduced in 1964.  It was the product of the Rootes Group which needed an entry in a market segment which had been re-defined by the British Motor Corporation’s (BMC) Mini (1959-2000) and although similar in size, the engineering was radically different: rather than the Mini's front-engine / front wheel drive (FWD) arrangement which became (and to this day remains) the template for the industry, the Imp was configured with a rear-engine and rear wheel drive (RWD), something which had for years been a feature of small Europeans cars but was in the throes of being abandoned.  It never achieved the commercial success of the BMC product although it continued in production after 1967 when the Rootes group was absorbed by Chrysler and, perhaps remarkably, it remained on the books until 1976.  In that time, it sold in not even 10% of the volume achieved by the Mini.

What “Sports Racing Closed” was and what “Sports Sedans” became.  Peter Brock (1945-2006), Austin A30-Holden, Hume Weir, 1968 (left) and Frank Gardner (1931-2009), Chevrolet Corvair, Oran Park, 1976 (right).  The A30 ran a six cylinder Holden engine and sat on a frame built from a Triumph Herald chassis, all these elements bought from wrecking yards.  With a Chevrolet V8, the Corvair was converted to a mid-engined configuration and underneath was essentially a Lola T332 Formula 5000 race car.  Almost unbeatable on the track (except in the wet), the Corvair was legislated out of the sport, the rule changes preventing such a machine for being fielded again.

In Australia, what became the “sports sedans” began in the mid-1960s as a distinctly amateur form of racing called “Sports Racing Closed” which was closer to Formula Libre than any of the rule-bound categories in the mainstream.  What rules there were initially demanded little more than the use of some sort of saloon car (loosely interpreted) with certain safety fittings such as a roll-cage but beyond that builders were limited only by their budget and imagination.  As a non-professional, semi-official category, budgets tended to be tight but deeply imaginations (along with wrecking yards) were mined to compensate, resulting in some occasionally bizarre but often intriguing machines.  A predictably popular theory was to find the smallest and lightest car and install the biggest, most powerful engine one could afford.  The “hot-rod” formula attracted many competitors and a dedicated following but the racing establishment looked (down) upon the Sports Racing Closed category disapprovingly and would liked it to have gone away but, fast and loud, the crowds loved it so race organizers were anxious to invite the little hot rods to compete, knowing they’d draw a large (paying) audience.  By 1969, things had developed to the point where rather than just stage stand-alone races, what was planned was the “Australian Sports Sedan Championship” but CAMS (the Confederation of Australian Motor Sport, then the sport’s national regulatory body) refused to grant these upstarts the dignity of a “championship” and would concede only that they may contest a “trophy”.  The dam had however been breached and from that beginning, the sports sedans entered the mainstream, becoming one of the most popular categories of the 1970s.

Harry Lefoe in Hillman Imp-Ford.  Still with small square flares, trying to find traction, Oran Park 1970 (left), be-winged in an attempt to stay on the track, Hume Weir, 1971 (centre) and in final (flared) form, Hume Weir 1974 (right).

That drew in television coverage, sponsorship and the involvement of factories, a new professionalism which doomed the era of hybrid machines built with parts salvaged from wrecking yards.  In the last days of amateurism however there were still a few old-school machines fielded and was wilder most.  The Hillman Imp did enjoy some success in competition, winning three successive British Saloon Car Championships between 1970-1972 (competing in Class A (under 1000 cm3)) but before that, the light weight and diminutive dimensions held great appeal for Australian earth-moving contractor Harry Lefoe (1936-2000) who had a spare 302 cubic inch (4.9 litre) Ford (Windsor) V8 sitting in his workshop.  By 1969 the Imp was a Chrysler product and the recently formed Australian Sports Sedan Association (ASSA) had published guidelines which included restricting engines to those from cars built by the manufacturer of the body-shell but because the Windsor V8 had earlier been used in the Sunbeam (a corporate companion to Hillman) Tiger (1964-1967) the mix qualified.  So the big lump of an iron V8 replaced the Imp's 875 cm³ (53 cubic inch) aluminium four and such was the difference in size that Lefoe insisted his Imp had become “mid-engined” although it seems not to have imparted the handling characteristics associated with the configuration, the stubby hybrid infamous for its tendency to travel sideways.  It was never especially successful but even more than most at the time it was loud, fast, spectacular and always a crowd favourite.  The prodigious power and short wheelbase made the thing “twitchy” and in an attempt to improve traction and keep the rear wheels in contact with the road Lefoe fitted an elevated wing in the style which had been briefly popular in Formula One and the Can Am until being banned following a number of accidents caused by component failure.  In Australia a similar ban was soon imposed so Lefoe’s only obvious path to grip was to fit wider tyres which necessitated the fashioning of enveloping flares.  The approach brought some success but it was the end of an era as the fields increasingly were filled by highly developed (and expensive) machines, created often with factory support and the use of chassis not far removed from open-wheel racing cars.  Lefoe’s Imp was most influential because the car which in the mid 1970s was the dominant sports sedan was a (much modified) Chevrolet Corvair, another rear-engine machine transformed into something mid-engined.  So dominant was it the rules were changed limiting how far an engine could be moved from the original location.

1970 Sunbeam Stiletto Sport.

Introduced in 1967, the Sunbeam Stiletto was a “badge-engineered” variant of the Imp (there were also Singers), the name an allusion to the larger Sunbeam Rapier (a stiletto a short blade, a rapier longer).  Badge engineering (a speciality of the British industry during the post-war years) was attractive for corporations because while it might increase unit production costs by 5-10%, the retail price could be up to 40% higher.  Very much a “parts-bin special” (although there was the odd unique touch such as the quad-headlamps and the much-admired dashboard), mostly it was a mash-up, the fastback bodywork already seen on the Imp Californian and some interior fittings and the more powerful twin carburettor engine shared with the Singer Chamois.  Curiously, some sites report the fastback lines proved less aerodynamically efficient than the Imp’s more upright original, the opposite of what was found by Ford in the US when the “formal roof” Galaxies proved too slow on the NASCAR ovals, a “semi-fastback” at essentially the same angle as the Stiletto proving the solution; the physics of aerodynamics can be counter-intuitive.  Stiletto production ceased in 1972 with the Sunbeam brand-name retired in 1976 although Chrysler used it as a model name until 1981.