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 1980s, 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 (the W196's redline was 9500 compared with the W125's 5800) 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 (on smooth racetracks and in the hands of skilled drivers, the swing axles at the back not the liability they might sound).  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 had 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 (5.2), 340 (5.5) & 360 (5.9) 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.  Still, "light" is a relative term and the LA series was notably larger and heavier than Ford's "Windsor" V8 (1961-2000) which was the exemplar of the "thin-wall" technique.  This was confirmed in 1967 when, after taking control of Rootes Group, Chrysler had intended to continue production of the Sunbeam Tiger, by then powered by the Ford Windsor 289 (4.7 litre) but with Chrysler’s 273 LA V8 substituted.  Unfortunately, while 4.7 Ford litres filled it to the brim, 4.4 Chrysler litres overflowed; the Windsor truly was compact.  Allowing it to remain in production until the stock of already purchased Ford engines had been exhausted, Chrysler instead changed the advertising from emphasizing the “…mighty Ford V8 power plant” to the vaguely ambiguous “…an American V-8 power train”.

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).  The unique appearance of the old nail still retains some appeal for the modern hot-rod community and they do sometimes appear, a welcome change from the more typical small-block Fords or Chevrolets.

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.

Afterburner

Afterburner (pronounced af-ter-bur-ner)

(1) In aviation, a device placed within, or attached to the exit of, a jet-engine exhaust pipe to produce afterburning.

(2) In engineering, a device in the exhaust system of an internal-combustion engine for removing or rendering harmless potentially dangerous components in the exhaust gases.

1948: A compound word, the construct being after + burn +-er.  The verb after developed from its use as an adverb and preposition, from the Middle English after-, efter- & æfter-, from the Old English æfter- (after, behind, against; later in time; in pursuit, following with intent to overtake), the idea being off + -ter (a comparative suffix), the original formation meant "more away, farther off”.  It was cognate with the Scots efter-, the Old Frisian & West Frisian efter-, the Dutch achter-, the German after-, the Swedish efter, the Old Norse eptir, the Old High German aftar, the Gothic aftra (behind), the Greek apotero (farther off) and the Old Persian apataram (further).  From circa 1300 it assumed the meaning "in imitation of; in the style of" while, as a conjunction in the sense of "subsequent to the time that" the use was inherited from the late Old English.  The phrase “after hours” (hours after regular working hours) dates from 1814 although the exact purpose has always proved elusive but it’s assumed by most to relate to retail commerce rather than terms of employment.  Afterwit was from circa 1500 and deconstructs literally as "wisdom that comes too late" but is familiar feeling of one for whom a perfect piece of repartee comes to mind only after the moment has passed; it’s perhaps surprising afterwit didn’t endure in the language.  The phrase “after you” an element in etiquette meaning “yielding precedence to another” dates from 1650.

Burn was from the Middle English bernen & birnen, from the Old English birnan (to burn), a metathesis from the Proto-West Germanic brinnan, from the Proto-Germanic brinnaną (to burn), from the primitive Indo-European bhrenw- and related to the Middle Irish brennim (drink up) & bruinnim (bubble up), the present stem from bhrewh- & bhru- (linked to the Middle Irish bréo (flame), the Albanian burth, the Cyclamen hederifolium (mouth burning) and the Sanskrit भुरति (bhurati) (moves quickly, twitches, fidgets).  The verb was from the early twelfth century brennen (be on fire, be consumed by fire; be inflamed with passion or desire, be ardent; destroy (something) with fire, expose to the action of fire, roast, broil, toast; burn (something) in cooking) which when applied to objects imparted the sense of “to shine, glitter, sparkle, glow like fire”, the form from both the Old Norse brenna (to burn, light) an two originally distinct Old English verbs: the transitive bærnan (to kindle) and the intransitive beornan (be on fire).  All of these were from the Proto-Germanic brennanan (causative brannjanan), source also of the Middle Dutch bernen, the Dutch branden, the Old High German brinnan, the German brennen, the Gothic brannjan (to set on fire); the ultimate etymology uncertain.  The noun burn dates from circa 1300 in the sense of "act or operation of burning” and was from the Old English bryne, the etymology identical to the verb and prior to the mid-sixteenth century, the usual spelling was brenne.

The Figurative use of burn (of passion, conflict etc.) was in Old English and survives to this day while the literal sense of "be hot, radiate heat" was from the later thirteenth century, the meaning "produce a burning sensation, sting" from a hundred years later.  A further figurative sense, that of "being cheated, swindled or victimized" emerged in the 1650s on the notion that whatever one lost “may as well have been burned”.  The slang use of burned from the late eighteenth century meaning "infected with venereal disease" referred to the sensation which was one of the symptoms.  To “burn one's bridges (behind one)” meant "behave so as to destroy any chance of returning to a status quo" and was used in the late nineteenth century, perhaps because of some of the reckless cavalry operations documented during the US Civil War although it’s a variation on the “burn the boats” (so one’s soldiers have no alternative but to fight, there being no chance of escape) approach known since Antiquity.  To have money “burn a hole in (one's) pocket” was a critique from the 1850s of those with an irresistible propensity to spend whatever money was in one’s possession; the modern expression of economists is of “expenditure rising to meet income”.  The meaning "mark or injury made by burning" is from 1520s while “slow burn” dates from 1938 and refers to a technique in acting.

The –er suffix was from the Middle English –er & -ere, from the Old English -ere, from the Proto-Germanic -ārijaz, thought usually to have been borrowed from Latin –ārius and reinforced by the synonymous but unrelated Old French –or & -eor (the Anglo-Norman variant was -our), from the Latin -(ā)tor, from the primitive Indo-European -tōr.  The –er suffix was added to verbs to create a person or thing that does an action indicated by the root verb; used to form an agent noun.  If added to a noun it usually denoted an occupation.

The afterburner

Attracted by theoretical work which hinted at improved thrust, Rolls-Royce began ground tests on one of their early jet engines in 1944 although the war ended before the technology was ready for production.  By the early 1950s, most advanced jet fighters had adopted afterburners and they continue generally to be used mostly in military aircraft although a few civilian applications have existed including the now defunct Tupolev Tu-144 and Concorde.

An afterburner’s purpose is to provide an increase in thrust, usually for supersonic flight, takeoff and in combat. Afterburning is achieved by injecting additional fuel downstream of the turbine and produces significantly increased thrust; the trade-off being very high fuel consumption and inefficiency, though this is considered acceptable for the short periods during which it is usually used.  The quantum of a jet-engine’s thrust is determined by the general principle of mass flow rate and thrust depends on two things: the velocity of the exhaust gas and the mass of that gas. A jet engine can produce more thrust by either accelerating the gas to a higher velocity or by having a greater mass of gas exit the engine.  Designing a basic turbojet engine around the second principle produces the turbofan engine, which creates slower gas but more of it. Turbofans are highly fuel efficient and can deliver high thrust for long periods, but the design trade-off is a large size relative to the power output. To generate increased power with a more compact engine for short periods, an engine requires an afterburner. The afterburner increases thrust primarily by accelerating the exhaust gas to a higher velocity.

Lockheed SR-71 Blackbird afterburning for additional thrust during take-off (left) and Royal Australian Air Force (RAAF) General Dynamics F-111 Aardvark performing a dump-and-burn (right).

What many people think of as afterburners are actually displays of dump-and-burn at air shows, a procedure where dumped fuel is intentionally ignited using the plane's afterburner. A spectacular flame combined with high speed makes this an interesting sight but it’s just for entertainment.  Fuel dumping is used to reduce the mass of an aircraft about to undertake emergency landings and thus, for other than for safety reasons, dump and burn has no practical use.  In the slang of pilots who flew the early generation of fighters with afterburners the phrase was "lit up the burners" while the dump and burn is also called a "torching" or a "zippo".

Lighting up the burners: Lindsay Lohan in The Canyons (2013).

Valkyrie

Valkyrie (pronounced val-keer-ee, val-kahy-ree, vahl-kerr-ee or val-kuh-ree)

(1) Any of the twelve beautiful war-maidens attendant upon Odin who rode over battlefields, gathering the souls of slain warriors chosen by Odin or Tyr and taking them to Valhalla, there to wait upon them.

(2) Code name for the civil-military conspiracy against the Nazi German government, culminating in the attempt coup d'état of 20 July 1944 during which an attempt was made to assassinate Adolf Hitler (1889-1945; German head of government 1933-1945 & head of state 1934-1945).

(3) A frequently used name for high performance machinery (eg Aston Martin Valkyrie, North American XB70 Valkyrie).

1768: From the Old Norse valkyrja (literally "chooser of the slain") and cognate with the Old English wælcyrie (witch).  The construct was valr (those who fell battle, slaughter (and cognate with Old English wæl)) + kyrja (chooser (and cognate with Old English cyrie)).  Kyrja was from the ablaut root of kjosa (to choose), from the Proto-Germanic keusan, from the primitive Indo-European root geus- (to taste; to choose).  The Old English form wælcyrie, strangely was less prevalent in Anglo-Saxon tales than in Scandinavian myths although linguistic anthropologists have suggested this may be a consequence of the better preservation of old texts.  Köri was an alternative Norse form of kyrjam, from the ablaut root of kjosa, from the Proto-Germanic keusan, the earlier form of which was geus (to taste; to choose) from which English ultimately gained gusto.  Richard Wagner's (1813–1883) modern German Walküre was directly from the Norse while the word was first noted in English as a proper noun (valkyries) in the 1770s and as a common noun (valkyries) since the 1880s. Valkyrie is a noun & valkyrian is an adjective; the noun plural is valkyries.

Rides of some Valkries

Valkyries Riding into Battle (1838) by Johan Gustaf Sandberg (1782–1854).

The Valkyries now get quite good press but in heathen times they were thought rather more sinister.  The literal translation of their name (choosers of the slain), referred to them choosing who gains admittance to Valhalla, the Norse resting place of fallen warriors, but in some tellings of the myth they decided also who died in battle and used their malicious magic to ensure their preferences were brought to fruition.  The tales of them writing their ledger of death are recounted in Edda, (an Old Norse term that refers to the collective of two Medieval Icelandic literary works: the Prose Edda and an older collection of poems now known as the Poetic Edda.  Assembled in Ireland during the thirteenth century and written in Icelandic, they comprise material reaching back to the Vikings and are the main sources of medieval skaldic tradition in Iceland and Norse mythology), their most gruesome side illustrated vividly in the Darraðarljóð, a poem contained within Njal’s Saga.  In the saga are depicted a dozen Valkyries prior to the Battle of Clontarf, sitting at a loom and weaving the tragic fate of the warriors using intestines for their thread, severed heads for weights, and swords and arrows for beaters, all the while chanting their intentions with ominous delight.  That might delight some radical feminists but part of the myths is also that having carried the fallen to Valhalla, there the twelve beauties waited upon them hand and foot, attending to their every whim.  Readers have always been able to take from mythology what they will.  The artists of the nineteenth century however were always evocatively romantic when depicting the Valkyries, perhaps recalling the  Nietzschean visions in the thirteenth century Norse Saga of the Volsungs in which beholding a Valkyrie is compared with staring into a flame.

Valkyrie and a Dying Hero (circa 1877) by Hans Makart (1840-1884).

The imagery exists also in the folklore of other Germanic peoples.  In the Anglo-Saxon tradition, the valkyries (wælcyrie in the Old English) were female spirits of carnage and the Celts, with whom the Norse and other Germanic peoples associated for centuries, had in their mythology similar beings such as the war goddesses Badb and the Morrígan.  Whether in their loving or bloodthirsty modalities, the valkyries are part of the complex of shamanism that permeates pre-Christian Germanic religion. Much like the ravens Hugin and Munin, they’re projections of parts of Odin, semi-distinct entities part of his larger being.

Hitler’s other Valkyrie

Unity Valkyrie Mitford (1914–1948) was one six daughters of a right-wing father from the English aristocracy, five of whom, had they lived in the modern era would have been among the most prolific on social media and staples of celebrity gossip sites; they were “content providers” and “click bait” before their time.  Diana (1910–2003) became the wife of Sir Oswald Mosley (1896–1980), founder and leader of the British Union of Fascists and the mother of Max Mosley (1940–2021; president of the Fédération Internationale de l'Automobile (FIA) 1993-2009); on the day she died she was the last person alive to have known both Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945) and Winston Churchill (1875-1965; UK prime-minister 1940-1945 & 1951-1955).  Jessica (1917-1996) became a communist, Nancy (1904-1973 an author of note and Deborah (1920–2014) ended her life as Dowager Duchess of Devonshire.  Only Pamela (1907-1994) enjoyed what might be thought a “normal” rural life.  The only brother (Tom, 1909-1945) was killed while on active service with the British Army in Burma, one of several theatres in which he fought, declining to take up arms against Nazi Germany, his choice of deployment the sort of indulgence the establishment were extended.

Adolf Hitler & Unity Mitford taking tea during the annual Wagner Festival, Bayreuth, Germany, July 1936.

Unity became besotted with admiration for Hitler and although various theories have been offered to account for the attraction which seems to date from her attendance at the 1933 Nuremburg Rally, there’s no doubt about her methods.  While the legend was that after taking up residence in Munich in 1934, she stalked him, making her presence known at the restaurants & cafés where he was a habitué until she gained an invitation to his table, she was a socialite who knew how the system worked and actually gained a meeting by more traditional “networking”.  Hitler was intrigued, not only by her obvious personal (the depth of her political knowledge is contested) devotion but also her family’s historic connections with notable figures of importance in German culture including the composer Richard Wagner (1813–1883) and the proto-Nazi author Houston Stewart Chamberlain (1855–1927).  Telling one confidant that being next to Hitler was “like sitting next to the sun”, she became part of the court circle which surrounded Hitler where the Wagnerian touch of her middle name gained her the nickname “the Valkyrie” and some historians have speculated the second (and rather-half-hearted) of Eva Braun’s (1912–1945) two suicide attempts during the 1930s was at least partially motivated by her jealousy of Unity.

Perhaps already mentally unstable, Unity was distraught at the thought of Britain and Germany being at war and on 3 September 1939 (the day the British declaration of war was delivered), shot herself in the head.  She joined the surprisingly long list of those who survived such an act although, badly injured, she was never again the same; repatriated to the UK via Switzerland, she died in 1948 from complications related to the bullet which remained lodged in her brain.  Even in the 1940s conspiracy theories were a thing and there were several about the already strange tale of Unity Mitford, something encouraged by veil of secrecy her family draped around her.  The most bizarre was that shortly after returning to England she was admitted to a private maternity hospital in Oxford where she gave birth to Hitler’s child.  The origin of the claim was said to have been the sister of the hospital’s former manager who passed it on to her daughter, the niece revealing it some years later.  Unfortunately, it appears the hospital “neglected to register” babies born during the war, something quite unusual and another element onto which the conspiracy theorists latched.  Historians have dismissed the possibility Hitler had a child.

North American XB-70 Valkyrie.

Even while the Boeing B-52 Stratofortress (1952-1962) was in still in production, the Pentagon was planning its successor.  The North American XB-70 Valkyrie was nuclear-armed, long-range, deep-penetration strategic bomber, capable of cruising at Mach 3+ (circa 2000 mph (3,200 km/h)) at an altitude of 70,000 feet (circa 24 km), performance which would have rendered it close to invulnerable to both ground-based anti-aircraft fire and short-range fighter interceptors.  However, by the late 1950s, while the XB-70 was still in the prototype stage, the introduction of surface-to-air missiles put this near-invulnerability in doubt and this, coupled with the advent of intercontinental ballistic missiles (ICBMs) meant the brief era of dominance by the big strategic bomber was over although the platforms, re-purposed, remain in use to this day.  In 1961, after two Valkyries had been built (one of which was lost in an accident), the project was cancelled, viewed as a flying dreadnought overtaken by technology.  President Dwight Eisenhower (1890-1969; US president 1953-1961), a practical military man who had over the decades seen many weapons rendered obsolete by advances in technology, thought the Valkyrie was like "bows and arrows in the gunpowder age".  The end of the dominance of the big strategic bomber had earlier been predicted by the man who more than any remains associated with the once often-expressed advocacy of the platform which alone could win wars: Marshal of the Royal Air Force Sir Arthur "Bomber" Harris (1892–1984; head of RAF Bomber Command 1942-1945) noted during World War II (1939-1945) the "...day of the heavy bomber will pass as it did for the cavalry charge and soon will for the battleship".  The admirals weren't best pleased to hear that but he was right although, seventy-odd years on, the B-52, much updated, remains in service but it has been re-purposed, no longer envisaged as something to fly over Russian or Chinese targets, dropping gravity bombs.     

North American XB-70 Valkyrie Specifications

Length: 189 ft 0 in (57.6 m)

Wingspan: 105 ft 0 in (32 m)

Height: 30 ft 0 in (9.1 m)

Wing area: 6,297 ft2 (585 m2)

Airfoil: Hexagonal; 0.30 Hex modified root, 0.70 Hex modified tip

Empty weight: 253,600 lb (115,030 kg; operating empty weight)

Loaded weight: 534,700 lb (242,500 kg)

Take-off weight: 542,000 lb (246,000 kg)

Fuel capacity: 300,000 pounds (140,000 kg) or 46,745 US gallons (177,000 L)

Powerplant: 6 × General Electric YJ93-GE-3 afterburning turbojets

Dry thrust: 19,900 lbf (84 kN) each

With afterburner: 28,800 lbf (128 kN) each

North American XB-70 Valkyrie Performance

Maximum speed: Mach 3.1 (2,056 mph (3,309 km/h))

Cruise speed: Mach 3.0 (2,000 mph (3,200 km/h))

Range: 3,725 nautical miles (4,288 mi (6,901 km)) on combat mission

Service ceiling: 77,350 ft (23,600 m)

Wing loading: 84.93 lb/ft2 (414.7 kg/m2)

Lift-to-drag: About 6 at Mach 2[116]

Thrust/weight: 0.314

End of an era: The Aston Martin Valkyrie

The days of such things may be numbered but the manufacturers of petrol-fueled hypercars are hastening, while they still can, to offer the rich a way amusingly (and given the aftermarket, often profitably) to spend the quantitatively-eased cash governments have given them this past decade.  In August 2021, Aston Martin unveiled the Valkyrie Spider, an open-roof version of the Formula One-inspired hybrid hypercar, the coupés produced in 2022, the Spiders the following year.  Revealed at the Pebble Beach Concours d’Elegance in California, the Valkyrie Spider differs from the coupé in having a removable carbon-fibre roof panel, two hinged polycarbonate side windows and front-hinged dihedral doors rather than the closed version’s gull-wings.

The powertrain of both is essentially the same, combining a 6.5 litre (397 cubic inch), Cosworth-designed, naturally-aspirated V12 and a single electric motor for a total output of 1160 bhp (865 kW) in the coupé and 20 bhp (15 kW) less in the spider, Aston Martin not commenting on the difference.  Drive is to the rear wheels through what’s described as a seven-speed “automated manual” transmission and though the coupé is slightly lighter, performance for both is said to be similar with a 0-60 mph (100 km) time around 2.5 seconds and a top speed around 217 mph (350 km/h) although it’s noted removing the roof sacrifices about 12 mph (20 km/h).  Eighty-five Valkyrie Spiders will be built, these in addition to one-hundred and fifty coupés and twenty-five race-track only specials and while pricing hasn’t been announced, leaks from the factory suggest something over US$3 million.  Interest is said to be strong although the loss of the lucrative Russian market presumably saw some adjustments in national allocations.  On the car's webpage, the factory summed up its estimate of the performance by concluding "Any faster and it would fly."

Less is more: Underside of the Aston Martin Valkyrie. 

Actually, even were it able to go faster it still might not leave the ground.  While the aerodynamic techniques visible in the bodywork are orthodox by contemporary standards, the Valkyrie also generates much "virtual downforce" by the sculpturing of the underside, significant parts of which are effectively "hollow", the channels using the fluid dynamics of the air-flow to "suck the car to the ground".  The technique has been used for decades but the Valkyrie is the most extreme implementation yet seen on a road car.