Centaur

Centaur (pronounced sen-tawr)

(1) In classical mythology, one of a race of monsters having the head, trunk, and arms of a man, and the body and legs of a horse (modern depictions in the age of the internet seem to prefer the upper body of a woman).  The synonym is hippocentaur.

(2) In astronomy, the constellation Centaurus (initial capital letter).

(3) In astronomy, any of a group of icy bodies with the characteristics of both asteroids and comets, orbiting the Sun in elliptical paths, mostly in the region between Saturn & Neptune.

(4) In modern slang, a skillful (male or female) rider of a horse.

(5) In rocketry, a US-designed and built upper-stage (with re-startable liquid-propellant engine), used with an Atlas or Titan booster to launch satellites and probes.

(6) In chess, team comprising a human player and a computer.

(7) By extension, in AI (artificial intelligence), a human and some form or AI, working together.

1325–1375: From the Middle English, from the Old English, from the Latin centaurus, from the Ancient Greek, from Κένταυρος (Kéntauros), thought to mean “a member of a savage race from Thessaly” although some etymologists are sceptical.  Historically, Thessaly was known as Αἰολία (Aiolía (Aeolia in modern use)) and that’s how it was referred to in the Odyssey (Homer’s epic poem from the eighth or seventh century BC); the gentlemen in Athens were quick to describe those from elsewhere as savages or barbarians, .  The half-human, half horse Centaur from Greek mythology belongs in the class of mixtumque genus, prolesque biformis (a mixed or blended race, offspring of two forms), the phrase made famous when it appeared in the Roman poet Virgil’s (Publius Vergilius Maro (70–19 BC)) Aeneid (29-19 BC) description of the Minotaur, the mythical creature with the head of a bull atop a human body.  The most common use of the adjective centauric was a reference to the mythological creatures (resembling or of the nature of a centaur) but in the sometimes weird world of spiritualism it was defined as "characterized by an integration of mind and body for consciousness above the ego-self" (whatever that means).  When the adjective is used in SF (SciFi or science fiction) it's with an intital capital if referring to the residents or natives of the constellation Centaurus.  The case difference matters because there no reason why in SF half human, half-horse beasts can't be part of the ecosystem in Centaurus and they would have to be described as Centauric centaurs.  In fantasy fiction, a centauress was a female centaur (a she-centaur) and the term centaurette has also been used; it does not (as the -ette prefix might be thought to imply) mean a “a small centaur”).  Presumably, a centauress, while possessing the secondary sex characteristics of a human female could, anatomically, in the hind quarters either colt, stallion, filly or mare so it could be helpful if authors differentiated centauress & centaurette thus.  Centaur & centaurdom are nouns, centaurian is a noun & adjective and centauresque, centaurial & centauric are adjectives; the noun plural is centaurs.

In the sky

Judy Volker’s annotation of Sea & Sky’s sky-chart of the Centaurus constellation.

Centaurus is one of two constellations said to represent Centaurs and is associated primarily with Chiron (Cheiron), a wise, immortal being who was king of the Centaurs and said to be a scholar & prophet skilled in the healing arts.  In some of the myths, from his cave on Mount Pelion, he is said to have raised, tutored, or counselled several figures prominent in Greek mythology, including Jason, Heracles and Asclepius.  Of Chiron's association with the constellation, there are several tales.  In one legend, Chiron was the first to identify the constellations and teach them to mortal humans, placing an image of himself in the sky to help guide Jason on his quest for the Golden Fleece.  A different story has Chiron placed in the sky by Zeus and of this telling there are variants but the most common element is Chiron being accidentally wounded by a poisoned arrow and giving up his immortality as a way to escape the never-ending pain.  A twist on this has Chiron simply bored with life and wanting it to be over and this came to the attention of Prometheus, the Titan undergoing permanent torture for stealing fire from the gods to give to humans.  For Prometheus to be released from his torture, an immortal had to volunteer to renounce eternal life and go to Tartarus in his place.  Someone (Zeus, Heracles, or Chiron himself depending on the author) suggested Chiron's offer be used to release Prometheus and for this Zeus honored Chiron with his place in the sky.  There’s even a tale in which the constellation represents the Centaur Pholus, honoured thus by Zeus for his skill in prophecy.

Centaurus, copperplate engraving by Polish astronomer Johannes Hevelius (1611–1687) from Firmamentum Sobiescianum sive Uranographia (1687), his atlas of constellations.

In English, the southern constellation of Centaurus has been so described since the 1550s but was known by that name to the Romans (to the Greeks it was Centaur).  The ninth largest constellation, visible in the far southern sky in the months around March, since classical times, it has been confused with Sagittarius.  In astronomy, a centaur is a small, icy celestial body orbiting the Sun in an in elliptical paths, most tracking between Jupiter and Neptune, the name gained from them typically having the characteristics of both asteroids and comets, that dual-nature the link with the half-human, half-horse from mythology.  Centaurs are considered transitional objects that may originally have been KBOs (Kuiper Belt Object) and often have unstable orbits due to gravitational interactions with the giant planets.  Orbiting mostly between 5.5-30 AU (an “astronomical unit”, the average distance between the Earth and Sun (about 150 million km (93 million miles)) from the sun, such is the gravitational effect of the big planets that most centaurs (which range in diameter between 100-400 km (60-250 miles) are expected over millennia to be sent into the inner solar system or even ejected into interstellar space.  Astronomers first became aware of the objects in 1977 with the discovery of Chiron but the technology of the time didn’t permit the structure fully to be understood and the body was thus initially classified both as a comet (95P/Chiron) and minor planet.  It was improvements in observational hardware which demonstrated that while appearing as asteroids, when closer to the sun the comet-like behavior of developing a coma or tail will manifest.  The largest known centaur is 10199/Chariklo.  Listed as a minor planet, it orbits the Sun between Saturn and Uranus and in 2014 it was announced it possessed two rings (nicknamed Oiapoque and Chuí after the rivers that define Brazil's borders), the existence confirmed by observing a stellar occultation.  One implication of the rings is it's likely it also has at least one shepherd moon and infrared images indicate the Chariklo is named after the nymph Chariclo (Χαρικλώ), the wife of Chiron and the daughter of Apollo.

On four hooves

Front (left) and rear (right) of the gatefold cover of the album Ride a Rock Horse (1975) by The Who's lead singer Roger Daltrey (b 1944).  The artwork was the work of his cousin Graham Hughes who produced a number of album covers during the 1970s.  Until the early 1980s when the CD (compact disc) reduced the size of packaging, the album cover was the most distributed form of pop-art. 

Things rarely were consistent in the evolution of the myths from Antiquity and the mythical centaurs were described variously as being wholly equine from (human) torso down or with the from parts of the legs also human, the latter a popular depiction during the Medieval period while in Classical era, they had four horses' hooves and two human arms.  Living on raw flesh and inhabiting mountains and forests, they were descended either from Centaurus (the son of Apollo & Stilbe) or of Ixion & Nephele although the Centaurs Chiron and Pholus were of a different descent lineage: Chiron was the son of Philyra & Cronus while Pholus was fathered by Silenus and born of an unnamed Nymph; what distinguished that pair was that unlike the other herds, they were hospitable and non-violent.  The cooking of food being a marker of civilization, it was recorded that when Heracles was hunting the Erymanthian boar, he visited Pholus who received him hospitably, giving him cooked meat whereas Pholus himself ate exclusively raw food.

When Heracles asked for wine, Pholus told him that there was only one jar, which either belonged communally to the Centaurs or had been a gift from Dionysus who had told them to open it only if Heracles should be their guest.  Telling his host not to be afraid, Pholus broke the seal but when the Centaurs smelled the wine they galloped from the mountains, armed with rocks, fir trees and torches to attack the cave.  The first two Centaurs to attack were Anchius and Agrius (killed by Heracles) but Pholus was killed in the aftermath of the fight: while burying a fallen Centaur he drew one of Heracles' poisoned arrows from a wound but it fell from his grasp, piercing his leg and almost instantly he died.  Heracles drove off the remaining Centaurs and pursued them to Cape Malea where they took refuge with Chiron.  In the ensuing battle Heracles shot Elatus in the elbow, but Chiron either dropped one of Heracles' arrows on his foot or was shot in the knee by Heracles.  The wounds of Heracles' arrows could not be healed and the immortal Chiron begged the gods to make him mortal.  It was Prometheus agreed to take on his immortality, and Chiron died, leaving most of the Centaurs to take refuge in Eleusis.  Their mother (Nephele) aided them by summoning a rain storm but that didn’t deter Heracles who slaughtered a dozen including Daphnis, Argeius, Amphion, Hippotion, Oreius, Ispoples, Melanchaetes, Thereus, Doupon, Phrixus & Homadus.

Wedding reception gone bad: Rape of Hippodamia (The Lapiths and the Centaurs) (1636-1637), oil on canvas by Peter Paul Rubens (1577-1640), Museo Nacional del Prado, Madrid, Spain.  The painting was one of a large cycle of mythologies by Rubens for the Torre de la Parada, Philip IV's (1605–1665; King of Spain 1621-1665 and (as Philip III) King of Portugal 1621-1640) newly built hunting lodge on the outskirts of Madrid.  One of Rubens’ oil sketches for the work is on display at Musees Royaux des Beaux-Arts de Belgique in Brussels, Belgium and is of interest to art students and critics because of the detail differences in the final composition.  On the basis of content shared on the internet, wedding receptions these days are sometimes torrid affairs. 

Lindsay Lohan AI generated as a centaur by EnjoyLingerie on DeviantArt.

The Centaurs also fought a legendary battle against the Lapiths (a Thessalian people who originally inhabited Pindus, Pelion and Ossa; they drove out the native people, the Pelasgians).  Pirithous invited the Centaurs (who regarded themselves as his parents) to his wedding feast and it went well until, unaccustomed to the effects of wine, the Centaurs became drunk and one of them tried to rape (in the classical sense of "abduction") Deidamia (Pirithous' bride and more commonly known as Hippodamia), resulting in a violent brawl which ended with the Lapiths driving the Centaurs out of Thessaly after killing many.  Containing so many wonderful subjects (Centaurs, a feast, a rape scene, a brawl), the disrupted wedding reception (which came to be known as “the Centauromachy”) for centuries drew artists to the theme.  In Antiquity, the Centaurs got a bad press because they appear in so many legends involving rape, abductions and violence.  In many ways the myths can be deconstructed as violent soap operas with an undercurrent of licentiousness, typified by the tales of Eurytion attempting to rape Hippolyta or Mnesimache, the daughter of Dexamenus.  In one version Dexamenus had betrothed his daughter to Azan (an Arcadian) and Eurytion (again as a guest at the wedding feast) attempted a kidnapping but she was saved by the hero Heracles arrived in time to kill him, returning bride safely to groom.  Most scribes were members of the Heracles admiration society and there also the story of how Heracles, on his way to Augias, seduced the girl, promising to marry her upon his return.  While he was away, forcibly she was betrothed to Eurytion but just as the wedding ceremony was about to begin, Heracles stormed in, killed the Centaur and had himself declared her husband.

Cupid and Centaur (1992), photograph by US photographer Joel-Peter Witkin (b 1939).

Based in Albuquerque, New Mexico, recurring themes in Mr Witkin’s work includes death and corpses (or dismembered body-parts), often artfully arranged for staged photo-shoots, his subjects including dwarfs, transgender and intersex persons.  As might be imagined, his images sometimes attracted controversy although some in the disabled community did praise his depictions of those living with a range of physical features not often documented in art.  Witkin claims his elaborate creations are not at all exploitative and are intended to “honor and elevate” those often neglected and “hidden from view”, rarely presented in an artistic context, motifs sometime drawn from paintings in both the sacred and secular traditions.  In an interview, Mr Witkin recalled his interest in what would many would think macabre was trigged when, as a child, he saw the decapitated head of a young girl killed in an automobile accident.

On four wheels

1976 Chrysler Centura GL.  Despite the visual resemblance, the (optional) styled steel wheels were unrelated to those used on Oldsmobiles between 1966-1987.

Whatever processes led to Chrysler Australia adopting the name “Centura” for their local version of the European Chrysler 180 (1970-1982) may still exist in the corporation’s archives but it seems the details have never been published though it can be assumed it was not an Anglicized adaptation of the Romanian centură (belt, girdle).  In Latin centum meant "one hundred" and the term centuria referred to (1) a unit of the Roman army, nominally consisting of 100 soldiers (historians suggest in practice the establishments varied between 60-160) and headed by a centurion, (2) in real estate a unit of area, equal to 100 heredia or 200 iugera (circa 125 acres (50  hectares)), (3) a group of citizens eligible to vote, the system apparently one of the reforms introduced by Servius Tullius (king of Rome 578-535 BC) and based on the ownership of land, one of the many systems which, over millennia, have codified a relationship between ownership of property (usually land) with a right to in some way participate in the polity (usually by voting) and (4) figuratively or literally, things in some way related to "100".  In modern Romance languages, things of course evolved: the Romanian centura (belt or girdle) was from the French ceinture (belt), from the Latin cinctura (girdle, belt), thus by extension used also to refer to the to beltways (ring roads) around cities.  In Spanish & Portuguese, the related cintura (waist; belt) is from the same Latin root cingere (to gird; surround).

The name of the short-lived Chrysler Centura (1975-1978) may have been an allusion to the Centaurs of myth because, like them it had a dual nature, combining the platform of a European four-cylinder with a much more powerful (and heavier) Australian built six.  That had been a concept Holden (GM's (General Motors) Australian outpost) in 1969 introduced when they installed their six-cylinder engine in a modified Vauxhall Viva and called it the Torana.  It proved a great success and Ford Australia in 1972 responded by fitting still larger displacement sixes to the Cortina which, being longer than the Viva, didn’t need the four inch (100 mm) stretch of the wheelbase required for things (tightly) to fit in the Torana.  Given the way local journalists would within a few years decry the inherently unbalanced Cortina six, it is remarkable how well the press received the thing upon debut.

1975 Chrysler Centura brochure shot (GL left; XL right).

Had the Centura been released in 1973 as planned, it might have found success but the timing was unfortunate, the decision by the French government of Georges Pompidou (1911–1974; President of France 1969-1974) to conduct tests of nuclear weapons in its South Pacific territories, prompting the leadership of Australian trade unions to blacklist French goods arriving in ports (Australian trade unions in those days running an independent foreign policy and the ACTU (Australian Council of Trade Unions) a kind of co-government).  As a consequence, it wasn’t until 1975 the Centura arrived in showrooms and by then the market had moved on, competition rather more intense.  Although the Centura offered class-leading performance (indeed, in a straight line it was quicker than many V8s) by virtue of its optional 4.0 litre (245 cubic inch) straight-six (even the 215 (3.5) version could run with the 4.1 (250) Cortinas), increasingly buyers were more tempted by the equipment levels and perceptions (sometimes true) of superior build quality and economy of operation offered by vehicles with origins in the Far East.  As it was, Chrysler in 1976 began local production of the Japanese Mitsubishi Sigma and it proved a great success, even without the six cylinder engine once thought such a selling point.  Tellingly, although a prototype Centura with a 5.2 (318) V8 was built, the project rapidly was abandoned.  Officially, the explanation was the body lacked the structural rigidity to handle the additional torque, the same reason Ford never contemplated their V8 Cortina entering production; engineers familiar with the structures of both platforms agree that was true of the Cortina but maintain the Centura was robust enough and suspect both companies, having observed the subdued demand for the V8 Holden Toranas (1974-1978) decided Holden was welcome to its exclusive presence in the niche sector.  Fewer than 20,000 Centuras were built during its dismal three year run, a fraction of what was projected as its annual production.

On three wheels

Rupp Super Sno-Sport, 1969.  If an object moves (or can be made to move), the chances are high an American will at some point have installed a V8.

Although it seems now the company’s best-remembered product, the Rupp Centaur was built only during 1974-1975 with production reaching barely four figures.  A fibreglass-bodied, wheeled tricycle available in red, white, blue, and yellow, the Centaur was something of a departure from Rupp’s traditional lines and its existence was a product of (1) climatic conditions, (2) a downturn in the economy and (3) the sharp increase in the price of gas (petrol), induced by the first oil-shock of 1973-1974.  Rupp Manufacturing had in 1959 been founded in Mansfield, Ohio by Herbert Edward “Mickey” Rupp (1936–2023), initially as a small-scale operation producing Dart Go-Karts but the venture proved successful enough for the company to expand and in 1960 a line of mini-bikes was introduced.  Simple to manufacture and sold with an attractive margin, the cash–flow enabled further development and by 1964 Rupp’s prototype snowmobiles had been sufficiently refined to be suitable for mass production, an encouraging 500 sold the following year, demand steadily increasing.  By the end of the decade, Rupp Manufacturing had a staff of over 400 and a catalogue of RVs (recreational vehicles) including mini-bikes, small ATVs (all-terrain vehicles) and a signature range of Sno-Sport snowmobiles, by then available in five models.  This being the US, there was also the sport of “snowmoble drag-racing” and Mickey Rupp fabricated the “Super Sno-Sport”, a genuinely exotic entrant using a special 308 cubic inch (5.0 litre) V8 from Ford’s racing research department with braking provided by a combination of disk brakes on the drive axle and a parachute, activated by a cable-release mechanism.  Whether it ever attained its theoretical maximum speed (150 mph (241 km/h)) isn’t clear but, in 1969, it was recorded at 95.5 mph (153.7 km/h) during a run at West Yellowstone.

Rupp advertising, 1970.

While the V8 Super Sno-Sport was a useful publicity tool, Rupp Manufacturing’s core business was more modestly powered snowmobiles and the company entered the 1970s as one of the industry’s most successful, annual production in 1970-1971 reaching almost 40,000 units.  However, while the economy was beginning to slow, what really affected things was two successive seasons of poor snow conditions, Rupp especially suffering because it had borrowed money to expand production and built up a large inventory of product to meet an anticipated strong demand,  With falling sales and rising debt-servicing costs, the rapidly dwindling profits of 1972 quickly became unsustainable losses and, in 1973, facing imminent bankruptcy, a controlling interest was sold to a investment group (what would now be called a PE (private equity) company).  The takeover provided the necessary injection of cash but of course involved also the inevitable “restructuring” (lay-offs and cost-cutting), leading to a market perception was of reduced quality and the possibility of Rupp being closed once the new owners worked out an asset-strip would likely be more lucrative than on-going production.  However, defying expectations, product development continued and in 1976 Rupp introduced its “Nitro” line of snowmobiles, now with liquid-cooled Xenoah power-plants.  These were a considerable technical advance and reviews were glowing but development costs had been high and the sector had become crowded; although sales were encouraging, profits became marginal as the machines often had to be sold at a discount.  In 1977, despite the publicity generated by the Rup 440 Nitro being capable of a genuine 80 mph (130 km/h), the company filed for bankruptcy, even a joint venture with the more stable Arctic Cat operation unable to stave off the inevitable.  In 1978, Rupp was wound up.

1974 Rupp Centaur (single seater).  Based on the photographic record, most buyers seemed to have chosen red.

The change in ownership and troubled history of the early 1970s explains the existence of the Centaur.  With an existing product line rendered unsuitable by the sudden decline in the snowmobile market, Rupp needed a new offering that could (1) quickly be developed, (2) be produced using existing assembly lines and (3) be sold at a price acceptable to its market segment and for that roll of the dice, planners settled on a powered-tricycle, a configuration familiar to customizers and specialist applications (police forces, postal services etc).  Rupp was targeting not commercial operators but the recreational market and that the machine would offer better fuel consumption than even small economy cars was an attraction, the project conceived when gas  had become not only suddenly expensive but also often scarce.  Unfortunately for Rupp, the scarcity didn’t last and in retrospect, even if it had, the Centaur’s many impracticalities might anyway have been enough to see it doomed (it was very much a “fun machine” for fine weather and the original version was strictly a single seater; in the recession year of 1974, it was not a compelling formula).  Although priced at US$1,700, for what one got, the cost-breakdown didn’t make sense for most because a small Toyota or Datsun could the leave the showroom for as little as US$2,800 and for that buyers got something that could seat five under a roof with a radio and heater.  Fun came at a cost and too few were prepared to pay the price.

1975 Rupp Centaur (two seater).

There was also the Centaur’s mechanical specification.  Designed originally to use the Volkswagen Type 1’s (Beetle) 1,285 cm³ (78 cubic inch) flat-four engine & transmission, the two companies couldn’t agree to terms so the tricycles were released with a 336 cm³ (21 cubic inch) two-stroke Kohler twin from the snowmobile line.  The fuel consumption certainly was low but while in the lightweight Centaur the VW engine would have delivered sparkling performance with an entertaining ability to cruise at 75 mph (120 km/h and by 1974 anyway unlawful because of a 55 mph (88 km/h) speed limit imposed nationally in as a “fuel-saving measure” by Richard Nixon (1913-1994; VPOTUS 1953-1961 and POTUS 1969-1974)), with the little two-stroke, only (a claimed) 55 mph was possible and at that speed the engine was very busy (and noisy), one reviewer remaking “one can almost hear it wearing out”.  Compounding the problem, the centrifugal clutch for the automatic transmission (an apparatus that had been a paragon or reliability in snowmobiles) proved troublesome when handing the greater weight and forces transmitted by the relatively wide contact area of the tyres.

Elvis Presley with 1975 Rupp Centaur, Memphis, Tennessee, 1975.  Keeping a cigarette burning while riding a motorcycle is a reasonable achievement.

Additionally, despite the minimalism of the body structure, flaws in the design (apparently a miscalculation of lateral loadings) meant the fibreglass had a tendency to crack, leading buyers unhappy and Rupp with expensive warranty claims.  It took not long for Rupp to work out the Centaur was not going to be the company's saviour but while a re-design was impossible and Volkswagen refused to lower the price of its engines, some adaptation was possible and in 1975 a two-seat version was released, obviously doubling the seating capacity but further adding to the weight and thus the load on the anyway hard-working engine and its vulnerable clutch.  Given all that Rupp probably did well to sell some 1,200 of the things over two years (although some are documented as lingering (discounted) on dealers’ lots as late as 1977).  One discerning buyer with a taste for the unusual was Elvis Presley (1935-1977) who purchased his in the summer of 1975 (it’s on display at Graceland) but he found the performance unsatisfactory (he was by then quite bulky which wouldn’t have helped) and after a few weeks replaced it with Super Cycle Stallion tricycle, powered by a Volkswagen flat-four.  It’s not known whether Elvis’s dissatisfaction with his Centaur was ever so intense he shot the thing (as he did when his De Tomaso Pantera refused to start) but his feelings were not unique because a number of the surviving Centaurs have been re-powered with Volkswagen engines and at least two have been converted to electric propulsion.

In art

Stormy Daniels (2019) drawing in ink, correction fluid & graphite on paper, by Robert Crumb (b 1943).  The image is available on the “Stormy Tee Shirt” (in black or pink) from Platform Art with 10% of sales revenue going to Safe Horizon, a New York-based organization supporting victims of domestic violence and sexual assault. 

It’s not known if  Donald Trump (b 1946; POTUS 2017-2021 & since 2025) is a student of Greek mythology (stranger things have happened) but he did provide us with his unique vision of the half-horse, half-human beast, labeling content provider, actress & director Stormy Daniels (Stephanie Gregory Clifford; b 1979) “horse face”.  In May, 2024, the memorable phrase returned to the news as matters came before court related to “hush money” allegedly paid to Ms Daniels (on behalf the of the President) in exchange for her maintaining a silence about a certain “intimate encounter” they had shared, their apparently brief tryst including her spanking him on the butt with a rolled-up magazine featuring his picture on the cover.  Mr Trump denies not only the spanking but the very encounter, claiming it never happened.  To give a flavor of the proceedings, at one point counsel asked Ms Daniels: “Am I correct in that you hate President Trump?” to which she replied: “Yes.”  No ambiguity there and although not discussed in court, her attitude may not wholly be unrelated to Mr Trump’s rather ungracious description of her as “horse face”.  Really, President Trump should have been more respectful towards a three-time winner of F.A.M.E.'s (Fans of Adult Media and Entertainment) much coveted annual “Favorite Breasts” award.

Death of a Centaur (1912), oil on canvas by Arthur Lemon (1850–1912).  For Lemon, the Centaur was what would now be called his "spirit animal" and the work was painted when he was close to death. 

Born on the Isle of Mann, Arthur Lemon spent his childhood in Rome before moving to California to work as a cowboy; there he became a devotee of what he would call en plain air (by which he meant “an outdoor life”).  Later he would return to Europe to study art and for the rest of his life he would travel between Italy and England where regularly he staged exhibitions at London's Royal Academy; his work most associated with scenes of the Italian countryside and the daily lives of the rural peasantry.  Lemon's fine eye for painting a Centaur was a thing of practice.  He became close friends with English artist Henry Scott Tuke (1858–1929), noted for his prolific output of works in the Impressionist tradition focused on nude adolescent boys and during the 1880s the pair for a time lived Florence where they “spent time sketching male nudes in the Italian sunshine.”  

The Wooing of Daphnis (exhibited 1881), oil on canvas by Arthur Lemon.

Daphnis possessed the youthful beauty of the kind idealized by Tuke and the many nymphs who so adored him.  A victim of that beauty, his life ended badly.  The artistic approach of Lemon and Tuke was interesting in that their nude youths often were shown in a contemporary setting and in that they differed from the many paintings and sculptures of Ancient Greek gods and mythological which, historically, enabled an exploration of the male nude without upsetting public decency; what Lemon and Tuke especially did was eroticise their young subjects.  From his time as a cowboy, Lemon was well acquainted with the physicality of the horse and knew from his studies that in Greek art Centaurs often were depicted as highly sexed figures; being not wholly human, Centaurs could be treated as creatures able to ignore the strict moral expectations of society and accordingly, formed their own community.  Lemon and Tuke in their own ways noted this and both took the Centaur as something of a model although while Lemon devoted much of his energy to painting horses, Tuke’s attention on the nude male youth was obviously his obsession.  After decades of little interest, in the more permissive atmosphere of the 1970s, Tuke emerged as a cult figure among those collecting gay-themed art but Lemon remained a footnote as a minor artist of rural life.

Grand

Grand (pronounced grand)

(1) Impressive in size, appearance, or general effect.

(2) Stately, majestic, or dignified.

(3) Highly ambitious or idealistic.

(4) Magnificent or splendid.

(5) Noble or revered.

(6) Highest, or very high, in rank or official dignity.

(7) Main or principal; chief; the most superior.

(8) Of great importance, distinction, or pretension.

(9) Complete or comprehensive (usually as the “grand total”).

(10) Pretending to grandeur, as a result of minor success, good fortune, etc; conceited & haughty (often with a modifier such as “rather grand”, awfully grand” or “insufferably grand”).

(11) First-rate; very good; splendid.

(12) In musical composition, written on a large scale or for a large ensemble (grand fugue, grand opera etc) and technically meaning originally “containing all the parts proper to a given form of composition”.

(13) In music, the slang for the concert grand piano (sometimes as “concert grand”).

(14) In informal use, an amount equal to a thousand pounds or dollars.

(15) In genealogy, a combining (prefix) form used to denote “one generation more remote” (grandfather, grand uncle etc).

1350–1400: From the Middle English graund, grond, grand, graunt & grant, from the Anglo-Norman graunt, from the Old French grant & grand (large, tall; grown-up; great, powerful, important; strict, severe; extensive; numerous), from the Latin grandis (big, great; full, abundant; full-grown (and figuratively “strong, powerful, weighty, severe”, of unknown origin.  Words conveying a similar sense (depending on context includes ambitious, awe-inspiring, dignified, glorious, grandiose, imposing, large, lofty, luxurious, magnificent, marvelous, monumental, noble, princely, regal, royal, exalted, palatial; brilliant, superb opulent, palatial, splendid, stately, sumptuous, main, large, big & august.  Grand is a noun & adjective, grander & grandest are adjectives, grandness is a noun and grandly is an adverb; the noun plural is grands.

In Vulgar Latin it supplanted magnus (although the phrase magnum opus (one’s great work) endured) and continued in the Romanic languages.  The connotations of "noble, sublime, lofty, dignified etc” existed in Latin and later were picked up in English where it gained also the special sense of “imposing” (which tended often to imply “big”.  The meaning “principal, chief, most important” (especially in the hierarchy of titles) dates from the 1560s while the idea of “something of very high or noble quality” is from the early eighteenth century.  As a general term of admiration (in the sense of “magnificent or splendid” it’s documented since 1816 but as a modifier to imply perhaps that but definitely size, it had been in use for centuries: The Grand Jury was an invention of the late fifteenth century, the grand tour was understood as “an expedition around the important places in continental Europe undertaken as part of the education of aristocratic young Englishmen) as early as the 1660s and the grand piano was named in 1797.  In technical use it was adapted for use in medicine as the grand mal (convulsive epilepsy with loss of consciousness), borrowed from the French grand mal (literally “great sickness”) as a point of clinical distinction from the petit mal (literally “small sickness”) (an epileptic event where consciousness was not lost).  The meaning "a thousand dollars" dates from 1915 and was originally US underworld slang, that sum then a lot of money (the cheapest Ford Model T then listed for US$350).

The “Twenty Grand”: 1933 Duesenberg SJ Arlington Torpedo Sedan by Rollston.

Celebrating "A century of Progress" and held between 27 May, 1933-31 October, 1934 in Chicago, Illinois, the Chicago World's Fair was memorable for the stunning array of art deco architecture and being the first US-staged international fair to book a profit.  Indeed, with close to 40 million paying visitors, the event had proved so popular the scheduled closing date of 12 November, 1933 was extended by almost a year.  When the fair opened its gates, the nation still was in the depths of the Great Depression and it was less than three months since Franklin Roosevelt (FDR, 1882–1945, POTUS 1933-1945) in his first Inaugural Address on 4 March 1933 had delivered the words “…the only thing we have to fear is fear itself.” so, in the circumstances, after three troubled years, the success was a remarkable achievement.  Still, it was far from an ideal time to display luxury goods but despite it all, four of the nation’s most exalted automobile manufacturers showed the finest they could achieve.

The “Twenty Grand”: 1933 Duesenberg SJ Arlington Torpedo Sedan by Rollston. 

Reflecting the interest in what the industry then called “streamlining”, Cadillac showcased their Aerodynamic Coupe, a fine housing for the company’s already famous 452 cubic inch (7.4 litre) V16.  Visually, Packard’s Sport Sedan didn’t have the Cadillac’s radical lines but the coachwork by Dietrich was elegant with some styling elements which others would emulate over the remainder of the decade.  Powered by Packard’s second-generation V12, the press dubbed it “The Car of the Dome” an allusion to the exposition’s Travel and Transportation Building where it sat.  Most startling among the four was Pierce-Arrow’s Silver Arrow, the look of which often is described as “avant-garde” but in many aspects it anticipated the early days of mid-century modernism and was probably an influence on the remarkable Tatras from Czechoslovakia although, with a front-mounted V12, under the striking bodywork, it was in many ways a conventional design.  By far the most familiar in appearance was the Duesenberg Arlington Torpedo Sedan with one-off coachwork by Rollston.  While it lacked the rakish appeal of some of the Duesenberg roadsters or phaetons, of its type it was a fine expression and under the long hood of course sat the supercharged 420 cubic inch (6.9 litre) straight-8; with a 32 valve, DOHC (double overhead camshafts) cylinder head, it was rated at 320 HP and was the industry’s most powerful engine.  Although not officially revealed, rumors circulated the price tag was US$20,000 (equivalent to some US$500,000 in 2026), leading the press to nickname it the “Twenty Grand.”

The use of the prefix grand- in genealogical compounds is a special case.  The original meaning was “a generation older than” and the earliest known reference is from the early thirteenth century in the Anglo-French graund dame (grandmother) & (later) grandsire (grandfather), etymologists considering the latter possibly modeled on the avunculus magnus (great uncle).  The English grandmother & grandfather formally entered the language in the fifteenth century and the extension of the concept from “a generation older than” to “a generation younger than” was adopted in the Elizabethan era (1558-1603) thus grandson, granddaughter etc.  Grand as a modifier clearly had appeal because in the US, the “Big Canyon” was in 1869 re-named the Grand Canyon.  In the modern era grand has been appended whenever there’s a need economically to convey the idea of a “bigger or more significant” version of something thus such constructions as grand prix, grand slam, grand larceny, grand theft auto, grand unification theory, grand master (a favorite both of chess players and the Freemasons) etc.  While “grand” can be a “loaded word” in that it can be deployed to convey something positive or negative some related forms can be even more variable and often are prone to misuse.  These include “grandeur” ((1) the state of being grand or splendid; magnificence; (2) the state of being noble; (3) largeness; tallness; loftiness (archaic), “grandiose” ((1) Large and impressive, in size, scope or extent; (2) pompous or pretentious; (3) magnificent or spectacular and “grandiloquent” (of an individual, their writing or speech): given to using language in a showy way by using may obscure or long words.

The Grand Jury

Donald Trump in Manhattan Criminal Court, April 2022.

The Manhattan grand jury that indicted Donald Trump (b 1946; POTUS 2017-2021 and since 2025) on 34 felony counts of "falsification of business records in the first degree" was an example of an institution with origins in twelfth century England although it didn’t generally become known as the “grand jury” until the mid-1400s.  At least some of the charges against Mr Trump related to the accounting associated with “hush-money” payment made in some way to Stormy Daniels (b 1979; the stage name of Stephanie Gregory although Mr Trump prefers “horseface” which seems both ungracious and unfair) and reports at the time offered the prospect of more legal-political drama, the suggestion he'd likely have to face more grand juries hearing more serious matters.  All such possibilities were however put on hold when he again became POTUS. 

A grand jury is a group of citizens (usually between 16-23) who review evidence presented by a prosecutor to determine whether the case made seems sufficiently compelling to bring criminal charges.  A grand jury operates in secret and its proceedings are not open to the public, unlike a trial before a jury (a smaller assembly and classically a dozen although the numbers now vary and once it was sometimes called a petit jury (petit (small), from the Middle English petit, from the Old French petit, from the Late Latin pitittus, a diminutive of pit-).  It is this smaller jury which ultimately will pronounce whether a defendant is guilty or not; all a grand jury does is determine whether a matter proceeds to trial in which case it will issue an indictment, which at law is a formal accusation.  The origins of the grand jury in medieval England, where it was used as a means of investigating and accusing individuals of crimes was to prevent abuses of power by the king and his appointed officers of state although it was very much designed to protect the gentry and aristocracy from the king rather than any attempt to extend legal rights to most of the population.

The grand jury has been retained in the legal systems of only two countries: the US and Liberia.  Many jurisdictions now use a single judge or magistrate in a lower court to conduct a preliminary hearing but the principle is the same: what has to be decided is whether, on the basis of the evidence presented, there’s a reasonable prospect a properly instructed (petit) jury would convict.  In the US, the grand jury has survived because the institution was enshrined in the Fifth Amendment to the Constitution: “No person shall be held to answer for a capital, or otherwise infamous crime, unless on a presentment or indictment of a Grand Jury, except in cases arising in the land or naval forces, or in the Militia, when in actual service in time of War or public danger.”  In England, the grand jury was thought a vital protection against arbitrary prosecutions by the government, and it was included in the Bill of Rights (1689) to ensure individuals would not be subject to unjustified criminal charges.  There is an argument that, by virtue of England’s wondrously flexible unwritten constitution, the grand jury hasn't been abolished but they're merely no longer summoned.  It's an interesting theory but few support the notion, the Criminal Justice Act (2003) explicitly transferring the functions to the CPS (Crown Prosecution Service) and the model of the office of  DPP (Director of Public Prosecutions) has been emulated elsewhere in the English-speaking world.  Presumably, a resuscitation would require the DPP to convene a grand jury and (if challenged on grounds of validity) the courts have to concur but as late as 1955 an English court was prepared to hold a court which had for centuries neither sat nor held a hearing remained extant so the arguments would be interesting.

The “Grand Mercedes”: The Grosser tradition

Der Grossers: 1935 Mercedes-Benz 770 K (W07) of Emperor Shōwa (Hirohita, 1901–1989, emperor of Japan 1926-1989 (left)), Duce & Führer in 1939 Mercedes-Benz 770 K (W150) leading a phalanx of Grossers, Munich, 1940 (centre) and comrade Marshal Josip Broz Tito (1892–1980) in 1966 Mercedes-Benz 600 six-door Landaulet (W100), Belgrade, 1967 (right).

Produced in three series (770 K (W07, 1930–1938 & W150, 1939-1945) & 600 (W100, 1963-1981)) the usual translation in English of “Grosser Mercedes” is “Grand Mercedes” and that is close to the German understanding which is something between “great”, “big” and “top-of-the-line”.  In German & Austrian navies (off & on) between 1901-1945, a Großadmiral (Grand Admiral) was the equivalent to the (five star) Admiral of the Fleet (UK) or Fleet Admiral (US); the rank was abolished in 1945 and has never been re-established.  When the 600 was released in 1963, it may have been the last time a single model could be described as "the best car in the world" but, driven to extinction in 1981 by an oil crisis and an array of regulations never envisaged when it was designed, it wasn’t replaced and the factory didn’t return to the idea until a prototype was displayed at the 1997 Tokyo Motor Show.  The specification and engineering was impressive but the appearance was underwhelming, a feeling reinforced when the production version (2002-2013) emerged not as an imposing Grosser Mercedes but a Maybach, a curious choice which seemed to suggest a marque which for a century had been the choice of popes, presidents & potentates was no longer good enough.  Although dynamically a fine car (at the time the best of its type), the Maybach looked something like a big Hyundai and lingered for a slow-selling decade before an unlamented death, suggesting the MBAs (Master of Business Administration) who decided on a re-branding using a name with little resonance except among except automotive & military historians should stick to creating campaigns for washing powder.

Grand, Grand Luxe & Gran

Jaguar 420G publicity material, 1966.

Car manufacturers were attracted to the word because of the connotations (bigger, better, more expensive etc).  When in 1966 Jaguar updated the slow-selling Mark X (1961-1966), it was integrated into what proved a short-lived naming convention, based on the engine displacement.  Under the system, with a capacity of 4.2 litres (258 cubic inch) the thing had to be called 420 but there was a smaller saloon in the range so-named so the bigger Mark X was renamed 420G.  Interestingly, when the 420G was released, any journalist who asked was told “G” stood for “Grand” which is why that appeared in the early reports although the factory seems never officially to have used the word, the text in the brochures reading variously: 420G, 420 G or 420 “G”.  The re-naming did little to encourage sales although the 420G remained in production until 1970 by which time production had dwindled to a trickle, the car rendered instantly a relic when the epoch-making XJ6 (in three generations, 1968-1992) made its debut in 1968.  The use of a "G" is unusual in product names although it has appeared as a part of alphabetical sequences (bras and certain Chryslers for example) but when in 1989 the now defunct software manufacturer Lotus released a version of their 1-2-3 spreadsheet for IBM's new OS/2 operating system, it was called 1-2-3/G, the "G" a nod to the product using OS/2's Presentation Manager (a GUI (Graphical User Interface)).  Lotus 1-2-3 was one of the PC (personal computer) industry's original "killer apps" and along with WordPerfect & dBASE III was the backbone of corporate software in the 1980s but the universe shifted and all are now historic footnotes.  As IBM had for OS/2, Lotus had grand plans for 1-2-3/G but both fell victim to Microsoft's better implemented strategy for global domination.   

The tale of the Mark X & 420G is emblematic of the missed opportunities and mismanagement which would afflict the British industry during the 1970s & 1980s.  In 1961, the advanced specification of the Mark X (unitary construction, independent rear suspension, four-wheel disc brakes) made it an outstanding platform and had Jaguar fitted an enlarged version of the larger of the two superb V8s they had gained with their purchase in 1960 of Daimler, it would have been an ideal niche competitor in mid-upper reaches of the lucrative US market.  Except for the engine, it needed little change except better ventilation and the installation of a good air-conditioning system, then already perfected by Detroit.  Although the Daimler V8 and Borg-Warner gearbox couldn't have matched the ultimate refinement of what Detroit was building (by then the finest engine-transmission combinations in the world), the English pair certainly had their charms and would have seduced many.

1969 Pontiac Grand Prix SJ 428.  The use of "SJ" was a borrowing from the celebrated Duesenberg SJs (1932-1937) a breed that exerted an influence well beyond the three dozen built.

Pontiac’s memorable 1969 Grand Prix also might have gained some allure from the word.  The term “Grand Prix” still is most associated with top-level motorsport (although it originally was borrowed from Grand Prix de Paris (Big Prize of Paris), a race for thoroughbred horses staged at the Longchamps track) so although Pontiac’s rather large 1962 Grand Prix was far removed from a racing car, it was marketed on the basis of “high performance” so the tag would have made sense given the way labels were applied in the era.  However, big as it was, it got bigger and the second generation (1965-1968) morphed into something truly grand in size if not dynamic qualities.  Style returned when the third generation (1969-1972) was released, the look dominated by the elongated nose that truly was a triumph of fashion over function; although fitted with V8 engines with displacements as large as 455 cubic inches (7.5 litre), the power-plants, while relatively wide, were quite short and under that long hood (bonnet) was a compartment that easily could have housed a V16.  As a piece of packaging efficiency it was an absurdity but undeniably it was a dramatic look and sales spiked.  The 1969-1970 cars remain the most highly regarded of the third generation, the few hundred with the 428 cubic inch (7.0 litre) HO (High Output) V8 coupled with a four-speed manual transmission the most collectable.  From there, although over a further five generations the Grand Prix remained successful enough to remain in the catalogue until 2008, the best years were over and at some point in the 1970s or 1980s (opinions differ), there was little about the by then dreary Grand Prix which seemed at all grand.

Although a bit deluxe, not especially grand: 1980 TF (Mark V) Ford Cortina GL.

During the interwar years (1919-1939) “deluxe” (borrowed from the world of fashion) found to be a good label to apply to a car with bling added and sold for a premium well beyond what the adornments cost; the concept proved so profitable it remains practiced to this day.  Deluxe (sometimes as De luxe) was a commercial adaptation of the French de luxe (of luxury), from the Latin luxus (excess), from the primitive Indo-European lewg- (bend, twist).  The “deluxe” label worked so well it begat “Super Deluxe” & “Grand Luxe” both genuinely coinings of the industry.  Deluxe and Grand Luxe eventually fell from favour as model names for blinged-up creations became more inventive but the initializations L, DL & GL were adopted by some, the latter surviving longest by which time it was understood to signify just something better equipped and thus more expensive; it’s doubtful many made a literal connection to “Grand Luxe”.

1970 Plymouth Barracuda Gran Coupe Convertible in Plum Crazy (FC7).

A linguistic curiosity of the US motor industry in the 1970s was “Gran”, technically a truncation of “grand” but with no connection with “gran” as an affectionate diminutive of “grandmother” or the many uses (as Gran) as a proper noun (surnames, locality names etc).  It was Chrysler’s Plymouth Division that for years championed “Gran” (though Buick used it too) and while the Gran Fury (1980-1989) was the longest serving, more linguistically interesting were the “Gran Coupe” (1970-1971) versions of the third generation (1970-1974) Barracuda and the 1971 Fury III Gran Coupe.  The Barracuda Gran Coupe was a bit of mission creep for the word “coupe” because the model was available as both a two-door hardtop and a convertible (in 1970 only).  That was at the time unusual but not wholly without (a partial) precedent because for generations English manufacturers had referred to their larger convertibles as DHCs (drophead coupé).

1971 Plymouth Fury III Gran Coupe (which was a four-door hardtop).

However, the 1971 Fury III Gran Coupe was in the US a genuine first because it had four doors.  The notion of a “four-door coupé” was not new because in the UK, Rover (a company with a history of adventurism in engineering which belied its staid image) in 1962 released a pillared version of the 3 Litre (P5, 1958-1967) four-door saloon with a lowered roof-line and some different interior fittings; this they named “3 Litre Coupé” which puzzled those who had become used to the designation being applied to two-door machines but etymologically, Rover was correct.  Coupé was from the French coupé, an elliptical form of carosse coupé (cut carriage), past participle of couper (to cut)).  Rover did cut-down the roof of the P5 so that was consistent with the etymology but shamelessly, Plymouth, which in 1970 had offered (an uncut) two door Fury II Gran Coupe, for 1971 introduced (the uncut) Fury III Gran Coupe with four door hardtop bodywork.  So, there are (uncut) four door coupes because Plymouth said so.  The mysterious “Gran” seems to have been used for no reason other than sounding vaguely “European” and therefore imparting a more “upmarket” image than the by then common “Grand”.  It was at the time a trend which saw the adoption of “Brougham”, “Monaco”, “Cordoba”, “Monte Carlo”, “rich Corinthian leather” and such although the brutish “Grand” would make a comeback when Plymouth turned to making people movers (vans with more seats).

In the matter of Grand Theft Auto (GTA5): Lindsay Lohan v Take-Two Interactive Software Inc et al, New York Court of Appeals (No 24, pp1-11, 29 March 2018)

In a case which took an unremarkable four years from filing to reach New York’s highest appellate court, Lindsay Lohan’s suit against the makers (Take-Two, aka Rockstar) of the video game Grand Theft Auto V was dismissed.  In a unanimous ruling in March 2018, six judges of the New York Court of Appeals rejected her invasion of privacy claim which alleged one of the game’s characters was based on her.  The judges found the "actress/singer" in the game merely resembled a “generic young woman” rather than anyone specific.  Unfortunately the judges seemed unacquainted with the concept of the “basic white girl” which might have made the judgment more of a fun read.

Beware of imitations: The real Lindsay Lohan and the GTA 5 ersatz, a mere "generic young woman".

Concurring with the 2016 ruling of the New York County Supreme Court which, on appeal, also found for the game’s makers, the judges, as a point of law, accepted the claim a computer game’s character "could be construed a portrait", which "could constitute an invasion of an individual’s privacy" but, on the facts of the case, the likeness was "not sufficiently strong".  The “…artistic renderings are an indistinct, satirical representation of the style, look and persona of a modern, beach-going young woman... that is not recognizable as the plaintiff" Judge Eugene Fahey (b 1951) wrote in his ruling.  Judge Fahey's words recalled those of Potter Stewart (1915–1985; associate justice of the US Supreme Court 1958-1981) when in Jacobellis v Ohio (378 U.S. 184 (1964) writing of the concept of "obscenity" he wrote: “I shall not today attempt further to define… and perhaps I could never succeed in intelligibly doing so.  But I know it when I see it…”  Judge Fahey knew a basic white girl when he saw one; he just couldn't name her.  Lindsay Lohan's lawyers did not seek leave to appeal.

The game’s developers may have taken the risk of incurring Lindsay Lohan’s wrath and indignation because they’d been lured into a false sense of security by crooked Hillary Clinton (b 1947; US secretary of state 2009-2013) not filing a writ after a likeness of her appeared on GTA 4’s (2008) Statue Of Happiness which stands on Happiness Island, just off the coast of Liberty City.  The Statue of Happiness was a blatant knock-off of New York’s Statue of Liberty and crooked Hillary became a determined and acerbic critic of Rockstar and the GTA franchise when details of the “Hot Coffee affair” were revealed.  That controversy arose after modders promulgated a code which in GTA: San Andreas’ release (2004) unlocked a hidden “mini-game” which allowed players to control explicit on-screen sex acts.  Men having sex (however defined) with women with whom they don’t enjoy benefit of marriage was a bit of a sore point with crooked Hillary, then a US senator (Democrat-New York), who embarked on a campaign for new regulations be imposed on the industry and the most immediate consequence was the ESRB (Entertainment Software Rating Board) launching an investigation, subsequently raising GTA: San Andreas’s rating from “M” (Mature) to “AO” (Adults Only, 18+) until the objectionable content was removed.  For those who wondered if the frankly frightening visage on the GTA 4 statute really was what some suspected, the object’s file name was “stat_hilberty01.wdr”.

Rockstar's Statue Of Happiness in GTA 4 (2008, left) and an official photograph of crooked Hillary Clinton (right). 

Rockstar seeking vengeance was understandable because crooked Hillary’s moral crusade proved tiresome for the company.  Once the ESRB had been nudged into action, crooked Hillary petitioned the FTC (Federal Trade Commission) to (1) find the source of the game's “graphic pornographic and violent content”, (2) determine if it should be slapped with an AO rating and (3) “examine the adequacy of the retailers' rating enforcement policies.”  Not content, she then announced she’d be sponsoring in the Senate a bill for an act to make it a federal crime (with a mandatory US$5,000 fine) to sell to anyone under 18, violent or sexually explicit video games; the FEPA (Family Entertainment Protection Act) was filed on 17 December, 2005 and referred to the Committee on Commerce, Science and Transportation, where quietly it was allowed to expire, the fate of many a bill over the years.

While the bill was undergoing a slow strangulation in committee hearings (killing bills one of the great arts in the US political system), the FTC and Rockstar reached a settlement, the commission ruling the company had violated the FTCA (Federal Trade Commission Act (1914)) by failing to disclose the inclusion of “unused, but potentially viewable” explicit content” (that it was enabled by a third party was held to be “not relevant”).  The settlement required Rockstar “clearly and prominently disclose on product packaging and in any promotion or advertisement for electronic games, content relevant to the rating, unless that content had been disclosed sufficiently in prior submissions to the rating authority” with violations punishable by a fine of up to US$11,000.  In the spirit of the now again fashionable Calvin "silent Cal" Coolidge (1872-1933; POTUS 1923-1929) era capitalism, no fine was imposed for the “hot coffee incident”, honor presumably satisfied by the company already having booked a US$24.5 million loss from the product recall earlier mandated.