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Friday, July 10, 2026

Exorcise

Exorcise (pronounced ek-sawr-sahyz)

To seek to expel from a person or place an evil spirit by means of adjuration or solemn religious ceremonies.

1350-1400: The verb may have been in oral use as early as the twelfth century but use in Middle English is documented from the later, the form from the fourteenth century Old French exorciser, from the Late Latin exorcizāre, from the Ancient Greek exorkízein (bind by oath; banish an evil spirit) and the sense "call up evil spirits to drive them out" was dominant by the sixteenth century.  In England, exorcize was actually an alternative spelling but this is now one the rare instances in English where the US adopted -ise rather than -ize which some etymologists suggest may have been because of the influence of "exercise" although why that would be compellingly persuasive (this was the country which discarded "cheque" and used "check" for all purposes) seems never discussed.  What is more likely is the appearance of "exorcise" in so many church documents brought to the American colonies led to some reluctance to edit "sacred" works.  Some US academic sources do suggest exorcize is "a rare but correct" alternative, a concession not extended to exercize.  A number of the derived forms (exorcismal, exorcisory, exorcistical, exorcistic) are rare and appear only in specialist publications (or lists or the rare and obscure).  Exorcise is a verb, exorcism, exorcisation & exorcist are nouns, exorcistical, exorcismal, exorcisory & exorcistic are adjectives; the noun plural is exorcisms.

The noun exorcism (a calling up or driving out of evil spirits) was a fifteenth century creation formation from the Late Latin exorcismus, from the Ancient Greek exorkismos (administration of an oath) which, in Ecclesiastical Greek existed as exorkizein (exorcise, bind by oath), the construct being ex- (out of) + horkizein (cause to swear), from horkos (oath) of uncertain origin although some have suggested there's a link to  herkos (fence), the idea being of a oath with boundaries one accepts as "restrictions, ties & obligations" or "a magical power that fences in the swearer".  It's speculative and one etymologist noted dryly that the discipline's enthusiasm to adopt the view "was restrained".  A fourteenth century form describing the ritual was spelled exorcization.

Exorcism: Vade retro satana (Step back, Satan)

Saint Francis and the Dying Impenitent (1788) by Francisco Goya (1746-1828)

Exorcism in Christianity is the practice of casting out demons from a person or place possessed by the Devil.  Although the biblical origins are dubious (some translations to some extent support the notion), by early in the second century of Christianity the word was in general use and paintings of exorcists and their ceremonies are among the darker and more dramatic in medieval and later sacred art.  Whether or not the biblical foundations were solid, priests have always been good at spotting a gap in the market and the drama of a well-scripted exorcism was likely a lucrative venture, supply of which may well have stimulated demand.  In the Roman Catholic Church, the rituals were formalized in 1614 because of Rome’s concerns about clandestine, underground exorcisms performed without their consent and the guidelines remained substantially unchanged until the Vatican’s revisions in 1999, a process necessitated by a late twentieth-century spike in demand, the reasons for which are speculative but involve usually blaming the internet, an explanation at least plausible.  Interestingly, for more than a decade after the Second Vatican Council (Vatican II (1962-65)), it was really not done for clergy to speak of Satan as if "he" really existed, the modernizing church preferring the language of psychology and psychiatry for those displaying symptoms for centuries attributed to the Devil's demonic possession.

Exorcism of Nicole Aubry (1563), etching by an unknown artist.

Popular culture (especially cinema) revived interest in the ritual, with both churches and the medical profession reporting an upsurge in claims of demonic possession and most significantly, Saint John Paul II (1920–2005, pope 1978-2005) had a more robust attitude to the Devil’s role upon earth than any of his twentieth century predecessors.  In 2004, JPII again warned that occult and new age practices were raging out of control in Europe, providing gateways for evil that could result in demonic attachment and possession.  JPII's warning was effective and for the Holy See, it's been good business ever since; a recent Course on Exorcism and Prayer of Liberatio, hosted by the Sacerdos Institute at the Pontifical Athenaeum Regina Apostolorum (an educational institute under the auspices of the Congregation of the Legionaries of Christ) in Rome, attracted some 250 priests from 50 countries.  Supply tends to exist only to meet demand so around the planet, the Devil must in many places be afoot.  Interrupted only by the disruption of the COVID-19 pandemic (which may have been the work of the Devil), the week-long course has been held annually since 2005, attendance more than doubling over the years.  Cost per head in 2025 was €575 (US$660); bookings were essential and an entry-ticket included discounts on rooms and food & beverage in several Rome hotels.

The Exorcist’s “spider walk” scene.

Based on the William Peter Blatty (1928-2017) novel The Exorcist (1971), the film version (1973) was directed by William Friedkin (1935-2023) and that it did not win the Best Picture Academy Award is a mystery explained only by the prejudices held at the time by those members of the Academy of Motion Picture Arts and Sciences who cast ballots for The Sting (1973) a competently-made but formulaic piece and hardly the a landmark like The Exorcist.  The “spider walk” scene was long the subject of speculation.  Not included in the original theatrical release, the director for years claimed it had never been shot and it was only when copies of takes were found in the archives he admitted it had been done but couldn’t be used because at the time the technology to "edit out" the wires securing the stunt double to a rail above (which made the performance possible) didn't exist.  Subsequently, it was revealed the scene had been shot without use of the harness because it was performed by an experienced stunt double with gymnastic training.  Apparently the director didn’t include it because he thought it appeared too early and disrupted the sequence which is interesting because, structurally, The Exorcist is far from perfect (unkind critics call the editing "a bit of a mess").  The spider walk scene was included in the “director’s cut” editions released the next century and the once genuinely shocking film has attracted parody, a demonically possessed Lindsay Lohan levitating in Scary Movie V (2013). 

The Exorcism of Charles II of Spain

Charles II of Spain (Carlos Segundo 1661–1700), was the last king of the Spanish Habsburg dynasty, sovereign of the Spanish Empire which stretched from Mexico to the Philippines.  The only surviving son of his predecessor, Philip IV (1605-1665) and his second wife, Mariana of Austria (1634-1696), his birth was greeted with enthusiasm by the Spanish people because, as was the fashion of the time, had the old king died without a male heir, a war of succession (traditionally a bloody business) would have ensued.  Unfortunately, Charles was physically disabled, disfigured, mentally retarded and found later to be impotent, usually a drawback for any king but a discovery which brought relief to many courtiers.  He uttered no words until the age of four, didn’t take his first step before he was almost nine, suffering throughout childhood a range of diseases including measles, varicella, rubella, and smallpox.  Left almost uneducated because of his frailty, his mother was regent most of his reign and he came to be known to history as El Hechizado (the Bewitched), the name applied because both court and country believed his mental and physical incapacities were due to an act of witchcraft.  

Modern science suggests otherwise, the condition actually the consequence of the strong preference for endogamy (the practice of marrying or requiring to marry within one's own ethnic, religious, or social group) within the Spanish branch of the Habsburg royal family which led to its segregation within related dynasties and thus the emergence of consanguinity (inbreeding).  Inbred Charles II certainly was; his grandparents were at the same time his great-grandparents; One relative's father was married to her sister's daughter, was also her great-uncle, and her mother happened to be her cousin as well.  One could see how things might not have turned out well and the condition was well-known in Europe and not restricted to aristocracy and royalty.  The slack enforcement of marriage laws in Germanic lands was one of the reasons there were so many victims of the Nazi's original euthanasia (Aktion T4, mass-murder of the physically disabled and mentally retarded on the basis of them being "useless eaters") programme and it went back a long way: the scandal of the Byzantine Emperor Heraclius (circa 575–641; emperor 610-641) marrying his niece Martina (circa 590-circa 644) made still worse by the tragic condition of some of the children the union produced.  However, to speak of incest in the royal family was just not done so the feeling at the time was to blame the stae of Charles II on witches or the Devil so the court sought advice from Fray Antonio Álvarez Argüelles, vicar of the Encarnación de Cangas del Narcea convent and a noted Asturian exorcist who suggested: “…last night the demon told me that the King is evilly bewitched to rule and to beget. When he was 14 years old, he was enchanted with a chocolate in which the brains of a dead man were dissolved to take away his health, corrupt his semen and prevent his generation”.

Exorcism of Charles II of Spain, engraving by Lechard, circa 1840.

The priest's "chocolate theory" must have been convincing because soon after the king was subjected to what was, even by the standards of the age, a most macabre exorcism.  By coincidence, the remains of his ancestors were being transferred to a new pantheon at the Royal Seat of San Lorenzo de El Escorial and the exorcist ordered their coffins opened.  The rationale was a ceremony in which the corpses of his relatives (and, in an advanced state of putrefaction, that of his beloved first wife (María Luisa de Orleans (1662-1689))), were exhibited would assist, the array of the dead helping to drive off the demons so tormenting the unfortunate monarch.  It was in vain and the suffering continued.  Ill his whole life and king since the age of three, he lingered until 1700, dying at 39, the announcement one of the more eagerly awaited events in the courts and chancelleries of Europe, such was the anticipation of the struggles which would erupt to decide the succession.  Summarizing a sad life in Carlos, the Bewitched (1962, published in the US as Carlos: The King who would Not Die), his English biographer John Langdon-Davies (1897–1971) wrote: "Of no man is it more true to say that in his beginning was his end; from the day of his birth, they were waiting for his death".  On his deathbed, his last words were: "Everything hurts".

Institutional exorcism: Pope Leo, modernity and the SSPX

Although the Holy See might find the simile appalling, in the Roman Catholic Church, the political equivalent of an exorcism is an excommunication, a legal and spiritual administrative act excluding a baptized Catholic from certain aspects of sacramental and communal life; although Rome’s most serious canonical censure, despite the common impression, it neither expels an individual from the Church or erases their baptism.  Additionally, while the very word seems to be associated with finality, the purpose of excommunication is medicinal rather than punitive.  Rather than a brute-force punishment, it’s a device the church can use as means of bringing the sinner to repentance and reconciliation; in most cases, once a transgressor confesses their offence and sincerely repents (and, in some cases, fulfils such “special conditions” as may be imposed) an excommunication can be lifted, meaning the individual is welcomed back into communal life.  In the Roman Catholic faith, "reformed sinners" are valued for the good example they set.

As a general principle, what a excommunication does is prohibit an individual so sanctioned from (1) receiving the sacraments (the Eucharist, Penance, Anointing of the Sick and such), (2) celebrating or administering the sacraments (if they be clergy), (3) exercising ecclesiastical offices, ministries, performing most official functions within the Church and (4) receiving most ecclesiastical privileges.  However, there’s a procedural hierarchy and because a baptism leaves on the soul an indelible spiritual mark, even the excommunicated remain Roman Catholics, their fate after death ultimately in the hands of God.  As such, they may still attend Mass (though not receive Holy Communion), pray and participate in any aspects of parish life not requiring the exercise of ecclesiastical ministry.  Interestingly, under Canon Law, there are two mechanisms of excommunication.  There is (1) Latae sententiae (sentence already passed) which means the penalty automatically is incurred upon committing certain serious offenses (apostasy, heresy, or schism; desecration of the Eucharist; physically attacking the pope; knowingly and freely participate in an act of abortion and (2) Ferendae sententiae (sentence to be imposed), that requiring a ruling by a competent Church authority after a judicial or administrative process.

Pope Leo XIV: Time will tell if Leo's pontificate will be as "modern" at that of his predecessor (Francis (1936-2025; pope 2013-2025)), accused by some theologians of "heresy".

The Vatican’s announcement in July 2026 that certain followers of the SSPX (Society of Saint Pius X) had been excommunicated a day after the organization had consecrated four new bishops in defiance Leo XIV's (b 1955; pope since 2025) explicit instruction was thus, in a technical sense, merely advisory because, under the provisions Latae sententiae, by engaging in “a schismic act”, those involved were at the moment of their transgressions no longer in communion with the Church.  However, following the usual protocols, the Vatican issued a decree stating all six of the Society's “bishops” had been excommunicated but what was unexpected was the inclusion of a paragraph stating any lay members who “formally adhere” to the group “are to be considered schismatic and excommunicated”.  Reaching out to the heretics, the statement concluded that those who repented and left the SSPX would be welcomed back to the Church “with sincere affection”.  Because the multi-national SSPX is not a small organization, questions were asked about the scope of the edict and the Vatican’s press office later clarified things by saying not all members would be subject to automatic excommunication but it would be imposed on those who “habitually participate” in SSPX rituals and “formally share its doctrinal positions”.

Pope Saint Pius X who thought "the old ways are the best".

The Vatican regards the SSPX as a splinter sect which has “left the Church” although, in the usual way schismatic squabbles play out, followers of the SSPX claim the “Church has left them”.  Saint Pius X (1835–1914; pope 1903-1914) was pope at the dawn of what would come to be called “modernity” and often is referred to as an “anti-modernist” pope who opposed not only the intrusion of “liberal interpretation” into Catholic doctrine but also any variation of the traditional forms such as the Latin liturgy.  According to Pius X, the last words on Church teachings and interpretation had been written by the Italian Dominican friar, philosopher & theologian Saint Thomas Aquinas (1225–1274); perfection thus was achieved in the thirteenth century, the proceedings of the First Vatican Council (Vatican I; 1869-1870) not merely an affirmation of Thomist scholastic theology but a strengthening of a pope’s legal authority to veto any challenge to doctrinal or procedural orthodoxies.  Although clearly it had long been exercised, it was in Vatical I the doctrine of "Papal Infallibility" was codified and although it has (officially) since been invoked only once, popes increasingly have issued edicts and decrees "vested with infallibility in form if not word", Vaticanologists coining the phrase "creeping infallibility" to describe the development.     

Founded in 1970, the SSPX was a reaction to the distinctly “modernising” reforms imposed on the Roman Catholic Church by Second Vatican Council (Vatican II, 1962-1965, published 1970) and its adherents worldwide are believed now to number more than half a million, hence the interest of the press in the extent of the Vatican’s decree of excommunication.  Although in popular discourse there has been much focus on SSPX priests conducting the mass in Latin while facing the altar rather than following the reformed procedure in which local languages are used with the priest facing his congregation, the sect’s challenge to the authority of Rome is more fundamental and the dispute is not new, a number of SSPX bishops excommunicated in 1988.  It was Benedict XVI (1927–2022; pope 2005-2013, pope emeritus 2013-2022) who in 2009 rescinded the order for four of that number, explaining he hoped his “act of reconciliation” would produce a “real and final unity”.  Benedict instead got a kind of uneasy truce, something emblematic of his papacy.  That state was neither an entente cordiale nor a peaceful co-existence but more a case of Rome “turning a blind eye” as long as the SPSS kept a low profile and did not attempt to “infect the Church” with their notions.  Probably a handful of congregations enjoying the undeniable beauty of the Latin Mass, delivered to conservatively dressed souls hearing only what had for centuries been preached could have been tolerated but the SSPX not only spread but became more dogmatic in claims of correctness and more aggressive in the promotion of their ideas.

Escutcheons of the SSPX (left) and Holy See (right).

The similarity between the Holy See's symbol and the "crossed keys" of the Secret Society of the Les Clefs d’Or is claimed by both to be wholly coincidental.  Modern in technology and media management if not theology, the SSPX have an on-line FAQ page discussing their differences with Rome.  Both sides are committed, well resourced, have skilled coaches and a good bench of reserves so this "ecclesiastical world cup" likely has some way to go and won't yet have reached the half-time break. 

Had it been just disagreements over arcane matters of form (how the communion bread was handled or whether the Mass was celebrated in Latin or the local language etc), it might have been possible for Rome to tolerate the SSPX and hope the cult would fade away as its congregants died off but not only are its numbers growing but the new adherents often are young and committed Catholics (committed certainly to what Catholicism “used to be”).  More troubling still is some of the underlying politics, one notorious SSPX bishop (among the four in 2009 reinstated by Benedict) repeatedly made anti-Semitic statements and, being not at all vague in his Holocaust denial, insisted (after his excommunication was lifted!) in a television interview: “I believe that the historical evidence is strongly against, hugely against, six 6 million Jews having been deliberately gassed in gas chambers as a deliberate policy of Adolf Hitler [Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945)].  I believe there were no gas chambers”.  Curiously, the Vatican didn’t reimpose the bishops excommunication but instead ruled he’d not be permitted to “perform priestly functions” unless he “recanted his views.”  Just as intriguingly, the SSPX didn’t demand a recantation but instead issued an order forbidding the talkative bishop from making “any public statements on political or historical issues.  In other words: “Don’t mention the war”.  When eventually the SSPX expelled its turbulent priest, it was not for his views but because he defied the sect’s hierarchy.  Still, that meant Benedict was relieved of the strain of having to make a decision; that much pleased him. 

Reacting with remarkable alacrity to the controversy, the SSPX sanitized its web pages, removing anything which might be thought “suspect”.  Afterwards, anyone new to the sect would be forgiven for thinking it was nothing but an order of the Church for those nostalgic for the Latin liturgy, banished to the archives by Vatican II.  However, in the printed record there’s an extensive collection of publications detailing the organization's long history of anti-Semitism, some of it frankly “hate literature” and it also printed or distributed older texts containing a roll-call of the usual tropes: blaming the Jews for the French Revolution, Communism, Bolshevism and accusing them of corrupt practices in their alleged control of international finance etc.  At the root of it all was said to be the Jews' collective guilt of deicide (the old chant of “Christ killers” which didn’t disappear from Roman Catholic sermons until well into the twentieth century) but, to add a new twist, the SSPX also contributes to “replacement theory”, condemning Third World immigration into Western countries as “destroying our national identity and, furthermore, the whole of Christianity”.  The SSPX also is highly suspicious about the agenda of “international Freemasonry, some of its publications quoting the works (appearing also on white supremacist sites) of an author who warned of a “Judeo-Masonic conspiracy to destroy the church”.  To be fair, the SSPX probably are right to be concerned about the plotting & scheming of the Freemasons and even the pope would agree with that.  Leo has made the first decisive act of his pontificate and has drawn a line in the theocratic sand but, in creating a half million-odd schematic malcontents, he may have created more problems than he solved.

Exorcism and the Anglicans

Although the film The Exorcist and a well-publicized history of use may have led some to believe exorcism is exclusively "a Roman Catholic thing", other Christian denominations inherited the idea, some practicing the ritual more than others.  The Lambeth Conference is a (nominally) decennial assembly of bishops of the Anglican Communion convened by the AoC (Archbishop of Canterbury), 15 held since the first in 1867.  The Anglican Communion is an international association of autonomous national and regional churches, not a governing body and the office of AoC is in no way analogous with the Roman Catholic pope; while a pope is an absolute monarch atop a theocracy, the AoC is the "spirital head" of the Anglican community but holds no executive authority.  The conferences serve a collaborative and consultative function and are said to express “the mind of the communion" on issues of the day; resolutions passed at a Lambeth Conference are without legal effect, but can be influential (if others are in the mood to be influenced).

Lambeth's latest.

Dame Sarah Mullally (b 1962) in the regalia of Bishop of London; in March 2026 she was installed ("enthroned" no longer preferred by modern Anglicans) as AoC.  No longer one of the world's more desirable jobs (essentially because it can't be done), all wish her the best of British luck.  In feminist theory, the phenomenon of women being appointed to suddenly undesirable jobs is known as the "glass cliff"; were it possible for the job still to be done, the Anglicans would have appointed the 106th man rather than the first woman.  Of the previous 105 prelates, the first was Saint Augustine of Canterbury (circa 630s-circa 604) in 597 (not to be confused with the still influential Saint Augustine of Hippo (354–430)).

Conferences were never the pure and high-minded discussions of ethics, morality and theology some now appear to believe characterized the pre-modern (in this context those held prior to 1968 when "the troubles began") events.  Agenda and communiqués from all conferences have always included the procedural, administrative and jurisdictional although in recent years, they’ve certainly reflected an increasingly factionalized communion rent with cross-cutting cleavages, first over the ordination of women and of late, homosexual clergy.  During the 1998 conference, Bishop Emmanuel Chukwuma (b 1954) of Nigeria attempted to exorcise "homosexual demons" from the soul of Nigerian-born Richard Kirker (b 1951), a British priest and general secretary of the LGCM (Lesbian and Gay Christian Movement).  Recalling perhaps Ephesians 4:32 or (less charitability) the more cautionary Matthew 6:15, Kirker forgave him.  There have since (as far as is known) been no exorcisms at Lambeth conferences but the squabbles over gay male and female clergy have never been resolved and when, early in 2026, a woman was enthroned as the 106th AoC, the schisms began with a number of African churches announcing they were no longer in communion with Canterbury.   

Exorcism and the Ayatollah

Umberto II while Prince of Piedmont, a 1928 portrait by Anglo-Hungarian painter Philip Asexius László de Lombos (1869–1937 and known professionally as Philip de László).  Note one un-gloved hand, ruffled collar and bubble pantaloons.

Umberto Nicola Tommaso Giovanni Maria di Savoia (1904–1983) was the last king of Italy, his reign as Umberto II lasting but thirty-four days during May-June 1946; Italians nicknamed him the Re di Maggio (May king) although some better-informed Romans preferred regina di maggio (May queen).  At the instigation of the US and British political representatives of the allied military authorities, in April 1944 he was appointed regent because it was clear popular support for Victor Emmanuel III (1869-1947; King of Italy 1900-1946) had collapsed.  Despite Victor Emmanuel’s reputation suffering by association, his relationship with the fascists had often been uneasy and, seeking means to blackmail the royal house, Benito Mussolini's (1883-1945; Duce (leader) & Prime-Minister of Italy 1922-1943) spies compiled a dossier (reputably several inches thick), detailing the ways of his son’s private life.  Then styled Prince of Piedmont, the secret police discovered Umberto was a sincere and committed Roman Catholic but one unable to resist his "satanic homosexual urges” and his biographer agreed, noting the prince was "forever rushing between chapel and brothel, confessional and steam bath" often spending hours “praying for divine forgiveness.”  Presumably, he contented himself he'd often found forgiveness though that didn't stop him afterwards repeating his sins.

After a referendum abolished the monarchy, Umberto II lived his remaining 37 years in exile, never again setting foot on Italian soil; while his turbulent marriage to Princess Marie-José of Belgium (1906-2001) produced four children, historians consider it likely none were his.  Despite extensive documentation confirming the prince was possessed by “satanic homosexual urges”, it’s most unlikely the Duce ever contemplated contacting the Vatican to seek the intervention of an exorcist.  Although baptized by his devout Catholic mother, Mussolini when young became an atheist and was stridently anti-clerical, something more than one biographer has attributed (at least in part) to the canings ill-discipline earned him from the monks who were his school teachers.  The Duce certainly understood the Church could be useful and knew his regime likely would not long have survived had the Vatican become his enemy but, although famously he signed the Lateran Treaty (1929) making Catholicism the state religion, he never took seriously the “devotional or mystical stuff” and, after he met a messy end, he was denied a religious funeral.

Grand Ayatollah Ali Khamenei (1939-2026; Supreme Leader, Islamic Republic of Iran 1989-2026, Khamenei 1.0, left) with his son and successor, Ayatollah Mojtaba Khamenei (b 1969; Supreme Leader, Islamic Republic of Iran since 2026, Khamenei 2.0, right).

One unexpected announcement after it was revealed Ayatollah Mojtaba Khamenei had been appointed supreme leader after the assassination of his father (Grand Ayatollah Ali Khamenei) came from the White House, the claim being the US intelligence agencies had assessed the available information and concluded Ayatollah Khamenei (v2.0) “may be gay”.  Donald Trump (b 1946; POTUS 2017-2021 and since 2025) publicly confirmed he'd been briefed on the unconfirmed intelligence, “news” he seemed to receive with an amusement he made little attempt to supress.  The US agencies never provided anything substantive to support the claim and most analysts concluded the tale (although there may at least have been "youthful indiscretions") was likely part of a disinformation campaign intended to diminish the new supreme leader’s authority among religious elites in Tehran and destabilize the regime.  The lack of any authentication was tiresomely irrelevant to the meme-makers and response to the suggestion the man standing in the sandals of Grand Ayatollah Ruhollah Khomeini (1900-1989; Supreme Leader, Islamic Republic of Iran, 1979-1989) might be “a bit of a homosexual” was swift, “gayatollah” memes soon circulating, generative AI (artificial intelligence) allowing intricately detailed, multi-media productions to be posted within minutes.  For whatever reason, since assuming the leadership, although written statements have in his name been issued, he’s been neither seen nor heard and while known to be recuperating from injuries sustained in the attack in which his father was among those killed, one doubtlessly mischievous suggestion was his absence being explained by a raqi (exorcist) undertaking the long and exacting task of driving from his soul the “satanic homosexual urges” alleged by US intelligence.

Exorcism is a part of Islamic theology and is known as al-'azm, ard al-shayān/al-jinn (expulsion of devils/spirits) or ruqya (spell, charm, magic, incantation).  A spiritual practice, rugya most often is deployed to heal ailments or cure sickness but practitioners can be called upon to deal with the mental distress attributed to spiritual entities like Jinn (witchcraft; supernatural entities), or the evil eye; certainly that would seem to extend to an ayatollah’s “satanic homosexual urges”.  In an authentic Islamic exorcism (Ruqyah Ash-Shar'iyyah), the core component is the recitation of Qur'anic verses (the most invoked the Surah Al-Fatihah, Ayatul Kursi, and the last surahs), augmented by prophetic prayers and supplications to seek Allah's protection and drive out malevolent entities.  For those not brought up in the Islamic tradition, the nature of Jinn sometimes is misunderstood because the supernatural creatures are forces with free will, capable of both good and evil.  In an exorcism, an exorcist, depending on what’s involved, might command the miscreant Jinn to depart or break their spell without harming them.  However, like Christianity, Islam over the centuries spread far and wide, coming into contact with many cultures with long traditions of rituals, magic, witchcraft and such; inevitably, there was “mixing & matching” meaning in some places “folk” elements can be detected in what are notionally Islamic practices, something especially prevalent in North Africa.  Islamic scholars and clerics of course tend to disapprove of departures from Qur'anic orthodoxies based on the words of the Prophet Muhammad (circa 570-632).  Because most scholars regard “folk healing” as “primitive superstition”, these methods frequently are discouraged and fatāwā have been issued, especially if the rituals involve fortune-telling, objects like amulets or the invocation of beings other than Allah; the last strictly is forbidden (Haram) and constituting the major sin of Shirk (associating partners with God).

Wednesday, May 27, 2026

Rigger

Rigger (pronounced rig-er)

(1) A person who rigs.

(2) A person whose occupation is the fitting of the rigging of ships.

(3) A person who works with hoisting tackle, cranes, scaffolding (the protective or supporting structures on or around construction sites) etc.

(4) A mechanic skilled in the assembly, adjustment, and alignment of aircraft control surfaces, wings, and the like (eg parachute rigger); a person skilled in the use of pulleys, lifting gear, cranes etc.

In rowing, a bracket on a racing shell or other boat to support a projecting rowlock or other fixed fulcrum.

(6) In digital animation, one whose occupation is to outfit a computer model with controls for animation.

(7) One who rigs or manipulates (an election, a market etc); a cheater.  A rigger need hot however be doing something unlawful; the gerrymander is a form of rigging electoral outcomes by manipulating divisional (constituency, electorate etc) boundaries, a process usually within the law, even if scandalously so.  

(8) A plastic bottle of beer, typically between with a volume between 1.0-2.5 litres (1-2.6 quarts) (New Zealand).

(9) In (usually graphic) art, a long, slender, pointed sable paintbrush for making fine lines etc; said to be so called from its use for drawing the lines of the rigging of ships.

(10) In the BDSM (Bondage, Discipline (or Dominance) & Submission (or Sadomasochism)) community, a person who applies (a word in this context with a wide vista) functional or artistic rope or strap bondage to another person's body (technical competence required because some role-playing activities involve a participant "hanging by a strap"); within the community, the coordinate terms are "rope bunny" & "rope bitch".

(11) A cylindrical pulley or drum in machinery.

(12) One whose occupation is to lift and move large and heavy objects (such as industrial machinery) with the help of cables, hoists and other equipment.

1490s: The construct was rig + -er.  Rig was from the Early Modern English rygge, probably of North Germanic origin and related to the Danish & Norwegian rigge (to bind up; wrap around; rig; equip), the Swedish dialectal rigga (to rig (harness) a horse) and the Faroese rigga (to rig; to equip and fit; to make function”).  The source was perhaps the Proto-Germanic rik- (to bind), from the primitive Indo-European rign- reig-, & reyg- (to bind) or it was related to the Old English wrīhan, wrīohan, wrēohan & wrēon (to bind; wrap up; cover) which are linked also to wry (to cover; clothe; dress; hide).  The late fifteenth century verb rig was originally nautical in the sense of "to fit (a ship) with necessary tackle; to make (a ship) ready for sea" and gained the extended sense of "dress, fit out with, furnish with, provide (with something) emerged in the 1590s; that of "to adjust, put in condition for use, set in working order" is from circa 1625.  Rigger is a noun; the noun plural is riggers.

The slang meaning "pre-arrange or tamper with results" is attested from 1938, although the noun rig (a trick, swindle, scheme) had been used as early as (1775) and, apparently unrelated was the meaning "sport, banter, ridicule" dating from 1725.  The phrase “to rig the market” was used, firstly in stock exchange slang and later more generally to convey the idea very familiar in modern times: "raise or lower prices artificially to one's private advantage".  One use as a verb which faded was that meaning "ransack", from the 1560s.  It’s strange rig & rigger took that long apparently top evolve given rigging was known as a verb meaning "action of fitting (a ship) with ropes” circa 1400 and as a noun meaning "the ropes that work the sails of a ship" from the 1590s but it may be rig and rigger in this context existed in oral use.  The use in nautical & naval architecture to describe the "distinctive arrangement of sails, masts etc on a ship; the characteristic manner of fitting the masts and rigging to the hull of any vessel" (without regard to the hull) was documented from at least 1769 although a number of sources insist the first use was in 1822, probably because that’s the earliest known reference in the archives of the UK's Admiralty.

By 1843, use of "rigger" had extended to costumes and clothing outfits (especially if as a fanciful description).  In engineering, it was widely used to describe just about any creation added for some purpose but was by 1831 most associated with horse-drawn vehicles and this was later adopted to refer to trucks, buses etc, a use still common today, especially for large units.  In oil extraction, the apparatus used for well-sinking was known as a rig as early as 1875.  Rig was 1570s slang for “a wanton girl or woman" which, although long obsolete had had the odd idiosyncratic revival; it was probably related to the also obsolete use from the same era describing "to play the wanton; to romp about" (the use as a word with which to disparage women probably has never been revived because men coined or re-purposed so many others; they're spoiled for choice).  As a noun, a rigger by 1610 was "one who rigs ships", that sense later adopted to describe aircraft mechanics (1912) and those employed on oil rigs (1949).  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.

Flying Cloud (launched 1851) (1921) drawing by George Robinson, National Maritime Museum, Greenwich, London.

“Square-rigged” ships are those with (approximately) square sails rigged onto horizontal spars attached to perpendicular masts, sitting therefore square to the keel.  The spars are known also as yards and their tips, beyond the last point of attachment (or stay) are called yardarms, the part of a rig associated with the phrase “hung (ie hanged) from the yardarm”, in folklore the Admiralty’s preferred means of executing death sentences though practiced less frequently than the legend suggests.  The square-rig formation evolved as the standard ocean-going form because, when sailing downwind, it’s aerodynamically the most efficient shape which survived into the steam age, many of the early steam-ships (including naval vessels) constructed as hybrids which combined powered propulsion with square-rigged sails.  To reduce running costs and carbon emissions, there’s now a renewed interest in using sails (or sail-like structures) on commercial vessels to augment the power from huge engines burning the notoriously dirty marine oil (which is essentially what's left over after refineries have extracted other products (gasoline (petrol), diesel, kerosene etc from crude oil)).  Square was from the Middle English square, sqware & squyre, from the Old French esquarre & esquerre, (which persists in modern French as équerre), from the Vulgar Latin exquadra, the construct being ex- (from Middle English, from words borrowed from the Middle French, from the Latin ex (out of, from), from the primitive Indo-European eǵ- & eǵs- (out)).  It was cognate with the Ancient Greek ξ (ex) (out of, from), the Transalpine Gaulish ex- (out), the Old Irish ess- (out), the Old Church Slavonic изъ (izŭ) (out) & the Russian из (iz) (from, out of).  The “x” in “ex-“, sometimes is elided before certain constants, reduced to e- (eg ejaculate)) + quadro, from quadrus (square), from quattuor (four).

The square-rigger MGs

1949 Jaguar XK120 (1948-1954) OTS (open two seater, the company's term for a roadster) with aluminum  bodywork.  

Jaguar went to the 1948 London Motor Show thinking their big announcement would be the new XK engine, the twin-cam straight-six which faithfully would serve the line for the next forty-four years.  What instead stole the show was the test-bed, the roadster in which it was installed; it was a sensation, the reaction convincing Jaguar's management to put it into production as the XK120.  However, tooling-up a production-line, even for a relatively low-volume sports car, takes time so the first 242 XK120s were hand-built with aluminum bodies affixed to an ash frame atop a steel chassis substantially shared with an existing model.  The sensuous shape was a blending of the flowing lines of the company's pre-war SS-100 roadster with some touches of mid-century modernism but there was almost no stylistic debt to the old “square rigger” sports cars which evolved in the 1920s and 1930s, characterized by the upright, angular lines of its many disparate parts, the point of comparison being the classic big ships of the sail age.  The term came into use in the immediate post-war years to differentiate these old-style sports cars from the new, modernist generation, typified by the Jaguar XK120, which featured lower profiles and a curvaceousness which recalled the pre-war "streamliners".  From this stark contrast came the use of "square rigger" casually to apply to any sports car of the old style, the modern Morgans the last descendants.

1958 Citroën DS19 Décapotable Cabriolet d'Usine by French coachbuilder Henri Chapron (1886-1978).

In the post-war years, the term “square rigger” came most to be associated with the T-series MGs.  Replacing the P series which in two models had run between 1934-1936, the T series was, excluding the war years, in production between 1936 and 1955, the year Citroën introduced the DS (1955-1975) which provides a comparison to the still contemporary square rigger MGs as amusing as the XK120.  Somewhere during those two decades the cars descended into obsolescence but the attraction was in their charm and the entertainment delivered; it was an intimate and tactile experience which belied their miniscule power and performance which was, at least in a straight line, modest when compared even to mundane family cars of the era.  The popularity of the T-series in the early post-war US was at least partly accounted for by many US military personnel having been stationed in England between 1941-1945, whetting US appetites for the diminutive sports cars.    

MG PA Midget (1934-1935, 1973 built)

1934 MG PA Midget.

The P series Midget replaced the rather more exotic J series and although visually the relationship to previous models was obvious, the P was well-received and thought much improved.  The new OHC (overhead camshaft) 847 cm3 (52 cubic inch) in-line four cylinder engine attracted particular praise, the revised lubrication and induction system delivering the willing and lively character well suited to a sports car.  Knowing many customers would use them for competition, MG installed a strengthened four-speed gearbox and heavy-duty clutch, drivers assisted in their ability to harness the additional performance by brakes 50% larger.  It featured also one of the first safety innovations (a thing that would in decades to come become an accelerating trend), a flat-fold windscreen made from toughened non-discolorable “Triplex safety glass".

1935 MG PA Midget Airline coupé by H W Allingham of London.

The P series was offered in the colors which would come to be associated with the marque (Ulster Green, Dublin Green, Oxford Blue, Cambridge Blue, Carmine Red & Saratoga Red) but the most popular choice remained gloss-black.  The standard factory bodies were the two-seater roadster and four-seat tourer but specialist coachbuilders made available more elaborate DHCs (drophead coupés, best thought of as "cabriolets" with more emphasis on creature comforts than the pared-down roadsters) but the most memorable coachwork was that of Allingham’s Airline Coupé although, being as expensive as many larger, more practical vehicles, few were ordered.  At the time of release, the factory listed the two-seater at Stg£220 with the four-seater an additional Stg£20; the Airline cost Stg£290.

The three 1935 MG PAs of the "Dancing Daughters".  This was a MG publicity shot taken at the Brooklands circuit, prior to the team's departure for France.

Unlike many of its predecessors, the factory didn’t envisage a competition programme for the P series but a three-car team was entered in the 1935 Le Mans 24 hour endurance classic, driven by six young ladies; although it pre-dated second-wave feminism by some decades, all-female driving teams at Le Mans were not rare in the 1930s.  Managed by Captain George Eyston (1897–1979), an English engineer, and racing driver who between 1937-1939 thrice set the world LSR (Land Speed Record), the team was promoted as “Eyston's Dancing Daughters”, a reference to a popular BBC radio programme of the time which featured a troupe of teenage tap-dancers which sounds a challenging concept for radio although, in the studio, the girls were costumed skimpily “to get the atmosphere” so that must have helped.  That such outfits were tolerated in BBC House under the regime of the supposedly puritanical Sir John Reith (later Lord Reith, 1889–1971; BBC Director-General 1927-1938) might have surprised some but years after his death, his bisexuality was revealed so clearly the seemingly austere Scot got more fun out of life than previously was thought.  Those who knew Reith would never have suspected the secret of what had once gone on behind closed doors: In his controversial diary (published 1966), Lord Moran (1882-1977; personal physician to Winston Churchill (1875-1965; UK prime-minister 1940-1945 & 1951-1955) wrote of Reith as “…that gaunt old Covenanter…  The Covenanters were a most uncompromising Scottish religious and political movement of the seventeenth century.

The Dancing Daughters and their PAs on the dock, awaiting shipment to France.  As this staged shot suggests, MG attached much importance to the publicity possibilities afforded by their all-female entry.

The six attracted much attention from the press (although one of the even then nasty Fleet Street tabloids was casually dismissive of them as “bright young things” despite all having solid credentials in racing) and the three cars lasted the 24 hours which was far from typical (in 1935, 29 of the 58-strong field was classed DNF (did not finish)).  It was certainly a testament to the toughness of the little machines, the only “mechanical” issue requiring the attention of the pit crew a blown taillight bulb suffered by car #55 and one thing which did work in the team's favor was the wet weather.  Although driving in the rain, seated in an open cockpit protected only by a small “aero-screen” (the windscreens not fitted to gain aerodynamic advantage) was not ideal, the conditions did suit the the cars, the light, nimble PA Midgets less affected than heavier machines.    

Car #55 during a refueling stop, Le Mans, 1935.  For pit crews, fireproof suits and other safety gear was many years away.

The results however were modest, the PAs under-powered for a circuit with such long straights and the team completed 152 or 153 laps compared with the 222 of the victorious Lagonda M45 Rapide.  Competing in the 751-1100 cm3 class, car #56 (Joan Richmond (1905–1999) & Eva Gordon-Simpson (1901–1980)) finished 24th & 9th in class; car #55 (Doreen Evans (1916–1982) & Barbara Skinner (1911–1942)) 25th & 10th in class and car #57 (Margaret Allan (1909–1998) & Corinne Eaton (1909-2005)) 26th & 11th in class.  Given the arduous circuit and more powerful opposition it was a reasonable achievement but corporate expectations may have been higher for within weeks chairman Lord Nuffield (William Morris, 1877–1963) closed the MG Competitions Department, racing activities not resumed until the 1950s.    

MG PB Midget (1935-1936, 525 built)

1936 MG PB Midget.

The Le Mans experience in part prompted the more powerful PB which was introduced in 1935, the engine enlarged to 939 cm3 (57 cubic inch) and a close ratio gearbox was fitted.  There were detail changes too, one of which a consequence of an early example of environmental legislation.  In 1935, fearing an ancient species was under threat, the US government banned the export of Sequoia redwood timber so the PB’s dashboard was instead finished in the walnut more familiar to UK customers.  Very much a transitional model, the PB was available only briefly but its debut depressed interest in the PA to the extent not even a substantial discount was enough of an inducement to buyers so the factory converted the two-dozen odd remaining PAs to PBs (a tactic Shelby American later would revisit to sell left-over 1969 Mustangs as 1970 models), both variants sold for the same Stg£222.  Production of the PB ended in February 1936.

MG TA Midget (1936-1939, 3,003 built)

1937 MG TA Midget.

Corporate restructurings are nothing new and nor is the tyranny of the cost-accountant.  In 1935, the MG Car Company was sold to Morris Motors and in the inevitable agonizing reappraisal which ensued, MG lost its autonomy, reduced to a corporate brand and one expected to deliver a better return on capital: profits had to be higher.  The first sacrifice had been the competition department, followed almost immediately by the MG design office and the cancellation of the spirited little OHC engine which had given the PA & PB so much of their sporting character.  It was a harbinger for the spirit of rationalization would over decades spread and eventually drive almost all the UK’s motor industry to extinction or into foreign hands.  Under new management, the design imperatives were now profitability, simplicity of production and uniformity in parts to maximize interchangeability between ranges.  All those things are now taken for granted but at the time of acquisition, in many aspects, MG was still something of a cottage industry and while charming, it was a method of operation not suited to the economy of the troubled 1930s.   

1938 MG TA DHC by Tickford.

The purists were thus not hopeful but the T series, released in 1936 was the first in a successful line which would be in production for a dozen-odd years, the run till 1955 interrupted only by six war years during which MG’s industrial capacity was given over to military needs.  The T might not have had the OHC engine but the OHV (overhead valve) unit which replaced it, although borrowed from a pedestrian little saloon, was a larger 1292 cm3 (79 cubic inch) and generated some 50 HP, a useful increase over the 36 & 43 the P series engines had managed and delivered it in a more effortless manner than its smaller predecessors which actually made it more suitable for both the road and in competition.  Longer and wider, the T was much more spacious and hydraulic brakes were a welcome addition, all for the same Stg£222 as the PB, something which reflected the improvements in manufacturing efficiency wrought by the corporate restructuring.  There were of course a few purists who lamented no longer being able to use their skills to coax the maximum from the highly strung OHC engine but they were a dying breed belonging to the same crew that loved the challenge of straight-cut gears and thought synchromesh effete.   

1936 MG TA Midget Airline coupé by H W Allingham of London.

The T series made the Midget suddenly quite civilized although, as part of the rationalization, the factory's offering was limited to a single two-seat roadster but separate chassis were still supplied to coachbuilders, allowing Tickford (the brand of Salmons and Sons (1830)), to produce some 250 elegant DHCs with such luxuries as wind-down windows, full carpeting and a clever "three-way" convertible top which could be closed, partially opened or fully thrown back.  The Airline style was reprised by Allingham, Whittingham & Mitchel and Carbodies and although much-admired, being still expensive, only a handful were built.  Despite the misgivings, the T proved a great success and was built until 1939 when it was replaced by the TB which included a new engine which would become one of the most storied in MG’s history: the XPAG.

MG TB Midget (1939, 379 built).

1939 MG TB Midget.

By May 1939, war clouds were gathering over Europe and Finnegans Wake by James Joyce (1882–1941) was published.  Into this strange and uncertain environment, MG released the TB, visually apparently as little changed from the TA as the PB had been from its predecessor but under the louvered hood (bonnet) now sat the new XPAG engine which would until 1955 power just about every MG made and provide numerous builders of race cars with a light, robust and tuneable power-plant, one which would see some of the specials in which one was installed exceed 150 mph (240 km/h).  Over the years, with forced aspiration and other modifications, extraordinary power outputs were achieved, the tough little engine able to withstand supercharging at pressures which broke many others.  Totally new, although at 1250 cm3 (76 cubic inch) slightly smaller, there was now a bigger bore which allowed higher engine speeds and thus a "sportier" state of tune but, under the government's dopey calculation of the time (based on cylinder bore), attracted a higher tax-rate.  With the introduction of the TB, the designation TA was applied to the earlier car which hitherto had been known simply as the T series, the same act of retrospective re-christening which had turned P into PA.  The TB was priced at Stg£225 for the 2 seater and Stg£270 for Tickford’s DHC but there would be no more of the exquisite Airlines. 

1939 MG TB Midget.

The XPAG restored some of the character of the old OHC engine, the bigger bore and shorter stroke delivering the maximum 55 HP at 5,250 rpm against the 4,500 rpm of the TA, performance generally improved in all aspects and made easier to exploit with the fitting of a new four-speed gearbox which included synchromesh on all but the lowest ratio.  The TB was in production for only a few months before the declaration of war in September; the brochures for the 1940 model-year were actually ready for printing and the range had been announced when production was abruptly halted after 379 had been completed.  Rapidly, the Abingdon factory was cleared of all the machinery of car assembly and devoted for the duration to parts for aircraft, machine guns and the servicing of tanks and trucks.  In hibernation for six years, the TB would return in what would prove to be a new world and it would be called the TC. 

MG TC (1945-1949, 10,001 built).

1947 MG TC.

On both sides of the Atlantic, the cars released in the early post-war years were almost all barely revised versions of those last available before the outbreak of hostilities.  The MG TC, the first of which left Abingdon in 1945 actually was structurally more different from the TB than most of the cars of 1945-1946 were from their predecessors of 1939-1941 because the passenger compartment had been widened by four inches (100 mm), creating additional interior space without the need otherwise much to alter the body or chassis.  Other than the up-scaling and some detail mechanical and electrical upgrades, it was essentially a re-birth of the same basic design as the TA of a decade earlier.  Despite that, just resuming production to the extent of the few dozen examples completed before the end of 1945 was something of an achievement given the chronic shortages of components, steel and other raw materials.

1948 MG TC.

Immediately, the TC proved a success.  Although the new Labour Party government  (1945-1951) was as "socialist" as the UK ever got to enjoy, it was also "realist" and understood the parlous state of the nation’s finances.  For this reason it extorted the manufacturing sector with the simple mantra “export or die” and MG responded, much early TC production allocated to the export trade.  The volume of sales to the Commonwealth’s southern dominions (Australia, New Zealand & South Africa) had been expected because these had been receptive markets in the pre-war years but what proved a pleasant surprise was demand from the United States and Canada, triggered it was suspected by the number of returning servicemen who had so enjoyed or at least yearned for the little sports cars during their wartime service stationed in the UK.  Although only 2,000 of the 10,001 TCs made went to the US, the interest was enough for the factory to do a run of US-specific models and it was the TC which whetted the American appetite for small sports cars.  In the 1950s, MG and others would benefit from what became something of a craze, one which the square-riggers and their successors would for decades exploit, success enduring long after the what was being sold was obviously obsolescent.

1950 MG TC EUX.  Although none left the factory with supplementary headlights, the Lucas Flamethrowers were a popular dealer-fitted and after-market accessory.

The “US-specific” run of TCs was a batch of 494 (some sources claim 492 or 493) EXU models produced in 1948-1949 (the EXU designation (which in the original factory documents appears also as EX-U) simply a clipping of “Export-USA”).  The variation in specification from the standard TC was a response to feedback from customers and the US dealer network, most notably in the high-density markets of Los Angeles and San Francisco, the changes making the relative small machines (and their passengers!) a little less vulnerable in urban use.  Although the bumpers fitted to US cars had not yet been forced to adopt the "battering ram-like" dimensions which would be mandated in the 1970s, even then they were big, with the additional danger of potentially intrusive dagmars so every little bit of protection helped.  The feature set included: (1) full-width chrome bumper-bars with over-riders (similar in style to those which would appear on the later TD) with MG’s octagonal medallion in the centre of the back bar, the license plate mounts front & rear centrally mounted, (2) twin taillights, (aligned with the top of the gas (petrol) tank)), flashing turn indicators (activated by a switch in the centre of the dash), (3) slightly smaller headlight housings fitted with the seven inch sealed-beam units mandated by a US law (an industry-protection mechanism (the bill reputedly written by the industry)) which for decades condemned US drivers to suffer inferior headlights) and (4) twin Lucas Windtone horns located under the hood on either side of the battery box.

1950 MG TC EXU, showing correct steering wheel and seven inch headlights.

Like all TCs, the EUXs were all RHD (right hand drive) and although the last left the factory in 1949, some were registered in the US as 1950 models.  Calibrated to 105 mph (169 km/h), the speedometer was rather optimistic for a machine usually reported as having a top speed of 77 mph (124 km/h) but the robust XPAG engine was highly tuneable and, with the right gearing, a TC could go much faster.  In Australia, one dubbed the "Red Cigar" was in 1954 fitted with a Marshall Nordec J 75 supercharger and magneto ignition, the top speed claimed to be 115 mph (185 km/h), a pace assisted by the usual weight reduction measures and some attention to aerodynamics.  For the driver, there was laminated windscreen glass, a steering wheel with a gold pearl finish rather than the traditional black, the rear view mirror mounted atop the dashboard, two map lights and the positions of the ammeter, oil-pressure gauge, ignition and light switches were changed.  Although in the collector market “special models” are highly valued and attract a premium, the EXU accounted for almost a quarter of the TCs sold in the US so they're really not "rare" but there is a following for the survivors which have all the model-specific bits still in place, the headlights and bumper-bars often having been removed because so many came to be used in competition; for those seeking more speed, the weight reduction was a quicker and cheaper path than extracting more power and didn’t risk sacrificing the famous reliability.

MG TD (1949-1953, 29,644 built)

1950 MG TD.

The TD was the most popular of the T series and was the model which both established the brand in the US and encouraged others to realize the sports car craze was real and thus a market segment to explore.  From what General Motors initially regarded as the improbable success of the TC and TD would come first the tentative toe in the water that was the Chevrolet Corvette show-car of 1953 and long line of production cars which, over eight generations since 1953, continues to this day.  The TC however was, even before being discontinued in 1949, a museum-piece, if an entertaining one, and it was clear that for MG further to succeed in the US market a more modern interpretation of the sports car would be required.  The budget was limited but the culture of simplicity of production and uniformity in parts to maximize interchangeability between ranges now proved advantageous, a small team allocated to develop a prototype using mostly what fell immediately to hand.  In what was a master-class in improvisation, they shortened by five inches (127 mm) and then stiffened the chassis of a MG YA saloon, grafted on an independent front suspension & rack and pinion steering, made the changes necessary to ensure it could easily be made with either left or right-hand drive and overlaid a (slightly) modernized rendering of the TC’s body.  The design team would have preferred to create something more sophisticated and certainly something which looked more contemporary but, given the constraints under which they worked, the TD was a good result, both as a piece of engineering and, more critically, one that made commercial sense.

1952 MG TD.

If the look remained archaic, underneath, the changes were transformative and they needed to be.  The TC’s platform was little changed from the cars of the 1930s, that had been a mere refinement of a decade-old concept; while antiquated even compared to its stop-gap contemporaries of 1945-1949, it looked prehistoric against the new generation of models which emerged early in the 1950s.  The TD’s saloon-based chassis was hardly innovative but was rigid and well-executed with a modern arrangement for the independent front suspension and a rear-end which accommodated additional travel by sweeping the frame up over the axle instead leaving it underslung while the XPAG engine differed in being derived from that used in Y type so included its improvements to lubrication and attached accessories.  The most obvious change was to the body (substantially revised for the first time since 1936) and, while the stylistic legacy was apparent, it was was considerably wider and thus more spacious.  Structurally, the engineering was carried-over, body panels still mounted on the traditional wooden frame of English ash.

1953 MG TD.

A mix then of old and new as many products are.  Even though not one body-panel was unchanged and the interior fascia was new, the aesthetic still was recognizably square-rigger with cutaway doors, separate flowing front wings, running boards, stand-alone headlamps and the characteristically upright MG radiator with vertical slats.  As had been the motif since the 1920s, a centrally hinged hood, an exposed, slab-sided fuel tank and a rear-mounted spare wheel carrier maintained the period-look.  Where modernity's intrusion was unobtrusive, such as the independent front suspension, it was welcomed but some changes attracted criticism from a few.  The sturdy chromium plated bumper-bars added weight which it had be MG’s practice to avoid but reflected the needs of the US market where sales overwhelmingly were in urban areas, owners sharing roads and parking spaces with domestic automobiles equipped increasingly with substantial bumpers made from heavy gauge steel, rigidly mounted to the chassis or frame, the protruding dagmars then approaching their fullest expression.  Also controversial were the smaller diameter, pressed-steel disc wheels which replaced that sports car staple, the TC’s tall, spindly spoked wire-wheels.  It was again the intrusion of the rationalists.  Because different wire-wheels would have had to be made to accommodate the arms and links of the rack and pinion steering, the corporation refused to authorize the design, tooling and production for a part unique to one model.  The disc wheels actually offered advantages, being much easier to clean and not as prone to the damage and distortion the wire wheels suffered when used on secondary roads.  In the years since, some have been unable to resist the charm of spokes and many TDs have been retro-fitted with wire wheels.

1952 MG TD (Eduardo Muñoz) following 1953 Porsche 1500 (Rezende Dos Santos), Vuelta de Aragua Road Circuit, Aragua State, Venezuela, 14 June, 1953.

The TD was much improved but as usual, there was a price to be paid.  Weighing some 200 lbs (90 KG) more than the TC while enjoying only the same 54 HP, the TD was less lively than its predecessor, something a change in gearing only partially disguised so for those who wished for more, in 1950 the factory made available a "competition" version with a higher compression ratio, 62 HP delivered, a useful increase of more than 10%.  Officially, the "competition" TD was sold only in markets where high-octane gas could be purchased at the pump but dealers entered into arrangements with the factory so those with access to supplies of avgas (aviation fuel) could enjoy the experience.  However, few bought TCs for their outright performance numbers and the increasing gulf between them and the ever more powerful vehicles increasingly surrounding them seems not to have much dampened demand, customers flocking to buy TDs upon its debut in 1949 and over a four-year run some thirty-thousand would be built, most destined for the US market, sales encouraged greatly by Sterling in September 1949 being devalued to US$2.80, an adjustment of around a third, correcting the absurd post-war maintenance of the Stg£1=US$4.03 peg set in 1940.  In period (and for years afterwards), a popular update in the US was a supercharger although, very much in the hot rod tradition, conversions to use cheap and numerous flathead Ford V8s were not unknown.

MG TF (1953-1955, 9600 built).

1953 MG TF 1250.

The TF was the last of the square-riggers.  It was also an accident of history, the result of corporate intrigue within the BMC (British Motor Corporation) conglomerate of which MG was one, small part and, even at the time, it was no secret the TF was a stop-gap model there to fill the showrooms with something (sort of) new before the arrival of the much anticipated MGA.  What had happened was corporate stablemate the Healey company reached the BMC boardroom with a proposal for their new 100 before MG got there to make the case for the MGA and the board, thinking it a bad idea to release at the same time two similar vehicles, put the MGA on hold.  It was emblematic of the way business would be done at BMC and the many successor corporations; Healey had pipped MG by several days, history for centuries recording how such luck influences the way events get to unfold.  Thus evolved the TF, a just slightly less-square rigger launched into the age of the Citroën DS and Porsche 356; even the Triumph TR2 of the time making cutaway doors look less archaic.  The TD obviously couldn’t be made to look modern and the facelift it gained to bridge the gap between the square riggers and the sleek MGA was a quick job, essentially grafting the streamlining techniques of the 1930s to the once upright front, the headlamps now fared-into the wings, the same expedient Morgan had that same year been forced to adopt when Lucas advised there would no longer produce the separate housings; without the demand from MG, the economics of scale to maintain the product in the low volume Morgan would absorb, no longer existed.  Mechanically, so little-changed was the TF that it could have be thought the TD Mark II had the appearance not so differed.  Visually refined with a sloping grill that for the first time concealed a separate radiator, the hood now sloped forward, something achieved by lowering the radiator housing by 3½ inches (90 mm) in relation to the top of the scuttle (cowl), the view from the screen that of a Hawker Hurricane compared to the Supermarine Spitfire-like TD.  The front wings with the now partially integrated headlamps were themselves fared into the hood's sides in conventional streamlining style while the rear end gained modifications to the fuel tank and spare wheel mounting which resulted in a neater finish.  In a nod to tradition, perhaps to distract from other changes, the revised facia panel re-gained the octagonal instrument pods of the pre-war years, a nostalgic touch very well received, as was the return of the option of wire-wheels. 

1955 MG TF 1500.

The TF in 1953 was released using the faithful 1250 cm3 XPAG engine which dated back to the TB Midget in 1939 and there were many who hoped for and expected more.  Whatever aerodynamic improvement the streamlining had delivered, the TF was still barely able to top 80 mph (130 km/h) while the Triumph TR2 tempted many with the lure of the then rare “ton”: 100 mph (160 km/h).  It was still an appealing drive with fine road-holding and handling but was, by any standards, sluggish.  Of this the factory were well aware and engineers discussed exotic solutions such as aluminum components to improve the power to weight ratio but it didn’t take much thought to work out the solution was that the Americans had taught: "there is no substitute to cubic inches".  In mid 1954, the TF 1500 was released, using a 1466 cm3 (89 cubic inch), big-bore version of the XPAG, now designated XPEG, power increased to a more useful 63 HP.  While it didn’t permit the TF to match the pace of the TR2 or other competition, almost 90 mph (145 km/h) was now possible and the XPEG did stimulate demand, almost all the 3,400 TF 1500s shipped to the US.  Probably not many in the US would much have been impressed by the idea of an additional 13 cubic inches but these things are relative. 

MGA (1955-1962, 101,970 built)

MG Factory Competition Team with three MGAs (EX 182), Le Mans, 1955.  No women drivers on the team this year.

The TF was the end of MG’s square-rigger era, the introduction in 1955 of the MGA both long awaited and much overdue.  Neither mechanically nor stylistically was it ground-breaking and even during its lifetime would come to be thought old fashioned but at the time of release the sensuous, flowing lines were much admired and in the decades since, appreciation has increased, the MGA today a desirable and attainable classic.  It was powered by a 1489 cm3 (91 cubic inch) version of the corporate 'B' series engine and as, a design exercise, had actually been finalized some two years before being introduced, slated to replace the TD before corporate politics prevailed.  By 1955, it had been intended to announce the MGA and use three pre-release cars (code-named EX 182) to contest the Le Mans 24 hour race in June.  That was thwarted by delays in the supply of parts so the three were forced to compete as prototypes rather than in the production class for which they'd been prepared.  Against the more formidable competition of pure race cars, success was unlikely but reliability was proved, one finishing an outright twelfth and the team finished a creditable fifth and sixth in their class although everything was overshadowed by the horrific crash that year at the sixth hour which killed 84 (the race allowed to continue, something which now astonishes), one of the MGs involved in the aftermath of the disaster.  Encouraged, three were entered in September’s RAC Tourist Trophy in Ulster, the fifth round of the FIA (Fédération Internationale de l'Automobile (the International Automobile Federation) which in 1955 hadn't yet descended to being world sport's dopiest regulatory body) World Sports Car Championship, two with experimental DOHC (double overhead camshaft) engines, a configuration which later and unhappily would figure in MGA history.

1957 MGA 1500 Roadster.

First shown at the 1955 Frankfurt Motor Show, the MGA 1500 was an immediate success; 58,750 (52,478 roadsters and 6,272 coupés) built between 1955-1959, the great bulk of which were exported, the US again the most popular destination.  In 1956, the roadster was augmented by a FHC (fixed head coupé) which, in a sign of the times, included many of the refinements saloon buyers had come to expect including wind-up windows and lockable door handles which, while appreciated luxuries, did make the FHC about 100 lb (45 KG) heavier so acceleration suffered slightly but, such were the vagaries of aerodynamics that top speed increased a little, a well tuned FHC able to attain the magic ton which just eluded the roadster, the owners of which turned to the multitude of tuners if they wanted more.

1957 MGA 1500 FHC.

Having earlier boosted the 1500 from 68 to 72 HP, the factory in 1959 again gave owners more, the engine enlarged to 1588 cm3 (97 cubic inch), the new model named MGA 1600, the additional 6 HP and the more relevant 17% increase in torque meaning the “ton” was now topped by all models and there was a dramatic improvement in braking, vastly superior (and really overdue) discs fitted at front.  Revisions to the suspension were part of normal product development but what was much appreciated on the roadster were the removable, sliding side windows in Perspex, which now sounds primitive but were quite an improvement on the celluloid flaps used on the 1500. Production of the MGA 1600 totalled 29,007 (28,730 roadsters and 277 coupés).  In 1961, for the MGA’s swansong, capacity was again enlarged, this time to 1622 cm3 (99 cubic inch), additional internal changes boosting power to 90 HP, top speed now a heady 106 mph (170 km/h) and to mark the change, the factory designated the 1622-equipped cars as MGA Mark II, production of which ran to 8,719 (8,198 roadsters and 521 coupés).

The other MGA.  Lindsay Lohan in bucket hat with optical disc at MGA Entertainment's (Micro-Games America (1979)) Bratz, 2003 Teen Choice Awards, Universal Amphitheatre, Universal City, California.

Actually, there was also another MGA, the IBM Monochrome Graphics Adapter (1981), the original PC graphics display which transformed the lives of the spreadsheet jockeys who were starting to live their lives inside the Lotus 1-2-3 environment.  What MGA meant was these number-crunching nerds could now see their digits on one screen and their charts on another, something which in the 2020s sounds routine but in the early days of Ronald Reagan's (1911-2004; POTUS 1981-1989) administration, was a revolution in the accounting profession.  The dual-monitor thing would go mainstream in the next century but MGA came first and the trend to two screens among accountants was paused only with the release in 1982 of the HGC (Hercules Graphics Card) which supported a simultaneous display of text and graphics.  After MGA, IBM continued to define  video standards with the release of EGA (Enhanced Graphics Array, 1984) and VGA (Video Graphics Array, 1987) but at that point things fragmented, third party suppliers developing their own specifications for SVGA (Super VGA) and IBM's subsequent releases such as XGA (eXtended Graphics Array, 1990) never became universal.  VGA (640 x 480) remains the in-built default used as a LCD (lowest common denominator) by many manufacturers of laptops and desktops, systems able to display in this resolution even in the absence of a driver appropriate for a monitor or video card.    

MGA Twin Cam (1958-1960, 2111 built).

1959 MGA Twin Cam Roadster.

In the English way of things, the most famous and celebrated of the MGAs is the least successful and the one at the time damned a failure.  The first MG since the OHC PB in 1936 not to use an OHV power-plant, the DOHC Twin Cam used an engine not fitted to any other car and in that sense of uniqueness ranks with the Triumph Stag in the annals of British engineering failures although the MG's problems were at least (sort of) excusable given the analytical tools of the time and, as ultimately transpired, easily fixable, unlike Triumph’s tragically flawed V8.  Although not used in the production MGA Twin Cam until 1958, the DOHC engine had enjoyed a long development, the basic design completed in 1954 and two prototype versions were in 1955 fielded for the RAC Tourist Trophy in Ulster; while on that occasion not successful, the factory wasn’t deterred, refining the concept and using them to set world speed records in various classes in 1956 & 1957.  Critically however, most development work was in high-speed competition rather than the conditions under which most motorists operate their cars on public roads.  Using the 1588 cm3 block, the DOHC “B” series was in the then classic mold of small-displacement European high-performance engines: an aluminum cross-flow, DOHC cylinder head operating valves angled at 80o in hemispherical combustion chambers with a high compression ratio.  Twin 1¾ inch SU carburetors fed the induction while, on the opposing side, an imposing exhaust manifold boasted separate downpipes for each cylinder.  The impressive specification yielded a healthy 108 HP @ 6700 rpm and top speed was rated at 113 mph (180 km/h), testers reporting sparkling acceleration at all but the lowest speeds.  Cognizant of the pace, the factory fitted disc brakes on all four wheels and this time, wire wheels weren’t even optional, the required Dunlop Road Speed tyres suitable only for the ventilated Dunlop centre-lock disc wheels.  Radically different though it was under the skin, there were few visual differences to distinguish the Twin Cam from its more mundane cousins, an approach Mercedes-Benz would later adopt for its 300 SEL 6.3 (W109, 1968-1972) and 450 SEL 6.9 (W116, 1975-1981) Q-ships.  Only the purposeful wheels, discreet Twin Cam badges and some details changes to the interior (including a tachometer and speedometer that accommodated the higher limits) provided the external visual clues.

1959 MG Twin Cam FHC.

Like the Stag, the Twin Cam attracted praise upon release and, like the Stag, the reliability issues soon surfaced.  Reports emerged first of excessive oil consumption which fouled spark plugs and the factory experimented with several variations of piston rings before settling on the replacement of the top chrome ring with one of cast iron and a scraper with an expansion ring; these changes resulted in normal oil consumption.  What was not solved until the Twin Cam had been discontinued was what ruined its reputation and doomed the engine: the propensity to burn holes in the top of pistons #3 or #4.  Applying conventional wisdom, the factory first retarded the ignition timing, then, assuming owners were (contrary to operating instructions) using cheaper, lower octane petrol, lowered the compression ratio from 9.9:1 to 8.3:1, both changes reducing power in the quest for reliability, a trade-off well-known to engineers.  The sacrifice however failed to solve the problem and pistons continue to fail.  What baffled the engineers was they were unable to replicate the issue in their tests, even under sustained and extreme loadings.  Their tests however, while imposing demands beyond what any road car would be subjected to, were performed usually in a workshop, on a static test-bed.  By mid 1959, the factory gave up and the Twin Cam was withdrawn from sale, the engineers not discovering the cause until 1960 and those findings they chose not to publicize.  Later, amateurs would trace the problem to resonant vibration which, under conditions encountered when actually driving (as opposed to what happens under extreme load on a test-bed), at certain engine speeds, the SU carburetors would suffer foaming of the fuel in the float chamber which caused the fuel/air mixture to run lean, greatly increasing the heat in the combustion chamber causing the aluminum pistons to begin to melt.  The solution was no more complex than the insertion of flexible, vibration isolating mounts between the intake manifold and carburetors.  It would have been a cheap and simple fix.

1959 MGA Twin Cam FHC.  Whatever the flaws in implementation, the DOHC engine had a classic look.

In 1960, MG's engineers had reached the same conclusion.  After disassembling several engines, they noted the balance of the units was well below the levels of precision they had specified as a result of testing the prototypes, the production engines exhibiting two periods of natural vibration around 3200 and 5600 rpm.  With the stock gearing (fitted to most Twin Cams), 3200 rpm coincided with what were then typical highway cruising speeds.  So, they returned to the test bed and, instead of pushing the engines beyond their limit, instead ran them to the point of vibration and found the float on the rear carburetor would hang on its spindle and not drop, inducing a lean mixture which burned holes in either #3 or #4 piston.  In minutes they improvised a flexible mounting using nothing more exotic than some thin sheet-rubber (fitted in conjunction with Thackery washers) but the solution came too late, the discontinued Twin Cam’s reputation too sullied for a revival.  A decade on, a similar tale would be told of Norton’s lusty 750 Commando Combat

1962 MGA 1600 Mark II “Deluxe” Roadster.

So only 2,111 Twin Cams were sold (1788 roadsters and 323 coupés).  Making the best of a bad situation, the factory used the residual stockpile of Twin Cam bits and pieces (other than the engine) and created some up-graded models often referred to as the “DeLuxe” and while MG never formerly applied the designation, shameless dealers advertised them as the “Deluxe”, "De Luxe” or De-Luxe”.  Production was limited by the availability of parts and only 82 1600s were built (70 roadsters and 12 coupés), along with 313 of the upgraded Mk II 1622 (290 roadsters and 23 coupés).  Except for the Dunlop wheels and four wheel disc brakes, there was no universal specification, some using a genuine Twin Cam chassis, some with the “hybrid” competition shell and a mix of other options while many were essentially standard MGAs differing only in the wheels and brakes.  Because of the rarity and upgraded specification, the “Deluxe” models are now second only to the Twin Cam in desirability and, all else being equal, the more "gear" that's fitted, the more collectable the specimen.

1959 MG MGA Twin Cam “Competition” Roadster (left) and the wood-rimmed steering wheel supplied as part of the Competition package (right).

The factory also built a reputed 50 MGA Twin Cams equipped with a “Competition” package.  Intended for privateer entrants, the package included much of what had been used in factory-supported racing such as the lower, more sloped windscreen, more supportive leather seats, a close-ration gearbox linked to a differential with a 4.55:1 final drive ration and a lovely, wood-rimmed steering wheel.  As well as saving a little weight, the lower windscreen was the most obvious way to improve aerodynamics, the reduced frontal area said to increase top speed by 3 mph (5 km/h) although it did mean neither a soft-top or hard-top could be fitted, the tonneau cover offering the only protection from the elements (as well as some reduction in drag).  Usually, vehicles used in racing have engines assembled with unusual care and attention but because the MGA Twin Cam’s critical flaw manifested only when cruising on freeways within a certain speed range lower than would be experienced on race tracks, were that to be the exclusive use, it was not essential for them to be augmented with flexible mounts which prevented the vibrations and subsequent melting of the pistons.

Thackery washer with wave.

A Thackery washer is a specialized form of spring washer and in engineering jargon, the “kink” in the centre section usually is described as a “wave” or “undulation” although over the years there’s being a bit of “terminological inflation”, “notched” and “wave bend”, “offset bend”, “spring convolution” and “waisted section” have all been documented; the punchy “wave” seems the best choice.  What the wave does is create the axial spring compliance that lends a Thackery washer both its locking and preload characteristics.  They were factory-fitted on several places on MGAs and definitely one with a ⁵⁄₁₆ bore should be used in conjunction with the flex-mounts for the carburettors, the specific compression achieved by tightening to leave 25-40 thousandths of an inch (0.635 mm) between the coils.  Were non-waved spring washers to be used, the requisite degree of flatness would not be achieved and the stresses induced would thus be higher.  This should also been done on MGA Twin Cams used in competition (and is critical if they’re also driven on the road).  It’s an unusual quirk of the engine that “extreme conditions” are encountered not on race tracks at full throttle but while serenely cruising at 60-70 mph (95-110 km/h).

1962 MGA Deluxe Mark II roadster with "side screens" fitted (they were a considerable advance on the dreaded, flexible "side curtains").

What came to be called the “MGA Deluxe” was first advertised as “MGA with Competition Suspension option” (described in the factory parts books also as “All Round Disc Brakes model” or “All Wheel Disk Brakes model”) and that was reasonable because the configuration of those first built used the Twin Cam chassis but fitted with an OHV engine.  The platform did however have to be modified so the combination of the Twin Cam type master cylinders and the OHV style radiator and heater unit could both be fitted, thus the variations in the shape of the heater shelf and the radiator mounting.  As a quirk, an uncertain number of the very early–build “Deluxe” models included the removable vent panels in the front inner wings, presumably only those produced before residual Twin Cam stock was absorbed.  Production of the roadster & coupé versions proceeded over two years, during which the 1600 Mark II was introduced and many included some or all of an extensive range of equipment including the Road Speed tyres, “competition seats”, close ratio gearbox, radio, badge bar (then a big thing in England) and some of the roadsters had a bolt-on hard-top (the desirable aluminium unit by Vanden Plas and, when stocks of those were exhausted, the fibreglass version).

1962 MGA Deluxe Mark II roadster with the much admired aluminum hard-top by Vanden Plas.

All the “Deluxe” run included the oil cooler and anti-sway bar so, considering the higher level specification and price, “Deluxe” was as good a name as any and for those who prefer the rarest of anything, with only 35 of the build being coupés, that model was the MGA with the lowest build number.  The 395 "Deluxes" came at the end of MGA production, the last of both the standard and “Deluxe” editions leaving the line in June 1962 and that 395 were built was a product of the Twin Cam venture prematurely being aborted.  According to the factory’s records, MG contracted with Dunlop for the supply of at least 2,500 “kits” containing the wheels and disc brake apparatuses so when the Twin Cam was dropped there were some 400 kits in the warehouse; the “Deluxe” model was concocted just to absorb these parts and thus recoup the cost.  Presumably MG must have had more parts on hand because some would have been retained as spares but definitely the “Deluxe” was a “model of necessity” and other manufacturers later would use the same trick.