Quadraphonic

Quadraphonic (pronounced kwod-ruh-fon-ik)

(1) Of, noting, or pertaining to the recording and reproduction of sound over four separate transmission or direct reproduction channels instead of the customary two of the stereo system.

(2) A quadraphonic recording.

(3) A class of enhanced stereophonic music equipment developed in the 1960s.

1969: An irregular formation of quadra, a variant (like quadru) from the older Latin form quadri- (four) + phonic from the Ancient Greek phonē (sound, voice).  All the Latin forms were related quattor (four) from the primitive Indo-European kwetwer (four).  Phonē was from the primitive Indo-European bha (to speak, tell, say) which was the source also of the Latin fari (to speak) and fama (talk, report).  Phonic, as an adjective in the sense of “pertaining to sound; acoustics" was used in English as early as 1793. Those for whom linguistic hygiene is a thing approved not at all of quadraphonic because it was a hybrid built from Latin and Greek.  They preferred either the generic surround sound which emerged later or the pure Latin lineage of quadrasonic (sonic from sonō (make a noise, sound)) which appeared as early as 1970 although it seems to have been invented as a marketing term rather than by disgruntled pedants.  Quadraphonic, quadrasonic and surround sound all refer to essentially the same thing: the reproduction of front-to-back sound distribution in addition to side-to-side stereo.  In live performances, this had been done for centuries and four-channel recording, though not mainstream, was by the 1950s, not uncommon.  Quadraphonic is and adjective but had been used as a noun; the (equally irregular) noun plural is quadraphonics.

Surround sound

Quadraphonic was an early attempt to mass-market surround sound.  It used four sound channels with four physical speakers intended to be positioned at the four corners of the listening space and each channel could reproduce a signal, in whole or in part, independent of the others.  It was briefly popular with manufacturers during the early 1970s, many of which attempted to position it as the successor to stereo as the default standard but consumers were never convinced and quadraphonic was a commercial failure, both because of technical issues and the multitude of implementations and incompatibilities between systems; many manufacturers built equipment to their own specifications and no standard was defined, a mistake not repeated a generation later with the CD (compact disc).  Nor was quadraphonic a bolt-on to existing equipment; it required new, more expensive hardware.

Quadraphonic audio reproduction from vinyl was patchy and manufacturers used different systems to work around the problems but few were successful and the physical wear of vinyl tended always to diminish the quality.  Tape systems also existed, capable of playing four or eight discrete channels and released in reel-to-reel and 8-track cartridge formats, the former more robust but never suited to the needs of mass-market consumers.  The rise of home theatre products in the late 1990s resurrected interest in multi-channel audio, now called “surround sound” and most often implemented in the six speaker 5.1 standard.  Modern electronics and the elimination of vinyl and tape as storage media allowed engineers to solve the problems which beset quadraphonic but there remain audiophiles who insist, under perfect conditions, quadraphonic remains the superior form of audio transmission for the human ear.

Highway Hi-Fi record player in 1956 Dodge.

First commercially available in 1965, the eight-track cartridge format (which would later become the evil henchman of quadraphonic) convinced manufacturers it was the next big thing and they rushed to mass-production and one genuine reason for the appeal was that the 8-track cartridge was the first device which was practical for use as in-car entertainment.  During the 1950s, the US car industry had offered the option of record players, neatly integrated into the dashboard and in the relatively compact space of a vehicle's interior, the sound quality could be surprisingly high.  Although not obviously designed with acoustic properties optimized for music, the combination of parallel flat surfaces, a low ceiling and much soft, sound absorbing material did much to compensate for the small size and range offered by the speakers.  However, although they worked well when sitting still in showroom or in certain vehicles, on the road things could be different.  The records (the same size as the classic 7 inch (180 mm) 45 rpm "singles") played by means of a stylus (usually called "the needle") which physically traced the grooves etched into the plastic disks rotating at 16.66 rpm which, combined with an etching technique called "ultra micro-grooving" meant the some 45 minutes of music were available, a considerable advance on the 4-5 minutes of the standard single.  The pressings were also thicker than other records, better to resist the high temperatures caused by heat-soak from the engine and the environment although, in places like Arizona, warping was soon reported.  To keep the stylus in the track, the units were fitted with a shock-absorbing, spring enclosure and a counterweighted needle arm.  Improbably, in testing, the system performed faultlessly even under the most adverse road conditions so the designers presented the product for corporate approval.  At that point there was a delay because the designers worked for the Colombia Broadcasting Corporation (CBS) which had affiliations with thousands of radio stations all over the country and no wish to cannibalize their own markets; if people could play records in their cars, the huge income stream CBS gained from advertising would be threatened as drivers tuned out.  The proposal was rejected.

Highway Hi-Fi record player in 1956 Plymouth.

Discouraged but not deterred, the engineers went to Detroit and demonstrated the players to Chrysler which had their test-drivers subject the test vehicles to pot-holes, railway tracks and rolling undulations.  The players again performed faultlessly and Chrysler, always looking for some novelty, placed an order for 18,000, a lucrative lure which convinced even CBS to authorize production, their enthusiasm made all the greater by the proprietary format of the disks which meant CBS would be the exclusive source.  So, late in 1956, Chrysler announced the option of "Highway Hi-Fi", a factory-installed record player mounted under the car's dashboard at a cost of (US$200 (some US$1750 in 2023 terms)).  Highway Hi-Fi came with six disks, the content of which reflected the reactionary tastes of CBS executives and their desire to ensure people still got their popular music from radio stations but the market response was positive, Chrysler selling almost 4000 of the things in their first year, the early adopters adopting with their usual alacrity.

The second generation of players used standard 45 rpm singles: Austin A55 Farina (left) and George Harrison's (1943–2001) Jaguar E-Type S1 (right); all four Beatles had the players fitted in their cars and lead guitarist Harrison is pictured here stocking his 14-stack array.  The lady on the left presumably listened to different music than the Beatle on the right (although their in-car hardware was identical) but tastes can't always be predicted according to stereotype; although he disapproved of most modern music, Rudolf Hess (1894–1987; Nazi deputy Führer 1933-1941) told the governor of Spandau prison (where he spent 40 of his 46 years in captivity) he enjoyed The Beatles because their tunes "were melodic".  

At that point, problems surfaced.  Tested exclusively in softly-sprung, luxury cars on CBS's and Chrysler's executive fleets, the Highway Hi-Fi had to some extent been isolated from the vicissitudes of the road but when fitted to cheaper models with nothing like the same degree of isolation, the styluses indeed jumped around and complaints flowed, something not helped by dealers and mechanics not being trained in their maintenance; even to audio shops the unique mechanism was a mystery.  Word spread, sales collapsed and quietly the the option was withdrawn in 1957.  The idea however didn't die and by the early 1960s, others had entered the field and solved most of the problems, disks now upside-down which made maintaining contact simpler and now standard 45 rpm records could be used, meaning unlimited content and the inherent limitation of the 4 minute playing time was overcome with the use of a 14-disk stacker, anticipating the approach taken with CDs three decades later.  Chrysler tried again by the market was now wary and the option was again soon dropped.

1966 Ford Mustang with factory-fitted 8-track player.

Clearly though, there was demand for in-car entertainment, the content of which was not dictated by radio station programme directors and for many there were the additional attractions of not having to endure listening either to advertising or DJs, as inane then as now.  It was obvious to all tape offered possibilities but although magnetic tape recorders had appeared as early as 1930s, they were bulky, fragile complicated and expensive, all factors which mitigated against their use as a consumer product fitted to a car.  Attention was thus devoted to reducing size and complexity so the tape could be installed in a removable cartridge and by 1963, a consortium including, inter alia, Lear, RCA, Ford & Ampex had perfected 8-track tape which was small, simple, durable and able to store over an hour of music.  Indeed, so good was the standard of reproduction that to take advantage of it, it had to be connected to high quality speakers with wiring just as good, something which limited the initial adoption to manufacturers such as Rolls-Royce and Cadillac or the more expensive ranges of others although Ford's supporting gesture late in 1965 of offering the option on all models was soon emulated.  Economies of scale soon worked its usual wonders and the 8-track player became an industry standard, available even in cheaper models and as an after-market accessory, some speculating the format might replace LP records in the home.

Lindsay Lohan's A Little More Personal (Raw) as it would have appeared if released in the 8-Track format.

That never happened although the home units were widely available and by the late 1960s, the 8-track was a big seller for all purposes where portability was needed.  It maintained this position until the early 1970s when, with remarkable suddenness, it was supplanted the the cassette, a design dating from 1962 which had been smaller and cheaper but also inferior in sound delivery and without the broad content offered by the 8-track supply system.  That all changed by 1970 and from that point the 8-track was in decline, reduced to a niche by late in the decade, the CD in the 1980s the final nail in the coffin although it did for a while retain an allure, Jensen specifying an expensive Lear 8-track for the Interceptor SP in 1971, despite consumer reports at the time confirming cassettes were now a better choice.  The market preferring the cheaper and conveniently smaller cassette tapes meant warehouses were soon full of 8-track players and buyers were scarce.  In Australia, GMH (General Motor Holden) by 1975 had nearly a thousand in the inventory which also bulged with 600-odd Monaro body-shells, neither of which were attracting customers.  Fortunately, GMH was well-acquainted with the concept of the "parts-bin special" whereby old, unsaleable items are bundled together and sold at what appears a discount, based for advertising purposes on a book-value retail price there’s no longer any chance of realizing.

1976 Holden HX LE

Thus created was the high-priced, limited edition Holden LE (not badged as a Monaro although it so obviously looked like one that they've never been known as anything else), in "LE Red" (metallic crimson) with gold pin-striping, Polycast "Honeycomb" wheels, fake (plastic) burl walnut trim, deep cut-pile (polyester) carpet and crushed velour (polyester) upholstery with plaid inserts over vinyl surrounds in matching shades; in the 1970s, this was tasteful.  Not exactly suited to the image of luxury were the front and rear spoilers but they too were sitting unloved in the warehouse so they became part of the package and, this being the 1970s, rear-seat occupants got their own cigar lighter, conveniently located above the central ashtray.  Not designed for the purpose, the eight-track cartridge player crudely was bolted to the console but the audio quality was good and five-hundred and eighty LEs were made, GMH pleasantly surprised at how quickly they sold.  When new, they listed at Aus$11,500, a pleasingly profitable premium of some 35% above the unwanted vehicle on which it was based.  These days, examples are advertised for sale for (Aus$) six-figure sums but those who now buy a LE do so for reasons other than specific-performance.  Although of compact size (in US terms) and fitted with a 308 cubic inch (5.0 litre) V8, it could achieve barely 110 mph (175 km/h), acceleration was lethargic by earlier and (much) later standards yet fuel consumption was very high; slow and thirsty the price to be paid for the early implementations of the emission control devices bolted to engines designed during more toxic times.

1976 Holden HX LE Polycast "Honeycomb" wheel (14 x 7").

The Polycast process used a conventional steel wheel with a decorative face of molded polyurethane, attached with mechanical fasteners or bonded using adhesives (in some, both methods were applied) and although some snobs still call them "fake alloy" wheels, legitimately, they're a category of their own.  Because the rubbery, molded plastic fulfilled no structural purpose, designers were able to create intricate shapes which would then have been too delicate or complex to render (at an acceptable cost) in any sort of metal.  By consensus, some of the Ploycast wheels were among the best looking of the decade and, unstressed, they were strong, durable and long-lasting while the manufacturers liked them because the tooling and production costs were much lower than for aluminium or magnesium-alloy.  Another benefit was, being purely decorative (essentially a permanently attached wheelcover), their use faced no regulatory barriers; US safety rules were even then strict and Citroën at the time didn't both seeking approval for the more exotic "resin" wheels offered in Europe on the SM).

Aftermath of the pace car crash, Indianapolis 500, 29 May 1971; dozens were injured but there were no fatalities, despite impact with the well-populated camera stand being estimated at 60 mph (100 km/h).

The Holden LE's wheels came straight from the Pontiac parts bin in the US where they'd first appeared on the 1971 Firebird Trans-Am.  The concept proved popular with manufacturers and a set of Motor Wheels' "Exiter" (14" x 7", part number 36830 and advertised also as "Exciter") was fitted to the Dodge Challenger Pace car which crashed during the 1971 Indianapolis 500.  The crash was unrelated to the wheels, the driver (one of the Dodge dealers providing the pace car fleet) blaming the incident on somebody moving the traffic cone he'd used in practice as his pit-lane braking marker.    Motor Wheel's advertising copy: “What wheel can survive this beating?” and “...the new wheel too tough for the 'mean machine'” predated the crash at Indianapolis and was intended to emphasise the strength of the method of construction.

Twenty years on, the “parts bin special” idea was a part of local story-telling.  Although most doubt the tale, it's commonly recounted the 85 HSV VS GTS-R Commodores Holden built in 1996 were all finished in the same shade of yellow because of a cancelled order for that number of cars in "taxi spec", the Victorian government having mandated that color for the state's cabs.  While a pleasing industry myth, most suspect it's one of those coincidences and the government's announcement came after the bodies for the GTS-R had already been painted.  Being "taxi yellow" doesn't appear to have deterred demand and examples now sell for well into six figures (in Aus$).      

1971 Holden HQ Monaro LS 350

The overwrought and bling-laden Holden LE typified the tendency during the 1970s and of US manufacturers and their colonial off-shoots to take an elegant design and, with a heavy-handed re-style, distort it into something ugly.  A preview of the later “malaise era” (so named in the US for many reasons), it was rare for a facelift to improve the original.  The HQ Holden (1971-1974) was admired for an delicacy of line and fine detailing; what followed over three subsequent generations lacked that restraint although to be fair, while the last of the series (HZ, 1977-1980) ascetically wasn't as pleasing as the first, dynamically, it was much-improved.   

1973 Ford Falcon XA GT Hardtop (RPO83).

In the era of the LE, Ford Australia had it's own problem with unwanted two-door bodyshells.  Released too late to take advantage of what proved a market fad, Ford’s Falcon Hardtops (XA; 1972-1973, XB; 1973-1976 & XC; 1976-1979) never enjoyed the success of Holden’s Monaro (1968-1976), Chrysler’s Valiant Charger (1971-1978) or even that of Ford’s own, earlier Falcon Hardtop (XM; 1964-1965 & XP; 1965-1966).  The public’s increasing and unpredicted uninterest in the style meant that by 1976, like Holden, Ford had languishing in unwanted in their hands hundreds of body-shells for the big (in Australian terms although in the US they would have been classed “compacts”) coupés.  When released in 1972 Ford’s expectation was it would every year sell more than 10,000 Hardtops but that proved wildly optimistic and not even discounting and some “special editions” did much to stimulate demand.  By 1977 sales had dropped to a depressing 913 and with over 500 bodies in stock, the projection no more than 100 would attract buyers meant a surplus of 400; an embarrassing mistake.

Edsel Ford II with Falcon Cobra #001, publicity shot, Ford Australia's Head Office, Campbellfield, Victoria.  The badge below the Cobra decal reads 5.8; Australia switched to the metric system in 1973 but because of the nature of the machines, almost always the V8s are described either as 302 (4.9) or 351 (5.8), cubic inches being a muscle car motif. 

Scrapping them all had been discussed but in Australia at the time was Edsel Ford II (b 1948), great-grandson of Henry Ford (1863-1947), grandson of Edsel Ford (1893–1943) and the only son of Henry Ford II (1917–1987).  The scion had been sent to southern outpost to learn the family business and been appointed assistant managing director of Ford Australia; his solution profitably to shift the surplus hardtops was hardly original but, like many sequels, it worked.  What Edsel Ford suggested was to use the same approach which in 1976 had been such a success when applied in the US to the Mustang II (1973-1978): Create a dress-up package with the motifs of the original Shelby Mustangs (1965-1968), the most distinctive of which were the pair of broad, blue stripes running the vehicle’s full length.  In truth, the stripes had been merely an option on the early Shelby Mustangs but so emblematic of the breed did they become it’s now rare to see one un-striped.  The blinged-up Mustang IIs had been dubbed “Cobra II” and although mechanically unchanged, proved very popular.  One (unverified) story which is part of industry folklore claims the American’s suggestion was initially rejected by local management and discarded before a letter arrived from Ford’s Detroit head office telling the colonials that if Edsel Ford II wanted a Falcon Cobra with stripes, it must be done.  As Edsel's father once told a Lee Iacocca (1924–2019) who seemed to be getting ideas above his station: "Don't forget my name is on the building". 

Falcon Cobra #31.  The rear-facing bonnet (hood) scoop was the most obvious visual clue identifying the Option 97 (#002-031) cars although the after market responded and it became possible to buy replica scoops as well as the decals and plaques for those who wanted their own "Cobra look".

The Australian cars thus came to be “Cobra” and as well as providing a path to monetizing what had come to be seen as dead stock, the cars would also be a platform with which Ford could homologate some parts for use in racing.  The latter task was easy because in November 1977 Ford had built 13 “special order” XC Hardtops which conformed with the “evolution” rules of the Confederation of Australian Motor Sport (CAMS, then the regulatory body) for homologating parts for Group C touring car events.  Cognizant of the furore which had erupted in 1972 when high-output engines were homologated in road cars, the changes were mostly about durability and included enlarged rear wheel wells to accommodate wider wheels and tyres, a reverse hood (bonnet) scoop which drew desirable cool-air from the low-pressure area at the base of the windscreen, twin electric fans (switchable from the cockpit) which replaced the power-sapping engine-driven fan, a front tower brace (K-brace) which stiffened the body structure, an idler arm brace and front and rear spoilers.

Falcon Cobra #094 which was one of the "fully optioned" of the Option 96 build (#081-200 including the 351 V8, air-conditioning, power steering & power windows).

A prototype Falcon Cobra was built in April 1978 with production beginning the following July.  Unusually, all were originally painted Bold Blue before the areas which would become the stripes and the sill & wheel-arch highlights was masked with a coating of Sno White was painted over the top (thin Olympic (Blaze) Blue accent stripes separated the colors and “Cobra” decals were fitted to the sides and rear).  Each of the 400 built was fitted with a sequentially numbered plaque (001 to 400) on the dash and the production breakdown was:

#001: Created for promotional use, it was allocated for the photo-sessions from which came the images used in the first brochures (351 automatic).

#002-031: The Option 97 run which contained the parts and modifications intended for competition and produced in conformity with CAMS’s “evolution” rules (351 manual).

#032-041: 351 manual with air-conditioning (A/C) & power steering (P/S).

#042-080: 351 manual with A/C, P/S & power windows (P/W).

#081-200: 351 automatic with A/C, P/S & P/W.

#201-300: 302 manual.

#301-360 (except 351): 302 automatic with A/C & P/S.

#351: 351 manual.

#361-400: 302 automatic with A/C, P/S & P/W.

Moffat Ford Dealers team cars in the Hardie-Ferodo 1000 at Bathurst, finishing 1-2 in 1977 (left) and on the opening lap in 1978 (right).  In 1978, the cars (actually 1976 XB models modified to resemble XCs) matched their 1977 qualifying pace by starting second & third on the grid but in the race both recorded a DNF (did not finish). 

The Option 97 run (#002-031) included the modifications fitted to the 13 cars built in November 1997 but also included was engine & transmission oil coolers, a tramp rod (fitted only to the left-side because most racing in Australia is on anti-clockwise circuits and most turns thus to the left) and a special front spoiler which directed cooling air to the front brakes.  Visually, the Option 97 run was differentiated from the rest by the (functional) bonnet scoop and a pair of Scheel front bucket seats (part number KBA90018) in black corduroy cloth. Collectively, the 370 Option 96 and 30 Option 97 made up the 400 SVP (Special Value Pack) that was the Falcon Cobra.  The Cobra’s blue & white livery appeared on the race tracks in 1978 but the best known (the pair run by Allan Moffat's (v 1939) “Moffat Ford Dealers” team were actually modified XB Hardtops built in 1976 and the same vehicles which had completed the photogenic 1-2 at Bathurst in 1977.

Dwarf

Dwarf (pronounced dwawrf)

(1) A person of abnormally small stature owing to a pathological condition, especially one suffering from cretinism or some other disease that produces disproportion or deformation of features and limbs.  In human pathology, dwarfism is usually defined, inter-alia, as an adult height less than 1.47 m (4 ft 10 in).

(2) In zoology & botany, an animal or plant much smaller than the average of its kind or species.

(3) In European folklore, a being in the form of a small, often misshapen and ugly, man, usually having magic powers.

(4) In Norse mythology, any member of a race of beings from (especially Scandinavian and other Germanic) folklore, usually depicted as having some sort of supernatural powers and being skilled in crafting and metalworking, often as short with long beards, and sometimes as clashing with elves.

(5) In astronomy, a small version of a celestial body (planet, moon, galaxy, star etc).

(6) Of unusually small stature or size; diminutive; to become stunted or smaller.

Pre 900: From the Middle English dwerf, dwergh, dwerw & dwerȝ, from the Old English dweorh & dweorg (dwarf), replacing the Middle English dwerg and ultimately from the Proto-Germanic dwergaz.  It was cognate with the Scots dwerch, the Old High German twerg & twerc (German Zwerg), the Old Norse dvergr (Swedish dvärg), the Old Frisian dwirg (West Frisian dwerch), the Middle Low German dwerch, dwarch & twerg (German & Low German Dwarg & Dwarch) and the Middle Dutch dwerch & dworch (Dutch dwerg).  The Modern English noun has undergone complex phonetic changes. The form dwarf is the regular continuation of Old English dweorg, but the plural dweorgas gave rise to dwarrows and the oblique stem dweorge which led to dwery, forms sometimes found as the nominative singular in Middle English texts and in English dialects.  Dwarf is a noun and verb, dwarfness & dwarfishness are nouns, dwarfish & dwarflike are adjectives and dwarfishly is an adverb.  The plural forms are dwarves and dwarfs.  Dwarfs was long the common plural in English but after JRR Tolkien (1892-1973) used dwarves, his influence was enough to become the standard plural form for mythological beings.  For purposes non-mythological, dwarfs remains the preferred form.

The M Word

1972 MG Midget (RWA) in British Racing Green (BRG).

Dwarf seems still to be an acceptable term to describe those with dwarfism and Little People of America (LPA), the world’s oldest and largest dwarfism support organization (which maintains an international, membership-based organization for people with dwarfism and their families) has long campaigned to abolish the use of the word “midget” in the context of short humans.  The objection to midget is associative.  It was never part of the language of medicine and it was never adopted as official term to identify people with dwarfism, but was used to label used those of short stature who were on public display for curiosity and sport, most notoriously in the so-called “freak shows”.  Calling people “midgets” is thus regarded as derogatory.  Midget remains an apparently acceptable word to use in a historic context (midget submarine, MG Midget etc) or to describe machinery (midget car racing; the Midget Mustang aerobatic sports airplane) but no new adoptions have been registered in recent years.  The LPA is also reporting some supportive gestures, noting with approval the decision of the Agricultural Marketing Service (AMS) of the US Department of Agriculture’s (USDA) to revise the nomenclature used in the US standards for grades of processed raisins by removing five references to the term “midget”.  Although obviously a historically benign use of the word, its removal was a welcome display of cultural sensitivity.

An interesting outlier however is midget wrestling, a field in which the participants are said enthusiastically to support the label, citing its long traditions and the marketing value of the brand.  Although in the late twentieth century, midget wrestling’s popularity diminished in the last decade there’s be a resurgence of interest and the sport is now a noted content provider for the streaming platforms which run live and recorded footage.  Since the 1970s, midget wrestling has included styles other than the purely technical form with routines extending from choreographed parody and slapstick performances to simulated sexual assault.  These innovations have attracted criticism and the suggesting it’s a return to the freak shows of earlier centuries but audiences in the target demographic seem appreciative and, noting the success of a number of tours and operators, Major League Wrestling in 2022 announced the creation of a midget division.

The MG Midget

Where it began: 1930 MG M-Type Midget Roadster.

The earliest cars to wear MG badge (the name originally “Morris Garages”, an operation which had the same relationship to Morris as AMG does to Mercedes-Benz (ie high-performance variants)) were tuned (and often re-bodied) editions of existing Morris models but in 1928 the 8/33 M.G Midget Sports Series M (truncated usually to “M Type” was displayed at the 1928 London Olympia Motor, series production commencing the next season.  The first of a long line of tiny roadsters, 3,232 would be made between 1929-1932 and the one in the photographs above is fitted with coachwork typical of the era: an open two-seater in the fashionable “boat-tail” style, constructed by Carbodies of Coventry using construction technique which began in aviation, the panels a mix of steel and fabric-covered plywood over an ash frame.  The fabric soft-top was stored under the rear deck along its frame, tools and a spare wheel.  In the spirit of the age, a rakish two-piece windshield was fitted and there was no provision for a heater.  Despite the minimalist accommodation, the engine was surprisingly advanced, the four-cylinder engine using a bevel-gear-driven single overhead cam turning off the vertically mounted generator, 27 horsepower at a then impressive 5400 rpm generated from a displacement of 847 cm3 (51.68 cubic inches).  A footnote in the Midget’s history is that the first exported to the US was in 1930 bought by Edsel Ford (1893–1943; president of the Ford Motor Company (FoMoCo) 1919–1943), then titular head of his father’s (Henry Ford (1863-1947)) eponymous Motor company which, by the million, built larger vehicles.

1960 Austin-Healey Sprite Mark I (top left), 1966 MG Midget Mark II (top right), 1973 MG Midget Mark III (RWA, bottom left) and 1979 MG Midget Mark IV (bottom right).

For a new generation (1961-1979) of diminutive roadsters, MG revived the Midget name last used on the M-Type. MG was by the 1950s part of British Motor Corporation (BMC (1952-1967) which later would be absorbed by the doomed British Leyland (1968–1990)) and a corporate companion marquee was Austin-Healey which between 1958-1961 produced the Sprite (known variously as the “bugeye” or “frogeye”), a small sports car, built on the familiar template of economy car underpinnings with a stylish body.  After the release of the MGA (1955-1962), MG no longer had a competitor in the low-price segment so BMC took the decision that the two companies would share the model, yet another example of the “badge engineering” which BMC pragmatically (and for a while lucratively) would exploit until the process descended into self-defeating absurdity.  When the Mark II Sprites were released in 1961 (without the distinctive headlights which were the source of the nicknames), simultaneously there was the debut of the Midget, the latter slightly more expensive and better equipped, although both remained basic roadsters in the old tradition, lacking fittings such as side windows and external door-handles.  The Sprite would continue in three versions (Mark II; 1961-1964, Mark III; 1964-1966, Mark IV 1966-1971) before, following the end of BMC’s contractual arrangement with Donald Healey (1898–1988), briefly it was sold as the Austin Sprite (1971-1972) before the name was retired and the segment was left to MG.  In the decade they’d been companion models, the pair significantly had been improved, gaining power, refinement and creature comforts (the overdue door handles and side windows part of the Mark II upgrades) but what never changed were the dimensions, the things always small, something the balanced styling tended to disguise, the compactness best appreciated when one was seen parked next to a more typically sized vehicle; the Sprite and Midget being dwarfed.

Almost 130,000 Sprites were built while Midget production (which lasted until 1980) totalled some 225,000, the most numerous being the later models (Mk III; 1966–1974: 100,246 units & 1500; 1974–1979: 81,916 units).  A decade before production ended it was already outdated but such was the charm (and lack of competition) that demand remained strong almost to the end.  The most fancied Midgets are the so-called RWA (round wheel arch) models produced between 1972-1974; these adopted the design used on the rear of the bugeyes and are considered the best looking (as well as making the use of wider rear tyres easier) but in 1974 MG had to revert to the squared-off look because the strength gain from the additional metal was necessary to support the large “rubber” bumpers added to conform with US regulations; the RWA bodywork was found to be prone to damage when the rear-impact tests were conducted.  Even before the huge bumpers unhappily had been grafted, US market cars had for some months had large rubber “buffers” bolted to the chrome bumpers, known in the US as “Dagmars” and in the UK as “Sabrinas” both names tributes to the hardly vague anatomical similarity with the two pop culture figures.  Along with the big bumpers, to comply with minimum headlight height regulations in the US, the suspension height was raised by about an inch (25 mm), something which raised the centre of gravity and thus affected the handling characteristics, something adjustments to the anti-roll bars only partially ameliorated.  Visually, the increased height was disguised by lowering curve of the front wheel arch.

Triumph Spitfire, also a midget-sized roadster

A midget (with a small “m”) dwarfed by two behemoths: A 1977 Triumph Spitfire between two Ford Super Duty F-450s heavy pick-up trucks.  At their intended purpose (carrying or towing heavy payloads) Ford’s Super Duty heavy pick-up trucks perform well but such is the consumer appeal they’re a not uncommon sight used as passenger vehicles, even in cities; they can thus be both a personal and political statement, owners delighted Ford has made pick-ups great again (MPUGA).

Adopted for the range in 1999, Ford between 1958-1981 had previously used the “Super Duty” label on three large displacement (401, 477 & 534 cubic inch (6.6, 7.8 & 8.8 litre) gas (petrol) V8s, the family one of a remarkable variety of different V8s the corporation produced during the 1950s & 1960s.  Big, heavy and low-revving, the Super Duty V8 were legendarily robust and famed for their longevity but were doomed ultimately by their prodigious thirst.  They were intended only for heavy-duty, industrial use and in that very different from the Pontiac Super Duty (SD) V8s which were high-performance units, the early versions in the 1960s optimized for drag racing while the revival the next decade was the final fling of the original muscle car era (1964-1974).  The 389 & 421 cubic inch (6.4 & 6.9 litre) versions were offered between 1960-1963 while the 455 (7.5) appeared in 1973-1974 and had it not been for the 455 SD Pontiac Firebirds in those years, the muscle car era would have been regarded as having ended in 1972.  The Watergate-era 455 SD is also a footnote in the history of environmental law because Pontiac (in a preview of Volkswagen’s later “Dieselgate”) used a device to “cheat” on emission testing being undertaken as part of the certification process.  Caught re-handed, Pontiac, guilty as sin, was compelled to remove the “cheat gear” and re-submit a vehicle for testing; that’s the reason the 1973-1974 455 SD was rated at 290 horsepower (HP) rather than the 310 of the original (and more toxic) engine.

1967 Triumph Spitfire Mark II (left) and 1972 Triumph Spitfire Mark IV (with after-market exhaust tips, right).

The Triumph Spitfire had the same relationship to the larger TR sports cars (1952-1976) as the Midget did to the MGB.  Produced in five distinct generations between 1962-1980, like the Sprite & Midget, the Spitfire featured a stylish body atop the platform of a high-volume model and for the coachwork Triumph out-sourced the job to Italy, Giovanni Michelotti (1921–1980) producing a shape which owed nothing to the little Herald (1959-1971) on which it was based.  In continuous production in five versions (Mark I; 1962–1964, Mark II; 1965–1967, Mark III; 1967–1970, Mark IV; 1970–1974 & 1500; 1974–1980), almost 315,000 were built with the later models the most popular, the some 96,000 of the 1500s sold.  Like the Midget, the Spitfire was over the years improved although the things did at least stagnate in the post-1974 US models which became heavier, slower and uglier although in the 1970s that was a general industry trend.  The Although soon under the same corporate umbrella, the Midget & Spitfire were competitors (in the showroom and on the circuits) for almost two decades and when Road & Track magazine in their September 1967 edition published a comparison test, they couldn't decide which was best, concluding: "...whichever one the buyer chooses, he is assured of many miles of motoring pleasure in the great sports car tradition.  They're good cars, both of them.  You can't go wrong."  For the readers that may not have been a great deal of help and the phrasing must have been force of habit because the two little roadsters had always enjoyed some popularity among women.  

The photograph run in 1959 with the caption “Hark the Herald’s axle’s swing” (left) and a Mark I Spitfire's swing axles displaying the same behavior.

The Spitfires of the 1960s were a bit more lively but that description wasn’t always a compliment because, based on the Herald, what was inherited was the swing-axle rear suspension and swing the axles certainly could, leading to a “lively rear”.  When the British motoring press first tested the Herald they noted the behaviour of the swing axles under extreme load and had a photographer appropriately positioned: The caption “Hark the Herald’s axle’s swing” became famous.  None of that deterred Triumph which in 1962 introduced a more powerful version powered by a 1.6 litre (97 cubic inch) straight six.  That meant a faster car which meant the behaviour of the swing axles could be experienced at a higher speed (with all that implies) but the car sold well which was encouraging so Triumph in 1966 fitted a 2.0 litre (122 cubic inch) six.  It was not until 1968 the rear suspension was revised and this curative solved the errant characteristics to a degree which impressed even the usually sceptical motoring journalists and sales remained strong until production ended in 1971.  Offered only in four-cylinder form, the revisions to the Spitfire’s rear suspension were less complex but when tested on the Mark IV in 1970, the improvement was apparent and from this point, criticism ceased of of road-holding at the limit.

1967 Triumph GT6 Mark I (also with after-market exhaust tips, left) and 1979 Triumph Spitfire 1500 (right).  With production ending in 1973, the GT6 was spared from being disfigured by the battering-ram like bumpers imposed on the Spitfire, those on the last of the line (1979-1980) the biggest.

While the roadster never gained six-cylinder power, Triumph from 1966 offered a coupé version (with a convenient hatchback, al la the Jaguar E-Type (XKE, 1961-1974) called the GT6.  Mechanically it followed the Vitesse except it was only ever fitted with the 2.0 litre engine and didn’t receive the suspension fix until the Mark II in 1969 and that transformed things although, being relatively complex it must have been deemed too expensive to justify on what proved a low-volume model and the with the release of the Mark III in 1970, a version of that used on the Spitfire was substituted and it proved just as effective.  Sales of the GT6 never matched the company’s expectation and the market preferred the MGB GT (1965-1980) which used the same concept for the body.  Noting the costs which would have been incurred to make the GT6 compliant with the US regulations to take effect from 1974, production ended in late 1973.  Because the considerably more powerful (especially the fuel-injected versions sold outside the US) 2.5 litre six Triumph used in the TR5 (which, with twin carburetors, was in North America sold as the TR-250), TR6, 2.5 PI & 2500 is a relatively easy swap, quite a few GT6s have been so upgraded although some attention does need to be paid to the chassis to achieve a completely satisfactory road car.  

The short stature of Victor Emmanuel III (1869–1947; King of Italy 1900-1946) with (left to right), with Aimone of Savoy, King of Croatia (Rome, 1943), with Albert I, King of the Belgians (France, 1915), with his wife, Princess Elena of Montenegro (Rome 1937) & with Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945), observing the Italian navy conduct manoeuvres, Gulf of Naples, 1938.  Note the King of Italy's sometimes DPRKesque hats.

Technically, Victor Emmanuel didn’t fit the definition of dwarfism which sets a threshold of adult height at 4 feet 10 inches (1.47 m), the king about 2 inches (50 mm) taller (or less short) and it’s thought the inbreeding not uncommon among European royalty might have been a factor, both his parents and grandparents being first cousins.  However, although not technically a dwarf, that didn’t stop his detractors in Italy’s fascist government calling him (behind his back) il nano (the dwarf), a habit soon picked up the Nazis as der Zwerg (the dwarf) (although Hermann Göring (1893–1946; leading Nazi 1922-1945, Hitler's designated successor & Reichsmarschall 1940-1945) was said to have preferred der Pygmäe (the pygmy)).  In court circles he was knows also (apparently affectionately) as la piccola sciabola (the little sabre) a nickname actually literal in origin because the royal swordsmith had to forge a ceremonial sabre with an unusually short blade for the diminutive sovereign to wear with his many military uniforms.  His French-speaking wife (Princess Elena of Montenegro (1873–1952; Queen of Italy 1900-1946)) stood a statuesque six feet (1.8 m) tall and always called him mon petit roi (my little king).  It was a long and happy marriage and genetically helpful too, his son and successor (who enjoyed only a brief reign) very much taller although his was to be a tortured existence.  Still, in his unhappiness the scion stood tall and that would have been appreciated by the late Prince Philip, Duke of Edinburgh (1921–2021) who initially approved of the marriage of Lady Diana Spencer (1960-1997) to the Prince of Wales (b 1948) on the basis that she “would breed some height into the line”.

In cosmology, the word dwarf is applied to especially small versions of celestial bodies.  A dwarf galaxy is a small galaxy of between several hundred and several billion stars, (the Milky Way may have as many as billion) and astronomers have identified many sub-types of dwarf galaxies, based on shape and composition.  A dwarf planet is a small, planetary-mass object is in direct orbit of a star, smaller than any of the eight classical planets but still a world in its own right.  Best-known dwarf planet is now Pluto which used to be a planet proper but was in 2006 unfortunately down-graded by the humorless types at the International Astronomical Union (IAU) who are in charge of such things.  It’s hoped one day this decision will be reversed so Pluto will again be classified a planet.  Dwarf planets are of interest to planetary geologists because despite their size, they may be geologically active bodies.  The term dwarf star was coined when it was realized the reddest stars could be classified as brighter or dimmer than our sun and they were created the categories “giant star” (brighter) and dwarf star (dimmer).  As observational astronomy improved, the

With the development of infrared astronomy there were refinements to the model to include (1) the dwarf star (the “generic” main-sequence star), (2) the red dwarf (low-mass main-sequence star), (3) the yellow dwarfs are (main-sequence stars with masses comparable to that of the Sun, (4) the orange dwarf (between a red dwarf and yellow/white stars), (5) the controversial blue dwarf which is a hypothesized class of very-low-mass stars that increase in temperature as they near the end of their main-sequence lifetime, (6) the white dwarf which is the remains of a dead star, composed of electron-degenerate matter and thought to be the final stage in the evolution of stars not massive enough to collapse into a neutron star or black hole, (7) the black dwarf which is theorized as a white dwarf that has cooled to the point it no longer emits visible light (it’s thought the universe is not old enough for any white dwarf to have yet cooled to black & (8) the brown dwarf, a sub-stellar object not massive enough to ever fuse hydrogen into helium, but still massive enough to fuse deuterium.

Coolest dwarf of all is (9) the ultra-cool dwarf (first defined in 1997), somewhat deceptively named for non cosmologists given the effective temperature can be as high as 2,700 K (2,430°C; 4,400°F); in space, everything is relative.  Because of their slow hydrogen fusion compared to other types of low-mass stars, their life spans are estimated at several hundred billion years, with the smallest lasting for about 12 trillion years.  As the age of the universe is thought to be only 13.8 billion years, all ultra-cool dwarf stars are relatively young and models predict that at the ends of their lives the smallest of these stars will become blue dwarfs instead of expanding into red giants.

Disney's seven dwarfs; they're now cancelled.

The events towards the conclusion of the nineteenth century German fairy tale Snow White and the Seven Dwarfs make ideal reading for young children.  Her evil step-mother has apparently killed poor Snow White so the seven disappointed dwarfs lay her body in a glass coffin.  The very next, a handsome prince happens upon the dwarfs’ house in the forest and is so captivated by her beauty he asks to take her body back to his castle.  To this the dwarfs agree but while on the journey, a slight jolt makes Snow White come to life and the prince, hopelessly in love, proposes and Snow White accepts.  Back at the palace, the prince invites to the wedding all in the land except Snow White's evil stepmother.

Snow White and the Seven Dwarfs, even Happy looking sad.

The step-mother however crashes the wedding and discovers the beautiful Snow White is the bride.  Enraged, she again attempts murder but the prince protects her and, learning the truth from his bride, forces the step-mother to wear a pair of red-hot iron slippers and dance in them until she dies; that takes not long and once she has the decency to drop dead, the nuptials resume.  In the way things happen in fairy tales, the prince and Snow White live happily ever after.

DEI (diversity, equity and inclusion)

The condition achondroplasiaphobia describes those with a “fear of little people".  The construct is achondroplasia (the Latin a- (not) +‎ the Ancient Greek chondro- (cartilage) + the New Latin‎ -plasia (growth); the genetic disorder that causes dwarfism) + phobia (from the New Latin, from the Classical Latin, from the Ancient Greek -φοβία (-phobía) from φόβος (phóbos) (fear).  The condition, at least to the extent of being clinically significant, is thought rare and like many of the especially irrational phobias is induced either by (1) a traumatic experience, (2) depictions in popular culture or (3) reasons unknown.  Achondroplasiaphobia has never appeared in the American Psychiatric Association’s (APA) Diagnostic and Statistical Manual of Mental Disorders (DSM).  In 2006, it was reported that while dining at the Chateau Marmont hotel in Los Angeles, after noticing two people of short stature had entered the restaurant, Lindsay Lohan suffered an "anxiety attack" and hyperventilated to the extent she had to take "an anti-anxiety pill" to calm down.  To her companions she repeatedly said "I’m so scared of them!"  A spokesperson for the LPA responded by suggesting Ms Lohan should "...treat her fear the same as she would a fear of any other protected minority population.  If that fails, she might find diversity training to be useful."  Almost immediately the story appeared, it was debunked by a representative for Ms Lohan who issued a statement  saying she is not achondroplasiaphobic and not in any way scared of little people, adding "Lindsay loves all people."

Prince Charming's non-consensual kiss of Snow White on her "lips red as blood".

In February 2025, Luis Rubiales (b 1977), the former president of the Royal Spanish Football Federation was found guilty of sexual assault for kissing player Jenni Hermoso (b 1990) without her consent and was fined €10,800 so, at least in some jurisdictions, the matter of consenting to a kiss is not mere legal theory.

Among critics and industry analysts, the consensus seem to be that in late 1919 when the project was approved, for Disney to allocate a budget of US$200 million (it ended up being booked at around US$250 million) to a remake of Snow White and the Seven Dwarfs (1937) probably was a good idea.  Based on the German fairy tale Sneewittchen which first appeared in print early in the nineteenth century, Disney’s 1937 production was the first animated, full-length feature film made in the US and it was both critically acclaimed and a great commercial success, becoming the highest-grossing film of 1938; adjusted for inflation, it’s success then and since has made it one of the most profitable films ever made.

The elements in its success were (1) the quality of the studio’s work, (2) advances in the technology delivering sight and sound which made the audience's experience so vivid and (3) the threads of the story which are fairy tale classics: A wicked queen, jealous of her stepdaughter’s beauty orders her murder, only to discover she’s hiding out in a cottage with seven dwarves so she poisons her with an adulterated apple, inducing a deep sleep from which she eventually is awoken by the kiss of a handsome prince.  In 1937, had the word “problematic” then been in use, it wouldn't have been applied to anything in the plot but by the early 2020s, things had changed.  In the pre Trump 2.0 era, when DEI (diversity, equity & inclusion) was compulsory, having Snow White gaining her name because her skin was as “white as snow” and the very existence of dwarfs were both definitely “problematic” so the challenge was to keep the “Snow White” in the title while changing troublesome content as required.  That's been done before and had the 2024 US presidential election elected someone (probably anyone) else, Snow White could have appeared in cinemas to lukewarm reviews but a solid box office based on 7-11 year old girls still impressed at Meghan Markle (Meghan, Duchess of Sussex; b 1981) having proved its not only in fairy tales that princes rescue middle-class girls from dreary lives.  Only Fox News would much have bothered with a condemnation.

Times have changed.  Whether it's Snow White or Sleeping Beauty, for a man (whether or not a prince) to kiss an unresponsive female, it's now usually some sort of assault.  An unresponsive female cannot grant consent.

So for Disney, the timing of events was unfortunate but the earlier race and cultural controversies which swirled around the earlier remakes of Mulan (2020) and The Little Mermaid (2023) should have been a warning.  Most jarring perhaps was the absence of “dwarfs” (in the historic sense of the word).  While Snow White is of course the protagonist, in casting terms there was only one of her and seven of them so the substitution of the heptad with “magical creatures” was always going to attract a critique of its own.  According to the studio, it consulted members of the dwarfism community (the so-called “little people”) “to avoid reinforcing stereotypes” before the re-casting but, given the production was, according to many, replete with cultural, sexist and chauvinist tropes, the cancelled dwarfs received less attention than might have been expected.  With reviewers using phrases like “exhaustingly awful reboot” and “tiresome pseudo-progressive additions”, expectations of success for Snow White have been lowered.