Buffalo

Buffalo (pronounced buhf-uh-loh)

(1) An animal from the subtribe Bubalina, also known as true buffalos, such as the Cape buffalo, Syncerus caffer, or the water buffalo, Bubalus bubalis.

(2) A related North American animal, the American bison (zoologically incorrect but in use thus since the 1630s).

(3) An ellipsis of buffalo robe.

(4) As the buffalo fish, the Ictiobus spp.

(5) In numismatic slang, a clipping of Buffalo nickel (a copper–nickel five-cent piece struck by the US Mint 1913-1938) and still (rarely) used of nickels.

(6) In numismatic slang, a clipping of “American buffalo” (a gold bullion coin), still used by collectors.

(7) A locality name most prevalent in North America, the Lake Erie port in western New York, the best-known,

(8) A shuffling tap-dance step (associated with the popular song “Shuffle Off to Buffalo”, from the musical film 42^nd Street (1933).

(9) As “buffaloed by”, to be puzzled or baffled; to be confused or mystified.

(10) As “to buffalo”, to impress or intimidate by a display of power, importance etc.

(11) To hunt buffalo (archaic).

(12) To assault (historically, to “pistol-whip”).

1535–1545: An early Americanism (replacing buffel, from the French, noted since the 1510s), from the Spanish or Portuguese búfalo (water buffalo), from the Italian buffalo, from Late Latin būfalus (an alteration of the Classical Latin būbalus (wild ox)), from the Ancient Greek βούβαλος (boúbalos).  The Greek form was originally the name of a kind of African antelope, later used of a type of domesticated ox in southern Asia and the Mediterranean lands.  I’s a word of uncertain origin and the elements may include bous (ox, cow, from the primitive Indo-European root gwou- (ox, bull, cow) but it may be a Greek folk-etymology.  The use of “buffalo” to describe the American bison is a mistake dating from the 1630s and it has endured so long as to become institutionalized.  The other Germanic words (the Dutch buffel, the German Büffel, the Danish böffel etc) are from the French while the Russian buivolu, the Polish bujwoł and the Bulgarian bivol came from the Medieval Latin.  The “Buffalo gnat” was first recorded in 1822 while the term “Buffalo chip” (dung of the American bison used as a fuel) was in use by at least the 1840s.  The origin of the name of the city Buffalo in western New York is disputed, not least because there were never any bison in close proximity to the place.  It may have been based on the name of a native American (ie Red Indian) chief or a corruption of the French beau fleuve (beautiful river).  The use of “buffalo” as a verb meaning “alarm” was documented early in the twentieth century and is probably related to the tendency of the beasts to mass panic.  In many fields, “buffalo” is used as a modifier for many words.  The old synonym buffle is extinct.  Buffalo is a noun & verb, buffaloed & buffaloing are (informal) verbs and buffaloish (non-standard) & buffalo-like are adjectives; the noun plural is buffaloes or buffalos but if used collectively (ie of a herd) buffalo is the usual spelling.  The common collective noun for a group of buffalo is “herd” although “gang” is a recorded US regionalism and some prefer the more evocative “obstinacy”, the label gained by virtue of the beast’s well-documented quality of stubbornness.

Classy Leather’s illustration of the difference in texture between bison and buffalo leather.

The clipping “buff” also tracked a varied path.  Predictably, the word seems first to have been simply a short form of “buffalo” but by the 1560s traders were using it to describe the thick, soft leather obtained from the hides of the creatures which were being slaughtered by the million although then it was almost always spelled “buffe” (ie as “buffe leather”) from the French buffle.  Buff was by the 1780s used generally to describe a “light brownish-yellow” color, based on the hue assume by the buffalo leather in its process form and as early as circa 1600 the old association of “hide” with “skin” led to the phrase “in the buff” (naked), strengthened by buff leather and pale human skin being similar in hue.  Over time, “buff naked" emerged and this morphed into "buck naked," possibly influenced by use of the word “buck” which, in American slang, had been used to refer to male deer, Native Americans, or African-American men in certain contexts. The exact etymological connection is debated, but “buck” here may have been used to evoke an image of primal or raw naturalism.  The evolution continued and by the early nineteenth century there was also “butt naked” obviously more explicit and descriptively accessible to a modern audience, emphasizing the state of stark nudity by referencing the buttocks.  It’s now the most popular of the three slang forms.  All three are unrelated to the use of “buff” to mean “polish a metal to a high gloss”, that based on the original “buffing cloths” being off-cuts of a “buff-coat” (a military overcoat originally made from the hide).  A tool for this purpose is often still called “a buff”.  The noting of “polishing up” by “buffing” was taken up in video gaming (especially role-playing) where it meant “to make a character or an item stronger or more capable”.

Jessica Simpson.

The use of buff to mean “an enthusiast for something with a great knowledge of the topic” (eg Ferrari buff (a very devoted crew); film buff (an obsessive lot who take things very seriously); Lindsay Lohan buff (a calling for some)) was related to the color.  Since the 1820s New York City’s volunteer fire-fighters since had been issued buff-colored protective clothing and their image of daring with more than a whiff of danger in the 1890s attracted a following among young men who cherish ambitions to be firemen some day.  This manifested them rushing to the sites of fires at any time of the day or night, just so they could watch the firemen at work, fighting the fire.  There is something about fire which attracts some and in Australia, where bush firs have always been a feature of the hot, dry seasons, there have been cases of volunteer fire-fighters starting fires, apparently just so they can experience the thrill of extinguishing them; fire being fire, sometimes things end very badly.  As early as 1903 the New York Sun was referring to these enthusiasts (had it been later they might have been called “fire groupies”) as “the buffs” and from this use cam the idea of a “buff” being someone devoted to anything although there’s now more often the implication of “great knowledge of the topic).  In the UK military (mostly in plural) a “Buff” was a member of the Buffs (Royal East Kent Regiment (1572-1961)) and in numismatic slang, a “buff” was a clipping of Buffalo nickel (a copper–nickel five-cent piece struck by the US Mint 1913-1938.).  In UK slang, Buff also meant “a member of the Royal Antediluvian Order of Buffaloes” (which is sort of like the Freemasons but without the plotting and scheming”).  The finger food “Buffalo wings” made famous by the admirable Jessica Simpson (b 1980) gained the name because they were first served in 1964 at Frank & Teressa's Anchor Bar on Main Street, Buffalo.  Ms Simpson’s confusion about the dish (made with chicken wings) may have been caused by them often appearing on menus as “buffalo wings) with no initial capital.

The BUFF.

In USAF (US Air Force) slang, the Boeing B-52 Stratofortress (1952-1962 and still in service) is the BUFF (the acronym for Big ugly fat fellow or Big ugly fat fucker depending on who is asking).  From BUFF was derived the companion acronym for the LTV A-7 Corsair II (1965-1984, the last in active service retired in 2014) which was SLUFF (Short Little Ugly Fat Fellow or Short Little Ugly Fat Fucker).  In rail-transport, a “buff” describes the compressive coupler force that occurs during a slack bunched condition (and is related in that sense to “buffer” which is a physical barrier placed to halt the progress of a train to prevent damage to a structure).  In the slang of the dealers of street drugs, “buff” is any substance used to dilute drugs (by volume) in order to increase profits.  The noun “buffware” is not an IT term (although SysAdmins (system administrators) could probably think of a few products which should be so described); it describes pottery in a buff color. 

Highly qualified porn star Busty Buffy.

A “buffster” is someone who is “buffed” (lean, physically fit) and that use of the word emerged from gym culture during the 1980s, under the influence of buff in the sense of “polish to perfection”.  That influenced also the use of buff to mean “physically attractive; desirable” which began in MLE (Multicultural London English) before spreading to other linguistic tribes; the adverb buffly (in a buff manner; attractively or muscularly) can be used of a buffster (one who is fit and with good muscle definition).  In hospital slang, “to buff” means “to alter a medical chart, especially in a dishonest manner”, something which hints there may be something in Evelyn Waugh’s (1903-1966) warning that the greatest risk to one in hospital is “being murdered by the doctors”.  In the slang of graffiti writers (the term “graffiti artist” does now seem accepted by the art market) a “buff” is the act of remove a piece of graffiti by someone other than the creator.  Buffy is an adjective meaning “of or tending to a buff color” (the comparative buffier, the superlative buffiest) but it’s probably now most associated with the pop-culture character “Buffy the Vampire Slayer” (which seems to have made it a popular name also for porn stars).  Of the color, “buffish” is the alternative adjective.

The phrase “It’ll buff out” is a joke-line in the collector car market which references attempts to downplay the extent or significance of damage.

In 2005, Lindsay Lohan went for a drive in her Mercedes-Benz SL 65 AMG roadster.  It didn’t end well.  Based on the R230 (2001-2011) platform, the SL 65 AMG was produced between 2004-2012, all versions rated in excess of 600 horsepower, something perhaps not a wise choice for someone with no background handling such machinery though it could have been worse, the factory building 350 of the even more powerful SL 65 Black Series, the third occasion an SL was offered without a soft-top and the second time one had been configured with a permanent fixed-roof.

Classy Leather’s “Buffalo Hunter”.

Buffalo leather isn’t suitable for all purposes but it is greatly valued because of the combination of its thickness (compared to cow or goat leather or pig skin) and the unique and different grain patterns.  It’s the thickness which adds to the durability of buffalo leather but despite that it remains soft and flexible, making it an ideal material for premium leather goods such as leather bags, leather accessories, jackets etc.  The Classy Leather operation published an informative guide to buffalo leather and included technical information including what must have be a revelation to some: Although the terms “buffalo” and “bison” tend interchangeably to be used in North America, the leathers are quite distinct and what the industry calls “buffalo leather” usually means leather derived from the Asian Water Buffalo.  Buffalo leather comes from domestic buffalos (almost always Asian Water Buffalo) which mostly are raised for milk or meat; at the end of their productive life, the hides are used to make leather and a variety of processing methods are used, designed to suit the skin structure which has large pores.

1974 Suzuki GT750: The “Water Buffalo”.  The front twin disc setup was added in 1973 and was one of the first of its kind.

The Suzuki GT750 was produced between 1971-1977 and was an interesting example of the breed of large-capacity two-stroke motorcycles which provided much excitement and not a few fatalities but which fell victim to increasingly stringent emissions standards and the remarkable improvement in the performance, reliability and refinement of the multi-cylinder four-stroke machines.  One novelty was the GT750 was water-cooled, at the time rarely seen although that meant it missed out on one of Suzuki’s many imaginative acronyms: the RAC (ram air cooling) used on the smaller capacity models.  RAC was a simple aluminum scoop which sat atop the cylinder head and was designed to optimize air-flow.  It was the water-cooling of the GT750 which attracted nicknames but, a generation before the internet, the English language tended still to evolve with regional variations so in England it was “the Kettle”, in Australia “the Water Bottle” and in North America “the Water Buffalo”.  Foreign markets also went their own way, the French favoring “la bouillotte” (the hot water bottle) and the West Germans “Wasserbüffel” (water buffalo).  Suzuki called those sold in North America the "Le Mans" while RoW (rest of the world) models were simply the "GT750".

Superbird

Superbird (pronounced soo-per-burd)

(1) A one-year version of the Plymouth Road Runner with certain aerodynamic enhancements, built to fulfil the homologation requirements for use in competition.

(2) A one-off Ford Falcon XA GT built by Ford Australia for the motor show circuit in 1973 (and subsequently a derived (though much toned-down) regular production model offered for a limited time).

1969: The construct was super + bird.  The Middle English super was a re-purposing of the prefix super, from the Latin super, from the Proto-Italic super, from the primitive Indo-European upér (over, above) and cognate with the Ancient Greek ὑπέρ (hupér).  In this context, it was used as an adjective suggesting “excellent quality, better than usual; wonderful; awesome, excellent etc.  Bird was from the Middle English bird & brid, from the Old English bridd (chick, fledgling, chicken).  The origin was a term used of birds that could not fly (chicks, fledglings, chickens) as opposed to the Old English fugol (from which English gained the modern “fowl”) which was the general term for “flying birds”.  From the earlt to mid-fourteenth century, “bird” increasingly supplanted “fowl” as the most common term.  Superbird is a noun; the noun plural is Superbirds and an initial capital is appropriate for all uses because Superbird is a product name.

Of super- and supra-

The super- prefix was a learned borrowing of the Latin super-, the prefix an adaptation of super, from the Proto-Italic super, from the primitive Indo-European upér (over, above) and cognate with the Ancient Greek ὑπέρ (hupér).  It was used to create forms conveying variously (1) an enhanced sense of inclusiveness, (2) beyond, over or upon (the latter notable in anatomy where the a super-something indicates it's "located above"), (3) greater than (in quantity), (4) exceptionally or unusually large, (5) superior in title or status (sometimes clipped to "super"), (6) of greater power or potency, (7) intensely, extremely or exceptional and (8) of supersymmetry (in physics).  The standard antonym was “sub” and the synonyms are listed usually as “on-, en-, epi-, supra-, sur-, ultra- and hyper-” but both “ultra” and “hyper-” have in some applications been used to suggest a quality beyond that implied by the “super-” prefix.  In English, there are more than a thousand words formed with the super- prefix.  The supra- prefix was a learned borrowing from the Latin suprā-, the prefix an adaptation of the preposition suprā, from the Old Latin suprād & superā, from the Proto-Italic superād and cognate with the Umbrian subra.  It was used originally to create forms conveying variously (1) above, over, beyond, (2) greater than; transcending and (3) above, over, on top (in anatomy thus directly synonymous with super) but in modern use supra- tends to be differentiated in that while it can still be used to suggest “an enhanced quality or quantity”, it’s now more common for it to denote physical position or placement in spatial terms.

Superbirds of the northern & southern hemispheres

1969 Dodge Daytona (red) & 1970 Plymouth Road Runner Superbird (blue).

The Plymouth Superbird was a "homologation special" build only for the 1970 model year.  By the mid 1950s, various NASCAR (National Association for Stock Car Auto Racing) competitions had become wildly popular and the factories (sometimes in secret) provided support for the racers.  This had started modestly enough with the supply of parts and technical support but so tied up with prestige did success become that soon some manufacturers established racing departments and, officially and not, ran teams or provided so much financial support some effectively were factory operations.  NASCAR had begun as a "stock" car operation in the literal sense that the first cars used were "showroom stock" with only minimal modifications.  That didn't last long, cheating was soon rife and in the interests of spectacle (ie higher speeds), certain "performance enhancements" were permitted although the rules were always intended to maintain the original spirit of using cars which were "close" to what was in the showroom.  The cheating didn't stop although the teams became more adept in its practice.  One Dodge typified the way manufactures used the homologation rule to effectively game the system.  The homologation rules (having to build and sell a minimum number of a certain model in that specification) had been intended to restrict the use of cars to “volume production” models available to the general public but in 1956 Dodge did a special run of what it called the D-500 (an allusion to the number built to be “legal”).  Finding a loophole in the interpretation of the word “option” the D-500 appeared in the showrooms with a 260-hp V8 and crossed-flag “500” emblems on the hoods (bonnet) and trunk (boot) lids, the model’s Dodge’s high-performance offering for the season.  However there was also the D-500-1 (or DASH-1) option, which made the car essentially a race-ready vehicle and one available as a two-door sedan, hardtop or convertible (the different bodies to ensure eligibility in NASCAR’s various competitions).  The D-500-1 was thought to produce around 285 hp from its special twin-four-barrel-carbureted version of the 315 cubic inch (5.2 litre) but more significant was the inclusion of heavy-duty suspension and braking components.  It was a successful endeavour and triggered both an arms race between the manufacturers and the ongoing battle with the NASCAR regulators who did not wish to see their series transformed into something conested only by specialized racing cars which bore only a superficial resemblance to the “showroom stock”.  By the 2020s, it’s obvious NASCAR surrendered to the inevitable but for decades, the battle raged.

1970 Plymouth Superbird (left) and 1969 Dodge Daytona (right) by Stephen Barlow on DeviantArt.  Despite the visual similarities, the aerodynamic enhancements  differed between the two, the Plymouth's nose-cone less pointed, the rear wing higher and with a greater rake.  

By 1969 the NASCAR  regulators had fine-tuned their rules restricting engine power and mandating a minimum weight so manufacturers resorted to the then less policed field of aerodynamics, ushering what came to be known as the aero-cars.  Dodge made some modifications to their Charger which smoothed the air-flow, labelling it the Charger 500 in a nod to the NASCAR homologation rules which demanded 500 identical models for eligibility.  However, unlike the quite modest modifications which proved so successful for Ford’s Torino Talladega and Mercury’s Cyclone Spoiler, the 500 remained aerodynamically inferior and production ceased after 392 were built.  Dodge solved the problem of the missing 108 needed for homologation purposes by introducing a different "Charger 500" which was just a trim level and nothing to do with competition but, honor apparently satisfied on both sides, NASCAR turned the same blind eye they used when it became clear Ford probably had bent the rules a bit with the Talladega.

Superbirds: 1970 Plymouth Road Runner Superbird in "Lime Light" (left) and Lindsay Lohan (right), generated in AI (artificial intelligence) as a superbird by Stable Diffusion.

Not discouraged by the aerodynamic setback, Dodge recruited engineers from Chrysler's aerospace & missile division (which was being shuttered because the Nixon-era détente had just started and the US & USSR were beginning their arms-reduction programmes) and quickly created the Daytona, adding to the 500 a protruding nosecone and high wing at the rear.  Successful on the track, this time the required 500 really were built, 503 coming of the line.  NASCAR responded by again moving the goalposts, requiring manufacturers to build at least one example of each vehicle for each of their dealers before homologation would be granted, something which typically would demand a run well into four figures.  Plymouth duly complied and for 1970 about 2000 Superbirds (NASCAR acknowledging 1920 although Chrysler insists there were 1,935) were delivered to dealers, an expensive exercise given they were said to be invoiced at below cost.  Now more unhappy than ever, NASCAR lawyered-up and drafted rules rendering the aero-cars uncompetitive and their brief era ended.

The graphic for the original Road Runner (1968, left) and the version used for the Superbird (1970, right).  Both were created under licence from Warner Brothers, like the distinctive "beep-beep" horn sound, horn sound, the engineering apparently as simple as replacing the aluminium strands in the mechanism with copper windings. 

So extreme in appearance were the cars they proved at the time sometimes hard to sell and some were converted back to the standard specification by dealers anxious to get them out of the showroom.  Views changed over time and they're now much sought by collectors, the record price known price paid for a Superbird being US$1,650,000 for one of the 135 fitted with the 426 Street Hemi.  Despite the Superbirds having been produced in some four times the quantity of Daytonas, collectors indicate the're essentially interchangable with the determinates of price (all else being equal) being determined by (1) engine specification (the Hemi-powered models the most desirable followed by the 6-BBL Plymouths (there were no Six-Pack Daytonas built) and then the 4 barrel 440s), (2) transmission (those with a manual gearbox attracting a premium) and (3) the combination of mileage, condition and originality.  Mapped on to that equation is the variable of who happens to be at an auction on any given day, something unpredictable.  That was demonstrated in August 2024 when a highly optioned Daytona in the most desirable configuration achieved US$3.36 million at Mecum’s auction at Monterey, California.  The price was impressive but what attracted the interest of the amateur sociologists was the same Daytona in May 2022 sold for US$1.3 million when offered by Mecum at their auction held at the Indiana State Fairgrounds.  The US$1.3 million was at the time the highest price then paid for a Hemi Daytona (of the 503 Daytonas built, only 70 were fitted with the Hemi and of those, only 22 had the four-speed manual) and the increase in value by some 250% was obviously the result of something other than the inflation rate.  The consensus was that although the internet had made just about all markets inherently global, local factors can still influence both the buyer profile and their behaviour, especially in the hothouse environment of a live auction.  Those who frequent California’s central coast between Los Angeles and San Francisco include a demographic not typically found in the mid-west and among other distinguishing characteristics there are more rich folk, able to spend US$3.36 million on a half-century old car they’ll probably never drive.  That’s how the collector market now works.

1973 XA Ford Falcon GT Superbird, built for the show circuit. 

Based on the then-current XA Falcon GT Hardtop, Ford Australia’s original Superbird was a one-off created for display at the 1973 Sydney and Melbourne Motor Shows, the purpose of the thing to distract attention from Holden’s new, four-door Monaro model, a range added after the previous year’s limited production SS had generated sufficient sales for the “proof-of-concept” to be judged a success.  Such tactics are not unusual in commerce and Ford were responding to the Holden’s earlier release of the SS being timed deliberately to steal the thunder expected to be generated by the debut of the Falcon Hardtop.  Although it featured a new "rough-blend" upholstery and a power-steering system with the rim-effort increased from 4 to 8 lbs (1.8 to 3.6 kg), mechanically, the Superbird show car was something of a “parts-bin special” in that it differed from a standard GT Hardtop mostly in the use of some of the components orphaned when the plan run of 250-odd (Phase 4) Falcon GTHOs was cancelled after in 1972 a Sydney tabloid newspaper had stirred a moral panic with one of their typically squalid and untruthful stories about “160 mph (258 km/h) supercars” soon to be available to males ages 17-25 (always a suspect demographic in the eyes of a tabloid editor).  Apparently, it was a “slow news day” so the story got moved from the sports section at the back to the front page where the headline spooked the politicians who demanded the manufacturers not proceed with the limited-production specials which existed only to satisfy the homologation rules for competition.  Resisting for only a few days, the manufacturers complied and within a week the nation’s regulatory body for motor sport announced the end of “series-production” racing and that in future the cars used on the track would no longer need to be so closely related to those available in showrooms.

1973 XA Ford Falcon GT Superbird with model in floral dress.

The Falcon GT Superbird displayed at the motor shows in 1973 however proved something of a harbinger in that it proved a bit of a “trial run” for future ventures in which parts intended solely for racing would be added to a sufficient number of vehicles sold to the public to homologate them for use on the circuits.  In that sense, the mechanical specification of the Superbird previewed some of what would later in the year be supplied (with a surprising amount of car-to-car variability) in RPO83 (regular production option 83) including the GTHO’s suspension settings, a 780 cfm (cubic feet per minute) carburetor, the 15” x 7” aluminium wheels, a 36 (imperial) gallon (164 litre) fuel tank and some of the parts designed for greater durability under extreme (ie on the race track) conditions.  Cognizant of the effect the tabloid press has on politicians, none of the special runs in the immediate aftermath of the 1972 moral panic included anything to increase performance.

Toned down: 1973 Ford Falcon 500 Hardtop with RPO77 (Superbird option pack).

Most who saw the Superbird probably didn’t much dwell on the mechanical intricacies, taken more by the stylized falcon which extended for three-quarters the length of the car.  It was the graphic which no doubt generated publicity in a way the specification sheet never could and it was made available through Ford dealers but the take-up rate was low so which it was decided to capitalize on the success of the show car by releasing a production Superbird (as RPO77), the graphic had been reduced to one about 18 inches (450 mm) in length which was applied to the rear quarters, an ever smaller version appearing on the glovebox lid.  In keeping with that restraint, RPO 77 included only “dress-up” items and a 302 cubic inch (4.9 litre) V8 in the same mild-mannered state of tune as the versions sold to bank managers and such and very different from the high-compression 351 (5.8) in the show car.  Still, RPO 77 did succeed in stimulating interest in the two-door Hardtop, sales of which had proved sluggish after the initial spike in 1972; some 750 were built and that all but 200 were fitted with an automatic transmission was an indication of the target market.  In Australia, the surviving Superbirds are now advertised for six figure sums while the surviving three Phase 4 GTHOs (the fourth was destroyed in a rally which seems an improbable place to use such a thing) can command over a million.  The 1973 show car was repainted from "Pearl Silver" to its original "Wild Violet" before being sold.

Blister

Blister (pronounced blis-tah or blis-ter)

(1) A thin vesicle on the skin, containing watery matter or serum and induced typically by caused by friction, pressure, burning, freezing, chemical irritation, disease or infection.

(2) In botany, a swelling on a plant.

(3) A swelling containing air or liquid, as on a painted surface.

(4) In medicine, something applied to the skin to raise a blister; a vesicatory (blister agent) or other applied medicine (mostly archaic).

(5) In glass-blowing, a relatively large bubble occurring during the process.

(5) In roofing, an enclosed pocket of air, which may be mixed with water or solvent vapor, trapped between impermeable layers of felt or between the membrane and substrate.

(7) In military jargon, a transparent bulge or dome on the fuselage of an airplane, usually for purposes of observation or mounting a gun but used sometimes as a housing for rearward air extraction.

(8) In photography, a bubble of air formed where the emulsion has separated from the base of a film, usually as a result of defective processing.

(9) In metallurgy, a form of smelted copper with a blistered surface.

(10) A dome or skylight on a building.

(11) The moving bubble in a spirit level.

(12) The small blister-like covering of plastic, usually affixed to a piece of cardboard or other flat sheet, and containing a small item (pens, hardware items etc).

(13) As “blister pack” or “blister card”, the packaging used for therapeutic or medicinal tablets in which the pills sit under small blister-like coverings, often labeled sequentially (1,2,3 or Mon, Tue, Wed etc) to aid patients.

(14) As “blister packaging” a type of pre-formed packaging made from plastic that contains cavities; a variant of bubble-wrap.

(15) In slang, an annoying person; an irritant.

(16) The rhyming slang for “sister”, thus the derived forms “little blister”, “big blister”, “evil blister” et al).

(17) In slang, a “B-lister” (ie a celebrity used for some purpose or invited to an event when it’s not possible to secure the services of an “A-Lister”.  In industry slang, the less successful celebrity managers are “blister agencies”.

(18) To raise a blister; to form or rise as a blister or blisters; to become blistered.

(19) To criticize or severely to rebuke (often as “blistering attack”).

(20) To beat or thrash; severely to punish.

(21) In cooking, to sear after blanching

1250–1300: From the Middle English blister & blester (thin vesicle on the skin containing watery matter), possibly from the Old French blestre (blister, lump, bump), probably from the Middle Dutch blyster & bluyster (swelling; blister), from the Old Norse blǣstri (a blowing), dative of blāstr (swelling).  All the European forms are from the primitive Indo-European bhlei- (to blow, swell), an extension of the root bhel- (to blow, swell).  The verb emerged late in the fifteenth century in the sense of “to become covered in blisters” and the medical use (of vesicatories) meaning “to raise blisters on” is in the literature from the 1540s.  The noun & adjective vesicatory dates from the early eighteenth century was from the Modern Latin vesicularis, from vesicula (little blister), diminutive of vesica (bladder).  In historic medicine, a vesicant (plural vesicants) or vesicatory (plural vesicatories) is used as an agent which induces blistering.  Typically a chemical compound, the primary purpose was intentionally to create a blister to draw blood or other bodily fluids to the surface, often in an attempt to relieve inflammation, improve circulation in a specific area, or treat various conditions indirectly by this counter-irritation technique.  Historically, vesicatories were commonly used with substances like cantharidin (from blister beetles) being applied to the skin to achieve this effect but in modern medicine the practice is (mostly) obsolete because more effective and less invasive treatments now exist.  Blister & blistering are nouns, verbs & adjectives, blistered is a verb & adjective, and blisterlike, blisterless & blistery are adjectives; the noun plural is blisters.

1968 MGC Roadster with bulge, blister and the bulge's curious stainless steel trim.

The MGC (1967-1969) was created by replacing the MGB’s (1962-1980) 1.8 litre four cylinder engine with a 2.9 litre (178 cubic inch) straight-six, something which necessitated a number of changes, one of which was the bonnet (hood) which gained a bulge to accommodate the revised placement of the radiator and, on the left-hand side, a small blister because the forward of the two carburettors sat just a little too high to fit even with the bulge.  Because to raise the whole bulge would have the bonnet look absurd, the decision was taken just to add a blister.  A blister (in this context) is of course a type of bulge and where a blister ends a bulge begins is just a convention of use, blisters informally defined as being smaller and of a “blister-like shape”, something recalling one appearing on one’s foot after a day in tight, new shoes.  A blister (which some seem to insist on calling a “teardrop” in they happen to assume that shape) also differs from a scoop in that it’s a enclosed structure whereas a scoop has an aperture to permit airflow.  There are however some creations in the shape of a typical blister which are used for air-extraction (the aperture to the rear) but these tend to be called “air ducts” rather than blisters.  MGC’s bulged and blistered bonnet has always been admired (especially by students of asymmetry) and both the originals (in aluminium which is an attraction in itself) and reproduction items are often used by MGB owners, either just for the visual appeal or to provide greater space for those who have installed a V8.  The apparently superfluous stainless steel trim piece in the bulge (there's no seam to conceal) is believed to be a motif recalling the small grill which was in a similar place on BMC’s (British Motor Corporation) old Austin-Healey 3000 (1959-1967), the MGC created because the 3000 couldn’t easily be modified to comply with the increasingly onerous US regulations.  Because there were doubts the cost of developing a replacement would ever be recovered, the decision was taken to build what was, in effect, a six-cylinder MGB.  The considerable additional weight of the bigger engine spoiled the MGB’s almost perfect balance and although a genuine 120 mph (195 km/h) machine, the MGC was never a critical or commercial success with only 8,999 (4,542 roadsters & 4,457 coupés) produced during its brief, two season life.

Republic P-47C Thunderbolt with the original colonnaded canopy (top) and the later P-47D with blister canopy (bottom).

When the Republic P-47 Thunderbolt (1941-1945) entered service with the USAAF (United States Army Air Force) in 1942, it was the largest, heaviest, single seat, piston-engined fighter ever produced, a distinction it enjoys to this day.  However, one thing it did share with some of its contemporaries was the replacement in later versions of the colonnaded canopy over the cockpit by an all-enveloping single panoramic structure which afforded the pilot unparalleled visibility, something made possible by advances in injection molding to fabricate shapes in Perspex, then still a quite novel material.  These canopies were adopted also for later versions of the The Supermarine Spitfire (1938-1948) and the North American P-51 Mustang (1941-1946) but the historians of aviation seem never to have settled on a description, opinion divided between “bubble-top” and “blister top”.

In military aviation, “blister” is more familiar as a use to describe the transparent bulge (or dome) on the fuselage of an airplane, usually for purposes of observation or mounting a gun but used sometimes to house a rearward air extraction device.  However, because of other linguistic traditions in military design, the “blisters” used as gun mounting position were also described with other words, the use sometimes a little “loose”.  One term was barbette (plural barbettes), a borrowing from the French and used historically to mean (1) a mound of earth or a platform in a fortification, on which guns are mounted to fire over the parapet and (2) (in naval use), the inside fixed trunk of a warship's gun-mounting, on which the turret revolves and used to contain the hoists for shells and cordite from the shell-room and magazine.

Also used was turret, from the Middle English touret, from the Old French torete (which endures in Modern French as tourette), a diminutive of tour (tower), from the Latin turris.  In architecture (and later adoptions like electronic circuitry and railcar design), turrets tended to be variations of or analogous with “towers” but in military use there was a specific evolution.  The early military turrets were “siege towers”, effectively a “proto-tank” or APC (armoured personnel carrier) in the form of what was essentially a “building on wheels”, used to carry ladders, casting bridges, weapons and soldiers equipped with the tools and devices need to storm so fortified structure such as a fort or castle.  From this evolved the still current idea notion of an armoured, rotating gun installation on a fort or warship and as powered land vehicles and later flying machines (aircraft) were developed, the term was adopted for their various forms of specialized gun mountings.  In aircraft, the term blister came later, and allusion to the blister-like shape increasingly used to optimize aerodynamic efficiency, something of little concern to admiralties.

Mar-a-Lago, Ocean Boulevard, Palm Beach, Florida.

Another military blister was the cupola (plural cupolas or cupolae), from the Italian cupola, from the Late Latin cūpula (a small cask; a little tub), from the Classical Latin cuppella, from cuppa & cūpa (tub), from the Ancient Greek κύπελλον (kúpellon) (small cup), the construct being cūp(a) + -ula, from the primitive Indo-European -dlom (the instrumental suffix) and used as a noun suffix denoting an instrument.  The origin in Latin was based on the resemblance to an upturned cup, hence the use to describe the rounded top of just about any structure where no specific descriptor existed.  In military use, a cupola is basically a helmet fixed in place and that may be on a building, a ship or an armored vehicle, the function being to protect the head while offering a field of view.  Sometimes, especially in tanks or armored cars, guns or flame-throwers were integrated into cupolas and in naval gunnery, there was the special use to describe the dome-like structures protecting a (usually single) gun mounting, something which distinguished them from the larger, flatter constructions which fulfilled the same purpose for multi-gun batteries.  Turrets and cupolas are among the architectural features of Mar-a-Lago, Donald Trump’s (b 1946; US president 2017-2021) winter palace on Ocean Boulevard, Palm Beach, Florida.

Northrop P-61 Black Widow:  A prototype with the troublesome dorsal blister turret (left), the early production P-61A with the blister removed (upper right) and the later P-61B with the blister restored (lower right).

The attractive aerodynamic properties of the classic blister shape was an obvious choice for use in aircraft but even then, they weren’t a complete solution.  The Northrop P-61 Black Widow was the first aircraft designed from a clean sheet of paper as a night-fighter, cognizant of the experience of the RAF (Royal Air Force) which during the Luftwaffe’s (the German air force) Blitz of London (1940-1941) had pressed into service day-fighter interceptors.  Designed to accommodate on-board radar, the Black Widow was heavily gunned and incorporated notable US innovations such as remote control firing mechanisms.  Part of the original was a remotely-controlled blister turret on the dorsal section which proved the shape’s aerodynamic properties worked only when pointed in the appropriate direction; when pointed at right-angles to the aircraft’s centre-line, the tail section between the twin-booms suffered severe buffeting.  Accordingly, the blister turret was deleted from the early production versions but the early experience of the military confirmed the need for additional firepower and after a re-design, it was restored to the slightly lengthened P-61B.  The integration of so many novel aspects of design meant the P-61 didn’t enter service until 1944 and, as the first of its breed, it was never a wholly satisfactory night-fighter but it was robust, had good handling characteristics and offered the advantage of being able to carry a heavy payload which meant it could operate as a nocturnal intruder with a lethal disposable load.  It was however in some ways a demanding airframe to operate, the manufacturer recommending that when fully-loaded in its heaviest configuration, a take-off run-up of 3 miles (4.8 km) was required.  Although its service in World War II (1939-1945) was limited, remarkably, like the de Havilland Mosquito (DH.98), the Black Widow was also a Cold War fighter, both in service until 1951-1952 because of a technology deficit which meant it wasn’t until then jet-powered night-fighters came into service.  The Black Widow was in 1949 (by then designated F-51), the first aircraft in service in the embryonic USADC (US Air Defense Command), formed to defend the country from any Soviet intrusion or attack.

Xanax (Alprazolam), a fast-acting benzodiazepine.  It is marketed as anti-anxiety medication and supplied in blister packs.

Lindsay Lohan released the track Xanax in 2019.  With a contribution from Finnish pop star Alma (Alma-Sofia Miettinen; b 1996), the accompanying music video was said to be “a compilation of vignettes of life”, Xanax reported as being inspired by Ms Lohan’s “personal life, including an ex-boyfriend and toxic friends”.  Structurally, Xanax was quoted as being based around "an interpolation of" Better Off Alone, by Dutch Eurodance-pop collective Alice Deejay, slowed to a Xanax-appropriate tempo.

Xanax by Lindsay Lohan

I don't like the parties in LA, I go home

In a bad mood, pass out, wake up alone

Just to do it all over again, oh

Looking for you

Only one reason I came here

Too many people, I can't hear

Damn, I got here at ten

Now it's 4 AM

I can't be in this club

It's too crowded and I'm fucked

Ain't nobody here for love

Ain't nobody care about us

I got social anxiety, but you're like Xanax to me, yeah

Social anxiety, when you kiss me, I can't breathe

No, I can't be in this club

It's too crowded and I'm fucked

Ain't nobody here for love

Ain't nobody care 'bout us

 

I got social anxiety, but you're like Xanax to me, yeah

Social anxiety, when you kiss me, I can't breathe, yeah

 

But you're like Xanax to me

When you kiss me, I can't breathe

 

I try to stay away from you, but you get me high

Only person in this town that I like

Guess I can take one more trip for the night

Just for the night

 

Only one reason I came here

Too many people, I can't hear

Damn, I got here at ten

Now it's 4 AM

 

I can't be in this club

It's too crowded and I'm fucked

Ain't nobody here for love

Ain't nobody care about us

I got social anxiety, but you're like Xanax to me, yeah

Social anxiety, when you kiss me, I can't breathe

No, I can't be in this club

It's too crowded and I'm fucked

Ain't nobody here for love

Ain't nobody care 'bout us

 

I got social anxiety, but you're like Xanax to me, yeah

Social anxiety, when you kiss me, I can't breathe, yeah

 

But you're like Xanax to me

When you kiss me, I can't breathe

 

But you're like Xanax to me

When you kiss me, I can't breathe

Xanax lyrics Universal © Music Publishing Group

Slant

Slant (pronounced slant or slahnt)

(1) A surface, structure, line etc at a slope or in an oblique direction.

(2) In (US) football, an offensive play in which the ball-carrier runs toward the line of scrimmage at an angle (known also as the “slant-in”, a pass pattern in which a receiver cuts diagonally across the middle of the field).

(3) In prosody, as “slant rhyme”, a synonym for the “half rhyme”, “near rhyme” & “quasi-rhyme” (a form of imperfect rhyme in which the final (coda) consonants of stressed syllables (and, in modern English poetry, any following syllables to the end of the words) are identical in sound, but the vowels of the stressed syllables are not.

(4) In typography, a synonym of slash ( / ⟩, particularly in its use to set off pronunciations from other text (not used in IT where the distinctions are between the forward-slash (/) and the back-slash (\) which nerds call respectively the slash and the slosh.

(5) In biology, a sloping surface in a culture medium.

(6) In hydro-carbon extraction, as “slant drilling”, a technique in which the drilling is undertaken at an oblique angle rather than the traditional vertical orientation.

(7) In extractive mining, as type of run in which a heading is driven diagonally between the dip and strike of a coal seam.

(8) In informal use, a glance or look.

(9) To veer or angle away from a given level or line, especially from a horizontal; slope (in to incline, to lean).

(10) Figuratively, to have or be influenced by a subjective point of view, bias, personal feeling or inclination etc (often as “slant towards”, “slanted view” etc); a mental leaning, bias, or distortion (“feminist slant”, “MAGA slant”, “liberal slant”, “business slant” et al).

(11) To cause to slope.

(12) Figuratively, to distort information by rendering it unfaithfully or incompletely, especially in order to reflect a particular viewpoint (more generously sometimes described as “spin” or “massaged”).  The concept is known also as “angle journalism” (the particular mood or vein in which something is written, edited, or published).  In Scots English, the meaning “to lie or exaggerate” captures the flavor.  When used to describe the composing, editing, or publishing of something to attract the interest of a specific sub-group (a “slanted” story), “slanted towards” is necessarily pejorative if used only to suggest something optimized to appeal to a certain market segment or demographic (ie it’s more like “aimed at” or “intended for”).

(13) In slang, as “slant eye” (a racial slur now listed as disparaging & offensive), a reference to people from the Far East (applied historically mostly to the Chinese & Japanese), based on the shape of the eyes.  The variants included “slit eye”, “slitty-eyed” & “slopehead”, all equally offensive and now proscribed.

(14) In painting (art) a pan with a sloped bottom used for holding paintbrushes; a depression on a palette with a sloping bottom for holding and mixing watercolors; a palette or similar container with slants or sloping depressions.

(15) In US regional slang, a sarcastic remark; shade, an indirect mocking insult (archaic).

(16) In US slang, an opportunity, particularly to go somewhere (now rare).

(17) In historic Australian colonial slang, a crime committed for the purpose of being apprehended and transported to a major settlement.

Circa 1480s: From the Middle English –slonte or -slonte, both aphetic (in phonetics, linguistics & prosody, “of, relating to, or formed by aphesis” (the loss of the initial unstressed vowel of a word)) variants of aslant, thought to be of Scandinavian origin.  The other influence was probably the earlier dialectical slent, from the Old Norse or another North Germanic source and cognate with the Old Norse slent, the Swedish slinta (to slip) and the Norwegian slenta (to fall on the side), from the Proto-Germanic slintaną (which, in turn, was probably in some way linked with aslant.  Slant & slanting are nouns, verbs & adjectives, slanted is a verb & adjective, slantish is an adjective, slantwise is an adjective & adverb and slantingly & slantly are adverbs; the noun plural is slants.  The pleasing adjective slantendicular is listed by some as non-standard and presumably is proscribed in geometry and mathematics because it's an oxymoron; it’s a portmanteau word, the construct being slant + (perp)endicular.  It may be useful however in commerce or engineering where it might be used to describe something like a tool with a shaft which at some point assumes an oblique or skewed angle.   So it’s there to be used and slantindicular should be applied to stuff which is neither wholly nor fully slanted and in architecture, such structures are numerous.  In commerce, it could be used as a noun.

The noun slant by the 1650s was used to mean “an oblique direction or plane” and began in geography & civil engineering (of landforms, notably ski-slopes), developed from the verb or its adjective.  The now familiar (in the Fox News sense) meaning “way of regarding something, a mental bias” dates from 1905 while the derogatory slang sense of “a person of Asian appearance” came into use some time in the 1940s, a direct descendent from the earlier "slant-eyes", documented since 1929.  The verb slant is documented since the 1520s in the sense of “obliquely to strike (against something)”, an alteration the late thirteenth century slenten (slip sideways), the origin of which is murky but etymologists have concluded it came (via a Scandinavian source (noting the Swedish slinta (to slip)) and the Norwegian slenta (to fall on one side), from the Proto-Germanic slintanan.  The intransitive sense of “to slope, to lie obliquely” was in use by the 1690s, while the transitive sense of “to give a sloping direction to” had emerged by the early nineteenth century.  As early as the late fifteenth century forms were in use as an adverb, the adjectival use attested from the 1610s.  The technical use in literary theory as “poetic slant rhyme” was first used in the mid 1920s (assonance or consonance) although such lines had appeared for centuries, used sometimes deliberately as a device, sometimes not.  In the following stanza by English poet Peter Redgrove (The Archaeologist, published in Dr Faust's Sea-Spiral Spirit (1972)), the second and third lines contain a form of slant rhyme while the first and fourth have pure rhymes:

So I take one of those thin plates
And fit it to a knuckled other,
Carefully, for it trembles on the edge of powder,
Restore the jaw and find the fangs their mates.

You are watching Fox.

While it’s unlikely volumes of the poetry of Emily Dickinson (1830–1886) sit upon the bookshelves of those members of the Fox News audience who have bookshelves, they likely would concur with her words: “Tell the truth but tell it slant.”  “Slanted reporting” has become something which in recent years has attracted much attention (and much hand-wringing by the usual suspects) as an increasingly polarization of positions has been alleged to be a feature of political discourse in the West.  There is little doubt the effect (as reported) is obvious but there’s some debate about both the mechanics and the implications of the phenomenon.  As long ago as 2018, a study found that although the tenor and volume of things on X (formerly known as Twitter) was found to be increasingly toxic and surging, the number of active users engaged in these political polemics was found to be tiny and their effect was distorted by (1) the huge number of tweets they tended to post, (2) the propensity of their fellow-travelers to re-tweet and (3) the use of bots which were more prolific still.  If anything, recent voting patterns suggest it would seem the views of the general population appear to be trending away from the extremes towards the more centralist positions offered by independents or small-parties, something most obvious in Australia where compulsory voting exists.  Outfits like Fox News offer a slanted take on just about everything (and promote country & western music which truly is inexcusable) but this is something which has been identifiable in the news media as long as it’s existed and their blatant bias is hardly subversive or threatening, simply because it is so blatant.  What was most interesting in what emerged from the recent defamation suit filed by Dominion Voting Systems against Fox News suggested the network’s stance on things was motivated more by the financial imperative than ideological purity.  Intriguingly, what some analysts concluded was that if the universe shifted and the Fox News audience transformed into a bunch of seed-eating hippies, there would follow Fox’s editorial position, the slant being towards the advertising revenue rather than a particular world view.  Of course, there are some slants which are unalterable and dictated by ideological purity but with commercial media, it’s likely sometimes cause is confused with effect.

The Leaning Tower of Pisa (left) and Lindsay Lohan in The Parent Trap (1998) in front of London’s perpendicular Big Ben (1859) (right).  The architect’s original name for the latter was a typically succinct “Clock Tower”, chosen because it housed the “Great Bell of the Great Clock of Westminster” but it was in 2012 renamed “Elizabeth Tower”, marking the Diamond Jubilee of Elizabeth II (1926-2022; Queen of the UK and other places, 1952-2022), something little noted by Londoners or those beyond who continue to prefer the nickname “Big Ben” although strictly speaking that’s a reference only to the “Great Bell” a 13.5 ton (13.7 tonne) casting in bell metal (a bronze which is an alloy of about 77% copper & 23% tin).  The origin of the nickname is contested but there are no romantic tales, all the possible inspirations being worthy white men as was the Victorian way.

Although in Italy alone there are seven leaning towers (three of which stand (ie lean) in Venice), it’s the torre di Pisa (Tower of Pisa) which is by far the best-known and a frequent Instagram prop.  Built between 1173-1372, the structure in the Piazza del Duomo (Pisa’s Cathedral Square) is the campanile (the freestanding bell tower) of the adjacent Pisa Cathedral and the famous lean of some 4^o (actually somewhat less than its greatest extent after more than a century of compensating engineering works) was apparent even during construction, the cause the softness of the sub-surface.  That geological feature has however contributed to the tower’s survival, the “rubber-like” sponginess below acting to absorb movement and despite a number of severe earthquakes in the region over the centuries, the tower remains.  It is of course known as the leaning tower than a sloping, oblique or slanted tower, probably because of the conventions of use which evolved in English.

The words “sloping”, “oblique”, “slanted”, & “leaning” all describe something not vertical or horizontal there tend to be nuances which dictate the choice of which to use.  Sloping generally is used of something which inclines or declines at a gentle or continuous angle, the implication being of a gradual or smooth transition from elevation to another, such as the way a hillside rises gradually rises to its summit.  Oblique is mostly a matter of specific angles and is thus common is mathematics, geometry and engineering.  Again, it’s a reference to something neither parallel nor perpendicular to a baseline but it tends to be restricted to something which can be defined with an exact measurement; in geometric or technical use, an oblique line or angle is one neither 90^o nor perfectly horizontal.  Slanted describes something positioned at a diagonal, often used to imply a more noticeable or sharp angle but also is widely used figuratively, metaphorically and in idiomatic phrases.  Leaning refers to something tilted or positioned at an angle due to external pressure, the object in an unstable position and in need of support.  The implication carried is that something which “slants” is designed thus to do while something which “leans” does so because of some design flaw or unexpected external force being applied so it’s the leaning and not the sloping tower of Pisa, even though the structure has assumed quite a slope.

Slanting Engines

On a slant: Diagram of the mounting of the M194 straight-six engine in the Le Mans winning Mercedes-Benz 300 SL (W194) canted at a 40^o slant (left); the Mercedes-Benz M196 straight-eight engine schematic (centre) and installed in a 1954 W196R "Streamliner" at a 53^o slant (right).  The two large donut-like objects at the front are the inboard, finned brake drums; at the time, the engineers maintained disk brakes were "not yet ready for use". 

There are “slant” engines and they exist in three configurations.  The first is simply a conventional in-line engine (straight-six, straight-eight etc) which, when installed in a vehicle, is fitted with the block canted to the left or right, the objective being a lower hood line which means a better aerodynamic outcome.  A classic example was the Mercedes-Benz W196R Formula One racing car (1954-1955) in which the straight-eight was canted to the right at a 53^o angle, the technique carried over when the same structure was used to produce the W196S (1955) used to contest the World Sports Car Championship.  Rather opportunistically, the W196S was dubbed the 300 SLR (one of which in 2022 became the world's most expensive used car, selling at a private auction for US$142 million) as a form of cross promotion with the 300 SL (W198, 1954-1956) Gullwing then in production, even though the two types shared little more than nuts, bolts and a resemblance.  The 300 SL did however also have its straight-six engine sitting at a slant, this time canted at a 50^o angle and although the factory never published an estimate of the reduction in drag, it’s long been presumed to be “at least several percent”.  Another advantage of the configuration was it made possible the use of “long-tube” runners for the induction system, taking advantage of the properties of fluid dynamics to permit them to be tuned either for mid-range torque or top-end power.  The concept used math which had been worked out in the nineteenth century and had often been used in competition but it wasn’t until 1959 when Chrysler in the US released their picturesque induction castings that the system, imaginatively named the “Sonoramic”, reached a wider audience.

Chrysler Slant Six (170 cid, 1963) schematic.

The “true” slant engines were those with a slanted block atop an otherwise conventional arrangement of components, the best known of which was Chrysler’s long-serving “Slant Six”, produced in displacements of 170 cubic inch (2.8 litre, 1959-1969), 198 cubic inch (3.2 litre, 1970-1974) and 225 cubic inch (3.7 litre, 1960-2000).  The block of the Slant Six was canted to the right at a 30^o and like Mercedes-Benz, Chrysler took advantage of the space created to the left to produce some wide induction runners, the most extravagant those used by the special Hyper Pack option package which used a four barrel carburetor, enabling the engine to produce power which made it competitive with many V8 powered machines.  Although the name “Slant Six” became famous, it was only in the mid-sixties it caught on, Plymouth originally calling the thing a 30-D (a reference to the a 30^o slant), hardly very catchy and something to which only engineers would relate and Slant Six was soon preferred although the aficionados really like “tower of power” and the engine even today still has a devoted following.

Chrysler Slant Six with Hyper Pak in 1962 Plymouth Valiant V-200.

Chrysler didn’t restrict the Sonoramics to the big-block V8s, using it also on the short-lived (1960-1962) Hyper Pak performance option for the both 170 cubic inch (2.8 litre, 1959-1969) and 225 cubic inch (3.7 litre, 1987-2000) versions of the Slant Six, the engineers taking advantage of the space afforded by the canted block to permit the curvaceous intake runners nearly to fill the engine bay.  The Hyper Pak wasn't seen in showrooms but was available as an over-the-counter kit (literally a cardboard box containing all necessary parts) from Dodge & Plymouth spare parts departments and its life was limited because it became a victim of its own success.  Although less suitable for street use because it turned the mild-mannered straight-six into something at its best at full throttle, in the race events for which it was eligible it proved unbeatable, dominating the competition for two years, compelling the sanctioning body cancel the series.

Manifold porn: The Slant Six's angle meant there was much space available to the left and a range of intake manifolds followed, some of which remain available to this day.  Using variations of the sonoramic tuning, manifolds were produced for single, two & four barrel carburetors and between 1965-1968, Chrysler's Argentine operation produced the Slant Six in a version with twin single barrel carburetors.  The use of the properties of fluid dynamics to gain power or torque as desired quickly was adopted by the industry as an engineering orthodoxy.

Some myths seem to have become attached to the Hyper-Pak.  What seems to be true is the original kit, sold in 1960 for the 170 engines used in competition, was a genuine homologation exercise and as well as the intake manifold & Carter AFB four barrel carburetor, it included all the internal parts such as the high-compression pistons, the high-lift camshaft and the valve train components needed to support the consequently higher engine speeds.  Because the competition rules allowed modifications to the exhaust system, on the track the cars ran tubular steel headers which fed an open exhaust, terminating in the racers' preferred “dump pipe”.  After the requisite number of “complete” kits were sold, thus fulfilling the homologation demands, the kits were reconfigured and included only the “bolt-on” parts such as the induction system and a camshaft which, while more aggressive than the standard unit, wasn’t as radical as the one used on the track but could be used in conjunction with the standard valve train and Chrysler’s TorqueFlite automatic, thus expanding the Hyper-Pak’s appeal.

At the same time, the availability was extended to the larger 225 which between 1961-1963 was also available with an aluminum block, thus becoming one of the small number of engines configured with the combination of an aluminum block with a cast-iron head.  US manufacturers were at the time aware the trend was for cars to continue getting bigger so they were interested in ways to reduce weight.  However, despite saving some 70 lbs (32 KG), Chrysler’s aluminum block was, like General Motors’ (GM) 215 cubic inch (3.5 litre) V8, short-lived (though the V8 after being sold to Rover enjoyed a long, lucrative and prolific second life, not finally laid to rest until 2006) for not only were teething troubles encountered with the still novel method of construction, the accountants made clear using cast iron was always going to be cheaper so the industry just accepted weight gain and whenever required, increased displacement to compensate, an approach which persisted until the first oil shock of the early 1970s.

1970 Dodge Challenger (1970-1974) with 225 Slant Six.

Until 1973, both the Challenger & the corporation's companion pony car (the Plymouth Barracuda (1964-1974)) was available with the Slant Six (198 & 225) although the fitment rate was under 10%, unlike the early pony cars (Ford Mustang, Chevrolet Camaro and the early Barracudas) where the six-cylinder versions would at times be close to 40% of production.  Many of the surviving Slant Six Challengers & Barracudas have been "re-purposed" as clones of the more desirable versions with big-block V8s.

Although it was the longer lived 225 version which gained the Slant Six its stellar reputation for durability and the ease with which additional power could be extracted, there's always been a following for the short-stroke 170 because of its European-like willingness to rev, the characteristics of the over-square engine (unique among the slant-six's three displacements (170-198-225)) unusually lively for a US straight-six.  Despite some aspects of the specification being modest (there were only four main bearings although they were the beefy units used in the 426 cubic inch Street Hemi V8), for much of its life it used a tough forged steel crankshaft and high-speed tolerant solid valve lifters; it proved a was a famously robust engine and one remarkably tolerant of neglect.  Despite that, after the Hyper Pak affair, Chrysler in the US showed little interest in any performance potential, knowing the US preference for V8s, something which doomed also Pontiac's short-lived single overhead camshaft (SOHC) straight-six (1966-1969).  A version of the 225 with a two-barrel carburetor (rated at 160 horsepower, an increase of 15 over the standard unit) was offered in some non-North American markets where V8 sales were not dominant and it proved very popular in South Africa, Australia, New Zealand and Central & South America but only when tighter US emission regulations forced its adoption did a 225 with a two barrel carburetor appear in the home market though there it was installed to restore the power losses suffered after the emission control plumbing was added rather than seek gains.

Pontiac Trophy 4 cutaway.

Making a straight-eight or V8 by combining two in-line fours has been done a few times and many have been successful (although Triumph managed to create a truly horrid one for the otherwise lovely Stag).  Less common is making a four from an eight but that’s what Pontiac did when they conjured their 194.5 cubic inch (3.2 litre) four by using one bank of their 389 cubic inch (6.4 litre) Trophy V8 and it was (just about) literally cut in half, meaning the cylinders were canted to the right by 45^o (the V8 obviously in a conventional 90^o configuration.  To emphasize the family connection with the highly regarded Pontiac Trophy V8, the smaller offspring was called the Trophy 4 (although it was at time also dubbed the Indy 4 or Indianapolis 4 which even at the time sounded ambitious).  It did work and the economic advantages for the manufacturer (use of common components and the same assembly line) were compelling but the limitations inherent in a four-cylinder of such a large displacement were apparent in the rough-running and wear on critical parts and it was available only between 1961-1963, only in the compact Tempest.

Diagram showing balance shaft locations.

Large displacement four cylinder engines have been built.  Fiat in 1910 built two of their S76s to contest the world LSR (land speed record) and they were an hefty 28.4 litres (1730 cubic inch), the “Beast of Turin” using its then impressive 290 horsepower (216 kW) to attain a one-way speed of 132.27 mph (213 km/h) but, because it was not possible for the team to make the “return run” (ie in the opposite direction) within the stipulated one hour, the LSR remained with the Blitzen Benz which in 1909 had set a mark of 125.94 mph (202.65 km/h).  On land, never again would anyone build a four with the capacity to match the Beasts of Turin but units with displacements approaching 5.0 litres (305 cubic inch) were not uncommon during the inter-war years.  However, the technology of the internal combustion engine (ICE) greatly advanced during World War II (1939-1945) and one consequence of that was engine speeds rose and less displacement was required for a specific output, both factors which conspired to make the big fours unfashionable.  They did however make a comeback in the 1970s when the clever trick of “balance shafts” enabled the inherently chronic second order harmonic vibrations to be “dampened out” and Porsche between 1991-1995 produced a 3.0 litre (183 cubic inch) range which used the technique.  The balance shaft was invented early in the twentieth century by English engineer Frederick Lanchester (1868–1946) but it was Mitsubishi which in the 1970s patented their “Silent Shaft” system and although Porsche developed their own version, they worked out the Japanese design was superior so used that instead, paying Mitsubishi a small royalty (under US$10) for each one installed.  A balance shaft uses two counterweights (looking something like small hockey pucks with the shaft running through them), set some 1½ inches (40 mm) apart and turns at twice the engine-speed.  With one shaft mounted high on one side of the engine and the other low on the opposite side, the pair counter-rotates, balancing the large reciprocating mass.