Penthouse

Penthouse (pronounced pent-hous)

(1) An apartment or dwelling on the roof of a building, usually set back from the outer walls.

(2) Any specially designed apartment on an upper floor, especially the top floor, of a building.

(3) A structure on a roof for housing elevator machinery, a water tank etc.

(4) Any roof-like shelter or overhanging part.

(5) In real tennis, a corridor having a slanted roof and projecting from three walls of the court.

(6) As mechanical penthouse, a floor, usually directly under a flat-roof, used to house mechanical plant & equipment.

(7) A special-interest magazine, aimed at a mostly male audience and published in several editions by a variety of owners between 1965-2023.

1520–1530: Despite the appearance penthouse is not a portmanteau (pent + house) word.  Penthouse is an alteration (by folk etymology) of the Middle English pentis, pentiz & pendize (and other spellings), from the Old French apentiz & apentis (appendage, attached building), the construct being apent (past participle of apendre (to hang against)) + -iz (the French -is ) from the unattested Vulgar Latin –ātīcium (noun use of neuter of the unattested –ātīcius, the construct being the Latin -āt(us) (past participle suffix) + -īcius (the adjectival suffix)).  Old French picked up apentis from the Medieval Latin appendicium (from the Classical Latin appendo (to hang) & appendere (to hang from).  A less common alternative variant to describe a shed with a sloping roof projecting from a wall or the side of a building was pentice.  Penthouse is a noun & verb, penthousing is a verb and penthoused & penthouslike are adjective; the noun plural is penthouses.  The adjectives penthouseish & penthousesque are non-standard.

Penthouse magazine, December 1993.

First published in 1965, Penthouse magazine was one of many ventures (in many fields) which proved unwilling or unable to adapt to the changes wrought by the internet and the atomization of the delivery of content; its last print edition (after a few stuttering years) appeared in 2023 although there must remain some perception of value in the name because of the decades-long prominence of the title and it's not impossible there will be a revival, even if it's unlikely to re-appear in the glossy magazine format of old.  In Australia, for students of the print industry the comparison between the “men’s magazines” Penthouse and Playboy (first published in 1953, on-line since 2020 and a print “annual edition” appeared in 2025) was something like that between the “women’s magazines” Cosmopolitan (since 1965 in its current niche) and Cleo (1972-2016) in that the two pairings were superficially similar but different in emphasis.  Not too much should be made of that because although identifiably there were “Cosmo women” & “Cleo women” (presumably with some overlap at the margins), between Penthouse and Playboy there were probably more similarities than variations.  Structuralists explained the difference between the two genres: “men’s magazines” were bought by men so they could look at pictures of women not wearing clothes while “women’s magazines” were bought by women so they could look at pictures of women wearing clothes.

View from the penthouse in which Lindsay Lohan lived in 2014, W Residences, Manhattan, New York City.

When the lovely Ms Schiffer appeared on the cover of the December 1993 edition of Penthouse, the editors may not have been aware of the beast which was coming to consume them but it was in April 1993 CERN (in 1953 the Conseil Européen pour la Recherche Nucléaire (European Council for Nuclear Research) but the following year re-named Organisation européenne pour la recherche nucléaire (European Organization for Nuclear Research) with the acronym retained because it was both more mnemonic and pronounceable than OERN) released into the public domain details of technology which would allow the free development of applications using the www (world wide web) which ran atop the internet, making indexed content more easily accessible and distributable.  When in April 1993 the NCSA (National Center for Supercomputing Applications) released version 1.0 of its Mosaic web browser, it triggered a social and industrial revolution which (variously on TikTok, X (formerly known as Twitter), FoxNews and such) continues to unfold.  Mosaic wasn’t the first web browser but it was the first to gain a critical mass and the applications which superseded it claimed many victims including Penthouse magazine.

Iso, the Grifo and the Penthouse

1965 Iso Grifo Bizzarini A3/C, Le Mans, 1965.

One of the most admired of the trans-Atlantic hybrids of the post-war years (1945-1973) which combined elegant coachwork, (hopefully) high standards of craftsmanship and the effortless, low-cost power of large-displacement American V8 engines, the Iso Grifo was produced between 1965-1974 by the Italian manufacturer Iso Autoveicoli.  Styled by Bertone’s Giorgetto Giugiaro (b 1938) with engineering handled by the gifted Giotto Bizzarrini (1926-2023), the Grifo initially used a 327 cubic inch (5.3 litre) version of the small-block Chevrolet V8, coupled with the equally ubiquitous Borg-Warner (four & five speed) manual gearbox or robust General Motors (GM) Turbo-Hydramatic automatics.  Later, after some had been built with the big-block Chevrolet V8, GM began to insist on being paid up-front for hardware so Iso negotiated with the more accommodating Ford Motor Company (FoMoCo) and switched to 351 cubic inch (5.8 litre) versions of their 335 (Cleveland) engine.

1955 Iso Isetta.

Iso was already familiar with the mechanical configuration, production of their Rivolta coupe, equipped also with the Chevrolet 327, having begun in 1962.  The Rivolta, let alone the Grifo was quite a change of direction for Iso which until then had produced a variety of appliances, scooters & moto-cycles, it’s most famous product the Isetta, one of the generation of “bubble cars” which played such a part in putting Europeans back on (three or four) wheels during the re-construction of the early post-war years.  Surprisingly, despite the prominence of the Isetta name and the Italian association, barely a thousand were actually manufactured by Iso, the overwhelming majority produced in many countries by BMW and others to which a license was granted.  The bubble cars were a product of the economic circumstances of post-war Europe and the ones produced in England even used the single rear wheel which had been abandoned by Iso because of the inherent instability; UK taxation laws made three-wheelers significantly cheaper and only a motor-cycle license was required to drive one.  Powered by tiny two and four-stroke engines, their popularity waned as “real” cars such as the Fiat 500 (1955-1975) and later the BMC (British Motor Corporation) Mini (1959-2000) emerged; although costing little more than the bubble cars, they offered more space, performance and practicality.  By the early 1960s, the bubble cars were almost extinct but, as a tiny specialized niche, they never completely vanished and the Isetta is enjoying a twenty-first century revival as model urban transportation, including the option of (Greta Thunberg (b 2003) approved) electric propulsion.  Once dismissed as dated and even absurd, their bug-eyed look is now thought to have "retro-charm".

1968 Iso Rivolta.

The Rivolta was thus quite a jump up-market and, while the engine wasn't the bespoke thoroughbred found in a Ferrari or Aston-Martin, the rest of the specification justified the high price.  Unlike some of the British interpretations using American V8s, Iso insisted on modernity, the platform probably the best of the era with a body welded to a pressed-steel chassis, a combination which proved both light and stiff.  Just as importantly, given the high rate of corporate failure among those attracted to this potentially lucrative market, it was cost-effective to manufacture, reliable and easy to service.  Probably the feature which let it rank with the most accomplished of the era was the sophisticated de Dion rear suspension which, combined with four wheel disc brakes, lent it a rare competence (surprising some Maserati and Ferrari drivers, their cars with rear suspension designs dating from the horse & buggy era).  The de Dion design was not an independent arrangement but certainly behaved as if it was and, despite what Mercedes-Benz claimed of their beloved swing-axles, was superior to many of the independent setups on offer.  A noted benefit of the de Dion system is it ensures the rear wheels remain always parallel, quite an important feature in an axle which has to transmit to the road the high torque output of a big V8, a lesson Swiss constructor Peter Monteverdi (1934–1998) applied later in the decade when he went into production using even bigger engines.  Iso, with a solid base in accounting and production-line economics, ran an efficient and profitable operation not beset by the recurrent financial crises which afflicted so many and the elegant Rivolta was a success, remaining available until 1970.  Some eight hundred were sold.

1967 Iso Grifo Series One.

The Rivolta’s platform proved adaptable.  In 1965, Iso released the Grifo coupé which was more overtly oriented to outright performance and strictly a two-seater.  With lovely lines and a modified version of the Rivolta’s fine chassis, the Grifo was another product of the fertile imaginations of Giugiaro & Bizzarrini but, in something not untypical in Italian industry of the time, the relationship between the latter and Iso’s founder Renzo Rivolta (1908–1966) soon became strained and was sundered.  Bizzarrini would go on to do remarkable things and Iso’s engineers assumed complete control of the Grifo after the first few dozen had been completed.  Bizzarrini had pursued a twin-stream development, a competition version called the A3/C with a lower, lightweight aluminum body as well as the road-going A3/L and when he decamped, he took with him the A3/C, to be released also under his name while Iso devoted its attentions to the A3/L, again using engine-transmission combinations borrowed from the Chevrolet Corvette.

1964 Iso Grifo A3/L Spider prototype by Bertone.

The Grifo weighed a relatively svelte 1430 kg (3153 lbs) in what must have been a reasonably slippery shape because the reports at the time confirmed some 240 km/h (150 mph) was easily attained, an increase on that managed by the C2 Corvette (1962-1967 and which turned out to be not aerodynamically efficient as it looked) and, when configured with the taller gearing the factory offered, the factory claimed 260 km/h (162 mph), was possible.  A test in the UK in 1966 almost matched that with a verified 161 mph (259 km/h) recorded and two years later, the US publication Car & Driver 1968 tested a 327 Grifo but didn't to a top-speed run, instead estimating 157 mph (253 km/h) should be possible given enough road.  There were surprisingly few variations, fewer than two-dozen made with a targa-style removable roof panel and a single, achingly lovely roadster was displayed on Bertone's stand at the 1964 Geneva Motor Show; it remained a one-off although a couple of coupés privately have been converted.  What made the Bertone prototype special however was it was a companion to the original A3/L prototype coupé with which it shared a number of distinctive features including (1) a side exhaust rakishly snaking through the passenger side of the cowl and under the rocker panel trim with its an almost matte finish, (2) frontal styling with the then fashionable “twin-nostril” fascia and (3) angled vents in the rear fenders.  Although visually similar to the series production Grifos, almost every line on the pair of A3/L prototypes was in some subtle way different.

The one-off Iso Grifo Spider on Bertone's stand, 1964 Geneva Salon, 1964 (left) and as discovered in Rudi Klein's famous shed, Los Angeles, 2024 (right). 

Although well-known in the collector community for its large stocks of rusty and wrecked Porsches, Mercedes-Benz and other notable vehicles from the post-war years, the Californian “junkyard” belonging to Rudi Klein (1936-2001) attracted world-wide interest when details were published of the gems which had for decades been secreted in the site's large and secure shed.  Mr Klein was a German butcher who in the late 1950s emigrated to the US to work at his trade but quickly discovered a more enjoyable and lucrative living could be had dealing in damaged or wrecked European cars, sometimes selling the whole vehicles and sometimes the parts (“parting out” in junkyard parlance).  His Porsche Foreign Auto business had operated for some time before he received a C&D (cease & desist) letter from the German manufacturer’s US attorneys, the result being the name change in 1967 to Porche (sic) Foreign Auto.  Unlike many collectors, Mr Klein amassed his collection unobtrusively and, astonishingly to many, apparently with little interest in turning a profit on the rarest, despite some of them coming to be worth millions.  After Mr Klein died in 2001, his two sons preserved the collection untouched until, in October 2024,the auction house Sotheby’s began a series of rolling sales, one to go under the hammer the one-off Grifo spider.  At some point there was an accident which damaged the nose so a standard Grifo facia was installed and in this form Mr Klein ran it for a while as a road car before parking it in the shed among its illustrious companions.  Remarkably original except for the nose, it sold for US$1,875,000 and the expectation is it will be fully restored (including a fabricated replica of the original nose) before appearing on the show circuit.  In the decades to come, it will likely spend its time in collections with the occasional outings to auction houses.

1970 Iso Grifo Targa (left) Series Two and 1971 Iso Grifo Can-Am (454) Targa.  Only four Series II Can-Ams were built with the targa roof.

The bodywork was revised in 1970, subsequent cars listed as Series Two models.  The revisions included detail changes to the interior, improvements to the increasingly popular air-conditioning system and some alterations to the body structure, the hydraulics and electrical system, some necessitated by new regulatory requirements in Europe but required mostly in an attempt to remain compliant with the more onerous US legislation.  The most obvious change was to the nose, the headlamps now partially concealed by flaps which raised automatically when the lights were activated.  Presumably the smoother nose delivered improved aerodynamics but the factory made no specific claims, either about performance or the drag co-efficient (CD) number.

1972 Iso Lele & 1972 Iso Fidia.

In 1972, an unexpected change in the power-train was announced.  After almost a decade exclusively using Chevrolet engines, Iso issued a press release confirming that henceforth, the Series Two Grifo would be powered by Ford’s Boss 351 cubic inch (5.8 litre) 335 series (Cleveland) V8.  In the state of tune (close to that fellow Italian specialist De Tomaso were using in their mid-engined Pantera) chosen, the Ford engine was similar in size, weight to the small-block Chevrolet and delivered similar power and torque characteristics so the driving experience differed little although there were 22 high-performance Leles using a tuned 351, all with a ZF five-speed manual gearbox.  The other improvement in performance was presumably Iso’s balance sheet.  The switch had been made because internal policy changes at GM meant they were now insisting on being paid up-front for their product whereas Ford was still prepared to mail an invoice with a payment term.  The change extended to the other models in the range, the Lele coupé and Fidia saloon and while the Chevrolet/Ford split in the Lele was 125/157, the circumstances of the time meant that of the 192 Fidias made, only 35 were fitted with the 351.

1969 Iso Grifo 7 Litre (427).

One of the trends which made machines of the 1960s so memorable was a tendency never to do in moderation what could be done in excess.  In 1968, Iso announced the Grifo 7 Litre, built following the example of the US manufacturers who had with little more than a pencil and the back of an envelope worked out the economics of simple seven litre engines were more compelling than adding expensive components like overhead camshafts and fuel-injection to five litre engines; in the US, gas (petrol) was then relatively cheap and and assumed by most to be limitless.  Gas wasn’t as cheap in Italy or the rest of Europe but Iso’s target market for the Grifo was those who either could afford the running costs or (increasingly) paid their bills with OPM (other people’s money) so in those circles fuel consumption wasn’t something often considered or much discussed.  The new version used a 427 cubic inch (7.0 litre) version of the big-block Chevrolet V8, bigger and heavier than the 327 so the driving characteristics of the nose-heavy machine were changed but contemporary reports praised the competence of the chassis, the de Dion rear-end notably superior in behavior compared with the Corvette’s independent rear suspension although some did note it took skill (which meant often using some restraint) effectively to use the prodigious power.  Tellingly, the most receptive market for the Grifos, small and big-block, was the  FRG (Bundesrepublik Deutschland (Federal Republic of Germany; the old West Germany) 1949-1990) with its network of highways without the tiresome speed limits elsewhere imposed and (even in Italy), often enforced.  The Autobahn really was the Grifo's native environment.

1971 Iso Grifo Can Am (454).

Faster it certainly was although the factory’s claim of a top speed of 186 mph (a convenient 300 km/h) did seem optimistic to anyone with a slide-rule and there appears not to be any record of anyone verifying the number although one published test did claim to have seen well over 255 km/h (150 mph) with the Grifo still "strongly accelerating" before “running out of road”.  It had by then become a genuine problem.  Gone were the happy times when testers still did their work on public roads; increased traffic volumes by the late 1960s meant the often deserted stretches of highway (in 1956 an English journalist had taken a Mercedes-Benz 300SLR Coupé to 183 mph (294 km/h) on the autobahn) were now rare but whatever the terminal velocity, nobody seemed to suggest the 7 litre Grifo lacked power.  In 1970, after Iso’s stock of the by-then out-of-production triple carburetor 427 were exhausted, the big-block car was re-named Can-Am and equipped instead with a 454 cubic inch (7.5 litre) version, the name an allusion to the unlimited displacement Group 7 sports car racing series run in North America in which the big-block Chevrolets were long the dominant engine.

Despite the increased displacement, power actually dropped a little because the 454 was detuned a little to meet the then still modest anti-emission regulations.  Officially, the 454 was rated at 395 HP (gross horsepower) but the numbers in that era were often at best indicative: The Boss 429 Mustang was said to produce 375 HP whereas the 500 cubic inch (8.2 litre) V8 in the FWD! (front-wheel-drive) Cadillac Eldorado was rated at 400; a comparison of their performance belies the numbers and the difference is not all accounted for by the Eldorado's weight and power-sapping accessories.  As early as the the mid-1960s Detroit had begun understating the output of many of their high-performance engines and as politicians and insurance companies (for their own reasons) became interested, the trend continued.    

1971 Iso Grifo Can Am (454).

Unlike the 427 which breathed through three two barrel carburetors, the 454 was equipped with less intricate induction, a single four barrel and while with output (officially) dropping from 435 to 395 HP, performance was s little blunted although it's probable few owners often went fast enough to tell the difference.  What didn’t change between the 7 Litre and the Can Am was its most distinctive feature, the modification to the hood (bonnet) made to ensure the additional height of the 427's induction system could be accommodated.  The raised central section, the factory dubbed "the penthouse".

Penthouse on 1969 Iso Grifo 7 Litre (427).

Not everyone admired the stark simplicity, supposing, not unreasonably, Giugiaro might have done something more in sympathy with its surroundings.  Critics more stern would have preferred a curvaceous scoop, blister or bulge and thought the penthouse amateurish, an angular discordance bolted unhappily atop Giugiaro’s flowing lines  but for those brought up in the tradition of brutalist functionalism, it seemed an admirable tribute to what lay beneath.  The days of the big-block Grifo were however numbered.  In 1972, with Chevrolet no longer willing to extent credit and Ford’s big-block (429 & 460) engines re-tuned as low-emission (for the time) units suitable for pickup trucks and luxury cars, the Can-Am was retired.  So the small-block 351 Grifo became the sole model in the range but it too fell victim to changing times, production lasting not long beyond the first oil shock (triggered by the OAPEC (Organization of Arab Petroleum Exporting Countries) on 17 October 1973 imposing an embargo on crude oil exports to certain countries) which made gas suddenly not only much more expensive but sometimes also scarce and the whole ecosystem of the thirsty trans-Atlantic hybrids became threatened; in little more than a year, Iso was one of the many dinosaurs driven extinct.  Decades later, the survivors of the 414 sold are highly desirable; fine examples of the small-block Grifos attract over US$500,000, the few dozen penthouse have sold for close to a million and the rare early A3/Cs for even more.

From the lost, tactile days of buttons and toggle switches: 1966 Iso Grifo, one of 31 built in RHD (right hand drive).

Not fans of brutalist functionalism were the Lancia-loving types at Road & Track (R&T) magazine in the US.  Late in 1974, R&T published their 1975 buyer’s guide for imported and domestically-built smaller cars (R&T neither approving of nor understanding why anyone would wish to buy a big American car) and surprisingly, there were reviews of the Grifo, Lele and Fidia although the last of these sold in the US some two years earlier had been titled as 1973 models, the company having never sought to certification to continue sales although, given nothing had been done to modify them to meet the new safety regulations, that would likely have been pointless unless the strategy was to seek a "low volume" exemption, something improbable by 1975.

A tale of two penthouses: Paradoxically, as installed in the Grifo the induction system of the big-block Chevrolet V8 sat a little lower than that of the small-block Ford (a not unusual anomaly in the small-block vs big-block world) so the Ford-engined Grifos (right) used a taller penthouse than those fitted with the Chevrolet unit.     

The distributors had however indicated to the press all three would return to the US market in 1975, supplying publicity photographs which included a Series II "penthouse" Grifo.  A further complication was that during 1974, Ford had discontinued in the US production of the high-performance 351 (the "Cleveland" 335 series which was exiled to Australia) V8 so it wasn't clear what power-train would have been used.  Others had the same problem, De Tomaso (which withdrew from the US market in 1974) switching to use tuned versions of the Australian-built 351s but for Iso, the whole issue became irrelevant as the factory was closed late in 1974.  R&T's last thoughts on the penthouse appeared in the buyer's guide: "However, the clean lines of the original Grifo have been spoiled by that terrible looking outgrowth on the hood used for air cleaner clearance.  For US$28,500 (around US$155,000 in 2025 US$ although direct translation of value is difficult to calculate because of the influence of exchange rates and other variables), a better solution to this problem should have been found."

Cosmopolitan

Cosmopolitan (pronounced koz-muh-pol-i-tn)

(1) One free from local, provincial, or national ideas, prejudices, or attachments; an internationalist.

(2) One with the characteristics of a cosmopolite.

(3) A cocktail made with vodka, cranberry juice, an orange-flavored liqueur, and lime juice.

(4) Sophisticated, urbane, worldly.

(5) Of plants and animals, wildly distributed species.

(6) The vanessa cardui butterfly.

(7) A moth of species Leucania loreyi.

1828:  An adoption in Modern English, borrowed from the French cosmopolite (citizen of the world), ultimately derived from the Ancient Greek kosmopolitēs (κοσμοπολίτης), the construct being kósmos (κόσμος) (world) + politēs (πολίτης) (citizen); word being modeled on metropolitan.  The US magazine Cosmopolitan was first published in 1886.  Derived forms (hyphenated and not) have been constructed as needed including noncosmopolitan, subcosmopolitan, ultracosmopolitan, fauxcosmopolitan, anticosmopolitan & protocosmopolitan.  Because cosmopolitanness is a spectrum condition, the comparative is “more cosmopolitan” and the superlative “most cosmopolitan”.  Cosmopolitan is a noun & adjective, cosmopolitanism & cosmopolitanness are nouns, cosmopolitanize is a verb, cosmopolitanist is an adjective (and plausibly a noun) and cosmopolitanly is an adverb; the noun plural is cosmopolitans.

An aspect of Soviet Cold War policy under comrade Stalin

The phrase rootless cosmopolitans was coined in the nineteenth century by Vissarion Belinsky (1811-1848), a Russian literary critic much concerned about Western influences on both Russian literature and society.  He applied it to writers he felt “…lacked Russian national character” but as a pejorative euphemism, it’s now an anti-Semitic slur and one most associated with domestic policy in the Soviet Union (USSR) between 1946 and Stalin's death in 1953.  Comrade Stalin (1878-1953; Soviet leader 1924-1953) liked the phrase and applied it to the Jews, a race of which he was always suspicious because he thought their lack of a homeland made them “mystical, intangible and other-worldly”.  Not a biological racist like Hitler and other rabid anti-Semites, Stalin’s enemies were those he perceived a threat; Leon Trotsky (1879-1940), Grigory Zinoviev (1883–1936) and Lev Kamenev (1883–1936) were disposed of not because they were Jewish but because Stalin thought they might threaten his hold on power although the point has been made that while it wasn’t because he was Jewish that Trotsky was murdered, many Jews would come to suffer because Stalin associated them with Trotsky.

Comrade Stalin signing death warrants.

It was the same with institutions.  He found disturbing the activities of Moscow’s Jewish Anti-Fascist Committee (JAC) and did not approve them being accepted by Western governments as representing the USSR.  Further, he feared the JAC’s connections with foreign powers might create a conduit for infiltration by Western influences; well Stalin knew the consequences of people being given ideas; the campaign of 1946-1953 was thus more analogous with the Chinese Communist Party’s (CCP) opposition to the Falun Gong rather than the pogroms of Tsarist times.  Authoritarian administrations don’t like independent organisations; politics needs to be monolithic and control absolute.  In a speech in Moscow in 1946, he described certain Jewish writers and intellectuals, as “rootless cosmopolitans” accusing them of a lack of patriotism, questioning their allegiance to the USSR.  This theme festered but it was the creation of the state of Israel in 1948, fostering as it did an increased self consciousness among Soviet Jews, combined with the Cold War which turned Stalin into a murderous anti-Semite.

Ten years after: rootless cosmopolitan comrade Trotsky (left) talking to comrade Stalin (right), Moscow, 1930 (left) and Mexican police showing the ice axe used by an assassin (sent by Stalin) to murder Trotsky, Mexico, 1940.

Before the formation of the state of Israel, Stalin's anti-Semitism was more a Russian mannerism than any sort of obsession.  For years after assuming absolute power in the USSR, he expressed no disquiet at the preponderance of Jews in the foreign ministry and it was only in 1939, needing a temporary diplomatic accommodation with Nazi Germany, that he acted.  Having replaced the Jewish Foreign Commissar, Maxim Litvinov (1876–1951; People's Commissar for Foreign Affairs of the Soviet Union 1930–1939) with Vyacheslav Molotov (1890-1986; USSR Minister of Foreign Affairs 1939-1949 & 1953-1956), he ordered him to purge the diplomatic corps of Jews, his memorable phrase being "clean out the synagogue".  Concerned the presence of Jews might be an obstacle to rapprochement with Hitler, Stalin had the purge effected with his usual efficiency: many were transferred to less conspicuous roles and others were arrested or shot.

Meeting of minds: Joachim von Ribbentrop (left), comrade Stalin (centre) and comrade Molotov (right), the Kremlin, 23 August 1939.

Negotiations began in the summer of 1939, concluding with German Foreign Minister Joachim von Ribbentrop (1893–1946; Nazi foreign minister 1938-1945) leading a delegation to Moscow to meet with Molotov and Stalin.  It proved a remarkably friendly conference of political gangsters and agreement was soon reached, the German-Soviet Nonaggression Pact (usually called the Nazi-Soviet Pact or Molotov-Ribbentrop Pact) being signed on 23 August.  The pact contained also a notorious secret protocol by which the two dictators agreed to a carve-up of Poland consequent upon the impending Nazi invasion and the line dividing Poland between the two was almost identical to the Curzon Line, a demarcation between the new Polish Republic created in the aftermath of World War I (1914-1918) and the emergent Soviet Union which had been proposed by Lord Curzon (1859–1925; UK foreign secretary 1919-1924).  At the Yalta Conference in February 1945, during the difficult negotiations over Polish borders, Molotov habitually referred to "the Curzon Line" and the UK Foreign Secretary, Anthony Eden (1897–1977; thrice UK foreign secretary & prime minister 1955-1957), in a not untypically bitchy barb, observed it was more common practice to call it the “Molotov-Ribbentrop line”.  "Call it whatever you like" replied Stalin, "we still think it's fair and just".  Comrade Stalin rarely much cared to conceal the nature of the regime he crafted in his own image.  Whatever the motives of Stalin, rootless cosmopolitans has joined the code of dog-whistle politics, a part of the core demonology to label the Jews a malign race, a phrase in the tradition of "Christ killers", "Rothschild-Capitalists and Untermenschen (the sub-humans).  Despite that, there are always optimists, Jewish writer Vincent Brook (b 1946), suggesting the term could convey the positive, a suggestion the Jews possess an “adaptability and empathy for others”.  It’s not a view widely shared and rootless cosmopolitan remains an anti-Semitic trope although it's not unknown for Jews to use it ironically.

In August 1942, Winston Churchill (1875-1965; UK prime-minister 1940-1945 & 1951-1955) got to enjoy the rare pleasure of a well lubricated supper in comrade Stalin's private apartment in the Kremlin and also there was comrade Molotov.  By the time the third bottle had been uncorked, the occasion had progressed to the exchange of anecdotes and in the spirit of the occasion, Churchill asked Molotov if it was true he’d delayed his return from a visit to the US so he could spend a night on the town in Manhattan.  Molotov’s expression became even more dour than usual but Stalin explained things by saying: “It was not to New York he went. He went to Chicago, where the other gangsters live.”  More than one astute observer of the human condition has concluded more can be learned about a man from his humor than his more profound pronouncements but there was much also to be learned when comrade Stalin was being candid.  At the Yalta Conference, Franklin Roosevelt (FDR, 1882–1945, US president 1933-1945) asked Stalin: “Who is the chap with the pince-nez?”.  “That’s Beria” [Lavrentiy Beria (1899–1953; head of the Soviet secret police 1938-1946)], Stalin replied, “He’s our Himmler [the Nazi Heinrich Himmler (1900–1945; Reichsführer SS 1929-1945)], and he’s not bad either.”

The Cosmopolitan cocktail

A brace of Cosmos.

The Cosmopolitan was based on the "Cosmopolitan 1934" cocktail, a mix from inter-war New York which included gin, Cointreau & and lemon juice, raspberry syrup lending the trademark pink hue.  The modern Cosmopolitan was also concocted in New York and seems to have appeared first in the Mid-1980s although it was appearances in the HBO (Home Box Office) television series Sex and the City (1998-2004) which made it as emblematic of a certain turn-of-the-millennium New York lifestyle as Manolo Blahnik’s stilettos but, the implications of that connotation aside, the enticing pink drink survived to remain a staple of cocktail lists.  Cosmopolitans can be made individually or as a batch to be poured from a pitcher; just multiply the ingredient count by however many are to be served.

Ingredients

2 oz (¼ cup) vodka (or citrus vodka according to taste)

½ ounce (1 tablespoon) triple sec, Cointreau (or Grand Marnier)

¾ oz (1½ tablespoons) cranberry juice

¼-½ ounce (1 ½-3 teaspoons) fresh lime juice

One 2-inch (50 mm) orange peel/twist

Instructions

(1) Add vodka, Cointreau, cranberry juice, and lime juice to a cocktail shaker filled with ice.

(2) Shake until well chilled.

(3) Strain into a chilled cocktail glass (classically a coupé or Martini glass).

(4) An orange or lemon twist is the traditional garnish.

Notes

(1) As a general principle, the higher the quality of the vodka, the better the Cosmopolitan, the lower priced sprits tending to taste rather more abrasive which for certain purposes can be good but doesn’t suit a “Cosmo”.

(2) The choice of unsweetened or sweetened cranberry juice (the latter sold sometimes as “cranberry juice cocktail”) is a matter of taste and if using the unsweetened most will prefer if a small splash of sugar syrup (or agave) is added because tartness isn’t associated with a Cosmopolitan.

(3) There is however a variant which is sometimes mixed deliberately to be tart.  That’s the “White Cosmo”, made by using white cranberry juice.

(4) Of the orange liqueur: Most mixologists recommend Cointreau but preference is wholly subjective and Cointreau & Grand Marnier variously are used, the consensus being Cointreau (a type of Triple Sec) is smoother, stronger and more complex.  Grand Marnier is also a type of Triple Sec, one combined with Cognac so the taste is richer, nutty and caramelized which some prefer.

(5) Of the lime juice: It really is worth the effort to cut and squeeze a fresh lime.  Packaged lime juice will work but something of the bite of the citrus always is lost in the processing, packaging, storage and transporting the stuff endures.

(6) Art of the orange peel: The use of the term “garnish” of suggests something which is merely decorative: visual bling and ultimately superfluous but because cocktails are designed to be sipped, as one lingers over ones’s Cosmopolitan, from the peel will come a faint orange aroma, adding to the experience as the fumes of a cognac enhance things; spirits and cocktails are “breathed in” as well as swallowed.

(7) Science of the orange peel: When peeling orange, do it over glass so the oil spurting (viewed close-up under high-magnification, it really is more spurt than spray) from the pores in the skin ends up in the drink.  For the ultimate effect, rub the rim of the glass with the peel, down a half-inch on the outside so lips can enjoy the sensation.

The presidential “parade convertible” 1950 Lincoln Cosmopolitan, parked outside 1600 Pennsylvania Avenue, Washington DC.

In the US, the Ford Motor Company (FoMoCo) produced the Lincoln Cosmopolitan between 1949-1954 but only in its first season was it the “top-of-the-range” model, “designation demotion” something which would over the decades become popular in Detroit.  Political legend has it Harry Truman (1884–1972; US president 1945-1953) personally selected Lincoln to supply the presidential car fleet as an act of revenge against General Motors (GM), the corporation having declined to provide him with cars to use during the 1948 election campaign.  It’s assumed GM’s management was reading the polls and assumed they’d need only to wait to wait for a call from president elect Thomas Dewey (1902–1971) but as things turned out, Mr Dewey never progressed beyond president-presumptive so GM didn’t get the commission, the keys to Cadillacs not returning to the Oval Office until the administration of Ronald Reagan (1911-2004; US president 1981-1989).  While it wouldn’t much have consoled the GM board, there was some of their technology in the Lincolns because, FoMoCo was compelled to buy heavy-duty Hydra-Matic transmissions from Cadillac, their own automatic gearbox not then ready for production.

The presidential “parade convertible” 1950 Lincoln Cosmopolitan with “Bubbletop” fitted.

The White House leased ten Lincoln Cosmopolitans which were modified by coach-builders who added features such as longer wheelbases and raised roof-lines.  Nine were full-enclosed limousines while one was an armoured “parade convertible” (a “Cabriolet D” in the Mercedes-Benz naming system) which was an impressive 20-odd feet (6 metres) in length.  The car used a large-displacement version (shared with Ford Trucks!) of the old Ford flathead V8 (first introduced in 1932) and, weighing a hefty 6,500 lb (2,900 kg), performance wasn’t sparkling but given its role was slowly to percolate along crowd-lined boulevards, it was “adequate”.  In 1954, during the administration of Dwight Eisenhower (1890-1969; US president 1953-1961), the parade convertible was fitted with a Plexiglas roof (a material the president would have been familiar with because it was used on some World War II (1939-1945) aircraft and in this form the Lincoln came to share the aircrafts’ nickname: “Bubbletop”.  The “Bubbletop” Cosmopolitan remained in service in the White House fleet until 1967.

The Glossies

Lindsay Lohan, Cosmopolitan, various international editions: April, May & June, 2006.

Cosmopolitan Magazine was launched in 1886 as a family journal of fashion, household décor, cooking, and other domestic interests.  It survived in a crowded market but its publisher did not and within two years Cosmopolitan was taken over by another which added book reviews and serialized fiction to the content.  This attracted the specialist house founded by John Brisben Walker (1847-1931), which assumed control in 1889, expanding its circulation twenty-fold to become one of America’s most popular literary magazines.  The Hurst Corporation acquired the title in 1905, briefly adding yellow-journalism before settling on a format focused on short fiction, celebrities and public affairs.  The formula proved an enduring success, circulation reaching two million by 1940 and this was maintained until a decline began in the mid 1950s, general-interest magazines being squeezed out by specialist titles and the time-consuming steamroller of television.

It was the appointment in 1965 of Helen Gurley Brown (1922–2012) as editor which signalled Cosmopolitan’s shift to a magazine focused exclusively on an emerging and growing demographic with high disposable income: the young white women of the baby boom.  In what proved a perfect conjunction, a target market with (1) economic independence, (2) social freedom, (3) an embryonic feminist awareness and (4) the birth control pill, the magazine thrived, surviving even the rush of imitators its success spawned.  Gurley Brown had in 1962 published the best seller advice manual, Sex and the Single Girl and Cosmopolitan essentially, for decades, reproduced variations on the theme in a monthly, glossy package.  It was clearly a gap in the market.  The approach was a success but there was criticism.  Conservatives disliked the choices in photography and the ideas young women were receiving.  Feminists were divided, some approved but others thought the themes regressive, a retreat from the overtly political agenda of the early movement into something too focused on fun and fashion, reducing women yet again to objects seeking male approbation.

Taylor Swift (b 1989), in purple on the cover of Cosmopolitan, December, 2014.

Still published in many international editions, Cosmopolitan Australia was one casualty of market forces, closed after a final printing in December 2018.  However, surprising many, Katarina Kroslakova (b 1978) in April 2024 announced her publishing house KK Press, in collaboration with New York-based Hearst Magazines International, would resume production of Cosmopolitan Australia as a bi-monthly and the first edition of the re-launched version was released in August, 2024.  Other than appearing in six issues per year rather than the traditional twelve, the format remained much the same, echoing Elle Australia which re-appeared on newsstands in March, ending a four-year hiatus.  Both revivals would as recently as 2023 have surprised industry analysts because the conventional, post-Covid wisdom was there existed in this segment few niches for time consuming and expensive titles in glossy print.

Amelia Dimoldenberg (b 1994) in polka-dots, on the cover of Cosmopolitan Australia April | May, 2025 (Issue 5, digital edition) which is downloadable file (96 MB in Adobe's PDF (portable document format) format.  Where digital titles have a history in print, the convention is to use the traditional cover format.  Even in the digital age, some legacy items have a genuine value to be exploited.

Ms Kroslakova clearly saw a viable business model and was quoted as saying print magazines are “the new social media” which was an interesting way of putting it but she explained the appeal by adding: “We need that 15 minutes to drop everything and actually have something tangible and beautiful in our hands to consume.  If we can present content which is multi-layered and deep and has authenticity and connection with the reader – that’s a really excellent starting point.”  She may have a point because in an age where screen-based content is intrinsically impermanent, the tactile pleasure of the traditional glossy may have genuine appeal, at least for an older readership who can remember the way things used to be done, something perhaps hinted at by her “15 minutes” reference, now regarded by many media analysts as a long-term connection given the apparent shortening of attention spans and after all, bound glossy pages are just another technology.  The revival of the print editions of Elle and Cosmopolitan will be an interesting experiment in a difficult economic environment which may get worse before it gets better.  Whether the novelty will attract enough of the "affluent readers" (what used to be called the A1, A2 & B1 demographic) to convince advertisers that it's a place to run their copy will likely decide the viability of the venture and while it's not impossible that will happen, Cosmopolitan is a couple of rungs down the ladder from the "prestige" titles (Vogue the classic mainstream example) which have maintained an advertising base. Cosmopolitan Australia offers a variety of subscription offers, the lowest unit cost available with a two-year, print + digital bundle (12 issues for Aus$105).

Lindsay Lohan on the cover of Cleo: March 2005 (left) and May 2009 (right).

Published in Australia between 1972-2016, Cleo was a monthly magazine targeted broadly at the demographic buying Cosmopolitan.  It was for decades successful and although there was some overlap in readership (and certainly advertising content), there was a perception there existed as distinct species “Cleo women” and “Cosmo women”.  Flicking through the glossy pages, husbands and boyfriends might have struggled to see much thematic variation although it’s likely they looked only at the pictures.  In the same vein, other than the paint, actual Cleo & Cosmo readers mostly probably wouldn’t have noticed much difference between Ford & Chevrolet V8s so it’s really a matter of where one’s interests lie (just because something is sexist stereotyping doesn’t mean it’s not true).  Had the men bothered to read the editorial content, they wouldn’t have needed training in textual deconstruction to detect both titles made much use of “cosmospeak”, a sub-dialect of English coined to describe the jargon, copy style and buzzwords characteristic of post 1950s Cosmopolitan magazine which contributed much to the language of non-academic “lipstick feminism”.  To summarize the market differentiation in women’s magazines, the industry joke was: “Cosmopolitan teaches you how to have an organism, Cleo teaches you how to fake an organism and the Women’s Weekly teaches you how to knit an organism”.  As a footnote, when in 1983 the Women’s Weekly changed from a weekly to monthly format, quickly rejected was the idea the title might be changed to “Women’s Monthly”.

Martyrdom of the Saints Cosmas and Damian, oil on canvas by Fra Angelico (Guido di Pietro, circa 1395-1455), Musée du Louvre, Paris, France).  Fra was from the Italian frate (monk) and was a title for a Roman Catholic monk or friar (equivalent to Brother).

“Cleo” was a spunky two syllables but “Cosmopolitan” had a time-consuming five so almost universally it was used as “Cosmo”.  In Italy, Cosmo is a male given name and a variant of Cosimo, from the third century saint Cosmas who, with his brother Damian, was martyred in Syria during one of the many crackdowns on Christianity.  The name was from the Ancient Greek κόσμος (kósmos) (order, ordered universe), source of the now familiar “cosmos”.  Cosmas and Damian were Arab physicians who converted to Christianity and while ostensibly they suffered martyrdom for their faith, there may have been a financial motive because the brothers practiced much “free medicine”, not charging the poor for their “cures” so their services were understandably popular and thus a threat to the business model of the politically well-connected medical establishment.  The tension between medicine as some sort of social right and an industry run by corporations for profit has occasionally been suppressed but it’s never gone away, illustrated by the battles fought when the (literally) socialist post-war Labour government (1945-1951) established the UK’s NHS (National Health Service) and the (allegedly) socialist “Obamacare” (Affordable Care Act (ACA, 2010)) became law in the US.  By the twenty-first century, the medical establishment could no longer arrange decapitations of cut-price competitors threatening the profit margins but the conflicts remain, witness the freelancing of Luigi Mangione (1998).

The Mazda Cosmo

1968 Mazda Cosmo 110S (110S the export designation).

Although the Mazda corporation dates from 1920, it was another 40 years before it produced its first cars (one of the tiny 360 cm³ “kei cars” (a shortened form of kei-jidōsha, (軽自動車) (light vehicle)) so the appearance at the Tokyo Motor Show of the Cosmo Sport created quite an impression and that it was powered by a two-rotor Wankel rotary engine produced under licence from the German owners added to international interest.  Over two series, series production lasted from 1967 until 1972 but the intricate design was labour intensive to build and being expensive, demand was limited so in five years fewer than 1,200 were sold.  That makes it more of a rarity than a Mercedes-Benz 300 SL Gullwing (the W198, 1,400 of those built 1954-1957) and while Cosmo prices haven’t reached the level of the German car, it is a collectable and a number are now in museums and collections.  Mazda continued to use the Cosmo name until 1996 and while none of the subsequent models were as intriguing as the original, some versions of the JC Series Eunos Cosmo (1990–1996) enjoy the distinction of being the world’s only production car fitted with a three-rotor Wankel engine (the 1969 Mercedes-Benz C111 was a Wankel test-bed). 

1975 Mazda Roadpacer (HJ model)

The Eunos Cosmo was not the only Mazda with a unique place in the troubled history of the Wankel engine, the Roadpacer (1975-1977) also a footnote.  Most Holden fans, as one-eyed as any, don’t have especially fond memories of the HJ (1974-1976) range; usually, all they’ll say is its face-lifted replacement (the HX (1976-1977)), was worse.  With its chassis not including the RTS (radial tuned suspension) which lent the successor HZ (1975-1980) such fine handling and with engines strangled by the crude plumbing used in the era to reduce emissions, driving the HJ or HX really wasn’t a rewarding experience (although the V8 versions retained some charm) so there might have been hope Mazda’s curious decision to use fit their smooth-running, two-rotor Wankel to the HJ Premier and sell it as their top-of-the range executive car might have transformed the thing.  That it did but the peaky, high-revving rotary was wholly unsuited to the relatively large, heavy car.  Despite producing less power and torque than even the anaemic 202 cubic inch (3.3 litre) Holden straight-six it replaced, so hard did it have to work to shift the weight that fuel consumption was worse even than when Holden fitted their hardly economical 308 cubic inch (5.0 litre) V8 for the home market.  Available only in Japan and sold officially between 1975-1977, fewer than eight-hundred were built, the company able to off-load the last of the HXs only in early 1980.  The only thing to which Mazda attached its name not mentioned in their corporate history, it's the skeleton in the Mazda closet and the company would prefer we forget the thing which it seems to think of as "our Edsel".  The Roadpacer did though provide one other footnote, being the only car built by General Motors (GM) ever sold with a Wankel engine.  

The archbishop and the abdication

Archbishop Cosmo Gordon Lang (1932), oil on canvas by Anglo-Hungarian society portraitist Philip Alexius László de Lombos (1869–1937 and known professionally as Philip de László).  Lang was christened Cosmo in honor of the local Laird (in Scotland, historically a feudal lord and latterly the “courtesy title” of an area’s leading land-owner, most prominent citizen etc).  The noun Laird was from the northern or Scottish Middle English lard & laverd (a variant of lord).

Scottish Anglican prelate Cosmo Gordon Lang (First Baron Lang of Lambeth, 1864–1945; Archbishop of York 1908–1928 & Archbishop of Canterbury 1928–1942 was a clergyman with uncompromising views about much.  This type was once common in pulpits and although those of his faction exist still in the the modern Church of England, fearing cancellation, they tend now to exchange views only behind closed doors.  He’d probably be today almost forgotten were it not for an incendiary broadcast he made (as Archbishop of Canterbury and thus spiritual head of the Church of England and the worldwide Anglican community) on BBC (British Broadcasting Corporation) Radio on 13 December, 1936, two days after the abdication of Edward VIII (1894–1972; King of the UK & Emperor of India, January-December 1936, subsequently Duke of Windsor).  The address to the nation remains the most controversial public intervention made by a Church of England figure in the twentieth century, judged by many to be needlessly sanctimonious and distastefully personal, its political dimension the least objectionable aspect.

As a piece of text it did have a pleasingly medieval feel, opening with some memorable passages including: “From God he received a high and sacred trust. Yet by his own will he has abdicated” and “It is tragic that the sacred trust was not held with a firmer grip”.  That set the tone although when he said: “There has been much sympathy with the king in his great personal difficulty, and I do not forget how deeply he has touched the hearts of millions with his warm interest in the homes and lives of his people” his large audience may have thought some Christian charity did lurk in the Archbishop’s soul but quickly he let that moment pass, returning to his theme: “The causes which led to the king's decision are fully known to the nation.  But it has been made plain that the reigning sovereign of this country must be one whose private life and public conduct can be trusted to reflect the Christian ideal."

Unlike many modern Archbishops, there was no ambiguity about Lang so in his defense it can be argued he provided the Church with a moral clarity of greater certainty than anything which has in recent decades emanated from Lambeth Palace.  So there was that but by the 1930s the mood of opinion-makers in the UK had shifted and Lang’s text was seen as morally judgmental and the idea Edward VIII had failed not so much as a constitutional monarch but in his divine duty seemed archaic, few in the country framing things as the king’s personal failure before God.  What was clear was old Lang's point Edward’s relationship with a twice-divorced woman disqualified him morally and spiritually from being king which many critics within the church thought a bleak approach to a clergyman’s pastoral role.  In a sermon from the pulpit to the faithful it might have gone down well but as a national address, the tone was misplaced.  In self-imposed exile, privately Edward privately described the broadcast as “a vile and vindictive attack” and in his ghost-written memoirs (A King's Story (1951)), he accused the archbishop of “cruelty”.

Remembered also from the broadcast’s aftermath was a satirical verse printed in Punch by the novelist Gerald Bullett (1893–1958 (who published also under the pseudonym Sebastian Fox)).  Bullet’s included the words “how full of cant you are!”, using “cant” in the sense of “to speak in a manner speak in a hypocritical or insincere), an allusion to Lang signing his documents : “Cosmo Cantuar” (Cantuar the abbreviation for Cantuarium (Latin for Canterbury)):

“My Lord Archbishop, what a scold you are!
And when your man is down, how bold you are!
Of Christian charity how scant you are!
And, auld Lang swine, how full of cant you are!”