Pouch

Pouch (pronounced pouch)

(1) A bag, sack or similar receptacle, especially one for small articles or quantities and historically closed with a drawstring although in modern use zips and other fasteners are common.

(2) A small, purse-like container, used to carry small quantities of cash.

(3) A bag for carrying mail.

(4) In the jargon of household textiles (Manchester), as “pillow pouch”, an alternative name for a pillowslip or pillowcase (archaic).

(5) As “diplomatic pouch”, a sealed container (anything from an envelope to a shipping container) notionally containing diplomatic correspondence that is sent free of inspection between a foreign office and its diplomatic or consular posts abroad or between such posts.

(6) As “posing pouch”, a skimpy thong (G-string) worn by male strippers, bodybuilders and such (known also as the “posing strap”, in certain circles, it's now an essential accessory).

(7) In the industrial production of food, as retort pouch, a food packaging resistant to heat sterilization in a retort, often made from a laminate of flexible plastic and metal foils.

(8) In military use, a container (historically of leather) in the form of either a bag or case), used by soldiers to carry ammunition.

(9) Something shaped like or resembling a bag or pocket.

(10) In physics, as “Faraday pouch”, a container with the properties of a Faraday cage (a conductive enclosure that blocks external static and non-static EMFs (electromagnetic field) by redistributing electric charges to the outer surface, preventing them affecting the interior; it was named after the inventor, the English physicist & chemist Michael Faraday (1791–1867)).

(11) A pocket in a garment (originally in Scots English but of late widely used by garment manufacturers).

(12) In nautical design, a bulkhead in the hold of a vessel, to prevent bulk goods (grain, sand etc) from shifting (a specialized form of baffle).

(13) A baggy fold of flesh under the eye (more commonly as “bags under the eyes”).

(14) In zoological anatomy, a bag-like or pocket-like part; a sac or cyst, as the sac beneath the bill of pelicans, the saclike dilation of the cheeks of gophers, or the abdominal receptacle for the young of marsupials.

(15) In pathology, an internal structure with certain qualities (use restricted to those fulfilling some functional purpose): any sac or cyst (usually containing fluid), pocket, bag-like cavity or space in an organ or body part (the types including laryngeal pouch, Morison's pouch, Pavlov's pouch & Rathke's pouch).

(16) In botany, a bag-like cavity, a silicle, or short pod, as of the “shepherd's purse”.

(17) In slang, a protuberant belly; a paunch (archaic and probably extinct).

(18) In slang, to pout (archaic and probably extinct).

(19) In slang, to put up with (something or someone) (archaic and probably extinct).

(20) To put into or enclose in a pouch, bag, or pocket; pocket.

(21) To transport a pouch (used especially of a diplomatic pouch).

(22) To arrange in the form of a pouch.

(23) To form a pouch or a cavity resembling a pouch.

(24) In zoology, of a fish or bird, to swallow.

1350–1400: From the Middle English pouche & poche, from the Old Northern French pouche, from the Old French poche & puche (from which French gained poche (the Anglo-Norman variant was poke which spread in Old French as “poque bag”), from the Frankish poka (pouch) (similar forms including the Middle Dutch poke, the Old English pohha & pocca (bag) and the dialectal German Pfoch).  Although documented since only the fourteenth century, parish records confirm the surnames “Pouch” & “Pouche” were in use by at least the late twelfth and because both names (like Poucher (one whose trade is the “making of pouches”)) are regarded by genealogists as “occupational”, it’s at least possible small leather bags were thus describe earlier.  In the 1300s, a pouche was “a bag worn on one's person for carrying things” and late in the century it was used especially of something used to carry money (what would later come to be called a “coin purse” or “purse”).  The use to describe the sac-like cavities in animal bodies began in the domestic science of animal husbandry from circa 1400, the idea adopted unchanged when human anatomy became documented.  The verb use began in the 1560s in the sense of “put in a pouch”, extended by the 1670s to mean “to form a pouch, swell or protrude, both directly from the noun.  The Norman feminine noun pouchette (which existed also as poutchette) was from the Old French pochete (small bag).  Surprisingly, it wasn’t picked up in English (a language which is a shameless adopter of anything useful) but does endure on the Channel Island of Jersey where it means (1) a pocket (in clothing) and (2) in ornithology the Slavonian grebe, horned grebe (Podiceps auritus).  The organic pocket in which a marsupial carries its young is known also as both the marsupium & brood pouch, the latter term also used of the cavity which is some creatures is where eggs develop and hatch.  Pouch is a noun & verb, pouchful & poucher are nouns, pounching is a verb, pouchy is an adjective and pouched is a verb & adjective; the noun plural is pouches.

Diplomatic pencil pouch.

The Vienna Convention on Diplomatic Relations (UNVCDR; United Nations (UN) Treaty Series, volume 500, p 95) was executed in Vienna on 18 April 1961, entering into force on 24 April 1964.  Although the terminology and rules governing diplomatic relations between sovereign states had evolved over thousands of years, there had been no systematic attempt at codification until the Congress of Vienna (1814-1815), held to formalize the political and dynastic arrangements for post-Napoleonic Europe.  There were also later, ad-hoc meetings which dealt with administrative detail (some necessitated by improvements in communication technology) but it was the 1961 convention that built the framework that continues to underpin the diplomatic element of international relations; little changed from its original form, it's perhaps the UN’s most successful legal instrument.  With two exceptions, all UN member states have ratified the UNVCDR; the two non-signatories are the republics of Palau and South Sudan.  It’s believed the micro-state of Palau remains outside the framework because it has been independent only since 1994 and constitutionally has an unusual “Compact of Free Association” arrangement with the US which results in it maintaining a limited international diplomatic presence.  The troubled West African state of South Sudan gained independence only in 2011 and has yet to achieve a stable state infrastructure, remaining beset by internal conflict; its immediate priorities therefore remain elsewhere. The two entities with “observer status” at the UN (the State of Palestine and the Holy See) are not parties to the UNVCDR but the Holy See gained in Vienna a diplomatic protocol which functionally is substantially the same as that of a ratification state.  Indeed, the Vatican’s diplomats are actually granted a particular distinction in that states may (at their own election), grant the papal nuncio (a rank equivalent to ambassador or high commissioner) seniority of precedence, thus making him (there’s never been a female nuncio), ex officio, Doyen du Corps Diplomatique (Dean of the Diplomatic Corps).

Lindsay Lohan in SCRAM bracelet (left), the SCRAM (centre) and Chanel's response from their Spring 2007 collection (right).

A very twenty-first century pouch: Before Lindsay Lohan began her “descent into respectability” (a quote from the equally admirable Mandy Rice-Davies (1944-2004) of MRDA fame), Lindsay Lohan inadvertently became of the internet’s early influencers when she for a time wore a court-ordered ankle monitor (often called “bracelets” which by convention of use is dubious but rarely has English been noted for its purity).  At the time, many subject to such orders concealed them under clothing but Ms Lohan made her SCRAM (Secure Continuous Remote Alcohol Monitor) a fashion statement, something that compelled the paparazzi to adjust their focal length to ensure her ankle of interest appeared in shots.  The industry responded with its usual alacrity and “ankle monitor” pouches were soon being strutted down the catwalks.

Chanel's boot-mounted ankle pouch in matching quilted black leather.

In one of several examples of this instance of Lohanic influence on design, in their Spring 2007 collection, Chanel included a range of ankle pouches.  Functional to the extent of affording the wearing a hands-free experience and storage for perhaps a lipstick, gloss and credit card (other than a phone the modern young spinster should seldom need to carry more), the range was said quickly to "sell-out" although the concept hasn't been seen in subsequent collections so analysts of such things should make of that what they will.  Chanel offered the same idea in a boot, a design borrowed from the use by military although they tended to be more commodious and, being often used by aircrew, easily accessible while in a seated position, the sealable flap on the outer calf, close to the knee.   

The origin of the special status of diplomats dates from Antiquity when such envoys were the only conduit of communication between emperors, kings, princes, dukes and such.  They thus needed their emissaries to be granted safe passage in what could be hostile territory, negotiations (including threats & ultimata) often conducted between warring tribes & states: the preamble to the UNVCDR captures the spirit of these traditions:

THE STATES PARTIES TO THE PRESENT CONVENTION,

RECALLING that peoples of all nations from ancient times have recognized the status of diplomatic agents,

HAVING IN MIND the purposes and principles of the Charter of the United Nations concerning the sovereign equality of States, the maintenance of international peace and security, and the promotion of friendly relations among nations,

BELIEVING that an international convention on diplomatic intercourse, privileges and immunities would contribute to the development of friendly relations among nations, irrespective of their differing constitutional and social systems,

REALIZING that the purpose of such privileges and immunities is not to benefit individuals but to ensure the efficient performance of the functions of diplomatic missions as representing States,

AFFIRMING that the rules of customary international law should continue to govern questions not expressly regulated by the provisions of the present Convention have agreed as follows…

US Department of State diplomatic pouch tag.

The diplomatic pouch (known also, less attractively, as the “diplomatic bag”) is granted essentially the same protection as the diplomat.  Historically, the diplomatic pouch was exactly that: a leather pouch containing an emissary’s documents, carried usually on horseback and in the modern age it may be anything from an envelope to a shipping container.  What distinguishes it from other containers is (1) clear markings asserting status and (2) usually some sort of locking mechanism (the origin of which was an envelope’s wax seal and if appropriately marked, a diplomatic pouch should be exempt from any sort of inspection by the receiving country.  Strictly speaking, the pouch should contain only official documents but there have been many cases of other stuff being “smuggled in” including gold, weapons subsequently used in murders, foreign currency, narcotics, bottles of alcohol and various illicit items including components of this and that subject to UN (or other) sanctions.  For that reason, there are limited circumstances in which a state may intersect or inspect the contents of a diplomatic pouch.  The protocols relating to the diplomatic pouch are listed in Article 27 of the UNVCDR:

(1) The receiving State shall permit and protect free communication on the part of the mission for all official purposes. In communicating with the Government and the other missions and consulates of the sending State, wherever situated, the mission may employ all appropriate means, including diplomatic couriers and messages in code or cipher. However, the mission may install and use a wireless transmitter only with the consent of the receiving State.

(2) The official correspondence of the mission shall be inviolable. Official correspondence means all correspondence relating to the mission and its functions.

(3) The diplomatic bag shall not be opened or detained.

(4) The packages constituting the diplomatic bag must bear visible external marks of their character and may contain only diplomatic documents or articles intended for official use.

(5) The diplomatic courier, who shall be provided with an official document indicating his status and the number of packages constituting the diplomatic bag, shall be protected by the receiving State in the performance of his functions. He shall enjoy person inviolability and shall not be liable to any form of arrest or detention.

(6) The sending State or the mission may designate diplomatic couriers ad hoc. In such cases the provisions of paragraph 5 of this article shall also apply, except that the immunities therein mentioned shall cease to apply when such a courier has delivered to the consignee the diplomatic bag in his charge.

(7) A diplomatic bag may be entrusted to the captain of a commercial aircraft scheduled to land at an authorized port of entry. He shall be provided with an official document indicating the number of packages constituting the bag but he shall not be considered to be a diplomatic courier. The mission may send one of its members to take possession of the diplomatic bag directly and freely from the captain of the aircraft.

Former US Ambassador to Pretoria, Lana Marks (b 1953).

Some ambassadors have been more prepared than most for handing the diplomatic bag, notably Ms Lana Marks, the South African-born US business executive who founded her eponymous company specializing in designer handbags.  In 2018, Donald Trump (b 1946; US president 2017-2021 and since 2021) nominated Ms Marks as US ambassador to South Africa, a role in which she served between January 2020 and January 2021 when, under the convention observed by political appointees, she resigned her office.  Although Ms Marks had no background in international relations, such appointments are not unusual and certainly not exclusive to US presidents.  Indeed, although professional diplomats may undergo decades of preparation for ambassadorial roles, there are many cases where the host nation greatly has valued a political appointee because of the not unreasonable assumption they’re more likely to have the “ear of the president” than a Foggy Bottom (a metronym for the State Department, the reference to the department's headquarters in the Harry S Truman Building which sits in the Foggy Bottom neighborhood of Washington DC) apparatchik who typically would be restricted to dealing with the secretary of state.  That was apparently the case when Robert Nesen (1918–2005, a Californian Cadillac dealer), was appointed US ambassador to Australia (1981-1985), by Ronald Reagan (1911-2004; US president 1981-1989), a reward (if that’s how being sent to live in Canberra can be described) for long service to the Republican Party fundraising rather than a reflection of Mr Reagan’s fondness for Cadillacs (Mr Nesen’s dealership also held other franchises) although it was Mr Reagan who "arranged" for Cadillac to replace Lincoln as supplier of the White House limousine fleet.

The Princess Diana by Lana Marks is sold out in emerald green but remains available in gold, black and chocolate brown.

Uniquely, South Africa has three cities designated as capitals: Pretoria (administrative/executive), Cape Town (legislative, parliament), and Bloemfontein (judicial, Supreme Court of Appeal).  In diplomatic protocol, ambassadors are accredited to the Republic of South Africa and present their credentials to the president and in practice this is done in Pretoria (Tshwane).  Ms Marks’ connection to the Trump administration’s conduct of foreign policy came through her membership of Mr Trump’s Mar-a-Lago Club (annual membership fee US$200,000, the "world-renowned Trump International Golf Club, West Palm Beach" a five minute drive), an institution which also produced the country’s ambassador to the Dominican Republic.  Ms Marks seems to have fitted in well at Mar-a-Lago, telling South Africa's Business Live: “It's the most exclusive part of the US, a small enclave, an island north of Miami.  One-third of the world's wealth passes through Palm Beach in season. The crème de la crème of the world lives there.”  One trusts the people of South Africa were impressed and perhaps even grateful.

Vexillology

Vexillology (pronounced vek-suh-lol-uh-jee)

The study of and the collection of information about flags.

1957 (and in print since 1959): The construct was vexill(um) + -ology.  Vexillum (the plural vexilla) was from the Latin vēxillum (flag, banner), from the Proto-Italic wekslolom (and synchronically a diminutive form of vēlum), from the Proto-Italic wekslom, from the primitive Indo-European wegslom, from weg- (to weave, bind) and cognate with the English wick.  The Latin vexillum translated literally as “flag; banner” but in English was used to mean (1) a flag, banner, or standard, (2) in military use a formation company of troops serving under one standard, (3) the sign of the cross, (4) in botany, the upper petal of a papilionaceous flower and (5) in ornithology, the rhachis and web of a feather taken together.  The suffix -ology was formed from -o- (as an interconsonantal vowel) +‎ -logy.  The origin in English of the -logy suffix lies with loanwords from the Ancient Greek, usually via Latin and French, where the suffix (-λογία) is an integral part of the word loaned (eg astrology from astrologia) since the sixteenth century.  French picked up -logie from the Latin -logia, from the Ancient Greek -λογία (-logía).  Within Greek, the suffix is an -ία (-ía) abstract from λόγος (lógos) (account, explanation, narrative), and that a verbal noun from λέγω (légō) (I say, speak, converse, tell a story).  In English the suffix became extraordinarily productive, used notably to form names of sciences or disciplines of study, analogous to the names traditionally borrowed from the Latin (eg astrology from astrologia; geology from geologia) and by the late eighteenth century, the practice (despite the disapproval of the pedants) extended to terms with no connection to Greek or Latin such as those building on French or German bases (eg insectology (1766) after the French insectologie; terminology (1801) after the German Terminologie).  Within a few decades of the intrusion of modern languages, combinations emerged using English terms (eg undergroundology (1820); hatology (1837)).  In this evolution, the development may be though similar to the latter-day proliferation of “-isms” (fascism; feminism etc).  Vexillology, vexillologist vexillographer, vexillophilia, vexillophile & vexillolatry are nouns, vexillological & vexillologic are adjectives; the most common noun plural is vexillologists.

A vexillographer is one who designs flags, standards & banners, a vexillophile is (1) someone who collects and displays flags and (2) one who studies flags, their history and meaning.  Although there are vexillophiles, there is in medicine no recognized condition known as vexillophilia (which would be a paraphilia describing the sexualized objectification of flags (ie flag) although following the convention established in recent revisions to the American Psychiatric Association's (APA) Diagnostic and Statistical Manual of Mental Disorders (DSM) (DSM-5 (2013) & DSM-5-TR (2022)), the correct clinical description would now be "flag partialism"; vexillophiles anyway prefer to describe themselves as "flag nerds".  Nor is there any record of there being instances of vexillophobia (a morbid fear of flags); there are those opposed to what flags represent  but that's not the same as being a vexillophobe which would be something specific about this type of bunting in general.  In political science, there is the word flagophobe (also as flagphobe), a derogatory term used usually by those on the right (and other nationalists) as a slur suggesting a want of patriotism in an opponent they’ve usually already labelled as “liberal”.  It's based on a metaphorical connection between a national flag and pride in one's country and is thus not a reference to a fear of flags in general.  To vexillize (or vexillate) can mean (1) to gather or to lead an army under a flag, (2) to organize or to lead people under a common cause or goal, (3) to make a flag (sewing, printing, digitally distributing etc), (4) to design a flag or (5) to introduce a specific depiction on a flag.

Wrapped: Vexillologist Lindsay Lohan and the stars & stripes.  The phrase “wrapping themselves self in the flag” is used of politicians who attempt to disguise their self-serving motives by presenting something as being in the national interest or being done for patriotic reasons.  The companion term is “patriotism is the last refuge of the scoundrel”, a observation made in 1775 by Samuel Johnson (1709-1784) of the hypocrisy of William Pitt (1708-1778 (Pitt the Elder); First Earl of Chatham & UK prime-minister 1766-1768).

Quite when the first flag was flown is not known but so simple is the concept and so minimal the technology required for fabrication that as forms of identification or communication they may have been among the earliest examples of symbolic representation.  Although the nation-state as its now understood is a relatively new creation (barely a thousand years old), prior to that there had for millennia been organized settlements with distinct identities and there is evidence from surviving works of art and drawings that something like a flag existed in the Mediterranean region as long ago as the fourth century BC and it’s possible such things were in use in China even earlier.  The familiar concept of the national flag evolved as the modern nation state emerged in Europe in the late Middle Ages and early modern period and traditionally, Denmark's Dannebrog is cited as the oldest national flag extant, having being in continuous use (though not always as the symbol of state) since the thirteenth century.

An array of Denmark's Dannebrog (usually translated as "the cloth of the Danes") on flagpoles.

The legend is that during a battle on 15 June 1219 in what is modern-day Estonia, the Danish army was on the defensive and defeat seemed imminent when suddenly, a red banner with a white cross fell from the sky.  As a result, the fortunes of war shifted, the Danish army won the battle and Denmark gained a flag.  The implication was of course the symbol was a "sign from God" and countless armies have rallied from difficult positions if soldiers can be persuaded victory can be won "with God on our side". 

Inherently, a small piece of colored glass three metres in the air can have no effect on a passing car yet the use of red, amber & green traffic lights is what makes modern road systems function as efficiently as they do.  They work because people (usually) respond as they should through the lens of semiotics, the signifier being the color of the light, the signified the instructions conveyed (green=”go”; amber=”prepare to stop or proceed with caution” & red=”stop”) and the referent the physical need to go, proceed only with caution or stop.  The power of the glass lies wholly in its symbolism and the implied consequences of ignoring its message.  Flags, mere pieces of fabric, have no inherent political or military force yet have for millennia been among the most valued and contested of symbols; men have died defending pieces of bunting which could have been replaced with a tick of a supply sergeant’s pen, simply because of the symbolism.  Because so much of the structure was fake, symbolism was integral to the appeal of Nazism (and fascism in general) and by the early summer of 1942, on a map, the military position of Nazi Germany looked impressive, its forces still maintaining a presence in North Africa, control extending to the Arctic Circle, most of Western Europe occupied from Norway to the south of France and the territorial gains from Operation Barbarossa (1941) reaching well into the Soviet Union.  However, the map substantially reflected the gains which had been made in 1941 and by mid-1942 it was clear to the German military they had under-estimated the ability of the Soviet armies to absorb losses and recover.  It was clear Germany no longer had the strength successfully to advance along the massive front created by Barbarossa and even Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945) realized that, at least temporarily, more modest strategic aims would have to be pursued.

What Hitler set in train was a multi-pronged operation which would have been strategically sound had (1) the resources been available to sustain it and (2) there had not been such a gross under-estimation of the available Soviet military capacity.  Originally, the plan had been to advance on the Caucasus after the encirclement and destruction of the defending forces in the Stalingrad region and the occupation of the city itself.  This was changed, splitting the attacking force to allow the city and the Caucasus simultaneously to be conquered and the area envisaged was vast, including the eastern coast of the Black Sea, the forbidding Caucasian mountain passes and the oil fields of Grozny & Baku, far to the south.  The German generals didn’t need much more than the back of an envelope to work out it simply couldn’t be done and that rather than undertaking sound planning based on reliable intelligence, the Führer was indulging in little more than wishing & guessing.  “Wishing & guessing” was General George Marshall’s (1880–1959; US Army chief of staff 1939-1945) critique of Winston Churchill’s (1875-1965; UK prime-minister 1940-1945 & 1951-1955) dabblings in military matters and the comment wasn’t unjustified but the difference was that while the Allied high command was able to restrain (and if need be, veto) the prime-minister’s romantic (essentially Napoleonic) adventurism, the Wehrmacht’s generals and admirals had by 1942 long been dominated by Hitler.  The German army was however generally the most effective ground force of the war and remarkably, achieved some early tactical gains but such were the distances involved and the disparity of forces available that the offensive was not only doomed but culminated in the loss of some 230,000 troops at Stalingrad, a calamity from which the army never quite recovered and among the German people damaged the prestige of the regime to an extent no previous setback had done.

Third Reich War Flag, Mount Elbrus, August 1942.

Hitler, at least in 1942, wasn’t delusional and understood he was running a risk but his gambler’s instincts had for twenty years served him well and he still clung to the belief a strength of will could overcome many disadvantages, even on the battlefield.  Early in the war, that had worked when he was facing divided, unimaginative or weak opponents but those days were over and he was well-aware (regardless of what he told the generals) he was playing for high stakes from with a bad hand.  That he was under great pressure and wracked by uncertainty (whatever might have been his outward displays of confidence) was probably the cause of a celebrated over-reaction to what was one of the war’s more trivial incidents: the planting of the Nazi war flag on the peak of Mount Elbrus, at 5,642 m (18,510 feet) the highest point in Europe.  Hitler thought pursuits like mountain climbing and skiing absurd but, like any practical politician, he liked a good photo-opportunity and had in peacetime been pleased to be photographed with those who had raised the swastika on some mountain or other (something which dedicated Nazis had been doing since the 1920s, long before the party in 1933 plotted and swindled their way into office).  On 21 August 1942, the Third’s Reich’s war flag, along with the divisional flags of the 1st and 4th Divisions fluttered in the wind on the roof of Europe and news of the triumph was transmitted to FHQ (Führer Headquarters).

In the throes of the offensive driving towards Stalingrad and the Caucases, the alpine troops who climbed the peak to plant the flag doubtless though they were “working towards the Führer” and providing him a priceless propaganda piece.  They probably expected medals or at least thanks but Hitler was focused on his military objectives and knew he needed every available man to be devoted to his job and upon hearing two-dozen soldiers had decided to ignore their orders and instead climb a hill of no strategic value, just to climb down again, his reaction was visceral, recalled in his memoirs by Albert Speer (1905–1981; Nazi court architect 1934-1942; Nazi minister of armaments and war production 1942-1945), then at FHQ:

“I often saw Hitler furious but seldom did his anger erupt from him as it did when this report came in. For hours he raged as if his entire plan of the campaign had been ruined by this bit of sport. Days later he went on railing to all and sundry about “those crazy mountain climbers” who “belong before a court-martial.” They were pursuing their idiotic hobbies in the midst of a war, he exclaimed indignantly, occupying an idiotic peak even though he had commanded that all efforts must be concentrated upon Sukhumi.”

The famous (and subtlety edited) photograph of the Soviet flag being raised over the Reichstag on 30 April 1945 during the Battle of Berlin (actually a staged-shot  taken on 2 May).

The Germans never made it to Sukhumi and the high-altitude sideshow by a handful of troops of course in no way affected the campaign but the reaction at FHQ was an indication of the pressure felt by Hitler.  The planting of a symbolic flag was also though symptomatic of the arrogance which had permeated the German military under the Nazis and it anyway proved a pyrrhic act of conquest, the standard torn down and replaced by the Soviet flag within six months; that the Russian army took the trouble to do that amid the clatter of war illustrates potency of national flags as propaganda devices.  One of the most famous photographs of the conflict was that of the Soviet flag in May 1945 being placed over the Reichstag in Berlin, a symbol of defeat of Nazism.  Interestingly, so important to the Kremlin was the image that the act was actually re-staged the next day, this time with a photographer in place to shoot a roll of film so the perfect shot could be selected and the Russians are not the only ones to have re-staged famous flag raisings.

A banner used in Croatia between 925-1102 (left), the current Croatian flag adopted after independence in 1990 (centre) and the Croatian naval ensign (1990).

One of the most ancient symbols to endure in modern nation flags is the red & white checkered pattern used to this day on the flag of Croatia.  The oldest known example dates from 925 and the pattern was used (with the odd interruption) for centuries, even when the country was a non-sovereign component of supranational states such as the Habsburg Empire.  A red star was used instead when Croatia was a part of comrade Marshall Tito’s (1892-1980) Jugoslavija (Yugoslavia) between 1945-1990 but the red & white checks were restored when independence was regained in 1990.

Applied vexillologist Ivana Knoll at the FIFA World Cup in Qatar.

Noted Instagram influencer Ivana Knoll (b 1992) was a finalist in the Miss Croatia beauty contest in 2016 and for her appearances at the 2022 FIFA World Cup in Qatar, chose a number of outfits using the national symbol of the red and white checkerboard (matching the home strip worn by the team), taken from the Croatian national flag.  By the standards of Instagram, the design of the hoodie she donned for Croatia's game against Morocco at the Al-Bayat stadium wasn't particularly revealing but it certainly caught the eye.  As if Gianni Infantino (b 1970; president of FIFA (Fédération Internationale de Football Association (International Federation of Association Football) since 2016) doesn't have enough to ponder, the former Miss Croatia finalist tagged FIFA in her posts, fearing perhaps the president may not be among her 600,000 Instagram followers and her strategy seems to have had the desired effect although whether the design which, does cover her hair, shoulders and legs really was sufficiently demur to satisfy the local rules may have been contested by some imams.  The guidance provided by FIFA indicated non-Qatari women don’t need to wear the abaya (the long, black robe), tops must cover their midriff and shoulders, and skirts, dresses or trousers must cover the knees and clothing should not be tight or reveal any cleavage.  In accordance with the rules or not, Ms Knoll proved a popular accessory for Qatari men seeking selfies.

Four Citroën GS “Drapeaux” on the 400 metre athletics track at the Olympic Stadium, Munich, FRG (Bundesrepublik Deutschland (Federal Republic of Germany; the old West Germany) 1949-1990) for the 1971 “The Car Without Borders” press event.

National flags sometimes appear on cars and while that’s done usually with badges, the bunting represented either in the singular (including the Triumph TR6 (1968-1976)) or in multiples for that “international flavour” (such as Cutlass Ciera emblem used by Oldsmobile between the mid-1970s and mid-1990s), in 1971 Citroën used the whole car as a harlequinesque canvas.  Based on mechanically standard GS hatchback and station wagon (Break) models, the flags which adorned the bodywork were those of the twelve nations which participated in voting for the 1971 (ECotY) European Car of the Year, won by the GS.  As well as the four created for the event in Munich, a number of replica GS Drapeaux were built (it’s not clear how many but it may have been as many as 24) for a continent-wide promotional tour, co-ordinated with Citroën dealers.  The voting for the 1971 ECotY was undertaken by a jury of 44 journalists and while not exactly a kind of “automotive Eurovision”, when the numbers were tallied the GS had received a majority in Czechoslovakia, Denmark, the FRG, the Netherlands and the UK, enough to take the title.  The French drapeaux was the plural of drapeau (flag), from the Old French drapel.  In the French dialectical form spoken in Louisiana, a drapeau was a diaper (nappy).

1971 Citroën GS 1220 Club Break in “Drapeaux” trim.

That the ECotY’s jury is made up of specialist automotive journalists has always tended to slant things towards the technically interesting which accounts for winners or place-getters including the NSU Ro80 (1967-1977 and the Wankel-engined winner in 1968 which effectively bankrupted its maker), the Jensen FF (1966-1974 and the first production road car with ABS & AWD (all-wheel-drive and then still called 4WD (four-wheel-drive)) and third in 1967) and the Oldsmobile Toronado (1965-1978 in its original configuration and third in (1966 despite using a 425 cubic inch (7.0 litre) V8 with FWD! (front-wheel-drive) and being as unsuited to the European market as just about anything ever made)).  The ECotY award winners haven’t always been a success in the market but did reflect the sort of machines which appealed to the particular profile of automotive journalists, a breed quite different from those who actually buy new cars.  Nor were the winners necessarily the “best” (admittedly a difficult quality to define), illustrated by the 1990 award when the outstanding Mercedes-Benz R129 (1988-2001) was runner up to the dreary Citroën XM (1989-2000).  By historic standards the GS (1970-1986) was a pretty good choice because not was it only an inspired design but also one which proved a success over a long period, unlike the runner up Volkswagen K70 (1970-1974) and third-placed Citroën SM (1970-1975).  The K70 had actually been inherited by VW when the moribund NSU was absorbed but the many troubles of the SM contributed to Citroën’s bankruptcy though probably not to the same extent as the GS Birotor (1973-1975 and known also as the CX) which used a Wankel engine. 

Flag of Mozambique (left) and flag of the Hezbollah (right).

The flag of the Hezbollah (right), the public display of which is banned in some jurisdictions where both the organization's political & military wings are listed as "terrorist organizations" includes a depiction of  Kalashnikov AK-47 assault rifle but that of Mozambique (left) is the only national flag to feature the famous weapon and the Africans fixed a bayonet to the barrel which was a nice touch.  Mozambique gained independence from Portugal in 1975 although the flag wasn’t officially adopted until 1983 as a modified version of what was essentially the battle flag of the Frente de Libertação de Moçambique (FRELIMO, the Mozambique Liberation Front, the Marxist (later styled “democratic socialist”) resistance movement which fought a war of liberation (1964-1974) against the Portuguese colonial forces).  Artistically, just as Marxism (notably often in Stalinist form) had been politically influential in post-colonial Africa, the hammer & sickle exerted an artistic appeal.  The flag of Mozambique has an AK-47 crossed by a hoe sitting atop an open book and is the only national flag upon which appears a modern firearm, the handful of others with guns all using historic relics like muskets or muzzle-loaded cannons.  The Angolan flag has a machete crossing a half gear wheel and both these African examples follow the symbolic model of the hammer and sickle, representing variously the armed struggle against repression, the industrial workers and the peasantry.

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."