Superbird

Superbird (pronounced soo-per-burd)

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

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

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

Of super- and supra-

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

The Superbirds; northern hemisphere and southern

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Refusenik

Refusenik (pronounced ri-fyooz-nik)

(1) In (originally) informal use, a citizen of the USSR (the Union of Soviet Socialist Republics, 1922-1991), a Soviet citizen (usually Jewish) who was denied permission to emigrate from the Soviet Union (usually to Israel).

(2) By extension, a person who refuses to cooperate with a system or comply with a law as a matter of political principle or because of a moral conviction.

Circa 1975: The construct was refuse + -nik.  The Russian отказник (otkáznik), the construct of which was отка́з (otkáz) (refusal, denial, repudiation, rejection, nonsuit; renunciation, disavowal; breakdown, failure) +‎ -ник (-nik) was a synonym of refusenik.  The -ник suffix was from the Proto-Slavic -ьnikъ, created originally by a nominalization of the adjectives in -ьnъ with the suffix -ikъ (from -ик (-ik)).  The suffix and was used to form masculine nouns, usually denoting adherents etc, the use illustrated by forms such as the dialectal Lithuanian lauk-inykas (peasant, farmer), from laũkas (field) and the Old Prussian lauk-inikis (vassal).  Refuse (in the sense of “to decline a request or demand” was from the Middle English refusen, from the Old French refuser, from the Vulgar Latin refūsāre, a blend of Classical Latin refūtāre (the source also of “refute”) and recūsāre (the source also of recuse).  The use in the sense of “items or material that have been discarded; rubbish, garbage, trash) was a late Middle English borrowing of the Middle French refusé, past participle of refuser (to refuse) which displaced the native Middle English wernen (to refuse).  In English, “refusenik” began as a calque of the Russian отка́зник (otkáznik) and from the mid-1970s, “refusenik” came to be used of someone who refused to do something (usually some law with which most complied), often either as a protest against government policy (conscription) or as a matter of personal autonomy (mandated vaccination).  While the construct of the word was an amusing novelty, the idea conveyed had a long tradition, the English agent noun refuser documented since the late fifteenth century.  The alternative spelling refusnik was not uncommon.  Refusenik is a noun; the noun plural is refuseniks.  Forms like refuseniking & refuseniked are non-standard but used for humorous effect as required.

Technically the –nik suffix corresponds approximately to the English –er in that nearly always it denotes an agent noun (ie it describes a person related to the thing, state, habit, or action described by the word to which the suffix is attached).  The –er suffix was from the Middle English –er & -ere, from the Old English -ere, from the Proto-Germanic -ārijaz, thought most likely to have been borrowed from the Latin –ārius where, as a suffix, it was used to form adjectives from nouns or numerals.  In English, the –er suffix, when added to a verb, created an agent noun: the person or thing that doing the action indicated by the root verb.   The use in English was reinforced by the synonymous but unrelated Old French –or & -eor (the Anglo-Norman variant -our), from the Latin -ātor & -tor, from the primitive Indo-European -tōr.  When appended to a noun, it created the noun denoting an occupation or describing the person whose occupation is the noun.  The connotation however is different in that –er is linguistically neutral (ie the value in the word “murderer” is carried by the “murder” element) whereas a –nik word is usually loaded and that can be negative, positive and often jocular. 

In structural linguistics, the process of creating words by adding a foreign suffix (such as refusenik) is known as “suffix borrowing” (or “affix borrowing”, “prefix borrowing” the obvious companion term).  Refusenik was thus a fork of the phenomenon known as “neoclassical blending” or “neoclassical compounding”, where a foreign morpheme is combined with a native or other language base.  The forms are described as “neologisms created through affixation” and many are coined for jocular effect, the “-nik” subset used to imply a person associated with something, often in a somewhat negative sense, other noted examples including “beatnik” (a member of the “beat” generation of the 1950s, an early example of what would in the 1960s come to be called the “counter culture” and a kind of proto-hippie), “peacenik” (one opposed to war and coined originally to describe those associated with the anti-war movement in the US and opposed to US participation in the conflict in Indochina), “warnick” (the response of the peaceniks to those who supported US policy (which wasn’t picked up by the establishment, unlike “dry”, used originally as a slur by the those who had been labeled “wet” (higher taxes, more social spending etc); the “drys” (smaller government, deregulation etc) liked the term and adopted it although their attempt to give it a little more appeal as “warm & dry” never caught on), “appeasenik” (used in a derogatory sense to describe those who prefer a policy of appeasement to a more robust foreign policy response), “contranik”, (used in a derogatory sense to describe those in the US supporting the right-wing Contras (from the Spanish la contrarrevolución (literally “the counter-revolution”) who between 1979-1990 staged an insurgency against Nicaragua’s Marxist Sandinista Junta), “nogoodnik” (someone disreputable), “neatnick” (someone thought obsessively tidy in their habits), “kibbutznik” (In Israel, a member of a kibbutz (and not necessarily a Russian émigré)), “sweetnik” (one’s sweetheart (male or female), “noisenik” (a musician who produces harsh, discordant music (with deliberate intent rather than through lack of skill) and “nudenik” (a advocate of nude sunbathing).

A 1961 guide to the beatnik world view.

The difference between a “beatnik and a “beat” was that the “Beats” were members of the “Beat Generation” a literary and cultural movement which emerged in the late 1940s and popularized by the writers Jack Kerouac (1922-1969), Allen Ginsberg (1926–1997), William S Burroughs (1914–1997) a Neal Cassady (1926-1968).  Kerouac would describe the Beat state as being “beaten down, exhausted, but also in touch with the raw, spiritual, and authentic experiences of life” and they were a harbinger of the counter-culture of the 1960s.  There were at the time claims there was a distinct “Beat philosophy” but there were so many claims about this that it really can’t be said there was ever a coherent “philosophy” beyond a sense of rebellion against mainstream culture, materialism, and the alleged conformity on post-war America life, the latter something which in later decades would exert a strong nostalgic pull, exploited by a number of politicians.  The term “beatnik” was more about the stereotyped. Superficial elements associated with those who followed what they thought was the “beat lifestyle”.  It’s not fair to say the beatniks were “the Beat’s groupies” but that probably was the public perception, one which imagined them sitting in coffee shops, wearing berets and listening to poetry readings.

The “nik” words belong to a broader class of borrowed affixed words or loanword derivatives, the best known of which are the neoclassical compounds, formed by combining elements (usually prefixes or suffixes) from classical languages, particularly Greek and Latin, with existing words or roots from other languages (or simply combining Greek & Latin elements, something of which some purists don’t approve).  These compound words are common both in general use and specialized or technical fields such as science, medicine, and philosophy.  Well known examples include: “television” (the construct being tele- (from the Greek tēle (far)) + vision (from the Latin videre (to see)), “automobile”, the construct being auto- (from the Greek autos (self)) + mobile (from the Latin mobilis (movable)), “astronaut” (the construct being astro- (from the Greek astron (star)) + -naut (from the Greek nautēs (sailor)), “bicycle”, the construct being bi- (from the Latin bis (twice)) + cycle (from the Greek kyklos (circle; wheel)).

There has never been an authenticated Lindsaygate or Lohangate so, deductively, Lindsay Lohan has lived a scandal-free life although she does have some history of refusenikism.

Refusenik though belongs to the subset of the type coined usually for humorous effect or a commercial purpose and they include the “-zillas” (stormzilla, bridezilla, bosszilla et al), the suffix from the fictional Godzilla and appended to imply something or someone is excessively large, powerful, or monstrous, usually in an exaggerated or absurd way, the “-aholics” (shopaholic, chocoholic, workaholic et al) the suffix appended to The suffix -aholic (from alcoholic) is often humorously attached to nouns to describe someone addicted to or obsessed with something, the “fests” (geekfest, nerdfest, laughfest, foodfest et al, the –fest suffix from the German Fest (festival), appended to describe and event involves much of a certain thing or theme or will attract those of a certain type, the “-o-ramas” (snack-o-rama, fright-o-rama, book-o-rama et al, the -orama suffix from panorama (a wide view) and appended to suggest an abundance or spectacle of something and of course the “-gates” (pizzagate, whitewatergate, snipergate, servergate, benghazigate et al (all in some way related to crooked Hillary Clinton which is interesting), -gate suffix from the Watergate scandal of the early 1970s.  The use of the –gate scandal is an example of what’s called “transferred, implied or imputed meaning” and because it creates form which are “mock-serious”, the words can straddle a range of senses, unlike something like “chocoholic” which, whatever might be the implications for an individual’s health, is always jocular.

In English, the use of the –nik suffix spiked after the USSR in October 1957 launched Sputnik, the first satellite to orbit the Earth although the earlier Yiddish forms (in Yinglish, the words contributed by Yiddish speakers from Eastern Europe) may also have exerted some regional influence, notably in New York where as early as the 1930s nudnik (an annoying person; a pest, a nag, a jerk) had spread beyond the Jewish community.  The association of with Sputnik created a minor industry among headline writers looking for words to describe the failures, explosions and crashes which were a feature of the launches in the early days of the US space program after the Russian’s satellite had so shocked the Americans.  The terms like kaputnik, dudnik and flopnik became briefly famous and contributed to the impression the Soviets were much more advanced in rocketry and related technology but that was misleading because the Russians had suffered just as many failures but theirs were a state secret and therefore unknown outside official circles while for the US launches were televised nationally on network television.  The perceptions generated by kaputnik, dudnik and flopnik also created a political ripple which would play out in the 1960 US presidential election and beyond.  Although Sputnik gave things quite a shove, the suffix had a long history in English and the Oxford English Dictionary (OED) notes raskolnik (a bit of a rascal) was in use by at least 1723.  After following the British Empire to the other side of the world, raskol washed up in PNG (Papua New Guinea) as a noun meaning “a criminal, operating sometimes as part of a gang”.  IN PNG, raskol was from the English rascal (a rogue, a scoundrel, a trickster) and entered Tok Pisin (“talk + pidgin”, one of PNG’s official languages and a creole of Indo-European, Malayo-Polynesian and Trans-New Guinean languages (principally English and Kuanua).  In later editions of The American Language (first published in 1919), the US satirist & critic HL Mencken (1880–1956 and a fair scholar of the tongue) credited the popularity of the practice of appending -nik to the ends of adjectives to create nouns to US Cartoonist Al Capp (1909–1979) who put a few of them in his syndicated Li'l Abner cartoon (1934-1977), Sputnik (1957) & beatnik (1958) respectively an accelerant or product of the process.

While it often was applied humorously, it also was used of those in Israel who refused to participate in military operations conducted by the Tsva ha-Hagana le-Yisra'el (the Israel Defence Forces (IDF)) in the occupied Palestinian territories (which the government of Israel calls “disputed territories” which the refuseniks regards as unlawful under international law.  Language matters much in the Middle East and some still use “Tel Aviv” as the synecdoche for “government of Israel” because recognition Jerusalem (another “disputed” space” as the capital is so limited.  Tel Aviv briefly was the capital between May 1948-December 1949 and a time when ongoing military conflict rendered Jerusalem too unstable for government operations.  Jerusalem was declared the capital in December 1949 and by mid-1950, most of the state’s administrative apparatus was based there but its status as a national capital is recognized by only a handful of nations.

Books (left & centre), academic journals and magazines used the title “Refusenik” in its original sense of “a Soviet citizen (usually Jewish) who was denied permission to emigrate from the Soviet Union (usually to Israel), something which was a feature of the Brezhnev-era (Leonid Brezhnev (1906–1982; Soviet leader 1964-1982)) USSR but it was later adopted (by extension) in the English-speaking world to refer to those refusing to cooperate with a system or comply with a law as a matter of political principle or because of a moral conviction.  Edited by self-described refusenik (in the later sense) Peretz Kidron (1933–2011) and published in 2013 by Bloomsbury, Refusenik (right) applied the word in the later sense of “those who refuse” rather than the original “those who were refused”.  With a blurb including a quote from linguistics theorist & public intellectual Professor Noam Chomsky (b 1928) and a foreword by author and essayist Susan Sontag (1933—2004), it’s likely a few reviews were written before a page was turned.

Bubbletop

Bubbletop (pronounced buhb-uhl-top)

(1) In aircraft design, a design of pilot’s canopy (originally military slang for what designers dubbed the “bubble canopy”, a Perspex molding which afforded exceptional outward visibility).

(2) An automobile using a transparent structure over the passenger compartment, replacing the usual combination of roof & windows.

(3) A descriptor of certain automobiles of the early 1960s, based on the shape rather than the method of construction, the conventional metal and glass used.

1940s: The construct was bubble +‎ top.  Bubble dates from the late fourteenth century and was from the Middle English noun bobel which may have been from the Middle Dutch bubbel & bobbel and/or the Low German bubbel (bubble) and Middle Low German verb bubbele, all thought to be of echoic origin.  The related forms include the Swedish bubbla (bubble), the Danish boble (bubble) and the Dutch bobble.  Top pre-dates 1000 and was from the Middle English top, toppe & tope (top, highest part; summit; crest; tassel, tuft; (spinning) top, ball; a tuft or ball at the highest point of anything), and the Old English top & toppa (top, summit, tuft of hair), from the Proto-West Germanic topp, from the Proto-Germanic tuppaz (braid, pigtail, end), of unknown origin.  It was cognate with the Old Norse toppr (top), the Scots tap (top), the North Frisian top, tap & tup (top), the Saterland Frisian Top (top), the West Frisian top (top), the Dutch top (top, summit, peak), the Low German Topp (top), the German Zopf (braid, pigtail, plait, top), the Swedish topp (top, peak, summit, tip) and the Icelandic toppur (top).  Alternative forms are common; bubble-top in automotive & aeronautical engineering and bubble top in fashion.  Bubbletop is a noun and bubbletopped is an adjective; the noun plural is bubbletops.

Evolution of the Mustang's bubbletop: P-51C (top), P-51 III (centre) and P-51D (bottom).

“Bubbletop” began as World War II (1939-1945) era military slang for officially was described as the “bubble canopy”, the transparent structure sitting atop the cockpit of fighter aircraft, the advantages being (1) superior visibility (the purest interpretation of the design affording an unobstructed, 360° field-of-view, (2) improved aerodynamics, (3) easier cockpit ingress & egress (of some significance to pilots force to parachute and (4), weight reduction (in some cases).  Bubbletops had been seen on drawing boards in the early days of aviation and some were built during World War I (1914-1918) but it was the advent of Perspex and the development of industrial techniques suitable for the creation of large, variably-curved moldings which made mass-production practical.  The best known early implementations were those added to existing air-frames including the Supermarine Spitfire, Republic P-47 Thunderbolt and North American P-51 Mustang.  By 1943, the concept had become the default choice for fighter aircraft and the technology was applied also to similar apparatuses used elsewhere on the fuselage where they were styled usually as “blisters”.  In the post war years it extended to other types, most dramatically in the Bell 47 helicopter where the cabin was almost spherical, some 70% of the structure clear Perspex.

The enormous and rapid advances in wartime aeronautics profoundly influenced designers in many fields and nowhere was that more obvious than in the cars which began to appear in the US during the 1950s.  Elements drawn variously from aeronautics and ballistics did appear in the first generation of genuinely new post-war models (most of what was offered between 1945-1948 being barely revised versions of the 1942 lines) but it was in the next decade the designers were able to embrace the jet-age (a phrase which before it referred to the mass-market jet-airline travel made possible by the Boeing 707 (which entered commercial service in 1958) was an allusion to military aircraft, machines which during the Cold War were a frequent sight in popular culture).  On motif the designers couldn’t resist was the bubble canopy, something which never caught on in mass-production although Perspex roofed cars were briefly offered before word of their unsuitability for use in direct sunlight became legion.

GM Firebird XP-21 (Firebird I, 1953).

Not content with borrowing the odd element from aircraft, the General Motors (GM) team decided the best way to test which concepts were adaptable from sky to road was to “put wheels on a jet aircraft” and although they didn’t do that literally, by 1953 when Firebird XP-21 was first displayed, it certainly looked as though it was exactly that.  Its other novelty was it was powered by a gas turbine engine, the first time a major manufacturer in the US had built such a thing although a number of inventors had produced their own one-offs.  When the XP-21 (re-named Firebird I for the show circuit) made its debut, some in the press referred to it as a “prototype” but GM never envisaged it as the basis for a production car, being impractical for any purpose other than component-testing; it should thus be thought of as a “test-bed”.  The bubble canopy looked as if it could have come from a US Air Force (UFAF) fighter jet and would have contributed to the aerodynamically efficiency, the 370 hp (280 kW), fibreglass-bodied Firebird I said to be capable of achieving 200 mph (320 km/h) although it’s believed this number came from slide-rule calculations and was never tested.  Despite that, in its day the Firebird II made quite a splash and a depiction of it sits atop the trophy (named after the car’s designer, Harley Earl (1893–1969), the long time head of GM’s styling studio) presented each year to the winner of NASCAR’s (National Association for Stock Car Auto Racing) premiere event, the Daytona 500.

GM Firebird II (1956).

Compared with its predecessor, the Firebird II (1956), rendered this time in titanium was almost restrained, the Perspex canopy a multi-part structure over a passenger compartment designed to seat “a family of four”.  The family might have chosen to drive mostly in darkness because the heat build-up under the midday sun would have tested the “individually-controlled air conditioning”, a system upon which comfort depended because the Perspex sections were fixed; there were no opening “windows”.  Still, even if hot, the family would have got places fast because the same 200 mph capability was claimed.

GM Firebird III (1958).

The Firebird III was displayed at the 1958 Motorama and although GM never built any car quite like it, within a season, elements of it did begin to appear on regular production models in showrooms (notably the rear skegs which Cadillac used for a couple of years) and some of its features are today standard equipment in even quite modest vehicles.  The striking “double bubbletop” never made the assembly lines although some race cars have at least partially implemented the concept.  What proved more of a harbinger was the specification, the Firebird III fitted with anti-lock brakes, cruise control, air conditioning, an automated “accident avoidance system” and instead of a steering wheel, the driver controlled the thing with a joystick, installed in a centrally-mounted “Unicontrol & Instrument Panel”.  All these were analogue-era electro-mechanical devices too bulky, fragile or expensive for mass production, wider adoption in the decades to come made possible by integrated circuits (IC) and micro-processors.

1959 Cadillac Cyclone (XP-74).

Borrowing from the Firebird II, Cadillac also used a bubble top for the Cyclone (XP-74) concept car which in 1959 toured the show circuit.  Although it was powered by the corporation’s standard 390 cubic inch (6.5 litre) V8, there was some adventurous engineering including a rear-mounted automatic transaxle and independent rear suspension (using swing axles, something not as bad as it sounds given the grip of tyres at the time) but few dwelt long on such things, their attention grabbed by features such as the bubble top (this time silver coated for UV (ultra violet) protection) which opened automatically in conjunction with the electrically operated sliding doors.  The Perspex bubble canopies from fighter aircraft never caught on for road or race cars but so aerodynamically efficient was the shape it found several niches.

1953 Ferrari F166MM Spider by Vignale (left) and 1968 MGCGT (centre & right).

Bubbles often appeared atop the hood (bonnet) to provide clearance for components inconveniently tall.  Most were centrally located (there was the occasional symmetrical pair) but the when BMH (British Motor Holdings, the old  BMC (British Motor Corporation) shoehorned their big, heavy straight-six into the MGB (1963-1980), it wouldn’t fit under the bonnet, the problem not the cylinder head but the tall radiator so the usual solution of a “bonnet bulge” was used.  However, for that to clear the forward carburetor, the bulge would have been absurdly high so a small bubble (and usually, ones this size are referred to as "blisters") was added.  It probably annoyed some there wasn’t a matching (fake) one on the other side but it’s part of the MGC’s charm, a quality which for years most found elusive although it’s now more appreciated.  For MGC owners wish to shed some weight or for MGB owners who like the look, the “bonnet with bubble” is now available in fibreglass.

The winning Ford GT40 Mark IV (J-Car) with bubble to the right, Le Mans 1967 (left) and the after-market (for replicas) “Gurney Bubble” (right).

US racing driver Dan Gurney (1931–2018) stood 6' 4" (1.9 m) tall which could be accommodated in most sports cars and certainly on Formula One but when he came to drive the Ford GT40 Mark IV it was found he simply didn’t fit when wearing his crash helmet.  The original GT40 (1964) gained its name from the height being 40 inches (1016 mm) but Mark IV (the “J-Car”, 1966) was lower still at 39.4 inches (1,000 mm).  Gurney was the tallest ever to drive the GT40 and the solution sounds brutish but fix was effected elegantly, a “bubble added to the roof to clear the helmet.  Gurney and AJ Foyt (b 1935) drove the GT40 to victory in the 1967 Le Mans 24-hour endurance classic and the protrusion clearly didn’t compromise straight-line speed, the pair clocked at 213 mph (343 km’h), on the famous 3.6-mile Mulsanne Straight (which was a uninterrupted 3.6 miles (5.8 km) until the Fédération Internationale de l'Automobile (the FIA; the International Automobile Federation and world sport’s dopiest regulatory body) imposed two “chicanes”),  Known ever since as the “Gurney Bubble”, such is the appeal that they’re now available for any GT40 replica: Like the AC Shelby Cobra, the GT40 “reproduction” industry is active and there are many times more of these than there are survivors of 105 originals.

Ferrari 250 GT “Tour de France” LWB Berlinettas by Zagato: The “double bubble” roof (left), the Hofmeister kink (centre) and the famous “Z” kink, (right).

The Italian coachbuilding house Zagato was founded in 1919 by Ugo Zagato (1890-1968) and since the early post-war years, their designs have sometimes been polarizing (the phrase “acquired taste” sometimes seen), their angularity often contrasted with the lines of other, notably Pinninfarina and Bertone but unlike many which have over the years folded, Zagato remains active still.  One Zagato design never criticized was his run in 1956 of five Ferrari 250 GT “Tour de France” LWB Berlinettas, memorable also for introducing the signature “Zagato double-bubble roof.  The roof was practical in that it better accommodated taller occupants but it really was a visual trick and a variation on the trick Mercedes-Benz used on the “Pagoda” (W113; 230, 250 & 280 SL; 1963-1971) which they explained by saying “We didn’t lower the roof, we rained the windows”.  The other famous feature (which appeared on only one) was the fetching “Z” shape on the rear pillar, replacing the “Hofmeister kink” used on some others.

1962 Chevrolet Impala “bubbletop” Sport Coupe (left), 1963 Ford Consul Capri (centre) and 1972 BMW 3.0CS (E9, right).

The 1959 Chevrolet quickly came to be nicknamed “bubbletop” and the style spread, both within GM and beyond.  The “bubbletop” reference was to the canopy on aircraft like the P-51D Mustang but was an allusion to the shape, not the materials used; on cars things were done in traditional glass and metal.  Across the Atlantic, Ford in the UK applied the idea to their Consul Capri (1961-1964), a two-door hardtop which the company wanted to be thought of as a “co-respondent's” car (ie the sort of rakish design which would appeal to the sort of chap who slept with other men’s wives, later to be named as “co-respondent” in divorce proceedings).  The Capri was a marketplace failure and the styling was at the time much criticized but it’s now valued as a period piece.  Chevrolet abandoned the look on the full-size cars after 1963 but it was revived for the second series Corvair (1965-1969).  A fine implementation was achieved in the roofline of the BMW E9 (1968-1975) which remains the company’s finest hour.

The bubble shirt and bubble tops.

The bubble skirt (worn by Lindsay Lohan (centre)) is one of those garments which seems never to quite die, although there are many who wish it would.  Once (or for an unfortunate generation, twice) every fashion cycle (typically 10-12 years), the industry does one of its "pushes" and bubble skirts show up in the high street, encouraged sometimes by the odd catwalk appearance; it will happen again.  While the dreaded bubble skirt is easily identifiable, the “bubble top” is less defined but there seem to be two variations: (1) a top with a “bubble skirt-like” appendage gathering unhappily just above the hips (left) and (2) a kind of “boob tube” which, instead of being tightly fitted is topped with an additional layer of material, loosely gathered.  The advantages of the latter (which may be thought of as a “boob bubble”) are it can (1) without any additional devices create the illusion of a fuller bust and (2) allow a strapless bra to be worn, something visually difficult with most boob tubes because the underwear’s outline is obvious under the tight material.

Sqound

Sqound (pronounced skwu-kuhl)

An object in the shape of a square with rounded corners.

1990s: The word was coined by a person or persons unknown to distinguish between the (round) taillights used on (most) C4 Chevrolet Corvettes between 1983-1989 and those built subsequently (1990-1996), the construct being sq(uare) + (r)ound).  Square was from the Middle English square, sqware & squyre, from the Old French esquarre & esquerre, (which endures in modern French as équerre), from the Vulgar Latin exquadra, the construct being ex- (the prefix used as an intensive) +‎ quadro (four cornered; make square), from quadrus (square).  It displaced fēowerecge (four-edged).  Round was from the Middle English round & rounde, from the Old Northern French roünt & rund & the Old French ront, runt & reont (which endures in modern French as rond), from the Late Latin retundus & the Classical Latin rotundus.  The noun developed partly from the adjective and partly from the corresponding French noun rond.  Sqound is a noun & adjective; the noun plural is sounds.

1993 Chevrolet Corvette ZR1.

Perhaps the ultimate “niche word”, the only known use is among members of the “C4 ‘Vette cult” (those devoted to the fourth series (C4) Chevrolet Corvette, 1984-1996).  It seems first to have been used as an adjective to describe the then unique taillights fitted to the Corvette ZR1 (1990-1995), released at the 1989 Geneva Motor Show.  Although an obvious visual clue, the ZR1 attracted most attention by its use of an all-aluminium, 350 cubic inch (5.7 litre; LT5) V8 which featured double overhead camshafts (DOHC) and 32 valve heads.  Although the 350 cubic inch displacement was shared with the mainstream small-block Chevrolet V8s, so different was it in terms of construction and internal dimensions that the Corvette community (a priesthood with very firm views) regard it as something separate from the long-running (1954-2003 in production vehicles but still available as a "crate engine") small-block V8 family.  The engine was a co-development between Chevrolet and the UK-based Lotus Group which General Motors (GM, Chevrolet’s parent corporation) had acquired in 1986 (maintaining ownership until 1993) and was intended for use in a Corvette which could be marketed as the “world's fastest production car” (GM defining what constituted “production”); the V8 was given the internal designation LT5.  Although in the mid-1980s electronic engine management systems were still in their infancy, the LT5 did feature some genuine innovations in its fuel management, enabling the combustion chamber design to be optimized for power without this imposing the usual compromises in drivability at lower speeds.  Assembly of the (relatively) low-volume LT5 was sub-contracted to Mercury Marine which had long experience of the materials used in the construction.

LT5 V8 in 1990 (believed built in 1989) Chevrolet Corvette ZR1, one of 25 GM R&D (research & development) prototypes built to test the active-suspension system.

Perhaps of greater significance to GM was the expertise Lotus possessed in chassis design & tuning although the Corvette was a very different machine to the smaller, lighter cars with which Lotus had built their reputation, encapsulated by the philosophy of company founder Colin Chapman (1928–1982): “Simplify, then add lightness”.  Historically, that idea was most “un-Corvette” like and despite the aluminium engine block and heads, the ZR1 did emerge from development weighing some 200 lb (91 kg) more than the typical C4 Corvette, the additional heft the consequence of weightier components needed to support the greater speed and lateral forces made possible by the additional power and cornering capability.  On the road, the Lotus influence was certainly felt, the ZR1’s limits of adhesion as impressive as the then impressively wide (315-35 x 17 inch) tyres would suggest.  Befitting its role, the ZR1 was offered only as a coupé with a removable roof panel (no convertibles were produced) and as well as the wider wheels, it was distinguished from the rest of the range by a widened tail section with a convex rear fascia housing four “squond” taillights, the first time since the 1961 models anything but four round units had appeared on a production Corvette.

1987 Chevrolet Corvette with the round taillights used between 1984-1990 (left) and 1993 Chevrolet Corvette ZR1 with sqounds.

The ZR1 was much admired although not all approved of the squonds.  However, Chevrolet’s stylists must have liked them because in 1990 the convex fascia and squonds were standardized across the range, presumably pleasing the accountants who probably never saw the point of producing two different moldings which fulfilled the same function.  Why the C4 cultists settled on “sqound” isn’t known but it’s likely to have been something which just “came to someone” searching for a word to describe a shape which was neither quite round or square; within the cult there is (as far as in known), no “linguistics & etymology” committee.  In 1990, there was no world wide web and the internet was almost unknown outside of universities and places like the Pentagon so it wasn’t as if Google was there to answer the question.  Had search engines been available, it’s likely sqound might never have been coined because the word “quartic” quickly (as least as quickly as a 2400 kbit/s modem on a dial-up connection permitted) would have been unearthed.

1960 Plymouth Fury four-door hardtop (left), 1974 Austin Allegro 1750 Sport Special (centre) and 2024 Chevrolet Corvette Z06 coupé (right).

Once a technical term in the arcane world of algebra and thus known to only a few, "quartic" first gained a larger audience in 1973 when, to general derision, British Leyland (BL) released the Austin Allegro, complete with a steering wheel which was “not quite round and not quite square".  Explaining it was chosen to afford the diver greater leg-room and provide a better view of the instruments, BL revealed the shape was “quartic”.  The idea actually wasn’t novel, dating back decades and had been used on quite a few American cars during the early 1960s but for whatever reasons, the presence of one in the Allegro attracted little but criticism, something the rest of the vehicle would soon suffer.  BL also attracted the scorn of mathematicians who hastened to point out a quartic is “an algebraic equation or function of the fourth degree or a curve describing such an equation or function” insisting the correct description for a "square with rounded corners" is “squircle” (in algebraic geometry "a closed quartic curve having properties intermediate between those of a square and a circle"), the construct being squ(are) +c(ircle).  Few etymologists (and certainly no lexicographers) appear to have listed sqound as a "real" word but it's of interest because as a rare example in English of a word where a "q" is not followed by a "u"; such constructs do exist but usually in the cases where initialisms have become acronyms such as Qantas (Queensland and Northern Territory Aerial Services).  Such words do appear in English language texts but they tend to be foreign borrowings including (1) qat (or khat) (a plant native to East Africa and the Arabian Peninsula, often chewed for its stimulant effects), (2) qi (a term from Chinese philosophy referring to life force or energy), qibla (the direction Muslims face when praying (towards the Kaaba in Mecca)) and (4) qiviut (the soft under-wool of the musk-ox, valued when making warm clothing).  For a while, BL pretended to ignore the geometry pedants but within a year replaced the wheel with a conventional circular design.  Whatever the name, variations of the shape have since become popular with high-end manufacturers, Ferrari, Aston-Martin, Lamborghini and others all pursuing non-circular themes and one is a feature of the latest (C8) mid-engined Chevrolet Corvette, in which, unlike the unfortunate Allegro, it's much admired.

The antipodean Edsel: 1973 Leyland P76 Super V8 (left) and 1974 Leyland Force 7V (right).  Only 10 of the prototype Force 7V coupés survived the crusher but although it offered the novelty of a hatchback, the styling was ungainly and the very market segment for which it was intended was close to extinction.  Even had the range survived beyond 1974, success would have been improbable although the company should be commended for having intended to name the luxury version the Tour de Force (from the French and translated literally as "feat of strength"), the irony, in retrospect, charming.     

Although 1973 was the last “good year” for the “old” UK economy and one during which British Leyland was looking to the future with some optimism, the corporation’s troubles that year with steering wheels were, in retrospect, a harbinger for what lay ahead.  In addition to the Allegro, also introduced in 1973, on the other side of the planet, was the P76, a large (then a “compact” in US terms) sedan which Leyland Australia hoped would be competitive with the then dominant trio, GMH’s (General Motors Holden) Holden, Ford’s Falcon and Chrysler’s Valiant, the previous attempts using modified variants of UK models less than successful.  Leyland at the time kept expectations low, claiming the target was nothing more than a 10% market share and the initial reception the P76 received suggested this might more than be realized, the consensus of press reports concluding the thing was in many aspects at least as good as the opposition and in some ways superior, the country’s leading automotive that year awarding the V8 version the coveted COTY (Car of the Year) trophy.  Unfortunately, the circumstances of 26 June 1973 when the P76 was launched didn’t last, the first oil crisis beginning some four months later which resulted in a spike in the price of oil which not only suddenly dampened demand for larger cars but also triggered what was then the most severe and longest-lasting recession of the post-war years.  Basic design flaws in the body engineering and indifferent quality control contributed to the debacle which is now remembered as the Australian industry’s Edsel and in October 1974 production of the P76 ended and Leyland closed its Australian manufacturing facilities, never to re-open.

1973 P76 with the original sharp-edged steering wheel (left) and the later version, designed for the Force 7 (right).  The P76's steering wheel was one of many flaws which were planned to be rectified (or at least ameliorated) in the "facelifted" version scheduled for 1975 but before the end of 1974 the decision had been taken in London to axe the entire Leyland Australia project.    

Given the geo-political situation, rampant inflation and troubled industrial relations of the time, the P76’s steering wheel is really just a footnote in the sad tale but, like the Allegro’s “quartic” venture it was emblematic of the self-inflicted injuries to which Leyland would subject itself, both in the UK and its antipodean offshoot.  When the P76 made its debut in 1976, there was some comment that the steering wheel’s boss had a horn-pad in the shape of a boomerang, emphasizing the Australian connection but what was criticized was the rim which had bizarre, concave cross-section, meaning a quite sharp edge faced the driver, leaving an impression on the palms of the hands after only a few minutes driving.  The industry legend is the shape was a consequence of the typist (in 1973 it was accepted practice to blame women whenever possible) who prepared the final specification-sheet having mixed up “concave” & “convex” but even if that’s true it’s remarkable the obvious flaw in the design wasn’t rectified at the prototype stage.  Some have doubted the veracity of the story but such things do happen.  On 23 September, 1999, NASA (National Aeronautics and Space Administration) lost the US$125 million Mars Climate Orbiter spacecraft after its 286-day journey to Mars and that was a time when US$125 million was still a lot of money.  There was of course the inevitable review which found the craft’s directional thrusters had, over the course of several months, been incorrectly fired because the control data had been calculated in incorrect units.  The contractor Lockheed Martin (responsible for the calculations) was sending data in Imperial measures (pounds) to NASA, while NASA's navigation team, expecting metric units, interpreted the numbers as Newtons).  As far as is known, neither the contractor nor the agency attempted to blame a typist.

Picture of Lindsay Lohan in sqound frame (frame by Hanna Zasimova) (left) and sqound headlight surrounds on 1971 VG Chrysler Valiant VIP (right).  Passing usually unnoticed, sqounds are all around us although the mathematicians insists the shape is neither a sqound nor a quartic but a squircle.