Cinque

Cinque (pronounced singk)

(1) In certain games (those using cards, dice, dominoes etc), a card, die, or domino with five spots or pips.

(2) As cinquefoil (1) a potentilla (flower), (2) in heraldry, a stylized flower or leaf with five lobes and (3) in topology, a particular knot of five crossings.

(3) As cinquecentist, (1) an Italian of the sixteenth century, especially a poet or an artist, (2) a student or imitator of the art or literature of that period and (3) the style of art or architecture of that period.

(4) In fine art, as cinquecento, the works of the sixteenth-century (ie the 1500s).

(5) In bladesmithing, as cinquedea, a long dagger (ie short sword) with an unusually heavy blade, developed in Renaissance-era northern Italy during the fifteenth century.  The name is from the Italian cinquedea (literally “five fingers”), a reference to the width of the tapered-blade at the hilt, the expanse of steel meaning they often were richly ornamented although, typically being only some 18 inches (460 mm) in length, they were still light enough in combat to be an effective weapon.

1350–1400: From the Middle English cink, from the Old French cinq (five), from the Vulgar Latin cinque, from the Latin quīnque (five).  The archaic spelling cinq was from the modern French cinq, whereas the standard spelling probably emerged either under the influence of the Italian cinque or was simply a misspelling of the French.  In typically English fashion, the pronunciation “sank” is based on a hypercorrect approximation of the French pronunciation, still heard sometimes among what use to be called “the better classes”.  The alternative forms were cinq (archaic), sinque (obsolete) and sink & sank (both misspellings) while the homophones are cinq, sink, sync & synch (and sank at the best parties).  Cinque is a noun; the noun plural is cinques.

Cinque outposts, attested since the 1640s was a term which referred to the five senses.  The noun cinquecento (written sometimes as cinque-cento) is used in (as noun & adjective) criticism & academic works when describing sixteenth century Italian art and literature.  It dates from 1760, from the Italian cinquecento (literally “500”) and was short for mil cinquecento (1500).  The use to describe "a group of five, five units treated as one," especially at cards or dice, dates from the late fourteenth century and in English was borrowed directly from the French cinq, a dissimilation from Latin quinque (five) which in Late Latin also picked up the familiar spelling cinque.  The ultimate root was the primitive Indo-European penkwe (five).

Cinquefoil housing stained glass (leadlight) window.

In architecture, a cinquefoil is a ornament constructed with five cuspidated divisions, the use dating from the late fifteenth century, from the Old French cinqfoil, the construct being cinq (five) + foil (leaf).  The basis for the French form was the quinquefolium, the construct being quinque (five) + folium (leaf), from the primitive Indo-European root bhel- (to thrive, bloom).  In Gothic tracery, there was a wide use of circular shapes featuring a lobe tangent to the inner side of a larger arc or arch, meeting other lobes in points called cusps projecting inwards from the arch and architects defined them by the number of foils used, indicated by the prefix: trefoil (3), quatrefoil (4), cinquefoil (5), multifoil etc.  Although used as stand-alone fixtures, bands of quatrefoils were much used for enrichment during the "Perpendicular Period" (the final phase of English Gothic architecture, dated usually between circa 1350–1550; it followed the "Decorated Style" and was characterized by strong vertical lines, large windows with intricate tracery, and elaborate fan vaulting) and, when placed with the axes set diagonally, quatrefoils were called cross-quarters.

Porsche "phone-dial" wheels, clockwise from top left: 1981 911SC, 1988 924S, 1987 944S & 1985 928S.  With a myriad of variations, the cinquefoil motif was a style for wheels used by a number of manufacturers, the best known of which were the ones with which Porsche equipped the 911, 924, 944 & 928 where they were known as the “phone-dial”, a reference which may puzzle those younger than a certain age.  Because these have five rather than ten holes, they really should have picked up the nickname "cinquefoil" rather than "phone-dial" but the former was presumably too abstract or obscure so the more accessible latter prevailed.  All Porsche’s phone dial wheels looked similar and for non-expert eyes it really was necessary to have the variants side-by-side to notice the subtle differences.  The factory for example fitted 15” wheels to the early 928s if equipped with an automatic transmission and 16” units if a manual but the larger wheels were available (option code I401) for the former while the smaller could be ordered even on a manual, the attraction being the smoother ride provided by the taller tyre’s sidewall.  Fortunately for restorers and collectors, the part-number is stamped on the inside of each wheel (eg the 7” x 16” fitted typically to a 1979 928 with a five-speed manual transmission is part # 928 361 916 00) and the compatibility list widely is available.  Being this is a Porsche thing, there are specialists who have memorized all the permutations and thus have no need to resort to looking up the papers; such folk are great fun at dinner parties.

Fiat 500 (2023), watercolor on paper by Monika Jones.  While the artist hasn't provided notes, it's tempting to imagine the inspiration was something like “Lindsay Lohan in white dress during summer in Rome, leaning on Fiat 500, painted in the tradition of Impressionism.”

A classic of the La Dolce Vita era, the rear-engined Fiat 500 was in continuous production between 1957-1975 and was the successor to the pre-war Fiat 500 Topolino, an even more diminutive machine which proved its versatility in roles ranging from race tracks to inner-city streets to operating as support vehicles used by the Italian Army in the invasion of Abyssinia (1935).  Almost 3.9 million of the post-war 500s (dubbed the Nuova Cinquecento (New 500)) were produced and as well as the two-door saloon (almost all fitted with a folding sunroof) there were three-door station wagons (the Giardiniera) & panel vans.  Although not all wore the 500 badge, in the home market, universally Italians called them the Cinquecentro.  There was also the unusual 500 Jolly, a cut down version built by Carrozzeria Ghia which featured wicker seats and a removable fabric roof in the style of the surrey tops once used on horse-drawn carriages.  The Jolly was intended as “beach car”, some carried on the yachts of the rich and although Ghia built only 650 originals, many 500s have since been converted to “Jolly Spec”, one of coach-building’s less-demanding tasks.  Being an Italian car, there were of course high-performance versions, the wildest of which was the Steyr-Puch 650 TR2 (1965-1969) which ran so hot it was necessary to prop open the engine cover while it was in use.  The Nuova 500’s successors never achieved the same success but such was the appeal of the original that in 2007 a retro-themed 500 was released although, al la Volkswagen’s “new Beetles” (1997-2019), the configuration was switched to a water-cooled front-engine with FWD (front-wheel-drive).

1985 Ferrari Testarossa “monospecchio-monodado”.

The early Testarossas were fitted with centre-lock magnesium-alloy wheels, chosen for their lightness.  Responding to feedback from the dealer network, as a running-change during 1988, these were substituted for units with a conventional five-bolt design.  The centre-lock wheels were called monodado (one nut) while the five lug-types were the cinquedado (five nut) and because of the time-line, while all the monospecchio cars are also monodado, only some of the monodaddi are monospecchi.  Monospecchi (literally "one mirror") is an unofficial designation for the early cars fitted with a single external mirror, mounted unusually high on the A-pillar, the location the product of Ferrari's interpretation of the EU's (European Union) rearward visibility regulations.  The Eurocrats later clarified things and Testarossas subsequently were fitted with two mirrors in the usual position at the base of the A-pillar. 

Plastic wheelcover for the Ford (Australia) Fairmont XE (1982-1984, left), a circa 1949 British GPO standard telephone in Bakelite (centre) (globally, the most produced handset in this style was the Model 302, which, with a thermoplastic case, was manufactured in the US by Western Electric between 1937-1955 and plastic wheelcover for the Ford (Australia) Fairmont XF (1984-1988, right).  Telephones with larger dial mechanisms usually didn't use all the available space for the finger-holes.

Probably some are annoyed at the “five-hole” wheel design coming to be known as the “phone-dial” because of course the classic rotary-dial mechanism had ten holes, one for each numeral.  Ford Australia actually stuck to the classics when designing a plastic wheel-cover for the XE Fairmont (then the next rung up in the Falcon's pecking order) because it featured the correct ten holes and it was re-allocated as a “hand-me-down” for the Falcon when the XF was introduced, the Fairmont now getting an eight-hole unit.  None of these seem ever to have been dubbed “phone-dials”, probably because plastic wheel–covers have never been a fetish like the older metal versions or aluminium wheels (often as “rims” in modern usage, a practice which also annoys some).  The XE hubcap may be thought a decemfoil (10 leaf) and the XF unit a octofoil (8 leaf).

1971 Ford (South Africa) XY Fairmont GT with the GS Pack wheel covers.

The South African Fairmont GTs were never fitted with the "five slot" wheels used in Australia, getting instead the chromed wheel cover which in Australia was part of the "GS Pack", a collection of "dress-up" options designed to provide much of the look of a GT without the additional costs to purchase or insure one.  The GS Pack wheel covers were first seen in Australia on the 1967 XR Falcon GT and came from the Mercury parts bin in the US where they'd appeared on the 1966 Mercury Comet Cyclone GT; they were designed to look like a chromed, naked wheel, the idea a tribute to the Californian hot rod community in which the motif originated.

1971 Ford (Australia) XY Falcon GT with “five slot” wheels.

Although scholars of Latin probably haven’t given much thought to the wheels Ford used in the 1960s & 1970s, their guidance would be helpful because the correct Latin form for “slot” depends on context, the words being (1) Fissura: “crack, split or narrow opening”, (2) Rima: “narrow gap or slit”, (3) Foramen: “opening, hole or perforation” and (4) Scissura “cleft or division”.  So a XY GT’s wheel would be a cinquefissura, cinquerima, cinqueforamen or cinquescissura.  The scholars would have to rule but cinquerima seems best, tied in nicely with the modern (albeit contested) use of “rim” to mean wheel.      

In production over six generations between 1965-2008 the Fairmont was a "blinged-up" version of the Australian Ford Falcon (1960-2016), a car based on the US compact (1960-1969) Ford of the same name (the one-off 1970 US Falcon an entry level model in the intermediate Torinio (formerly Fairlane) range).  Ford in the US would also use the Fairmont name for a compact (1978-1983) but the most quirky use was that between 1969-1971, Ford South Africa sold a car substantially similar to the Australian Falcon GT but badged it "Fairmont GT".  Assembled (with some local components) in South Africa from CKD (completely knocked down) packs imported from Australia, the Fairmont name was chosen because US Falcons (assembled from Canadian CKD packs) had been sold in South Africa between 1960-1963 but had gained such a bad reputation (Ford Australia had to do much rectification work after encountering the same fragility) the nameplate was decreed tainted.  In the technical sense, "Fairmont GT" would have been a more accurate name in Australia too because the Falcon GT was trimmed to the same specification (ie bling) as the Fairmont; the choice of "Falcon GT" was just a desire by the marketing team to create a "halo" machine for the mainstream range, something which succeeded to an degree which probably surprised even those ever-optimistic types.  Ford South Africa never offered a Fairmont GTHO to match the Falcon GTHOs produced in Australia to homologate certain combinations of parts for competition.

Lamborghini has used the phone-dial since the first incarnation appeared on the Silhouette in 1976 and it likes it still, left to right: Huranan, Gallardo, Countach, Diablo and Silhouette.  With five "holes", these are true cinquefoils and thoughtlessly, like Porsche, Lamborghini seems never to have provided a "trigger warning" urging caution on the trypophobic (those suffering from trypophobia (an obsessive or irrational fear of patterns or clusters of small holes)).

Despite being often called a "hubcap", what appeared on the South African Fairmont GTs really was a "wheel cover".  The origin of the hubcap was, fairly obviously, “a cap for hub”, something which dates from the age of horse-drawn carts.  Although they would later become something decorative, hubcaps began as a purely function fitting designed to ensure the hub mechanism was protected from dirt and moisture because removing a wheel when the hub was caked in mud with bolts “rusted on” could be a challenge.  In the twentieth century the practice was carried over to the automobile, initially without much change but as wheels evolved from the wooden-spoked to solid steel (and even in the 1920s some experimented with aluminium), the hubcaps became larger because the securing bolts were more widely spaced.  This meant they became a place to advertise so manufacturers added their name and before long, especially in the US, the humble hubcap evolved into the “wheel-cover”, enveloping the whole circle and they became a styling feature, designs ranging from the elegant to the garishly ornate and some were expensive: in 1984 a set of replacement “wire” wheel covers for a second generation Cadillac Seville (the so-called “bustle-back”, 1980-1985) listed at US$995.00 if ordered as a Cadillac part-number and then that was a lot of money.  By the late 1980s, most wheel covers were plastic pressings, other than in places like the isolated environments behind the Iron Curtain.

Beltless: Lindsay Lohan in 2004 using touch-dial wall-phone, note the hooking of the thumbs in the belt loops.

Remarkably, although touch-dial (ie buttons) handsets appeared in the consumer market as early as 1963 and soon became the standard issue, in 2024 it’s possible still to buy new, rotary-dial phones although only the user experience remains similar; internally the connections are effected with optical technology, the “sound & feel” emulated.  There’s also a market for updating the old Bakelite & Thermoplastic units (now typically between 70-90 years old) with internals compatible with modern telephony so clearly there’s some nostalgia for the retro-look, if not the exact experience.  Even after the touch-dial buttons became ubiquitous the old terminology persisted among users (and in the manufacturers' documents); when making calls users continued to "dial the number".  The same sort of linguistic legacy exists today because ending a call is still the act of "hanging up" and that dates from the very early days of telephony when the ear-piece was a large conical attachment on a cord and at a call's conclusion, it was "hung up" on a arm, the weight of the receiver lowering the arm which physically separated two copper connectors, terminating the link between the callers.  

Ms Justine Haupt with custom rotary-dial cell phone in turquoise.

Ms Justine Haupt (b 1987), an astronomy instrumentation engineer at New York’s Brookhaven National Laboratory went a step further (backwards, or perhaps sideways, some might suggest) and built a rotary-dial cell phone from scratch because of her aversion to what she describes as “smartphone culture and texting”, something to which many will relate.  In what proved a three year project, Ms Haupt used a rotary-dial mechanism from a Trimline telephone (introduced in 1965 and produced by Western Electric, the manufacturing unit of the Bell System), mounted on a case 4 x 3 x 1 inches (100 x 75 x 25 mm) in size with a noticeably protuberant aerial; it used an AT&T prepaid sim card and had a battery-life of some 24-30 hours.  Conforming to the designer’s choices of functionality, it includes two speed-dial buttons, an e-paper display and permits neither texting nor internet access.  

Designer colors: Available in black, white, turquoise, beige and the wonderful Atomic Hotline Red.

“Atomic Hotline Red” is an allusion to the Moscow-Washington DC “hotline” installed in the aftermath of the Cuban Missile Crisis (October 1962). In truth, despite frequently appearing in popular culture, there never was a “red phone” and the US connection terminated not on the POTUS’s desk in the Oval Office but in the Pentagon (now HQ of the Department of War) in Arlington County, Virginia.  The first implementation in 1963 used a version of Telex while it was an analogue facsimile service (ie fax machines) between 1986-2008.  Since 2008 the data has travelled over a secure digital link, decrypted into text at each end.

Although she intended the device as a one-off for her own use, Ms Haupt was surprised at the interest generated and in 2022 began selling a kit (US$170) with which others could build their own, all parts included except the rotary-dial mechanism which would need to be sourced from junk shops and such.  Unlike the larger mechanism on the traditional desk or wall-mounted telephone, the holes in the Trimline’s smaller rotary-dial used the whole circle so the ten-hole layout is symmetrical and thus the same as the XE Fairmont’s wheelcover, something doubtlessly wholly coincidental.  Unfortunately, Ms Haupt encountered many difficulties (bringing to market a device which connects to public telephony networks involves processes of greater complexity than selling mittens and such) but the project remains afoot.

The rough-fruited cinquefoil or sulphur cinquefoil (Potentilla recta).

In botany, the potentila is a genus containing some three-hundred species of annual, biennial and perennial herbaceous flowering plants in the rose (rosaceae) family.  Since the 1540s it’s been referred to as the cinquefoil (also “five fingers” or “silverweeds”), all distinguished by their compound leaves of five leaflets.

The Confederation of Cinque Ports was a group of coastal towns in Kent, Sussex and Essex, the name from the Old French which means literally “five harbors”.  The five were Hastings, Sandwich, Dover, Romney, and Hythe, all on the western shore of the English Channel, where the crossing to the continent is narrowest.  Because of (1) their importance in cross-channel trade and (2) being in the region ,most vulnerable to invasion, they were granted special privileges and concessions by the Crown in exchange for providing certain services essential for maritime defense, dating from the years prior to the formation of the Royal Navy in the fifteenth century.  The name was first used in the late twelfth century in Anglo-Latin and the late thirteenth in English.

An early version of a PPP (public-private partnership), with no permanent navy to defend it from sea-borne aggression, the crown contracted with the confederation to provide what was essentially a naval reserve to be mobilized when needed. Earlier, Edward the Confessor (circa 1003–1066; King of England 1042-1066) had contracted the five most important strategically vital Channel ports of that era to provide ships and men “for the service of the monarch” and although this was used most frequently as a “cross-Channel ferry service” and was not exclusively at the disposal of the government.  Under the Norman kings, the institution assumed the purpose of providing the communications and logistical connections essential to keeping together the two halves of the realm but after the loss of Normandy in 1205, their ships and ports suddenly became England’s first line of defense against the French.  The earliest charter still extant dates from 1278 but a royal charter of 1155 charged the ports with the corporate duty to maintain in readiness fifty-seven ships, each to be available each year for fifteen days in the service of the king, each port fulfilling a proportion of the whole duty.  In return the ports and towns received a number of tax breaks and privileges including: An exemption from tax and tolls, limited autonomy, the permission to levy tolls, certain law enforcement and judicial rights, possession of lost goods that remain unclaimed after a year and of flotsam (floating wreckage and such) & jetsam (goods thrown overboard).  Even at the time this was thought to be a good deal and the leeway afforded to the Cinque Ports and the substantial absence of supervision from London led inevitability to smuggling and corruption although in this the Cinque Ports were hardly unique.

The Lord Warden of the Cinque Ports was something like a viceroy and the office still exists today but is now purely ceremonial and, although technically relict, remains a sinecure and an honorary title, regarded as one of the higher honors bestowed by the Sovereign and a sign of special approval by the establishment which includes the entitlement to the second oldest coat of arms of England.  The prestige it confers on the holder is derived from (1) it being the gift of the sovereign, (2) it being England’s most ancient military honor and (3), the illustrious standing of at least some of the previous hundred and fifty-eight holders of the office.  It is a lifetime appointment.

William Lygon (1872-1938), seventh Earl Beauchamp, in uniform as Lord Warden of the Cinque Ports.

The office of lord warden has not been without the whiff of scandal.  William Lygon, who in 1891 succeeded his father as the seventh Earl Beauchamp, was at twenty-seven appointed governor of New South Wales, a place to which he would later return, happily and otherwise.  In 1913, Lord Beauchamp, well-connected in society and the ruling Liberal Party’s leader in the House of Lords, was appointed Lord Warden of the Cinque Ports and, fond of pomp, ceremony and dressing-up, he enjoyed the undemanding role.  However, in 1930, he embarked on a round-the-world tour which included a two-month stint in Sydney, where he stayed, accompanied by a young valet who lived with him as his lover.  This, along with other antics, did not go unnoticed, and the Australian Star newspaper duly reported:

“The most striking feature of the vice-regal ménage is the youthfulness of its members … rosy cheeked footmen, clad in liveries of fawn, heavily ornamented in silver and red brocade, with many lanyards of the same hanging in festoons from their broad shoulders, [who] stood in the doorway, and bowed as we passed in … Lord Beauchamp deserves great credit for his taste in footmen.”

The report found its way to London when Beauchamp’s brother-in-law, the second Duke of Westminster (1879–1953), hired detectives to gather evidence, hoping to destroy him and damage the Liberal Party, the Tory duke hating both.  Evidence proved abundant and not hard to find so in 1931 Westminster publicly denounced Beauchamp as a homosexual to the king (George V 1865–1936; King of the United Kingdom & Emperor of India 1910-1936), who was appalled and responded that he “…thought men like that always shot themselves.”  Westminster insisted a warrant be issued for Beauchamp’s arrest and that forced him into exile.

Lady Beauchamp seems to have shown some confusion upon being informed of her husband’s conduct.  Although he had enjoyed many liaisons in their (admittedly large) residences (his partners including servants, socialites & local fishermen) and his proclivities were an open secret known to many in society, his wife remained oblivious and expressed some confusion about what homosexuality was.  Leading a sheltered existence, Lady Beauchamp had never been told about the mechanics of “the detestable and abominable vice of buggery” and was baffled, thinking her husband was being accused of being a bugler.  Actually, that evocative phrase from the statute of 1533 no longer existed in English law so someone must have gone into the details with her because the charge would have been “Gross Indecency contrary to Section 11 of the Criminal Law Amendment Act 1885”.  The change had been created by the so-called Labouchere Amendment and it solved the practical problem created by the specificity of the words of the sixteenth century.  For the state, the problem was the old law had been too exact in that if the prosecution could not beyond reasonable doubt prove anal sex had happened between at least two “male persons”, a conviction couldn’t be secured.  Thus the attraction of the phrase “Gross Indecency” which covered the whole vista of “unnatural caresses” and it was under the new law Irish writer Oscar Wilde (1854–1900) was tried and convicted, receiving a sentence of two years.  So it cast a wider net but was less harsh in that as late as 1861 a conviction could attract the death penalty although this was thought so onerous a punishment for what was often a consensual act that prosecutions became rare.  Despite the reforms in England, in some parts of the old British Empire, terminology like “the abominable crime of buggery” remained on the statute books until late in the twentieth century.

Once things were became clear in Lady Beauchamp's mind, she petitioned for divorce, the papers describing the respondent as: “A man of perverted sexual practices, [who] has committed acts of gross indecency with male servants and other male persons and has been guilty of sodomy … throughout the married life … the respondent habitually committed acts of gross indecency with certain of his male servants.”  Tipped-off (then as now, the establishment had a "gay network"), his lordship promptly decamped, first to Germany which then would have seemed a prudent choice because, although homosexual acts between men had been illegal since the unification of Germany in 1871, under the Weimar Republic (1918-1933), enforcement was rare and a gay culture flourished blatantly in the larger German cities, the Berlin scene famous even then, the writer Christopher Isherwood (1904–1986) describing things memorably although it wasn't until his diaries were later published one fully could "read between the lines".  After the Nazis gained power in 1933, things changed and Beauchamp contemplated satisfying George V’s assumption but was dissuaded, instead spending his time between Paris, Venice, Sydney and San Francisco, four cities with a tolerant sub-culture and certainly places where wealthy gay men usually could bribe their way out of any legal unpleasantness.

Sir Robert Menzies in uniform as Lord Warden of the Cinque Ports.

Sir Robert Menzies (1894–1978; prime-minister of Australia 1939-1941 & 1949-1966) was one of the more improbable appointments as lord warden.  In the office (1965-1978), he replaced Sir Winston Churchill (1875-1965; UK prime-minister 1940-1945 & 1951-1955) on whom the hardly onerous duties had been imposed in 1941.  The old soldier Churchill had spent a lifetime appearing in a variety of military uniforms (his RAF (Royal Air Force) Air Commodore's outfit adorned with "pilot's wings" (aviator badge), "awarded" by the RAF on the basis of flying lessons (concluded after a non-fatal crash) he'd undertaken at the Royal Naval Flying School at Eastchurch on the Isle of Sheppey while serving as First Lord of the Admiralty (1911-1915)) and wore it well but the very civilian Menzies looked something like one of the characters from a Gilbert & Sullivan (Sir William Gilbert (1836–1911) & Sir Arthur Sullivan (1842–1900) comic opera.  That he was made lord warden rather than being granted a peerage was thought by some emblematic of the changing relationship between the UK and Australia.

After the death of George V, the warrant for Beauchamp’s arrest was lifted and, in July 1937, he returned to England.  What did come as a surprise to many was that soon after his arrival, invitations were issued for a Beauchamp ball, ostensibly a coming-of-age celebration for Richard Lygon (1916-1970; the youngest son) but universally regarded as an attempt at a social resurrection.  In a sign of the times, much of London society did attend although there were those who declined and made it known why.  Still, it seems to have appeared a most respectable and even successful event, Henry "Chips" Channon (1897-1958) noting in his diary it was a bit dull, the “only amusing moment when Lord Beauchamp escorted… a negress cabaret singer into supper.  People were cynically amused but I was not surprised, knowing of his secret activities in Harlem.  It is never a long step from homosexuality to black ladies.”  Lord Beauchamp didn’t long enjoy his return to society, dying within a year of the ball but the vicissitudes of his life were helpful to Evelyn Waugh (1903-1966) when writing Brideshead Revisited (1945), the character of Lord Marchmain based on Beauchamp himself while the ill-fated Sebastian Flyte was inspired by Beauchamp’s son Hugh (1904-1936) who shared and (with some enthusiasm) pursued some of his father’s interests.  Despite it all, an appointment as Lord Warden of the Cinque Ports is for life and Lord Beauchamp remained in office until his death.

Stiletto

Stiletto (pronounced sti-let-oh)

(1) A small, slender knife or dagger-like weapon intended for stabbing; usually thick in proportion to its width.

(2) An archaic name for the rapier.

(3) A pointed instrument for making eyelet holes in needlework; a sharply pointed tool used to make holes in leather; also called an awl.

(4) A very high heel on a woman's shoe, tapering to a very narrow tip, also called the spike heel or stiletto heel.

(5) A beard trimmed to a pointed form.

(6) A style used in the fashioning of decorative fingernails.

1605–1615: From the Italian stiletto, a doublet of stylet, the construct being stil(o) (dagger or needle (from the Latin stilus (stake, pens))) + -etto (-ette) and from the Latin stilus came also stelo, an inherited doublet.  The etto- suffix was used to forms nouns from nouns, denoting a diminutive.  It was from the Late Latin -ittum, accusative singular of –ittus, and was the alterative suffix used to form melioratives, diminutives, and hypocoristics and existed variously in English & French as -et, in Italian as Italian -etto and in Portuguese & Spanish as -ito.  With an animate noun, -etto references as male, the coordinate female suffix being -etta, which is also used with inanimate nouns ending in -a.  It should not be confused with the homophonous suffix -eto.  Stilus was from the primitive Indo-European (s)teyg- (related to instīgō & instigare) and was cognate with the Ancient Greek στίζω (stízō) (to mark with a pointed instrument) and the Proto-Germanic stikaną (to stick, to stab).  Despite the similarity, there’s no relationship with the Ancient Greek στῦλος (stûlos) (a pillar).

Lindsay Lohan in Christian Louboutin Madame Butterfly black bow platform booties with six-inch (150 mm) stiletto heel.

A quasi-technical adoption in law-enforcement and judicial reports were the verb-forms stilettoed & stilettoing, referring to a stabbing or killing with a stiletto-like blade.  It was a popular description used by police when documenting the stabbing by wives of husbands or boyfriends with scissors or kitchen knives; use faded in the mid-twentieth century.  The idea of a long, slender beard trimmed into a pointed form being "a stiletto" popular in the sixteenth & seventeenth centuries but all such forms seem now to be referred to either as "a goatee" or "a Van Dyke".  The adjectival use can also sometimes need to be understood in the context of the phrase or sentence: "a stilettoed foot" can be either "the foot of someone wearing a shoe with a stiletto heel" or "a foot which has been stabbed with a long, thin blade.  Stiletto & stilettoing are nouns & verbs, stilettoed is a verb & adjective and stilettolike (also stiletto-like) is an adjective; the noun plural is either stilettos or stilettoes.

Of blades and heels

The stiletto design for small bladed weapons pre-dates not only modern metallurgy but antiquity itself.  The essence, a short, relatively thick blade, was technologically deterministic rather than aesthetic, most metals of the time not being as sturdy as those which came later.  Daggers were for millennia an essential weapon for personal protection but, particularly after developments in ballistics; they tended to evolve more for formal or ceremonial purposes.

The Schutzstaffel (SS) dagger model M1933 (often abbreviated to M33).

The M1933 was the standard issue to all SS members, the hilt either silver or nickel-plate while the grip was black wood.  Produced in large numbers, collectors are most attracted to the low-volume variations such as those without the manufacturer’s trade-mark or RZM control markings.  Most prized are the rare handful with a complete "Ernst Röhm inscription" which read In herzlicher freundschaft, Ernst Röhm (In heartfelt friendship, Ernst Röhm).  Given his his habits, enjoying Röhm's "friendship" would for a few have proved a double-edged sword.   Some 136,000 of the engraved SA daggers were produced, a further 9900-odd distributed to the SS.  After Röhm (1887–1934; chief of the Nazi Sturmabteilung (the stormtroopers (the SA)) was executed during the Nacht der langen Messer (Night of the Long Knives), also called Unternehmen Kolbri (Operation Hummingbird) in 1934, all holders of the Röhm Honour Dagger were ordered to have the inscription removed and most complied, the unmodified survivors thus highly collectable although in some countries, the very idea of trading Nazi memorabilia is becoming controversial.  As ceremonial devices, bladed weapons were a feature of the uniforms worn during the Third Reich (1933-1945) and they were issued to all branches of the Wehrmacht (the German armed forces) the police, the various paramilitaries, the diplomatic service as well as organizations as diverse as the railways, the fire services, the forestry service and the postal office.  In this they were continuing a long German tradition but the Nazis vision of a homogenous, obedient population included the notion that uniforms should be worn wherever possible and there is something in the cliché that (at least at the time), no German was ever as happy as when they were in uniform.

Although the term is used widely, in the narrow technical sense, not all slim, high heels are stilettos.  The classic stilettos were the extremely slender Italian originals produced between the 1930s and 1960s, the heels of which were no more than 5 mm (0.2 inch) in diameter for much of their length, flaring at the top only to the extent structurally required successfully to attach to the sole; the construction of solid steel or an alloy.  Many modern, mass-produced shoes sold as "stilettos" are made with a heel cast in a rigid plastic with an internal metal tube for reinforcement, a design not having the structural integrity to sustain the true stiletto shape.  However, English is democratic and in the context of footwear, "stiletto" now describes the visual style, regardless of the materials.

The lines of the classic black stiletto (top left) were long ago made perfect and can't be improved upon; such is the allure that many women are prepared to endure inconvenience, instability, discomfort and actual pain just to wear them.  They appeal too to designers and the style, the quintessential feminine footwear, has been mashed-up with sneakers, Crocs, work-boots, sandals and even a scuba-diver's flippers (though their natural environment was the catwalk).  Military camouflage is often seen, designers attracted by the ultimate juxtaposition of fashion and function.  The Giuseppe Zanotti Harmony Sandals (bottom row, second from right) were worn by Lindsay Lohan on The Masked Singer (2019).    

In the world of fingernail fashioning, there are stilettos and stilettos square.  A statement shape, something of a triumph of style over functionally, the stiletto gains its dramatic effect from long and slender lines and can be shaped with either fully-tapered or partially square sides.  They’re vulnerable to damage, breaking when subjected to even slight impacts and almost never possible with natural growth and realistically, pointed nails, certainly in their more extreme iterations (the stilettos, lipstick, mountain peaks, edges, arrow-heads, claws or talons), are more for short-term effect than anything permanent.  Best used with acrylics, the knife-like style can be a danger to the nail itself and any nearby skin or stockings.  Those contemplating intimacy with a women packing these should first ponder the implications (although the "Edge" looks more lethal).  True obsessives insist the stiletto styles should be worn only with matching heels and then only if the colors exactly match.

1964 Hillman Imp.

The Hillman Imp was a small economy car introduced in 1964.  It was the product of the Rootes Group which needed an entry in a market segment which had been re-defined by the British Motor Corporation’s (BMC) Mini (1959-2000) and although similar in size, the engineering was radically different: rather than the Mini's front-engine / front wheel drive (FWD) arrangement which became (and to this day remains) the template for the industry, the Imp was configured with a rear-engine and rear wheel drive (RWD), something which had for years been a feature of small Europeans cars but was in the throes of being abandoned.  It never achieved the commercial success of the BMC product although it continued in production after 1967 when the Rootes group was absorbed by Chrysler and, perhaps remarkably, it remained on the books until 1976.  In that time, it sold in not even 10% of the volume achieved by the Mini.

What “Sports Racing Closed” was and what “Sports Sedans” became.  Peter Brock (1945-2006), Austin A30-Holden, Hume Weir, 1968 (left) and Frank Gardner (1931-2009), Chevrolet Corvair, Oran Park, 1976 (right).  The A30 ran a six cylinder Holden engine and sat on a frame built from a Triumph Herald chassis, all these elements bought from wrecking yards.  With a Chevrolet V8, the Corvair was converted to a mid-engined configuration and underneath was essentially a Lola T332 Formula 5000 race car.  Almost unbeatable on the track (except in the wet), the Corvair was legislated out of the sport, the rule changes preventing such a machine for being fielded again.

In Australia, what became the “sports sedans” began in the mid-1960s as a distinctly amateur form of racing called “Sports Racing Closed” which was closer to Formula Libre than any of the rule-bound categories in the mainstream.  What rules there were initially demanded little more than the use of some sort of saloon car (loosely interpreted) with certain safety fittings such as a roll-cage but beyond that builders were limited only by their budget and imagination.  As a non-professional, semi-official category, budgets tended to be tight but deeply imaginations (along with wrecking yards) were mined to compensate, resulting in some occasionally bizarre but often intriguing machines.  A predictably popular theory was to find the smallest and lightest car and install the biggest, most powerful engine one could afford.  The “hot-rod” formula attracted many competitors and a dedicated following but the racing establishment looked (down) upon the Sports Racing Closed category disapprovingly and would liked it to have gone away but, fast and loud, the crowds loved it so race organizers were anxious to invite the little hot rods to compete, knowing they’d draw a large (paying) audience.  By 1969, things had developed to the point where rather than just stage stand-alone races, what was planned was the “Australian Sports Sedan Championship” but CAMS (the Confederation of Australian Motor Sport, then the sport’s national regulatory body) refused to grant these upstarts the dignity of a “championship” and would concede only that they may contest a “trophy”.  The dam had however been breached and from that beginning, the sports sedans entered the mainstream, becoming one of the most popular categories of the 1970s.

Harry Lefoe in Hillman Imp-Ford.  Still with small square flares, trying to find traction, Oran Park 1970 (left), be-winged in an attempt to stay on the track, Hume Weir, 1971 (centre) and in final (flared) form, Hume Weir 1974 (right).

That drew in television coverage, sponsorship and the involvement of factories, a new professionalism which doomed the era of hybrid machines built with parts salvaged from wrecking yards.  In the last days of amateurism however there were still a few old-school machines fielded and was wilder most.  The Hillman Imp did enjoy some success in competition, winning three successive British Saloon Car Championships between 1970-1972 (competing in Class A (under 1000 cm3)) but before that, the light weight and diminutive dimensions held great appeal for Australian earth-moving contractor Harry Lefoe (1936-2000) who had a spare 302 cubic inch (4.9 litre) Ford (Windsor) V8 sitting in his workshop.  By 1969 the Imp was a Chrysler product and the recently formed Australian Sports Sedan Association (ASSA) had published guidelines which included restricting engines to those from cars built by the manufacturer of the body-shell but because the Windsor V8 had earlier been used in the Sunbeam (a corporate companion to Hillman) Tiger (1964-1967) the mix qualified.  So the big lump of an iron V8 replaced the Imp's 875 cm³ (53 cubic inch) aluminium four and such was the difference in size that Lefoe insisted his Imp had become “mid-engined” although it seems not to have imparted the handling characteristics associated with the configuration, the stubby hybrid infamous for its tendency to travel sideways.  It was never especially successful but even more than most at the time it was loud, fast, spectacular and always a crowd favourite.  The prodigious power and short wheelbase made the thing “twitchy” and in an attempt to improve traction and keep the rear wheels in contact with the road Lefoe fitted an elevated wing in the style which had been briefly popular in Formula One and the Can Am until being banned following a number of accidents caused by component failure.  In Australia a similar ban was soon imposed so Lefoe’s only obvious path to grip was to fit wider tyres which necessitated the fashioning of enveloping flares.  The approach brought some success but it was the end of an era as the fields increasingly were filled by highly developed (and expensive) machines, created often with factory support and the use of chassis not far removed from open-wheel racing cars.  Lefoe’s Imp was most influential because the car which in the mid 1970s was the dominant sports sedan was a (much modified) Chevrolet Corvair, another rear-engine machine transformed into something mid-engined.  So dominant was it the rules were changed limiting how far an engine could be moved from the original location.

1970 Sunbeam Stiletto Sport.

Introduced in 1967, the Sunbeam Stiletto was a “badge-engineered” variant of the Imp (there were also Singers), the name an allusion to the larger Sunbeam Rapier (a stiletto a short blade, a rapier longer).  Badge engineering (a speciality of the British industry during the post-war years) was attractive for corporations because while it might increase unit production costs by 5-10%, the retail price could be up to 40% higher.  Very much a “parts-bin special” (although there was the odd unique touch such as the quad-headlamps and the much-admired dashboard), mostly it was a mash-up, the fastback bodywork already seen on the Imp Californian and some interior fittings and the more powerful twin carburettor engine shared with the Singer Chamois.  Curiously, some sites report the fastback lines proved less aerodynamically efficient than the Imp’s more upright original, the opposite of what was found by Ford in the US when the “formal roof” Galaxies proved too slow on the NASCAR ovals, a “semi-fastback” at essentially the same angle as the Stiletto proving the solution; the physics of aerodynamics can be counter-intuitive.  Stiletto production ceased in 1972 with the Sunbeam brand-name retired in 1976 although Chrysler used it as a model name until 1981.