Effectuate

Effectuate (pronounced ih-fek-choo-yet)

To bring about; give effect to; cause to happen; accomplish; carry out (a wish, order, plan etc).

1570–1580: From the Medieval Latin effectuatus (brought to pass), the past participle of the Renaissance Latin effectuare, the construct being effectu- (stem of effectus (effect) + -atus.  It’s assumed the Medieval Latin was influenced by the Middle French effectuer.  The Latin suffix -ātus was from the Proto-Italic -ātos, from the primitive Indo-European -ehtos.  It’s regarded as a "pseudo-participle" and perhaps related to –tus although though similar formations in other Indo-European languages indicate it was distinct from it already in early Indo-European times.  It was cognate with the Proto-Slavic –atъ and the Proto-Germanic -ōdaz (the English form being -ed (having).  The feminine form was –āta, the neuter –ātum and it was used to form adjectives from nouns indicating the possession of a thing or a quality.  In biology, the noun effector (plural effectors) describes (1) any muscle, organ etc. that can respond to a stimulus from a nerve, (2) the part of a nerve that carries a stimulus to a muscle etc or (3) any small molecule that effects the function of an enzyme by binding to an allosteric site (all some sort of actuator).  Effectuate & effectuating are verbs, effectuator is a noun, effectuation is a noun and effectuated is a verb & adjective; the noun plural is effectuators.

In his A Dictionary of Modern English Usage (1926), Henry Fowler (1858–1933) summed up the cluster of “effect” words with his usual efficiency: Historically, effective, effectual, efficacious & efficient all meant “having an effect, but use varied with both different applications and some often disregarded shades of meaning.  Effective means “having a definite or desired effect, existing in fact rather than theoretically, coming into operation”.  Efficacious should be applied only to things and has long been popular in medicine (treatments, drug regimes etc) and means “certain to have or usually having the desired effect”.  Efficient applies to agents or their actions or to instruments etc, meaning “capable of producing the desired effect, not incompetent or unequal to a task.  Effectual applies to actions apart from the agent and means not falling short of the complete effect aimed at while effective applies to the thing done (or its doer as such) and means having a high degree of effect. 

Something is effectual if the intended result is produced and there’re are degrees of effectiveness, the comparative being “more effectual”, the superlative “most effectual”, and as early as the early sixteenth century the most formal (and still popular) way of expressing that was to suggest something has been efficacious (the comparative “more efficacious”, the superlative “most efficacious”).  Historically, efficacious was a synonym of effective but the latter has been co-opted for many purposes so efficacious gained a career as a “decorative word” of the “dinner party” type.  The act referenced is one of “effectuation” (the act of effectuating) and the antonym is inefficacious.  One who effects the effectuation is an effectuator.  So, effectuate means “to cause something to happen" or “to bring about an effect” and it entered English in the early 1600s with a formal or legal tone, something retained to this day; the legal connection is the distinction between “facilitate” (make it possible for something to be effectuated) and effectuate (do something which has earlier been facilitated).  It’s a useful distinction for lawyers to draw and something like the way cosmologists differentiate between a “point in time” and a “point in space”, something which apparently becomes of increasing significance the further one travels (in theory) from Earth.  To most of us that’s the difference between “when” and “where” but cosmologists understand there’s some overlap between the two.

Google ngram: Effectuate's pattern of use, 1800-2022.  Never a word in common use, it has never gone away and has apparently low been a favorite in essays by students of law and political science.

Because of the way Google harvests data for their ngrams, they’re not literally a tracking of the use of a word in society but can be usefully indicative of certain trends, (although one is never quite sure which trend(s)), especially over decades.  As a record of actual aggregate use, ngrams are not wholly reliable because: (1) the sub-set of texts Google uses is slanted towards the scientific & academic and (2) the technical limitations imposed by the use of OCR (optical character recognition) when handling older texts of sometime dubious legibility (a process AI should improve).  Where numbers bounce around, this may reflect either: (1) peaks and troughs in use for some reason or (2) some quirk in the data harvested.

Karoline Leavitt, the White House, 2025.

Definitely on planet Earth (though sometimes accused of existing in a parallel reality of “alternative facts”), the White House recently introduced many to the word “effectuate”, Karoline Leavitt (b 1997; White House press secretary since 2025) explaining that while the USSC (US Supreme Court) had ruled it was the administration's responsibility to “facilitate the return” of a migrant mistakenly sent to a prison in El Salvador, but “not to effectuate the return.”  That is a reasonable interpretation of the practicalities and not mere legal sophistry because while the court’s unanimous ruling means is the administration has to “make possible” the return of the party. It seems not to impose an obligation actually to make the travel arrangements.

However, this exchange between the two “co-equal” branches of government is merely emblematic of a fundamental dispute in which the Trump administration does not wish to acknowledge the courts may intervene in its efforts to effectuate, on a truly grand scale, mass deportation.  At this stage the White House seems to have decided not to engage in outright defiance and pursue instead strategy of “paralysis by analysis”.  The Supreme Court upheld an order from the US District requiring the DoJ (Department of Justice) to submit plans “to facilitate and effectuate” the return but the DoJ asked the hearing be delayed so it might “evaluate” the USSC’s ruling.  After further extensions of the deadline were granted, the DoJ asserted the court had set an “impractical” deadline and had provided “insufficient” time for plans to be drawn up, adding the department didn’t fully understand the order, given the court had not clarified what it means to “facilitate” or “effectuate” the return.  The USSC refrained from suggesting the DoJ’s lawyers consult a dictionary and instructed the District Court to issue a clarification of “the intended scope of the term ‘effectuate’” but did confirm the order to “facilitate” the return was valid.

There is nothing new in tensions between an administration wanting to do things (often stuff claimed to enjoy an electoral mandate) and courts which insist things, however popular, must be effectuated in accord with the constitution and as long ago as 2019 Donald Trump (b 1946; US president 2017-2021 and since 2025) had discussed Article II (The Executive) of the constitution, claiming it meant “…I have the right to do whatever I want as president.”  Ominous as that may sound, especially in the light of the USSC’s extraordinary 2024 ruling in the matter of presidential immunity from prosecution, it seems still not quite at the point either of that asserted by Richard Nixon (1913-1994; US president 1969-1974 and a trained lawyer) who held “if the president does it, it can’t be illegal” or the state of law in the Third Reich (1933-1945) which by 1943 (at the latest) had degenerated to the point where law had become “what the Führer says it is”.

In democratic societies, respect for the rule of law and constitutions are important and there have been many states in which orders from courts habitually are defied or simply ignored.  The respect is vital because in terms of enforcement of will the difference between the executive and judicial institutions truly is striking; one side with police forces, an army, navy & air force and the other with word processors and shelves of books containing statutes and precedents.  In terms of raw power therefore, all the courts have is moral authority and the expectation others will respect the law while, if so minded, an executive can be of the “…and how many divisions has he got?” school.

Lindsay Lohan and her lawyer in court, Los Angeles, December 2011.

That school of thought has often been ascribed to Andrew Jackson (1767–1845; US president 1829-1837) who is reputed to have said of a judgment by the chief justice (John Marshall (1755–1835; chief justice of the US 1801-1835) with which he disagreed: “John Marshall has made his decision; now let him enforce it!”  The “quotation” was not revealed until some two decades after Jackson’s death when it appeared in Horace Greeley’s (1811–1872) The American Conflict: A History of the Great Rebellion in the United States of America, 1860–1864 (in two volumes, 1864 & 1866) and most think it apocryphal.  Greeley was usually informative and often entertaining and while that exact sentence may never has passed the president’s lips, historians generally agree it was an accurate paraphrase of the sentiments he at the time expressed to many and, had the court requested the assistance of the executive in enforcing the order, it’s not certain Jackson would have followed constitutional precedent and complied.  As things turned out, no request was ever issued so there never was a “constitutional crisis” but the matter does emphasize how vital it is for the executive (which alone possesses the means of force) to respect the role of the courts which have only a moral authority.

Pasha

Pasha (pronounced pah-shuh, pash-uh, puh-shah or pur-shaw)

(1) In historic use, a high rank in the Ottoman political and military system, granted usually to provincial governor or other high officials and later most associated with the modern Egyptian kingdom; it should be placed after a name when used as a title, a convention often not followed in the English-speaking world.

(2) A transliteration of the Russian or Ukrainian male given name diminutive Па́ша (Páša).

(3) A surname variously of Islamic and Anglo-French origin (ultimately from the Latin).

(4) In casual use, anyone in authority (used also pejoratively against those asserting authority without any basis); the use seems to have begun in India under the Raj.

(5) As the “two-tailed pasha” (Charaxes jasius), a butterfly in the family Nymphalidae.

1640–1650: From the Turkish pasa (also as basha), from bash (head, chief), (there being in Turkish no clear distinction between “b” & “p”), from the Old Persian pati- (maste), built from the primitive Indo-European root poti- (powerful; lord) + the root of shah (and thus related to czar, tzar, csar, king & kaisar).  The related English bashaw (as an Englishing of pasha) existed as early as the 1530s.  Pasha’s use as an Islamic surname is most prevalent on Indian subcontinent but exists also in other places, most often those nations once part of the old Ottoman Empire (circa 1300-1922) ) including Albania, Republic of Türkiye and the Slavic region.  As a surname of English origin, Pasha was a variant of Pasher, an Anglicized form from the French Perchard, a suffixed form of Old French perche (pole), from the Latin pertica (pole, long staff, measuring rod, unit of measure), from the Proto-Italic perth & pertikā (related also to the Oscan perek (pole) and possibly the Umbrian perkaf (rod).  The ultimate source of the Latin form is uncertain.  It may be connected with the primitive Indo-European pert- (pole, sprout), the Ancient Greek πτόρθος (ptórthos) (sprout), the Sanskrit कपृथ् (kapṛth) (penis) although more than one etymologist has dismissed any notion of extra-Italic links.  Pasha, pashaship & pashadom are nouns and pashalike is an adjective; the noun plural is pashas.  The adjectives pashaish & pashaesque are non-standard but tempting.

Fakhri Pasha (Ömer Fahrettin Türkkan (1868–1948), Defender of Medina, 1916-1919).

In The Struggle for Survival, 1940–1965 (1966) (extracts from the diary of Lord Moran (Charles Wilson, 1882-1977, personal physician to Winston Churchill (1875-1965; UK prime-minister 1940-1945 & 1951-1955)), there’s an entry in which, speaking of her husband, Clementine Churchill (1885–1977) told the doctor: “Winston is a Pasha.  If he cannot clap his hands for servant he calls for Walter as he enters the house.  If it were left to him, he'd have the nurses for the rest of his life ... He is never so happy, Charles, as he is when one of the nurses is doing something for him, while Walter puts on his socks.”  In his busy youth, Churchill has served as a subaltern in the British Army’s 4th Queen's Own Hussars, spending some two years in India under the Raj; he would have been a natural pasha.

Debut of 928 & the pasha: Ferdinand "Ferry" Porsche (1909–1998) with the Porsche 928 displayed at the Geneva Auto Salon, 17 March, 1977.

The car (pre-production chassis 928 810 0030) was finished in the Guards Red which in the next decade would become so emblematic of the brand and this was not only the first time the pasha trim was seen in public but also the first appearance of the “phone-dial” wheels.  Although the factory seems never to have published a breakdown of the production statistics, impressionistically, the pasha appeared more often in the modernist 924 & 928 than the 911 with its ancestry dating from the first Porsches designed in the 1940s. 

The “Pasha” flannel fabric was until 1984 available as an interior trim option for the 911 (1964-1989), 924 (1976-1988) & 928 (1977-1995) in four color combinations: black & white, black & blue, blue & beige and brown & beige.  Although not unknown in architecture, the brown & beige combination is unusual in fashion and although it’s not certain the kit for New Zealand’s ODI (one day international) cricket teams was influenced by the seats of certain Porsches; if so, that was one of the few supporting gestures.

1979 Porsche 930 with black & white pasha inserts over leather (to sample) (left) and 1980 Porsche 928S with brown & beige pasha inserts over brown leather.

It was known informally also as the Schachbrett (checkerboard) but it differed from the classic interpretation of that style because the objects with which the pattern was built were irregular in size, shape and placement.  Technically, although not usually listed as a velvet or velour, the pasha used a similar method of construction in that it was a “pile fabric”, made by weaving together two thicknesses of fine cord and then cutting them apart to create a soft, plush surface, rendering a smooth finish, the signature sheen generated by the fibres reflect light.  It was during its run on the option list rarely ordered and in the Porsche communities (there are many factions) it seems still a polarizing product but while “hate it” crowd deplore the look, to the “love it” crowd it has a retro charm and is thought in the tradition of Pepita (or shepherd’s check), Porsche’s unique take on houndstooth.

Reproduction Porsche pasha fabric available from the Sierra Madre Collection.

There are tales about how Porsche’s pasha gained the name including the opulent and visually striking appearance evoking something of the luxury and flamboyance associated the best-known of the Ottoman-era pashas, much publicized in the West for their extravagant ways.  There seems no basis for this and anyway, to now confess such an origin would see Porsche damned for cultural appropriation and at least covert racism.  It may not be a “cancellation” offence but is trouble best avoided.  Also discounted is any link with lepidopterology for although the “two-tailed pasha” (Charaxes jasius, a butterfly in the family Nymphalidae) is colourful, the patterns on the wings are not in a checkerboard.  Most fanciful is that during the 1970s (dubbed to this day “the decade style forgot” although that does seem unfair to the 1980s), in the Porsche design office was one chap who was a “sharp dresser” and one day he arrived looking especially swish, his ensemble highlighted by a check patterned Op Art (optical art, an artistic style with the intent of imparting the impression of movement, hidden images, flashing & vibrating patterns or swelling & warping) scarf.  The look came to the attention of those responsible for the interiors for the upcoming 928 and the rest is history... or perhaps not.  More convincing is the suggestion it was an allusion to the company’s success in motorsport, a chequered (checkered) flag waved as the cars in motorsport cross the finish-line, signifying victory in an event.  What the pasha’s bold, irregular checkerboard did was, in the Bauhaus twist, create the optical illusion of movement.

Lindsay Lohan (during “brunette phase”) in bandage dress in black & white pasha, rendered as an adumbrated pen & ink sketch in monochrome.

Although made with "pasha" fabric, this is not a “pasha-style” dress.  Some purists deny there’s such a thing and what people use the term to describe is correctly an “Empire” or “A-Line” dress, the industry has adopted “pasha” because it’s a romantic evocation of the style of garment often depicted being worn by notables in the Ottoman Empire.  The (Western) art of the era fuelled the popular imagination and it persists to this day, something which was part of the critique of Palestinian-American academic Edward Said (1935–2003) in Orientalism (1978), an influential work which two decades on from his death, remains controversial.  As used commercially, a pasha dress can be any longer style characterized by a flowing silhouette, sometimes with a wrap or corset detailing and so vague is the term elements like ruffles or pagoda sleeves can appear; essentially, just about any dress “swishy” enough to “waft around” dress can plausibly be called a pasha.  Since the symbiotic phenomena of fast-fashion and on-line retailing achieved critical mass, the number of descriptions of garment styles probably has increased because although it's difficult to create (at least for saleable mass-produced products) looks which genuinely are "new", what they're called remains linguistically fertile. 

For the Porsche owner who has everything, maXimum offers “Heel Trend Porche Pasha Socks”, the "Porche" (sic) a deliberate misspelling as a work-around for C&Ds (cease & desist letters) from Stuttgart, a manoeuvre taken also by legendary accumulator of damaged Porsches (and much else), German former butcher Rudi Klein (1936-2001) whose Los Angeles “junkyard” realized millions when the contents were auctioned in 2024.  His “Porsche Foreign Auto” business had operated for some time before he received a C&D from German lawyers, the result being the name change in 1967 to Porche Foreign Auto.  It’s a perhaps unfair stereotype Porsche owners really do already have everything but the socks may be a nice novelty for them.

Chairs, rug & occasional tables in black & white pasha.

A minor collateral trade in the collector car business is that of thematically attuned peripheral pieces.  These include models of stuff which can be larger than the original (hood ornaments, badges and such), smaller (whole cars, go-karts etc) or repurposed (the best known of which are the engines re-imagined as coffee-tables (almost always with glass tops) but there are also chairs.  Ideal for a collector, Porsche dealership or restoration house, one ensemble consisting of two chrome-plated steel framed chairs, a circular rug and brace of occasional tables was offered at auction.  The “Porsche Pasha” chosen was the black & white combo, something which probably would be approved by most interior decorators; with Ferraris there may be “resale red” but with furniture there’s definitely “resale black & white”.

Monospecchio

Monospecchio (pronounced mon-oh-spec-kjo)

The Italian for “one mirror”, a descriptor applied to the early production (1984-1987) Ferrari Testarossas (1984-1991).   

1984: The construct was mono- + specchio.  Mono was from the Ancient Greek, a combining form of μόνος (monos) (alone, only, sole, single), from the Proto-Hellenic mónwos, from the primitive Indo-European mey- (small).  It was related to the Armenian մանր (manr) (slender, small), the Ancient Greek μανός (manós) (sparse, rare), the Middle Low German mone & möne, the West Frisian meun, the Dutch meun, the Old High German muniwa, munuwa & munewa (from which German gained Münne (minnow).  As a prefix, mono- is often found in chemical names to indicate a substance containing just one of a specified atom or group (eg a monohydrate such as carbon monoxide; carbon attached to a single atom of oxygen).  The Italian specchio (mirror, table, chart) was from the Vulgar Latin speclum, a syncopated form of the Classical Latin speculum, the construct being speciō +‎ -culum.  Speciō (observe, watch, look at) was from the From Proto-Italic spekjō, from the primitive Indo-European spéḱyeti which was cognate with the Ancient Greek σκέπτομαι (sképtomai), the Avestan (spasyeiti), and the Sanskrit पश्यति (páśyati).  The suffix –culum was (with anaptyxis) from the Proto-Italic -klom, from the primitive Indo-European -tlom, from -trom.  Despite the resemblance, ōsculum and other diminutive nouns do not contain this suffix which was used to form some nouns derived from verbs, particularly nouns representing tools and instruments.

1957 Ferrari 250 Testa Rossa.

The 250 Testa Rossa was created because rule changes for the 1958 season imposed a 3.0 litre displacement limit, rendering the 3.8 Litre 315 S obsolete.  A 250 Testa Rossa sold in a private sale in 2014 for a reported US$39.8 million, exceeding somewhat the US$16.39 million one achieved at auction in 2011.  The (testra rossa literally “red head” in Italian) was a revival of one the factory had last used on the 1954 500 TR, the visual link to the name the red paint applied to the engines' camshaft covers.  The 250 Testa Rossa was part of the team which contributed to Scudaria Ferrari winning the the 1957 World Sportscar Championship. 

BB & BB:  Ferrari 365 GT4 BB (left) on display at the 1971 Turin Motor Show and Brigitte Bardot, supine, 1968 (right).

Appearing also in Formula One and sports car racing, between 1973-1996 Ferrari to used a flat-12 win a number of road cars.  Pedants insist the engines were really 180^o V12s ("flattened V12" in the engineer's slang) because of a definitional distinction related to the attachment and movement of internal components; the external shape is essentially identical but the factory was in general a bit loose with the nomenclature on which purists like to insist.  The first of the road-going flat-12 Ferraris was the 365 GT4 BB (1973-1984), the “BB” long thought to stand for Berlinetta Boxer but Road & Track in 2018 noted RoadRat's publication of an interview with the BB’s designer, Leonardo Fioravanti (b 1938) who admitted it was named after the actress Brigitte Bardot (b 1934), simply because the staff in Ferrari's design office were as besotted with Mademoiselle Bardot as engineers everywhere; "Berlinetta Boxer" was just a cover story.  There’s an undeniable similarity in the pleasing lines of the two and on the factory website, Ferrari later confirmed the story.  Until then "Berlinetta Boxer" was the orthodoxy although there must have been enough suspicion about for someone to speculate the origin might be bialbero, (literally "twin shaft"), a clipping of bialbero a camme in testa (double overhead camshaft (DOHC)) which was from the slang of Italian mechanics.

1975 Ferrari 365 GT4 BB in Verde Germoglio with satin black lower panels over black leather.

The Italian berlinetta translates as “little saloon” and is the diminutive of berlina (sedan) and the 365 GT4 BB in no way resembled a saloon, small or large, Ferrari using the word to describe a two-seat car with a closed cockpit (convertibles are Spiders or Spyders), referred to by most as a coupé.  Nor was the Ferrari’s flat-12 technically a boxer, the boxer configuration one where each pair of opposed pistons move inwards and outwards in unison, the imagery being that of a pugilist, ritualistically thumping together their gloves prior to a bout.  The Ferrari unit instead used the same arrangement as a conventional V12, each pair of pistons sharing a crankpin whereas as true boxer has a separate crankpin for each piston.  This is one practical reason why boxer engines tend not to have many cylinders, the need for additional crankpins adding to weight & length.  Thus the earlier flat-16s, the Coventry Climax FWMW (1963-1965) intended for Formula One and the unit Porsche developed in 1971 for the Can-Am and tested in chassis 917-027 weren't boxers although bulk was anyway a factor in both proving abortive, Porsche instead turbo-charging their flat-12 and Coventry Climax giving up entirely, the FWMW having never left the test-bench.  Despite it all, just about everybody calls the 365 GT4 BB “the Boxer” and its engine a “flat-12”, the factory clearly unconcerned and while cheerfully acknowledging the technical differences, their documents refer to it variously as a “boxer”, a “180^o v12”, a “flat-12” & a “boxer-type” engine.

1985 Ferrari Testarossa “monospecchio-monodado”.  The early cars 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.

When first shown at the Paris Motor Show in 1984, two features of the Testarossa which attracted much comment were the distinctive strakes which ran almost from the front of the door to the radiator air-intakes ahead of the rear wheel arch and the single, high-mounted external mirror (on the left or right depending on the market into which it was sold).  The preferred term is the native “monospecchio” (one mirror) although in the English speaking-world it has also been called the “flying mirror", rendered sometimes in Italian as “specchio volante” (a ordinary wing mirror being a “specchietto laterale esterno” (external side mirror), proving most things sound better in Italian.  The unusual placement and blatant asymmetry of the monospecchi cars annoyed some and delighted others, the unhappy more disgruntled still if they noticed the vent on right of the front spoiler not being matched by one to the left.  It was there to feed the air-conditioning’s radiator and while such offset singularities are not unusual in cars, many manufacturers create a matching fake as an aesthetic device: the functionalists at Ferrari did not.

Monospecchio: Lindsay Lohan selfies, one mirror at a time.

The regulatory environment in various jurisdictions was a matter of great significance in the Testarossa’s development.  None of the versions of the Berlinetta Boxer had ever been certified for sale in the US which had been Ferrari’s most lucrative market and a core objective was for the Testarossa to be able easily to meet the current & projected regulations in places like the US and EU (European Union) where rules were most strict.  The number of Boxers which privately had been imported into the US to be subjected to the so-called “federalization” process was an indication demand there existed for a mid-engined, 12 cylinder Ferrari.

1985 Ferrari Testarossa “monospecchio-monodado”.  On left-hand-drive (LHD) cars the asymmetric mirror and intake for the air-conditioner's radiator were both on the left; on right-had-drive (RHD) models the mirror shifted to the other side.

One piece of legislation which soon attracted attention was the EU’s stipulations about “full rearward visibility” in the side-view mirrors.  With conventionally shaped automobiles this is usually unchallenging for designers but the Testarossa had a very wide, ascending waist-line and the sheer size of the rear bodywork was necessitated by the twin radiators which sat behind the side-strakes.  As the team interpreted the rule, the elevation of the mirror was the only way to conform but the bureaucrats proved untypically helpful, not changing the rule but providing an interpretation which would make possible the installation of the mirror at the traditional level.  That alone may have been enough to convince the factory to change but there had also been complaints, many from the US, that the monospecchio restricted the vision of oncoming traffic and many missed having a passenger-side mirror, remarking too on the difficulties found when trying rapidly to adapt to the placement, few owners using a Testarossa as their only car.  Thus was taken the decision to phase in the fitting of dual mirrors, mounted in a conventional position at the base of the A pillars.  Shown at the 1986 Geneva Motor Show, the first examples of the new arrangement were those built for European sale, a handful bound for the US revised initially in 1987 with a single, low-mounted mirror before later gaining the same dual arrangement as those sold in Europe.

1989 Ferrari Testarossa "doppiospecchio-cinquedado".  The distinctive side strakes were added because of a unique FRG (Federal Republic of Germany, the old West Germany) regulation which specified the maximum dimensions of apertures, the purpose said to be to prevent a child's head from entering such an opening during an accident.  Thus the fins but as well as meeting the rules, they were designed to take advantage of the properties of fluid dynamics, the air-flow being made less "wavy" and thus reducing turbulence, two vertical fins added to direct lateral air-flow directly into the radiators.  The engineering of the strakes was sound and most thought them aesthetically well-executed but they created such a stir that unfortunately, on both side of the Atlantic, a number of imitators quickly rendered usually fake versions in fibreglass, gluing them to Jaguars, BMWs, Mercedes-Benz and such.  Almost all were applied to cars with front-mounted radiators but this was the 1980s and a subset of the market was receptive.

Caveat emptor: 1986 Ferrari Testarossa in volante "doppiospecchio-monodado" trim.

Being Ferraris with a certain cachet, the monospecchio cars attract additional interest and inevitably there is fakery and folklore.  There exists the odd early Testarossa with either double-high or double-low (doppiospecchio) mirrors but Ferrari insists these are modifications installed either by dealers or owners and there was at a time, a lot of it about.  It wasn’t a simple job, requiring one or two mirrors, window frames and support assemblies and thus always cost somewhere in four figures but, like those who once converted their now precious 1963 split-window Chevrolet Corvettes to 1964’s single piece of glass lest they be thought driving last year’s model, there were those who didn’t wish to look outdated.  Also, the Testarossa was, by Ferrari’s standards at the time, almost mass-produced with over seven-thousand sold and in the aftermath of the severe recession of the early 1990s a glut emerged which for years depressed prices; originality not then the fetish it would later become, modifications to mirrors and other bits & pieces was uncommon.  Still, the factory was known to accommodate special requests from good customers so if a doppiospecchio with high mounts does show up, accompanied with the vital proof of authenticity, it would add a notch of desirability.  Market support for Ferrari’s flat-12 ecosystem (Boxer, Testarossa & 512 TR) is now healthy and, while not matching the buoyancy of the pre-1973 cars (and certainly not the 206 & 246 Dinos), operates well into US$ six figures, the quirk of the monospecchio cars making them much fancied.

Bugeye & Frogeye

Bugeye (pronounced buhg-ahy)

(1) A nautical term for a ketch-rigged sailing vessel used on Chesapeake Bay.

(2) A slang term, unrelated to the nautical use, used to describe objects or creatures with the bulging eyes resembling those of certain bugs.

1883: An Americanism, the construct being bug + eye, coined to describe the 1880s practice of shipwrights painting a large eye on each bow of the ketches used for oyster dredging in Chesapeake Bay, an estuary in the US states of Maryland and Virginia.  Bug dates from 1615–1625 and the original use was to describe insects, apparently as a variant of the earlier bugge (beetle), thought to be an alteration of the Middle English budde, from the Old English -budda (beetle) but etymologists are divided on whether the phrase “bug off” (please leave) is related to the undesired presence of insects or was of a distinct origin.  Although “unbug” makes structural sense (ie remove a bug, as opposed to the sense of “debug”), it doesn’t exist whereas forms such as the adjectives unbugged (not bugged) and unbuggable (not able to be bugged) are regarded as standard.  Eye pre-dates 900 and was from the Middle English eie, yë, eighe, eyghe, yȝe, eyȝe & ie, from the Old English ēge, a variant of ēage, from the Proto-West Germanic augā, from the Proto-Germanic augô (eye).  It was cognate with the German Auge & the Icelandic auga and akin to the Latin oculus (eye), the Lithuanian akìs (eye), the Slavic (Polish) oko (eye), the Old Church Slavonic око (oko) (eye), the Albanian sy (eye), the Ancient Greek ὄψ (óps) (in poetic use, “eye; face”) & ὄσσε (ósse) (eyes), the Armenian ակն (akn), the Avestan aši (eyes) and the Sanskrit अक्षि (ákṣi).  A related Modern English form is “ogle”.  Bugeye is a noun and bugeyed is an adjective; the noun plural is bugeyes.  Hyphenated use of all forms is common. 

Frogeye (pronounced frog-ahy or frawg-ahy)

(1) In botany, a small, whitish leaf spot with a narrow barker border, produced by certain fungi.

(2) A plant disease so characterized.

(3) A slang term, unrelated to the botanical use, used to describe objects or creatures with the bulging eyes resembling those of frogs.

1914–15: A descriptive general term, the construct being frog + eye, for the condition Botryosphaeria obtusa, a plant pathogen that causes Frogeye leaf spot, black rot and cankers on many plant species.  The fungus was first described by in 1832 as Sphaeria obtusa, refined as Physalospora obtusa in 1892 while the final classification was defined in 1964.  Frog (any of a class of small tailless amphibians of the family Ranidae (order Anura) which typically move by hopping and in zoology often referred to as “true frog” because in general use “frog” is used loosely or visually similar creatures) pre-dates 1000 and was from the Middle English frogge, from the Old English frogga, from the Proto-West Germanic froggō (frog).  It was cognate with the Norwegian Nynorsk fraug (frog) and Old Norse frauki and there may be links with the Saterland Frisian Poage (frog) and the German Low German Pogg & Pogge (frog).  The alternative forms in English (some still in regional use at least as late as the mid-seventeenth century were frosk, frosh & frock.  Eye pre-dates 900 and was from the Middle English eie, yë, eighe, eyghe, yȝe, eyȝe & ie, from the Old English ēge, a variant of ēage, from the Proto-West Germanic augā, from the Proto-Germanic augô (eye).  It was cognate with the German Auge & the Icelandic auga and akin to the Latin oculus (eye), the Lithuanian akìs (eye), the Slavic (Polish) oko (eye), the Old Church Slavonic око (oko) (eye), the Albanian sy (eye), the Ancient Greek ὄψ (óps) (in poetic use, “eye; face”) & ὄσσε (ósse) (eyes), the Armenian ակն (akn), the Avestan aši (eyes) and the Sanskrit अक्षि (ákṣi).  A related Modern English form is “ogle”.  Frogeye is a noun and frogeyed is an adjective; the noun plural is frogeyes.  Hyphenated use of all forms is common.

Bugeye or frogeye: The Austin-Healey Sprite

1960 Austin-Healey Sprite (left) & 1972 MG Midget (right).

The Austin-Healey Sprite was produced between 1958 and 1971 (although in the last year of production they were badged as the Austin Sprite, reflecting the end of the twenty year contract with Donald Healey's (1898–1988) eponymous company).  Beginning in 1961, the car was restyled and a more conventional frontal appearance was adopted, shared with the almost identical MG Midget, introduced as at the same time as a corporate companion and the Midget outlived the Sprite, the last built in 1980.  Upon release, the Sprite immediately picked up the nicknames frogeye (UK & most of the Commonwealth) and bugeye (North America) because the headlights were mounted as protuberances atop the hood (bonnet), bearing a resemblance to the eyes of some frogs and bugs.  The original design included retractable headlights but to reduce both cost and weight, fixed-lights were used.  As purely functional mountings, such things continue to be fitted to rally-cars.  The linguistic quirk that saw the Sprite nicknamed bugeye in North America and frogeye in most of the rest of the English-speaking world is a mystery.  Etymologists have noted the prior US use of bugeye as a nautical term but it was both geographically and demographically specific and that use, visually, was hardly analogous with the Sprite.  No other explanation has been offered; the English language is like that.

1963 Lightburn Zeta (left) 1964 Lightburn Zeta Sports (centre) & Lightburn Zeta Sports with "sports lights" (right).  Not everything in the 1960s was groovy. 

1949 Crosley Hotshot.

Although distinctive, the look wasn’t new, familiar from the use of the Triumph TR2 (1952) and Crosley in the US had used a similar arrangement for their "Hotshot" & "Super Sport" (1949-1952 and notable for being fitted with four-wheel disk brakes although heey didn't work very well) and in Australia, Lightburn (previously noted for their well-regarded washing machines and cement mixers) were in 1964 forced to adopt them for the woeful Zeta Sports to meet headlight-height regulations.  The Zeta Sports was better looking than the Trabant-like "two-door sedan" which preceded it but truly that is damning with faint praise.  An adaptation (development seems not the appropriate word) of the Meadows Frisky microcar of the mid-1950s, the Zeta Sports was built in South Australia and initially it wasn't realized headlight-height rules in New South Wales (NSW) were such that the low-slung Zeta couldn't comply, even were the suspension to be raised, an expedient MG was compelled to use in 1974 to ensure the bumpers of the Midget & MGB sat at the height specified in new US rules.  Instead "sports lights" were added to the bonnet (hood) which lent more more cartoon-like absurdity to the thing but did little to increase its appeal, only a few dozen built in the two years it was available.

1959 Alfa Romeo Giulietta Sprint Speciale, Tipo (type) 101.20. 

Ungainly the bugeye lights may have been but they were a potentially handy addition given the original headlights doubled as bumper bars.  That seems a silly idea and it is but it wasn't unique to the Zeta and some examples had exquisite (if vulnerable) coachwork, such as the early (low-nose) versions of the much-admired Alfa Romeo Giulietta SS (Sprint Speciale, Tipo (type) 101.20; 1957-1962).  It was only the first 101 cars which were produced in lightweight, bumper-bar less form, that run to fulfil the FIA's homologation rules which demanded a minimum of 100 identical examples to establish eligibility in certain classes of production-car racing.

Lindsay Lohan in "bugeye" sunglasses, the look made popular by Jacqueline Kennedy (1929-1994; US First Lady 1961-1963). 

So aerodynamically efficient (the drag coefficient (CD) a reputed .28) was Carrozzeria Bertone's design that although using only a 1290 cm³ (79 cubic inch) engine with barely 100 hp (75 kW), the SS could achieve an even now impressive 200 km/h (124 mph).  Fitted with a 498 cm³ engine which yielded 21 hp (15.5 kW), the Zeta Sedan thankfully wasn't that fast but did feature a four speed manual gearbox with no reverse gear; to reverse a Zeta, the ignition key was turned the opposite direction so the crankshaft turned the other way.  All four gears remained available so top speed in reverse would presumably have been about the same as going forward but, as Chrysler discovered during the testing for the doomed Airflow (1934-1937), given the vagaries of aerodynamics, it may even have been faster, something which certainly may have been true of the Sports, (at least with the soft top erected) given the additional drag induced by the bugeye lights.  This was never subject to a practical test because unlike the sedan, the diminutive roadster had a reverse gear.  

The class-winning Austin-Healey Sprite, Coupe des Alpes rally, 1958.  With its goofy bugeyes and "grinning grill", the Sprite was often anthropomorphized.  It was part of the little machine's charm and, cheap to run and easy to tune, Sprites were for decades a mainstay of entry-level motorsport and still appear in historic categories.  For years they were cheap so predictably were repowered by more powerful engines including V8s, the transplantation of which could be challenging, as was the subsequent driving experience.

An Italian Bugeye: Pininfarina's Ferrari 330 GTC Speciale

1968 Ferrari 330 GTC.

Introduced at the 1966 Geneva Auto Show, the 330 GTC was an important model for Ferrari and something of a watershed, the model defining the template which would be used for a succession of grand touring models which profitably could be manufactured and sold in volumes which, by Ferrari’s historic standards, constituted mass-production.  Between 1966-1968 597 were built (the of-quoted 598 said to be a double-counting of one chassis number), buyers attracted not only by the style but also creature comforts like air-conditioning and electric windows.  Additionally, there had been refinements to extend the appeal beyond those drawn to the faster but more raucous sports cars, independent rear suspension meaning the ride was softer and the attention paid to NVH (noise, vibration and harshness although the acronym wasn’t then in use in Italy where all three qualities still had a following) meant merely the thing was less tiring (noise is a source of stress); the 330 GTC was said to be the first Ferrari in which the radio genuinely was usable.  Styled by Pininfarina, taking cues from the 500 Superfast (1964-1966) at the front and the 275 GTS (1964-1966) to the rear, it shared the 2,400 mm (94½ inch) wheelbase of the 275 GTB (1964-1968).  A lovely, elegant shape which aged well, it wouldn’t seem to need enhancement but Pininfarina did just that, using the 330 GTC as a test-bed for a number of design studies, some of the details almost imperceptible and some obvious.

1964 Ferrari 330 GT 2+2 (left) and 1967 Ferrari 365 California Spyder (right). 

Of the latter, the most obvious was the addition of a pair of Supervis (super vision) driving lights in retractable housings, as used on the Ferrari 365 California Spyder (1966-1967).  By the mid 1960s, integrated quad headlights had for a decade been a part of mainstream design but their appearance on a Ferrari  had not met with universal praise, the 330 GT 2+2 (1964-1967) produced for its first two seasons with four but reverting to what was judged a more aesthetically accomplished pair for the rest of its run.  Speeds however were rising and the networks of European roads designed for high speed cruising rapidly were being extended and the need for better headlights was acknowledged.  Soon, technology would provide that but in the short term the solution was to add another pair and the retractable units on the Superfast were a way to do that without compromising the marque’s recognizable design language.  It was only on the Superfast the Supervis lights were standard equipment and they appeared on only two of the four 330 GTC Speciales along with a handful of regular production 330 GTC (fitted upon customer request, most sources suggest only three took up the option) and the clearly limited demand, coupled with the labor-intensive installation process, dissuaded Ferrari from extending availability as early as 1965 they appear to have vanished from the option list.  Not until compelled by US regulators a half-decade later would the factory return to retractable headlights, by then in a symmetrical quad.

Ferrari 330 GTC Speciale (serial number 8727, Pininfarina construction number CO 004, left) and in bug-eye mode (right).  This does hint why rarely are the the 365 California Spyders photographed with headlights raised. 

The brace of Supervis on chassis 8727 had a history.  Sometime prior to 1988 the front of the car had been damaged and when repairs were effected, the bug-eye lights simply were removed, the suddenly gaping apertures covered with a plug from sheet aluminium; once painted, the nose again resembled that of the standard 330 GTC the car had once been.  It was only during a later restoration the plugs were discovered and information was sought from Pininfarina which provided details of the history.  Obviously the rotating mechanisms were no longer available so those on one of the 14 365 California Spyders were removed and disassembled, allowing every part exactly to be duplicated, a process as expensive as it sounds and, adding to the cost, it was necessary to fabricate a new nose-cone because the existing metal surrounding the plugs had become too fragile to support the weight.

Skinnytoker Trindalyn Mackenzie skinnysplaining that "skinny isn't owned, it's rented".

The bug-eye look was adopted by the skinnytokers (the skinnytok community said to be "the acceptable pro ana") because the exaggerated size of the frames and lens creates the visual illusion of making the face appear thinner although Trindalyn Mackenzie seems anyway splendidly slender.  

A French bugeye: The Matra 530SX

Matra’s 1967 advertising copy for the last of the Sports Jets (left) and a 530 (right).

René Bonnet (1904–1983) was a self-taught French designer and engineer who joined the long list of those unable to resist the lure of building a car bearing his name.  It ended badly but his venture does enjoy a place in history because briefly he produced the first mid-engined road cars offered for general sale, some four years after the configuration had in Formula One racing begun to exert a dominance which endures to this day.  His diminutive sports car (marketed variously as René Bonnet Djet, Matra-Bonnet Djet, Matra Sports Djet & Matra Sports Jet) were produced by his company between 1962-1964 and by Matra for a further two years, the French manufacturer taking over the concern when Bonnet was unable to pay for the components earlier supplied.  While Matra continued production of the Djet, it used the underpinnings for a much revised model which would in 1967 emerge as the Matra 530.

Matra R.530 surface to air missile (1962, left) and René Bonnet Missile (1959-1962).

It was only force of circumstances which would lead Matra to producing the Djet.  As Bonnet’s largest creditor when the bills grew beyond his capacity to pay, the accountants worked out the only hope of recovering their stake was to take the equity and continue the operation.  Although asset-stripping wasn’t then the thing it would later become, there’s nothing to suggest this was contemplated and the feeling was the superior administrative capacity of Matra would allow things to be run in a more business-like manner although there was genuine interest in the workforce’s skills with the then still novel fibreglass.  However, although Djet production resumed under new management, Bonnet’s other offerings such as the Missile (1959-1962) were retired.  The missile, a small, front-wheel drive (FWD) convertible was a tourer in the pre-war vein rather than a sports car but while the idea probably had potential, the price was high, the performance lethargic and the styling quirky even by French standards.  In looks, it had much in common with the contemporary Daimler SP250 including the tailfins and catfish-like nose but while the British roadster was genuinely a high-high performance (if flawed) sports car, the missile did not live up to its name; under the hood (bonnet) sat small (some sub 1000 cm³) four cylinder engines rather than the Daimler’s sonorous V8.  One influence did however carry over: Matra named the 530 after one of their other products: the R.530 surface to air missile which had entered service in 1962 after a five year development.

Vis-à-vis: Matra 530: The LX (left) and the SX (right).

Using three-numeral numbers for car names is not unusual but usually the reference is to engine capacity (in the metric world a 280 being 2.8 litres, a 350, 3.5 litres etc while in imperial terms 350, 427 et al stood as an indication of the displacement in cubic inches).  Buick proved a contrarian, their 445 V8 gaining the name from its torque rating and the company used 225 in honor of the impressive 225 inch (5.7 m) length of the the 1959 Electra (Jayne Mansfield (1933–1967) died in a 225), sticking to to it for years even as the thing grew and shrunk and there have been many three-digit numbers which indicated a model's place in the hierarchy, the choice sometimes seemingly arbitrary.  Porsche in 1963 thought 901 was innocuous but Peugeot objected, claiming an exclusive right (for cars sold in France) to the use of three digit numbers with a central "0".  At that point Mercedes-Benz had in France been for a decade been selling the 300 and were about to release the 600 so it seemed an ambitious claim but, given the advice the case would be heard in a French court (which meant the French would win), Porsche renamed the thing 911 and the rest is history.  The "Letter Series" Chrysler 300 gained the name from its industry-leading 300 horse power, 331 cubic inch (5.4 litre) V8 and such was the reputation the thing soon established that even though over the following eleven years displacement and power both rose, the "300" model designation was retained, the allure so strong there was a twenty-first century revival.  Even now, 300 sounds an impressive number if linked to horsepower while the "110" used by both Austin and Wolseley doesn't stir the imagination, even though it denoted a useful 11% jump in horsepower from the previous 99.  The three-dozen odd models of the French Monica (1971-1975) were all called "560" because although Chrysler invoiced the company for "340 cid" (cubic inch displacement) V8s, to have called it the 340 would have baffled many in Europe for whom inches were mysterious so 560 it was, a familiar allusion to its 5.6 litres.  Unfortunately, after the ripples of the first oil shock washed over Europe after 1973, engines of that size become suddenly unfashionable and Monica was doomed along with most of the once lucrative trans-Atlantic ecosystem.  

1971 Chrysler (Australia) VG Valiant Regal 770 Hardtop.

Perhaps because 220, 440, 330 and such can be multiples of amicable numbers (and thus possess a beauty for mathematicians), they seem to have been used as model designations unrelated to the three numeral string’s usual function of (usually with some rounding up or down) indicating engine displacement (Kawasaki 440=440 cm3; Mercedes-Benz 220=2.2 litres; Oldsmobile 330=330 cid etc). AMC (American Motor Corporation) had the most complete sequence, using 220, 330, 440, 550, 660, 770, 880 & 990 to tag a model’s place in the hierarchy and in Australia Chrysler used 660 and 770 for their blinged-up Hillman Hunter and Valiant respectively; they also called the Hunter a “Royal” in case 660 was too abstract for the colonials. There, Ford's Mark 1 Cortina was sold as a 220 (the so-called "poverty" model which was a two-door without even a standard heater so it could be advertised at the lowest possible price) & 440 (the better equipped four-door version).  When a two door version with the 440 equipment levels was released, in stead of 330 it was called 240. 550 is also a footnote because the Mercedes-Benz R230 (2001-2011) was unusual because of the quirk of the SL 550 (2006-2011), a designation used exclusively in the North American market, the RoW (rest of the world) cars retaining the SL 500 badge even though both used the 5.5 litre (333 cubic inch) V8 (M273).

1989 ZIL-41052 presidential limousine (one of 13 built) used by both comrade Mikhail Gorbachev (1931–2022; Soviet leader 1985-1991) and former comrade Boris Yeltsin (1931–2007; President of Russia 1991-1999).  Comrade Gorbachev is standing third from left.

Apparently, the number "7" is among people with a preference for such things the "most popular number" and this seems to be neither culturally no gender nor specific.  Having a "favorite number" for reasons unrelated to connection with anything else is a real phenomenon and is not restricted to synesthetes although presumably their experiences provide at least some empirical rationale for a preference.  Historically there are things in seven (the "seven seas", the "seven wonders of the ancient world" et al) and Christianity, as well as assuring us God rested on the seventh day after creating all in six, lists the "seven deadly sins" for us to avoid, lest we been damned for eternity to Hell.  Mathematicians note that of the ten numerals it has certain unique properties but this isn't thought to account for the attraction and it may be nothing more than the character "7" being thought visually attractive and the pronunciation of "seven" being pleasing.  Since 1995 Boeing has produced the 777 airliner and as well Chrysler and AMC, there have been other cars called 770, including one which became infamous for its later association with Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945): The Mercedes-Benz 770 & 770K, produced in two generation (W07, 1930-1938 & W150, 1938-1943), known also as the Grosser (grand) Mercedes.  The 770's gained their name from the 7.7 litre (468 cubic) inch straight-eight engines (many of which were supercharged) although when the Soviet 7.0 litre (425 cubic inch) V8 ZIL 117 was upgraded (as the 4104) to a 7.7 litre V8, there was no use of "7" in the title and only one did one appear in the nomenclature used for its successors (1985-2010).

Hongqi CA770 four-door cabriolet with comrade chairman Mao Zedong (standing centre) holding the "handle-bar"); comrade vice charman Lin Biao to his left.  The image was taken at the dawn of the Cultural Revolution (1966-1976), Tiananmen Square, Peking (Beijing), 1966.

The big ZILs were allocated almost exclusively to senior figures in the Communist Party and that was true of its Chinese counterpart, the Hongqi CA770; like the Soviet ZILs, the Honqqis owed much (borrowed, stolen, copied) to the West and in some case the Chinese even used some US built-V8 engines.  Among the most photographed of the CA770s were the four-door cabriolets (complete with suicide doors) in which would stand CCP (Chinese Communist Party) worthies like comrade Chairman Mao Zedong (1893–1976; CCP chairman 1949-1976), comrade Lin Biao (1907–1971; CCP vice chairman 1958-1971) and comrade Zhou Enlai (1898–1976; premier of the People's Republic of China (PRC) 1949-1976), waiving to dutifully assembled peasants, hopefully grateful for being able to buy their bicycles.  Neither the CA770 or its successors used engines as large as the Mercedes-Benz or the ZILs but all consumed fossil fuel and discharged greenhouse gasses in volumes which would have appalled Greta Thunberg (b 2003).

Nor is a link with the materiel of the military unusual, the names of warships have been borrowed and Chevrolet used Corvette as a deliberate allusion to speed and agility but an air-to-air missile was an unusual source although Dodge did once display a Sidewinder show car.  Eventually the Corvette did live up to its name although the humble Triumph Spitfire was a far cry from the fighter aircraft which became famous in the Battle of Britain (1940).  At the time though, it wasn't the Matra's name which attracted most comment.  There have been quite a few French cars which looked weirder than the 530 but the small, mid-engined sports car was visually strange enough although, almost sixty years on, it has aged rather well and the appearance would by most plausibly be accepted as something decades younger.  The automotive venture wasn’t a risk for Matra because it was a large and diversified industrial conglomerate with profitable interests in transport, telecommunications, aerospace and of course defence (missiles, cluster-bombs, rockets and all that).  As things transpired, the automotive division would for a while prove a valuable prestige project, the participation in motorsport yielding a Formula One Constructors’ Championship and three back-to-back victories in the Le Mans 24 hour endurance classic.

Matra 530: The LX (left) and the SX (right).

The road-car business however proved challenging and Matra never became a major player.  Although the British and Italians would prove there was a market for small, economical sports cars, buyers seemed mostly to prefer more traditionally engineered roadsters which were ruggedly handsome rather than delicately avant-garde.  Although as a niche model in a niche market, the volumes were never high, the 530 was subject to constant development and in 1970 the 530LX was released, distinguished by detail changes and some mechanical improvements.  Most distinctive however was next year’s 530SX, an exercise in “de-contenting” (producing what the US industry used to call a “stripper”) so it could be offered at a lower price point, advertised at 19,000 Fr against the 22,695 asked for the LX.  It was a linguistic coincidence the SX label was later chosen for the lower price 386 & 486 CPUs (central processing unit) by the US-based Intel although they labeled their full-priced offerings DX.

Yuri Gagarin (1934–1968; Soviet pilot and cosmonaut and the first human to travel to “outer space”) with his 1965 Matra Djet (left), standing in front of the Покори́телям ко́смоса (Monumént Pokorítelyam kósmosa) (Monument to the Conquerors of Space), the titanium obelisk erected in 1964 to celebrate the USSR's pioneering achievements in space exploration.  The structure stands 351 feet (107 metres) tall and assumes an incline of 77° which is a bit of artistic licence because the rockets were launched in a vertical path but it was a good decision however because it lent the monument a greater sense of drama.  Underneath the obelisk sits the Музей космонавтики (Memorial Museum of Cosmonautics (known also as the Memorial Museum of Astronautics or Memorial Museum of Space Exploration)) and in the way which was typical of projects in the Brezhnev-era (Leonid Brezhnev (1906–1982; Soviet leader 1964-1982) USSR, although construction was begun in 1964, it wasn't until 1981 the museum opened to the public.  In the Soviet Union, while it was common for projects to be delayed for years, they were usually described as "ahead of schedule". 

The reduction in the cost of production of the SX was achieved in the usual way: remove whatever expensive stuff can be removed.  Thus (1) the retractable headlights were replaced with four fixed “bugeyes”, a single engine air vent was fitted instead of the LX’s four, (3) the rear seat and carpet were deleted, (4) the front seats were non-adjustable, (5) the trimmed dashboard was replaced by one in brushed aluminium (which was much-praised), the removable targa panels in the roof were substituted with a solid panel and, (7) metal parts like bumpers and the grille were painted matte black rather than being chromed.  In the the spirit of the ancien regime, the Frensh adopted the nicknames La Matra de Seigneur (the Matra of a Lord) for the LX & La Matra Pirate (the Matra of a pirate) for the SX.

Who wore the bugeye best?  Austin-Healey Sprite (1958, left), Lightburn Zeta Sports (1964, centre) and Matra 530SX (1971, right).

The SX did little to boost sales and even in 1972 which proved the 530’s most prolific year with 2159 produced, buyers still preferred the more expensive model by 1299 to 860.  Between 1967-1973, only 9609 530s were made: 3732 of the early models, 4731 of the LX and 1146 of the bugeyed SX and, innovative, influential and intriguing as it and the Djet were, it was a failure compared with something unadventurous like the MGB (1963-1980), over a half-million of which were delivered.  One 530 however remains especially memorable, a harlequinesque 1968 model painted by French artist Sonia Delaunay (1885–1979), a founder of the school of Orphism (a fork of Cubism which usually is described as an exercise in pure abstraction rendered in vivid colors).  The work was commissioned by Matra's CEO Jean-Luc Lagardère (1928–2003) for a charity auction and still is sometimes displayed in galleries.  In 2003, after some thirty years of co-production with larger manufacturers, Matra’s automotive division was declared bankrupt and liquidated.