Gargoyle & Grotesque

Gargoyle (pronounced gahr-goil)

(1) A grotesquely carved figure of a human or animal crafted as an ornament or projection, especially in Gothic and neo-Gothic architecture.

(2) In architecture, a spout, terminating in a grotesque representation of a human, animal or supernatural figure with open mouth, projecting from the gutter of a building for throwing rain water clear of a building.

(3) Archaic slang for person with a grotesque appearance, especially if small and shrivelled.

(4) Fictional monsters; pop-culture creations inspired by the decorative and/or functional projections in Gothic and neo-Gothic architecture.

1250–1300: From the Middle English gargoile & gargurl (grotesque carved waterspout) from the Old French gargouille & gargoule (throat) and it’s from here modern English gets gargle.  Even in the Gothic period, not all gargoyles were conduits for draining rainwater; many were purely decorative and were therefore grotesques.

Grotesque (pronounced groh-tesk)

(1) In architecture, a thing odd, unnatural or fantastic in the shaping and combination of forms, as in the sixteenth-century decorative style (in any material) combining incongruous human, animal or supernatural figures with scrolls, foliage etc.

(2) Distorted, deformed, weird, antic, wild.

(3) In the classification of art, of or characteristic of the grotesque.

(4) In typography, the family of 19th-century sans serif display types

1555:1565: From the Middle French grotesque from the Italian grottesco (of a cave), derived from grotta from the Vulgar Latin grupta.  Ultimate root is the Classical Latin crypta from which English picked up crypt.  Grotta entered French from the Italian pittura (grottesca) (cave-painting) and it was via French English picked up grotto.  Connection with the decorative forms attached to gothic architecture is the fantastical nature of some cave-paintings.  Spreading from Italian to the other European languages, the term was long used interchangeably with arabesque and moresque for decorative patterns using curving foliage elements.

The Gargoyle and Water Management

Gargoyle: Bern Minster, Switzerland.

Often used interchangeably, the technical difference between gargoyles and grotesques is that gargoyles contain a water sprout, carved usually through the mouth, whereas grotesques do not.  A gargoyle thus has a function in engineering whereas a grotesque’s purpose is essentially decorative although it is nominally functional in that they were believed to provide protection from evil, harmful, or unwanted spirits.  The application of more modern techniques of rainwater management has had the effect of turning many gargoyles into grotesques although architectural historians maintain the original designations.  As long ago as the sixteenth century, drainpipes were installed in the Notre Dame cathedral in Paris so the gargoyles became merely ornamental, although, they did of course continue to ward off evil.

Gargoyle: Cologne Cathedral, Germany.

The number of gargoyles attached to a building and their size and shape was a product of climate and fluid dynamics.  Architects used multiple gargoyles to divide the flow of rainwater off the roof to minimize the potential damage of a rainstorm and that number was influenced by the rainfall prevalent in the area where the structure sat.  The architect needed to consider not the annual rainfall but the heaviest prolonged rain-events expected; they thus had to cater for peak demand and the gargoyles needed to be sufficient in total capacity to evacuate the volume of water expected during the heaviest falls.  To achieve this, a trough was cut in the back of the gargoyle, rainwater typically exiting through the open mouth.  Gargoyles usually assumed their elongated fantastical animal forms because the length of the gargoyle determines how far water was thrown from the wall, the shape thus determined by fluid dynamics.  Prior to the extensive use of pipes reaching to the ground, the gargoyles were sometimes augmented by other techniques; when Gothic flying buttresses were used, aqueducts were sometimes cut into the buttress to divert water over the aisle walls.  Typically cut from stone, Non-ferrous metals and alloys such as aluminium, copper, brass and bronze have been used.

Grotesque: Saint Mary’s Cathedral, Edinburgh.  Technically, this is a pair of chimeras (a subset of the grotesque).

The term originates from the French gargouille (throat; gullet) from the Latin gurgulio, gula & gargula (gullet; throat) and similar words derived from the root gar (to swallow) which represented the gurgling sound of water (such as the Spanish garganta (throat) & g‡rgola (gargoyle)).  It was connected also to the French verb gargariser (to gargle).  Most helpful are the languages where the translation is architecturally precise.  The Italian word for gargoyle is doccione o gronda sporgente (protruding gutter), the German is Wasserspeier (water spewer) and the Dutch is waterspuwer (water spitter or (even better) water vomiter).  A building with gargoyles is said to be "gargoyled" but, during the Middle Ages, babewyn was slang used to describe gargoyles and grotesques, a word derived from the Italian babuino (baboon), an indication of what the things resembled, especially when viewed from a distance.  The size and shape of a gargoyle was thus dictated by function but the detail was left to the imagination of the designer.  Those creating grotesques had few limitations.  Because of the need to scare off and protect from evil or harmful spirits, the carvings often had the quality of chimeras, creatures a mix of different types of animal body parts creating a new animal, some notable chimeras being griffins, centaurs, harpies, and mermaids, these eerie figures serving as a warning to those folk who might underestimate the devil.

Grotesque: National Cathedral, Washington DC.  Although there's an open mouth, this plays no part in water management and is purely decorative.

In water management, the gargoyle has a long history.  In the architecture of Ancient Egypt, there was little variation, the spouts typically in the form of a lion's head carved into the marble or terracotta cymatium of the cornice.  The Temple of Zeus had originally 102 of these but, being rendered from marble, they were heavy and many have broken off or been stolen and only 39 remain.  Nor have they always been chimeric, some instead depicting monks, or combinations of real animals and people, many of which were humorous but as urbanisation increased, building codes were imposed which rendered the gargoyles, expect for their spiritual purpose, obsolete.  Typical was London’s 1724 Building Act which mandated the use of downpipes compulsory on all new constructions.

Gargoyle: Marble Church, Bodelwyddan, Clwyd, Wales.  Note the protruding spout: because the water flow will over time erode the passage, many gargoyles have internal piping (some now even plastic) which is replaceable.  The function means this Welsh figure is defined as a gargoyle although its hybrid nature is clearly that of a chimera.  

Within the Church however, the spiritual function wasn’t without controversy.  Gargoyles were thought to keep evil outside a church but existed also to convey messages to a people who usually were illiterate, scaring them into attending church, a reminder that the end of days was near.  However, there were some medieval clergy who viewed gargoyles as a form of idolatry and Burgundian abbot, Saint Bernard of Clairvaux (1090–1153), was famous for his frequent denunciations, his objections theological, aesthetic and fiscal:

"What are these fantastic monsters doing in the cloisters before the eyes of the brothers as they read?  What is the meaning of these unclean monkeys, these strange savage lions, and monsters?  To what purpose are here placed these creatures, half beast, half man, or these spotted tigers?  I see several bodies with one head and several heads with one body.  Here is a quadruped with a serpent's head, there a fish with a quadruped's head, then again an animal half horse, half goat.  Surely if we do not blush for such absurdities, we should at least regret what we have spent on them."

Grotesque: Crooked Hillary Clinton (digitally altered image).

Even after drainpipes took over responsibilities for drainage, the tradition was maintained by the grotesque, sometimes emulating the earlier elongated lines, sometimes more upright.  Grotesques were popular as decoration on nineteenth and early twentieth century skyscrapers and cathedrals in cities such as New York Minneapolis, and Chicago, the stainless steel gargoyles on New York’s Chrysler Building especially celebrated by students of the art.  The twentieth century collegiate form of the Gothic Revival produced many modern gargoyles, notably at Princeton University, Washington University in Saint Louis, Duke University, and the University of Chicago.  One extensive collection of modern gargoyles is on the National Cathedral in Washington DC.  Beginning in 1908 the cathedral was first encrusted with limestone demons but, over the years, many have been added including Star Wars character Darth Vader, a crooked politician, robots and other modern takes on the ancient tradition.  In England, Saint Albans Cathedral has a grotesque of former Archbishop of Canterbury Dr Robert Runcie and one of an astronaut adorns the Cathedral of Salamanca in Spain.

Grotesques modernes, left to right: Star Wars' Darth Vader (from the Star Wars film franchies), National Cathedral, Washington DC; Astronaut or cosmonaut, Cathedral of Salamanca, Spain; Lindsay Lohan, Notre Dame Cathedral of Reims, Marne France (digitally altered image); Dr Robert Runcie (Baron Runcie, 1921–2000; Archbishop of Canterbury 1980-1991) (centre), St Albans Cathedral, England.

Grotesques and chimeras

A chimera of Cathédrale Notre-Dame de Paris, contemplating the city, photographed by Noemiseh91.

So, in architecture, gargoyles are a specialized class of grotesques that include the functional feature of a waterspout and even if a building is renovated with a modern water management system added which means a gargoyle’s spout now longer is connected to the flow, it does not become reclassified as a grotesque; it remains a gargoyle, albeit a “dry” one.  While the difference between a gargoyle and grotesque is a matter of whether the design incorporates the handling of fluid, the distinction between a chimera and a grotesque is at the margins fluid in the metaphorical sense, both being ornamental sculptures most associated with Gothic architecture but critics have created criteria, however loose the parameters may seem.  Classically, a chimera was a fantastical, mythical creature, often a hybrid of multiple animals or a mix of human and animal features and for the architectural feature to be classified thus, it has to conform to this model.  In that chimeras differ from any grotesque which is a representation, however bizarre, of a creature from a single species.  What that means is that while all chimeras are grotesques, not all grotesques are chimeras.

Horodecki House (House with Chimaeras), Ukraine, Kyiv.

One of the most celebrated buildings said (erroneously) to be adorned with chimeras is Horodecki House in the Ukrainian capital Kyiv, a structure better known on Instagram as “House with Chimaeras” which received much attention when Volodymyr Zelensky (b 1978, president of Ukraine since 2019) in February 2022 stood in front of it to deliver his “Our weapon is truth” address following the Russian “special military operation” (invasion of Ukraine).  Classified as being in the Art Nouveau style, the building was designed by Polish architect Władysław Horodecki (1863–1930) and despite all the intricate detailing and other complexities, it was completed in little more than two years, opened in 1903.  One thing which made the speed of construction possible was the core technique of using concrete piles as the underpinning, something necessitated by the land being steeply sloped, resulting in an asymmetric building with six floors on Ivan Franko Square while three face Bankova Street.  Another novelty was the use of cement as the finishing material, something at the time not unknown but still rare.  Despite the popular moniker “House with Chimaeras”, the many sculptures which lend Horodecki House its distinctiveness are technically grotesques because all, bipeds & quadrupeds, are representations of real animals, not figures from mythology or fantastical hybrids and it’s believed it picked up the romantic nickname because it imparts such a wonderful air of gloominess and recalls the Gothic style.  The grotesques, rendered in cement, were the work of the Italian sculptor Emilio Sala (1864-1920) who spent most of his working life in St Petersburg (Leningrad) and Kyiv (Kiev).

Interior detailing, Horodecki House Ukraine, Kyiv.

The motif was the theme also for the interior detailing with stuccos, high reliefs and sculptures decorating the ceilings, walls and stairs and of particular interest is that while what’s depicted on the exterior uses only living creatures as a model, inside, everything is dead and often dismembered; Horodetskyi was an avid hunter.  Despite the pervasive feeling of gloom as one approaches the thing, it’s different inside because (the many carcases notwithstanding) the rooms are bright and airy with the floral ornaments typical of early Modernism although it’s of regret all the original furniture and many of the frescos fell victim during World War II (1939-1945) to marauding Red Army soldiers and other looters.  Although in recent years substantially restored, no attempt was made to re-create the frescos, the space now taken by paintings.

Woman with Catfish, Horodecki House Ukraine, Kyiv, photographed by Константинъ. 

Although there are two creatures in this sculpture, it's still a grotesque because they're separate beings; had the depiction been part fish and part human, it would have been as chimaera.  Although large, certain catfish reach 3 metres in length so the sculptor was rendering still still in the realist tradition.

Following restoration, in 2004 the building was designated a museum but since 2005 it has enjoyed official status as the “Small Residence of the President of Ukraine”, curious term meaning it’s used for meetings with foreign dignitaries and in that there are many advantages, the location meaning it’s easy for security forces to secure the site while the larger rooms are spacious and make a most attractive backdrop for photo opportunities.  Daily Art Magazine has a feature with a fine collection of images.

Zephyr

Zephyr (pronounced zef-uhr (U) or zef-er (non-U))

(1) A gentle, mild breeze, considered the most pleasant of winds.

(2) By extension, any of various things of fine, light quality (fabric, yarn etc), most often applied to wool.

(3) In the mythology of Antiquity, the usual (Westernised) spelling of Ζεφυρος (Zéphuros or Zéphyros), the Greek and Roman god of the west wind, son of Eos & Astraeus and brother of Boreas; the Roman name was Zephyrus, Favonius.

(4) As a literary device, the west wind personified which should be used with an initial capital letter.

(5) In the mythology of Antiquity, as Zephyrette, a daughter of Aeolus; a tiny female spirit of the wind. 

(6) A model name used on cars of variable distinction produced by the Ford Motor Company (FoMoCo) and sold under the Ford, Mercury & Lincoln brands.

(7) A type of soft confectionery made by whipping fruit and berry purée (mostly apple purée) with sugar and egg whites, to which is added a gelling agent such as pectin, carrageenan, agar, or gelatine.  Often called zefir, the use was a semantic loan from the Russian зефи́р (zefír). 

Circa 1350: From the Middle English zeferus & zephirus, from the Old English zefferus, from the Latin zephyrus, from the Ancient Greek Ζέφυρος (Zéphuros or Zéphyros) (the west wind), probably from the Greek root zophos (the west, the dark region, darkness, gloom).  The Latin Zephyrus was the source also of zéphire (French), zefiro (Spanish) and zeffiro (Italian).  The feminine form zephyrette (capitalised and not) is rare and the alternative spellings were zephir & zefir, the latter (in the context of food) still current.  The casual use in meteorology dates from circa 1600 and the meaning has shifted from the classical (something warm, mild and occidental) to now be any gentle breeze or waft where the wish is to suggest a wind not strong and certainly not a gust, gale, cyclone, blast, typhoon or tempest.  Zephyr is a noun & verb, zephyred is a verb & adjective, zephyring is a verb and zephyrous, zephyrlike & zephyrean are adjectives; the noun plural is zephyrs.  The adverb zephyrously is non-standard.

Cupid and Psyche (1907) by Edvard Munch (1863–1944).

In Greek mythology, Ζεφυρος (transliterated as Zéphuros or Zéphyros) was the god of the west wind, one of the four seasonal Anemoi (wind-gods), the others being his brothers Notus (god of the south wind), Eurus (god of the east wind) and Boreas (god of the east wind).  The Greek myths offer many variations of the life of Zephyrus, the offspring of Astraeus & Eos in some versions and of Gaia in other stories while there were many wives, depending on the story in which he was featured.  Despite that, he’s also sometimes referred to as the “god of the gay”, based on the famous tale of Zephyrus & Hyakinthos (Hyacinthus or Hyacinth).  Hyacinth was a Spartan youth, an alluring prince renowned for his beauty and athleticism and he caught the eye of both of both Zephyrus and Apollo (the god of sun and light) and the two competed fiercely for the boy’s affections.  It was Apollo whose charms proved more attractive which left Zephyrus devastated and in despair.  One day, Zephyrus chanced upon the sight of Apollo and Hyacinth in a meadow, throwing a discus and, blind with anger, sent a great gust of wind at the happy couple, causing the discus to strike Hyacinth forcefully in the head, inflicting a mortal injury.  Stricken with grief, as Hyacinth lay dying in his arms, Apollo transformed the blood trickling to the soil into the hyacinth (larkspur), flower which would forever bloom in memory of his lost, beautiful boy. Enraged, Apollo sought vengeance but Zephyrus was protected by Eros, the god of love, on what seems the rather technical legal point of the intervention of Zephyrus being an act of love.  There was however a price to be paid for this protection, Zephyrus now pledged to serve Eros for eternity and the indebted god of the west wind soon received his first task.  There are other tales of how Cupid and Psyche came to marry but in this one, with uncharacteristic clumsiness, Cupid accidently shot himself with one of his own arrows of love while gazing upon the nymph Psyche and it was Zephyrus who kidnapped her, delivering his abducted prize to Cupid to be his bride.

Chloris and Zephyr (1875) by William-Adolphe Bouguereau (1825-1905), Musee des Beau-Arts of the Musées Mulhouse Sud Alsace.

Zephyros was in classical art most often depicted as a handsome, winged youth and a large number of surviving Greek vases are painted with unlabeled figures of a winged god embracing a youth and these are usually identified as Zephyros and Hyakinthos although, some historians detecting detail differences list a number of them as being of Eros (the god of Love) with a symbolic youth.  Although sometimes rendered as a winged god clothed in a green robe and crowned with a wreath of flowers, in Greco-Roman mosaics, Zephyros appears usually in the guise of spring personified, carrying a basket of unripened fruit.  In some stories, he is reported to be the husband of Iris, the goddess of the rainbow and Hera’s messenger and in others, Podarge the harpy (also known as Celano) is mentioned as the wife of Zephyrus but in most of the myths he was married to Chloris.  Chloris by most accounts was an Oceanid nymph and in the tradition of Boreas & Orithyia and Cupid and Psyche, Zephyrus made Chloris his wife by abduction, making her the goddess of flowers, for she was the Greek equivalent of Flora and, living with her husband, enjoyed a life of perpetual spring.

Standardized wind: The Beaufort wind force scale

With strategically placed palms, Lindsay Lohan resists a zephyr's efforts to induce a wardrobe malfunction, MTV Movie Awards, Los Angeles, 2008 (left) which may be C&Ced (compared & contrasted) with the stronger breeze (probably 3-4 on the Beaufort Scale) disrupting the modern art installation that is Donald Trump's (b 1946; US president 2017-2021 and since 2025) hair (right).

Beaufort Wind Scale, circa 1865.

The Beaufort wind force scale was devised because the British Admiralty was accumulating much data about prevailing weather conditions at spots around the planet where the Royal Navy sailed and it was noticed there was some variation in way different observers would describe the wind conditions.  In the age of sail, wind strength frequency and direction was critical to commerce and warfare and indeed survival so the navy needed to information to be as accurate an consistent as possible but in the pre-electronic age the data came from human observation, even mechanical devices not usually in use.  What Royal Navy Captain (later Rear Admiral) Sir Francis Beaufort 1774–1857) early in nineteenth century noticed was that a sailor brought up in a blustery place like the Scottish highlands was apt to understate the strength of winds while those from calmer places were more impressed by even a moderate breeze, little more than what a hardy Scots sold salt would call a zephyr.  Accordingly, he developed a scale which was refined until formally adopted by the Admiralty during the 1930s after he’d been appointed Hydrographer of the Navy.  The initial draft reflected the functional purpose, the lowest rating describing the sort of gentle zephyr which was just enough to enable a ship's captain slowly to manoeuvre while the highest was of the gale-force winds which would shred the sails.  As sails gave way to steam, the scale was further refined by referencing the effect of wind upon the sea rather than sails and it was adopted also by those working in shore-based meteorological stations.  In recent years, categories up to 17 have been added to describe the phenomena described variously as hurricanes, typhoons & cyclones.

The National Biscuit Company's Zephyrettes, circa 1915.

In the mythology of Antiquity, Zephyrette was a daughter of Aeolus and a tiny female spirit of the wind.  That the nymph's name was early in the twentieth century appropriated by the National Biscuit Company (1898–1971, Nabisco (1971–1985) & RJR Nabisco (1985–1999) and now a subsidiary of Mondelēz International) to describe a light, crisp cracker, recommended to be used for hors d'oeuvres might outrage feminists studying denotation and connotation in structural linguistics and the more they delve, the greater will be the outrage.  Mostly, the word "zephyr" now is used by novelists and poets because while indicative of the force of a wind, it's not defined and is thus not a formal measure so what's a zephyr in one poem might be something more or less in another.  In other texts, such inconsistencies might be a problem but for the few thousand souls on the planet who still read poetry, it's all part of the charm.

For good & bad: FoMoCo's Zephyrs

Lincoln Zephyr V12, 267 cubic inches (4.4 litre).  It was the last of the American V12s.

In the inter-war era, the finest of the big American cars, the Cadillacs, Lincolns, Packards and Duesenbergs, offered craftsmanship the equal of anything made in Europe and engineering which was often more innovative.  The 1930s however were difficult times and by mid-decade, sales of the big K-Series Lincolns, the KA (385 cubic inch (6.3 litre) V8) and KB (448 cubic inch (6.3 litre) V12) were falling.  Ford responded by designing a smaller, lighter Lincoln range to bridge the gap between the most expensive Ford and the lower-priced K-Series Lincolns, the intention originally to power it with an enlarged version of the familiar Ford V8 but family scion Edsel Ford (1893–1943; president of the Ford Motor Company (FoMoCo), 1919-1943), decided instead to develop a V12, wanting both a point of differentiation and a link to K-Series which had gained for Lincoln a formidable reputation for power and durability.  Develop may however be the wrong word, the new engine really a reconfiguration of the familiar Ford V8, the advantage in that approach being it was cheaper than an entirely new engine, the drawback the compromises and flaws of the existing unit were carries over and in some aspects, due to the larger size and greater internal friction, exaggerated.

Lincoln Zephyr V12, 292 cubic inches (4.8 litre).

The V12 however was not just V8 with four additional pistons, the block cast with a vee-angle of 75^o rather than the eight’s 90^o, a compromise between compactness and the space required for a central intake manifold and the unusual porting arrangement for the exhaust gases.  The ideal configuration for a V12 is 60^o and without staggered throws on the crankshaft, the 75^o angle yielded uneven firing impulses, although, being a relatively slow and low-revving unit, the engine was felt acceptably smooth.  The cylinder banks used the traditional staggered arrangement, permitting the con-rods to ride side-by-side on the crank and retained the Ford V-8’s 3.75 inch (90.7 mm) stroke but used a small bore of just 2.75 inches (69.75 mm), then the smallest of any American car then in production, yielding a displacement of 267 cubic inches (4.4 litres), a lower capacity than many of the straight-eights and V8s then on the market.

Because the exhaust system was routed through the block to four ports on each side of the engine, cooling was from the beginning the problem it had been on the Ford V8 but on a larger scale.  Although the cooling system had an apparently impressive six (US) gallon (22.7 litre) capacity, it quickly became clear this could, under certain conditions, be marginal and the radiator grill was soon extended to increase airflow.  Nor was lubrication initially satisfactory, the original oil pump found to be unable to maintain pressure when wear developed on the curfaces of the many bearings; it was replaced with one that could move an additional gallon (3.79 litre) a minute.  Most problems were resolved during the first year of production and the market responded to the cylinder count, competitive price and styling; after struggling to sell not even 4000 of the big KAs in 1935, Lincoln produced nearly 18,000 Zephyrs in 1936, sales growing to over 25,000 the following year.  Production between 1942-1946 would be interrupted by the war but by the time the last was built in 1948, by which time it had been enlarged to 292 cubic inches (4.8 litre (there was in 1946, briefly, a 306 cubic inch (5.0 litre) version) over 200,000 had been made, making it the most successful of the American V12s.  It was an impressive number, more than matching the 161,583 Jaguar built over a quarter of a century (1971-1997) and only Daimler-Benz has made more, their count including both those used in Mercedes-Benz cars and the the DB-60x inverted V12 aero-engines famous for their wartime service with the Luftwaffe and the Mercedes-Benz T80, built for an assault in 1940 on the LSR (Land Speed Record).  Unfortunately, other assaults staged by the Third Reich (1939-1945) meant the run never happened but the T80 is on permanent exhibition in the factory's museum in Stuttgart so viewers can ponder Herr Professor Ferdinand Porsche's (1875–1951) pre-war slide-rule calculations of a speed of 650 km/h (404 mph) (not the 750 km/h (466 mph) sometimes cited).

1939 Lincoln-Zephyr Three Window Coupe (Model Code H-72, 2500 of which were made out of the Zephyr’s 1939 production count of 21,000).  It was listed as a six-seater but the configuration was untypical of the era, the front seat a bench with split backrests, allowing access to the rear where, unusually, there were two sideways-facing stools.  In conjunction with the sloping roofline, it was less than ideal for adults and although the term “3+2” was never used, that’s probably the best description.  The H-72 Three Window Coupe listed at US$1,320, the cheapest of the six variants in the 1939 Zephyr range.

It may sound strange that in a country still recovering from the Great Depression Ford would introduce a V12 but the famous “Flathead” Ford V8 was released in 1932 when economic conditions were at their worst; people still bought cars.  The V12 was also different in that although a configuration today thought of as exotic or restricted to “top of the line” models, for Lincoln the Zephyr was a lower-priced, mid-size luxury car to bridge a gap in the corporate line-up.  Nor was the V12 a “cost no object” project, the design using the Flathead’s principle elements and while inaccurate at the engineering level to suggest it was the “Ford V8 with four cylinders added” the concept was exactly that and if the schematics are placed side-by-side, the familial relationship is obvious.  Introduced in November 1935 (as a 1936 model), the styling of the Lincoln Zephyr attracted more favourable comment than Chrysler’s Airflows (1934-1937), an earlier venture into advanced aerodynamics (then known as “streamlining”) and the name had been chosen to emphasize the wind-cheating qualities of the modernist look.  With a raked windscreen and integrated fenders, it certainly looked slippery and tests in modern wind tunnels have confirmed it indeed had a lower CD (drag coefficient) than the Airflows which looked something like unfinished prototypes; the public never warmed to the Airflows, however accomplished the engineering was acknowledged to be.  By contrast, the Zephyrs managed to cloak the functional efficiency in sleek lines with pleasing art deco touches; subsequently, New York’s MOMA (Museum of Modern Art) acknowledged it as “the first successfully streamlined car in America”.  So much did the style and small V12 capture the headlines it was hardly remarked upon that with a unitary body, the Zephyr was the first Ford-made passenger vehicle with an all-steel roof, the method of construction delivering the required strength at a lighter weight, something which enabled the use of an engine of relatively modest displacement.

The American Home Front 1941-1942 (2006) by Alistair Cooke (1908-2004),  The cover illustration was of him filling up the Zephyr's V12, Pasadena, California, 1942.

In 1942, just after the US had entered the war (thereby legitimizing the term “World War II” (1939-1945)) the expatriate (the apocope “expat” not in general use until the 1950s when Graham Greene's (1904-1991) novel The Quiet American (1955) appears to have given it a boost) UK-born US journalist Alistair Cooke began a trip taking from Washington DC and back, via Virginia, Florida, Texas, California, Washington state and 26 other states, purchasing for the project a 1936 Lincoln Zephyr V12, his other vital accessories five re-tread tyres (with the Japanese occupation of Malaya, rubber was in short supply and tyres hard to find), a gas (petrol) ration coupon book and credentials from his employer, the BBC (British Broadcasting Corporation).  It was a journalist’s project to “discover” how the onset of war had changed the lives of non-combatant Americans “on the home front” and his observations would provide him a resource for reporting for years to come.  Taking photographs on his travels, he’d always planned to use the material for a book but, as a working journalist during the biggest event in history, it was always something done “on the side” and by the time he’d completed a final draft it was 1945 and with the war nearly over, he abandoned the project, assuming the moment for publication had passed.  It wasn’t until two years after his death that The American Home Front 1941-1942 (2006) was released, the boxed manuscript having been unearthed in the back of a closet, under a pile of his old papers.

Cooke had a journalist’s eye and the text was interesting as a collection of unedited observations of the nation’s culture, written in the language of the time.  In the introduction Cooke stated: “I wanted to see what the war had done to the people, to the towns I might go through, to some jobs and crops, to stretches of landscape I loved and had seen at peace; and to let the significance fall where it might.”  During his journey, he interviewed many of the “ordinary Americans” then traditionally neglected by history (except when dealt with en masse), not avoiding contentious issues such as anti-Semitism and racism but also painted word-pictures of the country through which he was passing, never neglecting to describe the natural environment, most of it unfamiliar to an Englishman who’d spent most of his time in the US in cities on the east and west coasts.  As a footnote, although the Zephyr’s V12 engine has always been notorious for the deficiencies in its cooling system, at no time during the journey did Cooke note the car overheating so either the radiator and plumbing did the job or he thought the occasional boil-over so unremarkable he made no remark. 

1969 Ford (UK) Zephyr Zodiac Mark IV.

Lincoln ceased to use the Zephyr name after 1942, subsequent V12 cars advertised simply as Lincolns, distinguished in name only by the coachwork.  The Zephyr badge was in 1950 revived by Ford of England for their line of mainstream family cars, augmented after 1953 by an up-market version called the Zodiac, noted for its bling.  The first three generations (1950-1966) were well-regarded (the Mark III (1962-1966) in most ways a superior car to the contemporary US Ford Falcon) and enjoyed success in both the home and export markets but the Mark IV (1966-1972), despite a tantalizingly advanced specification and offering a lot of interior space and external metal for the money, proved so ghastly the name was retired when the range was replaced with something (the Mark 1 Granada (1972-1977) which was on paper less ambitious but was, on the road, much superior.  Not having suffered the tainted Mark IV Zephyrs, Ford felt it safe to recycle the Zephyr name in the US, firstly on the bland Mercury clone (1978-1983) of the (US) Ford Fairmont and finally, for two seasons (2005-2006), on an undistinguished Lincoln which with some haste was re-branded "MKZ".  On either side of the Atlantic, there have been no Zephyrs since.

 

1962 Ford Galaxie 500/XL Sunliner Convertible 390 (left), 1967 Ford Zodiac Executive (centre) and 1974 Leyland P76 V8 Executive (right). 

The Mark IV Zodiac's wheel covers (the design concept known as "starburst") had first been seen in the US on the 1962 Ford Galaxie and for Detroit's colonial outposts the use of components, years after they'd been discontinued in the US, was common.  In Australia, for the Fairlane and LTD, Ford at various times used the wheel covers introduced on the 1969 & 1970 Thunderbird (replacing the former with something flatter after owners reported vulnerability to damage from curbsides so either Australians were less competent at parking or the guttering designs used by cities was different) and some were still being fitted as late as 1982.  At least that was within the corporate family.  in 1973, Leyland Australia clearly so liked what ended up on the Zodiac they pinched the idea for the ill-fated P76 (1973-1976).  God punishes those who violate his seventh commandment but in fairness to Leyland (even in retrospect they need all the help they can get), the "starburst" motif had long been popular for wheelcovers, hubcaps (there is a difference) and aluminum wheels.

Starburst sea anemone (left), Kelsey-Hayes cast aluminum wheel for 1967 C2 Chevrolet Corvette (centre), the five-stud (option code N89) version unique to the 1967 range, replacing the knock off version (option code P48, 1963-1966) which had to be retired when US regulators passed rules restricting the use of the centre-lock, knock-off hubs.  To conceal the five studs, there was a "centre cap" (ie a hubcap in the classic sense) in the style of the wheel and these colloquially are known as "starbursts" (right).  The Corvette's wheels were manufactured by Western Wheel Corporation (a division of Kelsey-Hayes).

As a noun & verb, “starburst” widely has been used in slang and commerce but its origin is owed to astronomers of the 1830s and in the field it’s been used variously to describe (1) a violent explosion, or the pattern (likened to the shape of a star) supposed to be made by such an explosion and (2) a region of space or period of time (distinct concepts for this purpose) with an untypically or unexpectedly high rate of star formation.  In SF (science fiction), starbursts can be more exotic still and have described machines from light-speed propulsion engines to truly horrid doomsday weapons.  In typography, a starburst is a symbol similar in shape to an asterisk, but with either or both additional or extended rays and it’s used for a brand of fruit-flavored confectionery, the name implying the taste “explodes” in the mouth as one chews or sucks.  In corporate use, starburst is slang for the breaking up of a company (or unit of a company) into a number of distinct operations and in software it was in the early 1980s used as the brand name of an application suite (based around the Wordstar word-processor) which was (along with Electric Office) one of the first “office suites”, the model Microsoft would later adopt for its “Office” product which bundled, Word, Excel, the dreaded PowerPoint and such.  It was the name of a British made-portable surface-to-air missile (MANPADS) produced in the late twentieth century, in botany it’s a tropical flowering plant (Clerodendrum quadriloculare), the term applied also to a species of sea anemone in the family Actiniidae and, in human anatomy, certain cell types (based on their appearance).  In photography, the “starburst effect” refers to the diffraction spikes which radiate from sources of bright light.

 

2006 Lincoln Zephyr.

 

Available only in 2005-2006 before it was “refreshed” and renamed MKZ (2007-2012), the Lincoln Zephyr picked up its styling cues from a concept car displayed at the 2004 New York International Auto Show although with the lines tempered for production-line reality.  In a sign of the times, it replaced the rear wheel drive (RWD), V6 & V8 powered LS sedan (2000-2006, with one model sharing showrooms with the Zephyr for its final year) which had been well-reviewed in press reports but never succeeded as a challenger to the BMW 5-Series and Mercedes-Benz E-Class.  The twenty-first century Zephyr wasn’t a “bad” car in the sense the word is attached to the English Mark IV Zephyr & Zodiac but it was bland and built on the Mazda CD3 front wheel drive (FWD) platform which provided the underpinnings for also the Mazda 6, Ford Fusion and Mercury Milan; despite Lincoln’s efforts, had it not had the badges, most would have assumed the Zephyr was a fancy Ford or a Mercury, so closely did it resemble both.  Struggling to find some point of differentiation, journalists always mentioned the wood trim in the interior was “real timber”, quoting with approval from the document in the press-pack: “Ebony or maple wood inserts”.  Even that wasn't enough to persuade many it was worth some US$30,000, a US$6000-odd premium over the substantially similar Mercury Milan Premier V6.  It did though undercut by US$4000 what a basic V6 LS has cost the year before so the price of entry to Lincoln ownership became less but that also brought the usual marketing conundrum: “Lowering the price increases sales but tarnishes the perception of the brand as a prestige product”.

 

2012 Lincoln MKZ.

There was also the name.  The original Lincoln Zephyr had existed only between 1935-1942 and, except a as niche among collectors, had long ago faded from public consciousness, the same phenomenon which made the choice of “Maybach” by Mercedes-Benz so curious; Toyota’s decision to create “Lexus” was a much better idea and perhaps an indication Japanese MBAs were better informed than German MBAs.  For 2007 the Zephyr was renamed MKX and even that “naming strategy” (now an MBA fixation) may not within the corporation been well-communicated because initial suggestions for pronunciation included “Mark 10” & “Mark X”, picking up on the (actually quite muddled) history of Lincoln's “Mark” cars which, off & on, existed between 1956-1998 (although the label was in 2006-2007 revived for a pick-up truck(!)).  Neither caught on and before long, like everyone else, company executives were saying “em-kay-zee”.  The “Mark” moniker would have been tempting because, as the “Zephyr affair” demonstrated, despite a history stretching back to 1917, the only Lincoln brand names with any traction in the public imagination are “Continental” and “Mark something”.  When MKZ production ended in 2012, the demise wasn’t so much unlamented as unnoticed.

Deglutition

Deglutition (pronounced dee-gloo-tish-uh)

In physiology, the act or process of swallowing, regarded in modern mdeicine as a three-part process.

1640-1650: From the sixteenth century French déglutition (act or power of swallowing) or the Late Latin dēglūtītiō, the construct the Classical Latin dēglūtīre & dēgluttīre + -tiō (the suffix forming nouns relating to actions or the results of actions).  Dēgluttīre was from dēgluttiō (to swallow down), the construct being dē- (the prefix meaning “from, off”) + gluttiō (to gulp down, swallow) from the primitive Indo-European gwel (throat).  The Classical Latin deglutitionem (nominative deglutitio) was a noun of action from the past-participle stem of deglutare (to swallow down), the construct being ," from de- (the prefix used here in the sense of "down" + glutire "to swallow".  The old synonym glutition is obsolete although in medical texts it persisted well into the twentieth century and the French spelling déglutition appears in some medical publications.  Deglutition is a noun, deglutitive, deglutitious, deglutitory & deglutible are adjectives; the noun plural is deglutitions.  It seems forms like deglutiting, deglutited, deglutitively et al don't exist.

The mechanism of deglutition.

The process of deglutition (swallowing) may in humans begin to develop in utero as early as 15 weeks gestation and the conventional wisdom now is that it happens in three stages: (1) Oral Phase, in which there’s a preparatory stage, liquids sealed in the oral cavity by the tongue & hard palate bolus (the mass of something, especially of chewed food in the mouth while solids are masticated and a propulsion stage in which the tongue moves the bolus (the mass of chewed food towards the pharynx (the opening to the canal and the back of the mouth), (2) Pharyngeal Phase, which is triggered by receptors sending messages to the brainstem’s swallowing centre, this initiating a sequence of actions which prevent preventing aspiration and pushing the bolus down into the esophagus (the pathway between pharynx & stomach) and (3) Esophageal Phase in which the bolus enters the esophagus to be moved toward the stomach by rhythmic contractions of the esophageal muscles, the final wave of which relaxes the lower sphincter (a body-part with a valve-like function) to allow the bolus to enter the stomach.

The verb swallow was from the Middle English swolowen, swolwen, swolȝen, swelwen & swelȝen, from the Old English swelgan, from the Proto-West Germanic swelgan, from the Proto-Germanic swelganą (to swallow, revel, devour), from the primitive Indo-European swelk- (to gulp).  It was cognate with the Dutch zwelgen (to revel, carouse, guzzle), the German schwelgen (to delight, indulge), the Swedish svälja (to swallow, gulp), the Icelandic svelgja (to swallow) and the Old English swillan & swilian (to swill, wash out, gargle).  The noun swallow was from the Middle English swelwe & swolwe, from the Old English swelh & swelg (gulf, chasm) and ġeswelge (gulf, chasm, abyss, whirlpool), both from the Proto-West Germanic swelg & swalgi, from the Proto-Germanic swelgaz & swalgiz. It was cognate with the Old English swiliġe (pit), the Scots swelch, swellie & swallie (an abyss in the sea, a whirlpool), the Middle Low German swelch (whirlpool, eddy), the Dutch zwelg (gorge, chasm, gullet, throat) and the Old Norse svelgr (whirlpool, current, stream).  The spellings swalow & swolow are long obsolete. Swallow & swallowing are nouns & verbs, swallower is a noun and swallowed is a verb; the noun plural is swallows.

Impending deglutition: Lindsay Lohan swallowing yogurt.

The familiar sense is “to cause (food, drink, medicine etc) to pass from the mouth into the stomach (ie to take into the stomach via the throat) emerged as early as the eleventh century.  The figurative use includes geopolitics (“to swallow another territory or population (usually by annexation or aggression) based on the thirteenth century use to mean “to take (something) in so that it disappears; to consume, to absorb” and gullibility (To accept easily or without questions; inclined to believe) which was in use by the sixteenth century.  The idiomatic uses include “bitter (or difficult) pill to swallow” (something unpleasant or unwanted which must be accepted or endured), “swallow one’s pride” (To set aside one's feelings and adopt an alternative stance for pragmatic or other reasons), “swallow one’s words” (to be forced to retract a prior statement after it has been proved wrong or inappropriate; to take back what one has said) and “swallowed a dictionary (or thesaurus) (to speak or write using long or obscure words)

A swallow in flight.

In ornithology, the swallow is a small, migratory bird of the Hirundinidae family with long, pointed, moon-shaped wings and a forked tail; it feeds on the wing by catching insects and is best known for the phrase “one swallow does not a summer make”, the idea being that just because there are sightings of the migratory swallows arriving in their summer home, it does not guarantee summer weather from that point on.  The bird’s name was from the Middle English swalwe, swalewe & swalowe, from the Old English swealwe, from the Proto-West Germanic swalwā, from the Proto-Germanic swalwǭ.  It was cognate with the Danish & Norwegian svale, the Dutch zwaluw, the German Schwalbe and the Swedish svala.  In all languages, the name is believed to be onomatopoeic, imitating the bird's twittering and chattering calls.

The Swallow Sidecar company was an English firm set up in the early inter-war years and. As the name implies, its business was building the sidecars which could be attached to a motorcycle to enable a passenger to be carried.  The “Swallow” name was chosen because the company made a conscious attempt to style their sidecars with elegant lines and they hoped buyers would associate them with the agile, graceful bird.  The business flourished but in the 1920s so did the British economy as a prosperity spread, so did the demand for motor cars and Swallow Sidecar entered this growing market, their template being to purchase relatively inexpensive chassis from mainstream manufacturers and cloak them with rakish bodies.  Because a stylish body cost about the same to produce as something more prosaic, profits were good even though Swallow Sidecars sold their machines at very attractive prices.  To reflect the new business model, the company had by 1927 changed its name to Swallow Sidecar and Coachbuilding Company but with the cars rapidly coming to absorb most of the manufacturing capacity, by 1930 it was known as Swallow Coachbuilding.

1938 SS 100 Jaguar 3½-litre roadster.

Unlike many small coach-builders, this structure survived the Great Depression and became SS Cars Limited in 1934 and the “SS” may have been (1) an allusion to the original Swallow Sidecar or (2) just an attractive pair of letters for a car manufacturer (“S” by then already associated by many with high-performance) but it had come to be widely reported as a reference to “Standard Swallow” because most of the chassis them being used were supplied by the Standard company.  It was on an SS car that the “Jaguar” name was in 1935 first used, speedy or sleek animals becoming a popular choice of name in the 1930s and it’s the SS Jaguar 100 (referred to usually as the SS 100) which is the best remembered although very few were built (198 with the 2½ litre straight-six & 116 with a 3½-litre version).  The SS 100 provided the template which in the post-war years Jaguar would use to build their reputation: speed, rakish lines and value for money.  Like Shelby American’s take on the AC Cobra, there are now many more replica SS 100s than ever were built by the factory.

In 1945, as part of the planning for the resumption of production for vehicles for the civilian market, SS Cars changed its name to Jaguar Cars Limited but despite much subsequent speculation, there seems to be nothing to suggest it had anything to do with avoiding the common used name of the Nazi Schutzstaffel (the SS (ᛋᛋ in Armanen runes) 1925-1945) which was originally a party squad to provide security at public meetings (then often rowdy and violet affairs) which evolved into a personal bodyguard for Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945) before becoming first a paramilitary formation and finally a kind of parallel army (the Waffen-SS) hundreds of thousands strong).  Instead, it seems to have been that the market response to the Jaguar name had been positive and was in its field unique and would therefore not be confused with anything else.

Degrees of authenticity: 2017 Jaguar XKSS (continuation series)

In 1957, the "SS" moniker was revived for what was planned to be a run of 25 XKSSs, road-going conversions of the Le Mans-winning D-type (1954-1956); such things were possible in those happier, less regulated times.  However, nine of the cars earmarked for export to North America were lost in fire so only 16 were ever completed.  In 2016 Jaguar displayed the first of nine XKSS "continuation" models and these nine, using the serial numbers allocated in 1957 are regarded as a "continuation of the original run" to completion, Jaguar insisting it is not "cloning itself".  The project was well-received and the factory subsequently announced it would also continue the production run of the lightweight E-Types, again using the allocated but never absorbed ID numbers.  Other manufacturers, including Aston Martin, have embarked on their own continuation programmes and at a unit cost in excess of US$1 million, it's a lucrative business.