Bubbletop

Bubbletop (pronounced buhb-uhl-top)

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

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

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

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

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

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

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

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

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

GM Firebird II (1956).

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

GM Firebird III (1958).

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

1959 Cadillac Cyclone (XP-74).

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

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

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

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

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

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

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

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

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

The bubble shirt and bubble tops.

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

Roadster

Roadster (pronounced rohd-ster)

(1) An early automobile having an open body, a single seat for two or three persons, and a large trunk or a rumble seat.

(2) A horse for riding or driving on the road (archaic).

(3) A two-seater, convertible sports car.

(4) A sea-going vessel riding at anchor in a road or bay.

(5) In coastal navigation, a clumsy vessel that works its way from one anchorage to another by means of the tides.

(6) A bicycle, or tricycle, adapted for common roads, rather than for the racing track, usually of classic style and steel-framed construction (archaic).

(7) Slang for one who drives much or one who lives along the road (UK (8) archaic).

(8) Slang for a hunter who keeps to the roads instead of following the hounds across country (archaic).

(9) The pre-modern class of racing car most associated with the classic era of the Indianapolis 500 (1952-1964).

1735–1745: A compound word, road + -ster.  Road was from the Middle English rode & rade (ride, journey) from the Old English rād (riding, hostile incursion) from the Proto-Germanic raidō (a ride), from the primitive Indo-European reydh (to ride). It was cognate with raid, a doublet acquired from the Scots, and the West Frisian reed (paved trail/road, driveway).  The –ster suffix is applied to someone (or something) associated with an act or characteristic, or does something specified.  It’s from the Middle English –ster & -estere from the Old English -estre (-ster, the feminine agent suffix), from the Proto-Germanic –istrijǭ &, -astrijǭ from the primitive Indo-European -is-ter- (suffix).  It was cognate with the Old High German -astria, the Middle Low German –ester and the Dutch -ster.  Roadster is a noun; the noun plural is roadsters.

Roadsters, gullwings and courtesans

1920 Stutz Bearcat, the classic American roadster of the early inter-war years.  Such was its allure, it was (apocryphally) claimed that should anyone die at the wheel of a Stutz Bearcat, they were granted an obituary in the New York Times (NYT).

In the United States of the mid-nineteenth century, a roadster was a horse suitable for travelling and by the early 1900s, the definition had expanded to include bicycles and tricycles.  In 1916, the US Society of Automobile Engineers (SAE) defined a roadster as "an open car seating two or three”, a meaning which endures to this day.  Despite the origins, use was patchy in the US with the word applied to vehicles as diverse as the front-engined USAC (Indy) racing cars of the 1950s, a variety of 1930s convertibles and the custom post-war creations otherwise known as hot-rods.

Two of the 1963 Kurtis Kraft Roadsters which ran at the 1963 Indianapolis 500.  Car 56 (Jim Hurtubise (1932–1989)) qualified 3^rd (150.257 mph (241.815 km/h)) but retired on lap 102 after suffering an oil leak.  Car 75 (Art Malone (1936–2013)) qualified 25^th (148.343 (238.735 km/h)) but retired on lap 18 with clutch failure.

Both Kurtis Kraft Roadsters used the supercharged, double overhead camshaft (DOHC) Novi V8 (167–183 cubic inch (2.7–3.0 litres)) which appeared on the Indy 500 grid between 1941-1966.  The Novi was famous for the howl it produced at full cry but it never achieved its potential because chassis and tyre technology didn’t advance to the point its prodigious power could successfully be handled, the adoption of an all-wheel-drive (AWD) platform (then still referred to as four-wheel-drive (4WD) which now is usually reserved for vehicles which claim some off-road capability) coming too late.  The Novi V8 and is sometimes compared to the 1.5 litre (91 cubic inch) BRM V16, another charismatic, supercharged, small displacement engine with a narrow power band.  The unusual fin on car 75 was an attempt to improve straight-line stability, an approach often used in the era before the implications of down-force fully were understood.

The Indy folklore is the adoption of the term “roadster” to describe the final era of the front-engined cars was the result of an act of subterfuge.  What defined the “Indy Roadster” was the engine and drive shaft being offset from the center-line of the car, something which allowed the driver to sit lower in the chassis thereby optimizing the weight distribution for use on (anti-clockwise) oval tracks.  It was in 1952 quite an innovation and the legend is that whenever there were visitors in their workshop, the Kurtis team covered the chassis with a tarpaulin and if asked, casually dismissed what lay beneath as “just our roadster” (then a common term for a “hot rod”, a hobby which became popular in the post-war years).  The name stuck when the car appeared, the design for a decade the dominant configuration in open-wheel oval racing although the writing was on the wall in 1961 when Jack Brabham (1926–2014) appeared at the brickyard in an under-powered mid-engined Cooper Climax which, although out-paced by the roadsters on the straights, posted competitive times because of its superior speed in the curves.  After that, the end of the roadster era came quickly and by 1965 one could manage to finish only as high as fifth, the last appearance at Indianapolis coming in 1968 when Jim Hurtubise’s Mallard retired after nine laps with a dropped piston (something as serious as it sounds).

1954 Jaguar XK120s: Roadster (open two-seater (OTS) in the UK and certain export markets; left) and Drop Head Coupé (DHC; right).  The roadsters were lighter and intended as dual-purpose vehicles which could be road-registered, driven to circuits and with relatively few changes be immediately competitive in racing.  The DHCs were based on the heavier, more luxuriously trimmed Fixed Head Coupé (FHC) coachwork while the roadsters featured cutaway doors without external handles or side windows and a removable windscreen.  Variations on this pre-war pattern was common in the British and parts of the European industry; even the early Chevrolet Corvettes were true roadsters.  

In pre-war Europe (though less so in the UK where “sports-car” or “open two seater” tended to be preferred), roadsters were often those with most rakish or flamboyant bodies, offered either by the factory or outside coachbuilders.  After the war, the term came to be restricted to what were once known as sports cars, the smaller, lighter and most overtly sporty of the line.  British manufacturers also distinguished, within a line of convertible two-seaters between lightweight roadsters and the more lavishly equipped drop-head coupés (DHC) which had features such a full-doors and side windows, neither always fitted to roadsters.  Interestingly, the early Jaguar XK120s and 140s (1949-1957) were marketed as open two-seaters (OTS) in UK and roadsters in the US, the home market not adopting the export nomenclature until the XK150 in 1958.

300 SL gullwing (1954-1957)

Although the public found them glamorous, the engineers at Mercedes-Benz had never been enamored by the 300 SL’s gullwing doors, regarding them a necessary compromise imposed by the high side-structure of the spaceframe which supported the body.  Indeed, the doors had never been intended for use on road-cars, appearing first on the original (W194) 300SL, ten of which were built to contest sports-car racing in 1952.  The W194 had a good season, the most famous victory a 1-2 finish in the 24 Heures du Mans (24 Hours of Le Mans) and this success, along with the exotic lines, attracted the interest of the factory’s US importer who guaranteed the sale of a thousand coupés, essentially underwriting the profitability of full-scale road-car production.  The sales predictions proved accurate and between 1954-1957, 1400 (W198) 300 SL gullwings were built, some eighty percent of which were delivered to North American buyers.  Curiously, at the time, Mercedes-Benz never publicly disclosed what the abbreviation "SL" stood for.  The assumption had long been it meant Sport Light (Sport Leicht), based presumably on the SSKL of 1929-1931 (Super Sport Kurz (short) Leicht) but the factory documentation for decades used both Sport Leicht and Super Leicht.  It was only in 2017 it published a 1952 paper discovered in the corporate archive confirming the correct name is Super Leicht.

300 SL Roadster (1957-1963)

 

That the sales reached the numbers hoped was good because the gullwing was expensive to produce and a certain volume was required to achieve profitability but by 1956, sales were falling.  At that time the US distributer was suggesting there was greater demand for a convertible so the decision was taken to replace the gullwing with a roadster, production of which began in 1957, lasting until 1963 by which time 1858 had been built.  Now with conventional front-hinged doors made possible by a re-design of the tubular frame, the opportunity was taken also to include some improvements, most notably a more powerful engine and the incorporation of low-pivot swing axles in the rear suspension.  The rear axle changes, lowering the pivot-point to 87mm (3.4 inches) below the differential centre-line did reduce the camber changes which could be extreme if cornering was undertaken in an inexpert manner but the tendency was never entirely overcome.  The swing axles, much criticized in later years, need to be understood in the context of their times, the tyres of the 1950s offering nothing like the grip of more modern rubber although it is remains regrettable the factory didn't, for its high-performance road cars, adopt the de Dion rear suspension it used on both road and competition cars during the 1930s.  Although manageable in expert hands, as the Mercedes-Benz Formula One drivers in 1954-1955 proved, the more predictable de Dion would likely have been better suited to most drivers on the roads.  In fairness, the gullwing’s rear suspension did behave better than many of the more primitive swing-axle systems used by other manufacturers but it needed to given that in any given situation, the Mercedes would likely be travelling a deal faster.  Remarkably, the Mercedes-Benz swing-axle arrangement lasted well into the age of the radial-ply tyre, in volume production until 1972 and used until 1981 on the handful of 600 Grossers built every year.

300 SLS (1957)

Less costly to build than the gullwing, a few hundred 300 SL roadsters were sold annually, the price tag reaching even higher in the stratospheric realm.  Unlike the lighter gullwing, the emphasis shifted from a dual-purpose vehicle suited to both road and track to one that was more of a grand-tourer.  The factory however managed to give the car one last fling at competition.  The SCCA (Sports Car Club of America), tired of the gullwing’s domination in the production sports car category, changed the rules to render it uncompetitive and, as the new roadster hadn’t yet achieved the volume needed to qualify for homologation, Mercedes-Benz built a new model: called the 300 SLS (Super Light Sport), two built to contest the SCCA’s modified production class.  Much lighter, slightly more powerful and with a few aerodynamic tweaks, the SLS won the trophy.

As a footnote (one to be noted only by the subset of word nerds who delight in the details of nomenclature), for decades, it was said by many, even normally reliable sources, that SL stood for sports Sports Leicht (sports light) and the history of the Mercedes-Benz alphabet soup was such that it could have gone either way (the SSKL (1929) was the Super Sports Kurz (short) Leicht (light) and from the 1950s on, for the SL, even the factory variously used Sports Leicht and Super Leicht.  It was only in 2017 it published a 1952 paper (unearthed from the corporate archive) confirming the correct abbreviation is Super Leicht.  Sports Leicht Rennsport (Sport Light Racing) seems to be used for the the SLRs because they were built as pure race cars, the W198 and later SLs being road cars but there are references also to Super Leicht Rennsport.  By implication, that would suggest the original 300SL (the 1951 W194) should have been a Sport Leicht because it was built only for competition but given the relevant document dates from 1952, it must have been a reference to the W194 which is thus also a Sport Leicht.  Further to muddy the waters, in 1957 the two lightweight cars based on the new 300 SL Roadster (1957-1963) for use in US road racing were (at the time) designated 300 SLS (Sports Leicht Sport), the occasional reference (in translation) as "Sports Light Special" not supported by any evidence.  The best quirk of the SLS tale however is the machine which inspired the model was a one-off race-car built by Californian coachbuilder ("body-man" in the vernacular of the West Coast hot rod community) Chuck Porter (1915-1982).  Porter's SLS was built on the space-fame of a wrecked 300 SL gullwing (purchased for a reputed US$500) and followed the lines of the 300 SLR roadsters as closely as the W198 frame (taller than that of the W196S) allowed.  Although it was never an "official" designation, Porter referred to his creation as SL-S, the appended "S" standing for "scrap". 

Job done, the factory withdrew from circuit racing although private teams would continue to campaign 300 SLs into the 1970s.  The road-going version continued with little visual change until 1963 although the engineering refinements continued as running changes, disk brakes adopted in 1961, the last few dozen built with a lighter aluminum engine block replacing the cast-iron casting.  When retired, it wasn’t replaced, the W113 (pagoda) and their successors (R107) roadsters a different interpretation of the genre.  It would be decades before Mercedes-Benz would again offer anything like the 300 SL.

190 SL (1955-1963)

The reception afforded the 300 SL prompted the US distributor to suggest a lower cost sports car would also be well-received.  The economics of that dictated the exotic features of the gullwing (dry-sump lubrication, the doors, fuel-injection) couldn’t be used so the factory instead grafted attractive roadster coachwork atop a shortened saloon car platform, the pedestrian four-cylinder engine barely more powerful than when found in its prosaic donor.  Still, the 190 SL (W121) looked the part and could be sold for well under half the price of a gullwing though even then it was hardly cheap, costing a third more than a Chevrolet Corvette and by then the Corvette had been transformed into a most estimable roadster with the addition of the new Chevrolet 265 cubic inch (4.3 litre) small-block V8.  Pleasingly profitable, nearly twenty-six thousand 190 SLs were built over an eight-year run beginning in 1955 and there were even plans for a 220 SL, using the 2.2 litre (134 cubic inch) straight-six from the “pontoon” saloon range (W120-121-105-128-180; 1953-1963) which had provided the roadster's platform.  Prototypes were built and testing confirmed they were production-ready but the continuing success of the 190 SL and capacity constraints first postponed and finally doomed the project.  After production ceased in 1962 (none were built in 1963 but the factory listed the final 104 cars as 1963 models), it wouldn’t be until the 1990s that the concept of a smaller roadster (the R170 SLK) to run alongside the (R129) SL was revived although, since the early 1970s, the SL (R107) had simultaneously been available with engines of different sizes and accordingly placed price-points.

190 SL Rennsport, Macau Grand Prix, 1957.

Though never designed with competition in mind, the factory did construct half a dozen higher-performance Rennsport (motor-racing) packages (referred to internally as the 190 SLR), the most important aspect of which was diet, the weight-reduction achieved with aluminium doors, a smaller Perspex windscreen and the deletion of non-essential items such as the soft top, sound insulation, the heater (they're surprisingly weighty devices) and bumpers.  Although never part of a major racing campaign, it did enjoy success including a class win in a sports car event at Morocco and victory in the 1957 Macau Grand Prix.

Last of the Adenauers: 300d (W189, 1957-1962) Cabriolet D (upper) & the "standard" 300d saloon (four-door hardtop).

Although some of its customers during the mid-twentieth-century (notably between 1933-1945) are understandably neglected in their otherwise comprehensive attention to history, Mercedes-Benz has always acknowledged and publicized the drivers and clients of the 1950s.  Their Formula One drivers (especially Juan Manuel Fangio (1911–1995) & Stirling Moss (1929–2020) were honored for decades after their retirements and Konrad Adenauer, the first chancellor of the Federal Republic, was even afforded the unique distinction of being the nickname for the 300 (W186 & W189, 1951-1962), the big limousine of the era which used a substantially similar engine to the 300 SL's unit.  Note that although the top image is of a convertible, it's a "cabriolet" and not a roadster.  According to Mercedes-Benz, a roadster is a two door, two seater convertible although, since the 1960s, the factory has sometimes offered the option of single (transverse) or conventional rear seat for occasional (and sometimes uncomfortable) use.  Small, these seats were really suitable only for very young children and no pretence was made that they make a roadster into a true four-seater, 2+2 the usual (generous) description.  Being Germans, during the 1930s, Daimler-Benz decided there were sufficient detail differences between the coachwork and hood (in the sense of folding roof) assemblies offered and formalized definitions of five distinct flavors of Mercedes-Benz cabriolets.

Fraulein Rosemarie Nitribitt with 190 SL and Joe der Hund.

However, in a fate shared with some of the most valued clients of the three-pointed star between 1933-1945, nor does the factory’s historic literature dwell on someone perhaps the 190SL’s best known owners, Rosemarie Nitribitt (1933-1957).  Fraulein Nitribitt was, by 1957, Frankfurt’s most illustrious (and reputedly most expensive) prostitute, a profession to which she seems to have been drawn by necessity but at which she proved more than proficient and, as the reports of the time attest, there was nothing furtive in the way she practiced her trade.  Something of a celebrity in Frankfurt, the republic’s financial centre, her black roadster became so associated with her business model that the 190SL was at the time often referred to as the “Nitribitt-Mercedes”, her car seen frequently, if briefly, parked in the forecourts of the city’s better hotels.  Unlike the contemporary connection with Herr Adenauer, the factory never acknowledged this nickname.

190 SL sales breakdown

The lives of prostitutes, even the more highly priced, can descend to their conclusion along a Hobbesian path and in 1957, aged twenty-four, she was murdered in her smart apartment, strangled with a silk stocking, the body not found for several days.  Given Fraulein Nitribitt operated at the upper end of the market, her clients tended variously to be rich, famous & powerful and that attracted the raft of inevitable conspiracy theories there had been a cover-up to protect their interests, a rather botched police investigation encouraging such rumors.  The murder remains unsolved.  It has been suggested sales of the 190 SL suffered because of the connection, the little roadster briefly attracting the moniker “whore’s taxi” and indeed, there was a decline in the period.  However, 1956 was the first year of full-production and a second-year drop-off in sales is not unknown, gullwing production for example dropped to 308 in 1956, quite a fall from the 855 achieved the previous year and while, at least in Germany, the association with the dead courtesan may have been off-putting for the bourgeoise, without qualitative data, one really can’t say.  There was a precipitous decline in 1958 but that was the year of the worst US recession of the post-war boom and it was in the US most of the drop was booked; sales anyway quickly recovered on both sides of the Atlantic.

Frankfurt police officers examining Helga Matura's 220 SE cabriolet.  Note the jackboots.

In a coincidence of circumstances, a decade later, Fraulein Helga Sofie Matura (1933-1966) was another high-end prostitute murdered in Frankfurt, the weapon this time a stiletto (the stylish shoe rather than the slender blade).  Never subject to the same rumors the Nitribtt case attracted, it too remains unsolved.  In another coincidence, Fraulein Matura’s car was a convertible Mercedes, a white (W111) 220 SE Cabriolet.  Despite the connection, the W111 never picked up any prurient nicknames and nor did its reputation suffer, the most valuable of the W111 cabriolets now attracting prices in excess of US$400,000 for original or fully-restored examples while German turning houses which update the drive-trains to modern standards list them at twice that.

Helga Matura (1966) by Gerhard Richter

Gerhard Richter (b 1932) is a German visual artist whose work encompasses glass as well as aspects of both photography and painting.  Although most noted for working in illusionistic space, some of his output has belonged to various schools of realism and he seems to place himself in many of the traditions of modernism, acknowledging surrealism, the primacy of the object and the purpose of art.  Of particular interest was his 1988 series of fifteen photo-paintings (18 October 1977) depicting four members of the Red Army Faction (RAF) (better, if a little misleadingly, known in the English-speaking world as the Baader-Meinhof Gang).  Created using monochrome photographs taken mostly before their deaths, the work was an interesting exploration of time, meaning and form.

His portrait of the late Helga Matura is representative of his technique in photo-paintings, applying the practices of the Fluxus movement to material not originally created as art.  Blurred and variously in and out of focus, it takes the entirely representational image of a photograph which is then disrupted; disruptions may be for the purposes of the artist, the subject or the viewer and indeed time, the nature of the work changing whether viewed with or without knowledge of her life and death.

Roadster off the road, California, 2005.

In 2005, Lindsay Lohan went for a drive in her Mercedes-Benz SL 65 AMG roadster.  It didn’t end well.  Based on the R230 (2001-2011) platform, the SL 65 AMG was produced between 2004-2012, all versions rated in excess of 600 horsepower, something perhaps not a wise choice for someone with no background handling such machinery though it could have been worse, the factory building 350 of the even more powerful SL 65 Black Series, the third occasion an SL was offered without a soft-top and the second time one had been configured with a permanent fixed-roof.

Roadster back on the road, Texas, 2007.

However, by 2007, the car (California registration 5LZF057), repaired, detailed & simonized, was being offered for sale in Texas, the mileage stated as 6207.  Bidding was said to be “healthy” so all's well that ends well.

Weimar

Weimar (pronounced vahy-mahr, wahy-mahr, veye-mahr or weye-mahr)

(1) A city in Thuringia, in central Germany, the scene (in 1919) of the adoption of the constitution of the German state which came (retrospectively) to be known as the Weimar Republic.

(2) A German surname (of habitational origin).

(3) As Weimar Republic, The sovereign German republic (1918-1933), successor state to the German Empire (1871-1918 and now sometimes referred to as the “Second Reich”) and predecessor to the Nazi regime (the “Third Reich”, 1933-1945).

Pre 1100: The construct was the Old High German wīh (holy; sacred) + meri (sea; lake; pond; standing water, swamp).  The name can therefore be analysed as something like “holy pond” or “sacred lake” but what religious significance this had or which aquatic feature was involved is not known.  A settlement in the area of what is now Weimar has existed since at least the early Middle Ages and there is a document dated 999 which makes reference to the town as Wimaresburg but how long this, or some related form had be in use is unknown.  Over time, the changes presumably reflected as desire for convenience and simplification (not an imperative always noted in evolution of the German language) and during the early centuries of the second millennium the place seems to have been known as Wimares, Wimari & Wimar before finally becoming Weimar.  In a manner not unusual in the Holy Roman Empire (800-1806), it was the seat of the County of Weimar, one of the administrative and commercial centres of Thuringia but in 1062 merged with the County of Orlamünde to form Weimar-Orlamünde, which existed until 1346 when the Thuringian Counts' War (a squabble between several local barons) erupted.  In the settlement which followed, Weimar was taken by the Wettin clan as an agreed fief and over time developed into a major city.  Weimar is a proper noun, Weimarization & Weimarize are nouns and Weimarian is a noun & adjective; the noun plural is Weimars.

One native to or an inhabitant of Weimar is a Weimarer (strong, genitive Weimarers, plural Weimarer, feminine Weimarerin).  The adjective Weimarian (of or relating to the Weimar period (1918-1933) in German can be used in any context but is most often applied to the art & culture associated with the era rather than politics or economics.  The comparative is “more Weimarian”, the superlative “most Weimarian”).  The noun Weimarization (a state of economic crisis leading to political upheaval and extremism) is used exclusively to describe the political and financial turmoil of the Weimar years.  The verb Weimarize (to cause to undergo Weimarization) is the companion term and is applied in much the same was as a word like “Balkanize” as a convenient word which encapsulates much in a way no other can.  The Weimaraner is a breed of dog, bred originally in the region as a hunting dog, the construct being Weimar + the German suffix -aner (denoting “of this place”).

In a constitutional sense, the Weimar Republic came into existence on 11 August 1919 when the national assembly of the German state met in the city to adopt the new Weimar Constitution.  Despite that, many historians use the label to cover the whole period between abdication on 9 November 1918 by Wilhelm II (1859 1941; German emperor (Kaiser) & King of Prussia 1888-1918) and the Nazis taking office on 30 January 1933.  The constitution created what structurally was a fairly conventional federal republic (known officially as the Deutsches Reich (German Reich)), the constituent parts of which were the historic Länder (analogous with the states in systems like the US or Australia though the details of the power sharing differed), each with their own governments, assemblies and constitutions.  Historians regards the inherent weakness of the structure as one of the factors which contributed to the political instability, economic turmoil and social unrest for which the era is remembered but the external forces are thought to have been a greater influence, notably the harsh terms imposed by the Treaty of Versailles (1919) and the extraordinary level of war reparations, the latter particularly associated with the hyper-inflation of 1923.  However, it was a time of unusual social & political freedom and there was an outpouring of innovative cultural creativity.  One thing which tends to be obscured by what came later was that by 1928 the system had been stabilized and the economy was stable.  In the last election prior to the Wall Street Crash (1929), the Nazi vote has slumped to 3% and the party was an outlier with few prospects and it was only the depression of the early 1930s which doomed Weimar.

Lindsay Lohan in court, Los Angeles, 2011.

Actually, rather than the pleasant city in Thuringia which lent the constitution its name, it was Berlin, the national and Prussian capital which came most to be associated with the artistic and sexual experimentation of the republic.  Although most of went on in the place was little different than in other conservative German cities it was the small but highly visible numbers of those enjoying the excesses which attracted attention.  In his novel Down There on a Visit (1962) Christopher Isherwood (1904–1986) wrote of the sort of warning respectable folk would in the 1920s offer to anyone who seemed to need the advice:

“Christopher - in the whole of Thousand Nights and One Night, in the most shameless rituals of the Tantra, in the carvings on the Black Pagoda, in the Japanese brothel-pictures, in the vilest perversions of the oriental mind, you couldn’t find anything more nauseating than what goes on there, quite openly, every day. That city is doomed, more surely than Sodom ever was."  And then and there I made a decision - one that was to have a very important effect on the rest of my life. I decided that, no matter how, I would get to Berlin just as soon as ever I could and that I would stay there a long, long time.

Weimar art: Der Künstler mit zwei erhängten Frauen (The Artist with Two Hanged Women), watercolour and graphite on paper by Rudolf Schlichter (1890-1955).   

Isherwood left London by the afternoon train for Berlin on 14 March 1929, taking a room next to the Hirschfeld Institute for Sexual Science from which he explored the city’s “decadence and depravity” enjoying just about every minute and by his own account every gay bar and club, of which there were many.  That niche was only one of many to which the Berlin of Weimer catered, all fetishes seemingly there from morphine, cocaine and opium houses to a club at which membership was restricted to a “coven of coprophagists [who] gorged a prostitute on chocolate, gave her a laxative and settled down to a feast.”  Actually, at the time, there was plenty of depravity among the Nazis, however much the public platform of the party might stress traditional values and they were as condemnatory as the Pope of such as communists, homosexuals and Freemasons (The Roman Catholic Church among the institutions Hitler admired along with the British Empire and comrade Stalin (and Stalin really was a construct)).  Indeed, in his writings and the recollections of his contemporaries about his discussions, Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945) didn’t much dwell on moral matters but he would spend much effort condemning those aspects of German culture he believed the Weimar generation were corrupting including “modernist architecture, Dadaist art, Jewish psychoanalysis, experimental theatre, short shirts, lipstick, bobbed hair, dances like the foxtrot and jazz” (the last of which he derided as “a degenerate negroid sound”).

Weimar art: Sonnenfinsternis (Eclipse of the Sun (1926)), oil on canvas by George Grosz (1893-1959).  Weimar was not untouched by surrealism.

The lurid tales of Weimar Berlin from the diaries of Christopher Isherwood et al now entertain rather than shock as once they would have managed but the expressionist art which flourished at the time remains striking.  A stridently experimental fork of the European avant-garde, the Weimar artists chose to ignore traditional aesthetic conventions and according to some critics the painters were fascinated by ugliness, the composers by atonal dissonance.  They were also artists who were predominately urban and focused upon the city, its decadence and corrosive influence upon the individual.  The Weimar period was the time also when the phrase magischer Realismus (magic realism) was coined, more accurately to describe what had come to be known as the Neue Sachlichkeit (new objectivity).  Magic realism is now thought of as a literary genre in which fantastical elements are interpolated into life-like depictions of the world but the first use was in 1925 by German art historian Franz Roh (1890–1965) who observed many artists in the Weimar Republic were rejecting (or at least ignoring) the idealistic style (fashionable before World War I (1914-1918) and which had combined naturalistic depiction with an amplification of beauty and virtue), in favor of something recognizably realistic yet blended with uncanny elements.  Roh’s understanding of magic realism was at least partially an acknowledgement of technology: the influence of photography and moving pictures (film).  Then as now, there was debate about whether there was some point at which realism stopped and surrealism began but the distinction was that magic realism was a distortion of the actual material world for some political or other didactic purpose whereas surrealism explored the abstractions which lurked in the subconscious mind. 

In the Weimar style: The Rt Hon Theresa May MP (2023), a portrait of Lady May (b 1956; UK prime-minister 2016-2019) by Saied Dai (b 1958).

Painted by Tehran-born Saied Dai, it will hang in  Portcullis House, Parliament's office complex where many MPs have their offices and not since Graham Sutherland’s (1903–1980) portrait of Winston Churchill (1875-1965; UK prime-minister 1940-1945 & 1951-1955) was unveiled in 1954 has a painting of one of the country’s prime-ministers attracted so much interest, the reception of such works not usually much more than perfunctory.  Sutherland was commissioned (as second choice; Sir Herbert Gunn's (1893–1964) fee deemed too high) by the ad hoc “Churchill Joint Houses of Parliament Gift Committee” to paint a portrait to mark the prime-minister’s eightieth birthday and on 30 November 1954, the members of the Commons & the Lords assembled in Westminster Hall to mark the occasion.  Paid for by parliamentary subscription (the idea of paying for such a thing from their own pockets would appal today’s politicians), it was intended the work would remain with Churchill until his death after which it would be gifted to the state to hang in the Palace of Westminster.

Winston Churchill (1954) by Graham Sutherland.

Things didn’t work out that way.  Churchill, not anyway much enjoying the aging process loathed the painting and felt betrayed by the artist, the preliminary sketches he’d been shown hinting at something rather different.  Initially, he sulked, first saying he wouldn’t attend the event, then that he’d turn up only if the painting wasn’t there but his moods often softened with a little coercion and he agreed to make a short speech of thanks at the unveiling, his most memorable lines being: “The portrait is a remarkable example of modern art. It certainly combines force and candour.”  It wasn’t hard to read between the lines and when delivered to Churchill’s country house, the painting was left in a storeroom, never unwrapped and never again to be seen, Lady Churchill (Clementine Churchill (Baroness Spencer-Churchill; 1885–1977) in 1956 incinerating it in what was described as “a huge bonfire”.  That she'd executed one of history’s most practical examples of art criticism wasn't revealed until 1979.  Curiously, when first she saw it in 1954 she admired the work, Somerset Maugham (1874–1965) who was with her at the time noting she “liked the portrait very much” and was much “moved and full of praise for it.”  Her view soon changed.

The better-received May portrait was commissioned this time by the Speaker's Advisory Committee on Works of Art at a cost of Stg£28,000 (in adjusted terms somewhat less than the 1,000 guineas paid in 1954; this time all from the tax payer) and Mrs May (she doesn’t use the title she gained in 2020 upon her husband being knighted (for “political service”) in Boris Johnson’s (b 1964; UK prime-minister 2019-2022) remarkable (and belated) Dissolution Honours List) was reported as saying she thought the portrait a “huge honour”.  When interviewed, the artist said his “…aim was to produce not just a convincing physical likeness, but also a psychological characterization, both individual and yet archetypal - imbued with symbolism and atmosphere.  A good painting needs to be a revelation and also paradoxically, an enigma. It should possess an indefinable quality - in short, a mystery.”

A work of careful composition, critics have found in it influences from the Renaissance and mannerism but it’s most obviously in the spirit of the German expressionists identified with the Weimar Republic and the addition of a convallaria majalis (the "lily of the valley" which flowers in May) was the sort of touch they would have admired.  Interestingly, Mr Dai expressed relief he’d not been asked to render Mr Johnson on canvas which is understandable because while an artist could permit their interpretative imagination free reign and produce something memorable, Mr Johnson over the decades has been a series of living, breathing caricatures and it would be challenge for anyone to capture his “psychological characterization”.  The Weimaresque May in oil on canvas works so well because it’s so at variance with the one-dimensional image of the subject which has so long been in the public mind.  Whether it will change the perception of Mrs May in the minds of many isn’t known but critics have mostly admired the work and views of her premiership do seem to have been revised in the light of the rare displays of ineptitude which have marked the time in office of her three successors.

After Weimar: Der Bannerträger (The Standard Bearer (circa 1936)) oil on plywood by Hubert Lanzinger (1880-1950).  The post card with the inscription Ob im Glück oder Unglück, ob in der Freiheit oder im Gefängnis, ich bin meiner Fahne, die heute des Deutschen Reiches Staatsflagge ist, treu geblieben (Whether in good fortune or misfortune, whether in freedom or in prison, I have remained loyal to my flag, which is now the state flag of the German Reich) was issued in 1939, one of many such uses of the image which depicts Hitler as a knight in shining armor on horseback, bearing a Swastika flag.  As he did whenever a  postage stamp with his image was sold, the Führer received a tiny fee as a royalty; multiplied by millions, he gleaned quite a income from his pictures.  In one of the many examples of the fakery which underpinned Nazism (and fascism in general), Hitler was “terrible on horseback".

Der Bannerträger was an example of the type of art which proliferated in both Nazi Germany and the Soviet Union, works intended to enforce the personality cult around Hitler and comrade Stalin (1878-1953; Soviet leader 1924-1953) and reinforce the messaging of both regimes.  Hitler, although he dutifully acknowledged them when they were presented, really did regard them as a kind of kitsch and although he understood their utility as propaganda pieces, they aroused in him little interest.  What he really liked in a painting was beauty as he defined it and in this his differentiation was something like his views on architecture where the standards imposed on the “functional” varied from his expectations of the “representational”.  Hitler would admire modern architecture rendered in steel & glass if it was being used for a factory or warehouse; there it was a matter of efficiency and improving working conditions but for the public buildings of the Reich, he insisted on classical motifs in granite.  In painting, he distinguished between what was essentially “advertising” and “real” art which the expressionism of the Weimar era certainly was not; the “…sky is not green, dogs are not blue and anyone who paints them as such has a sick mind” was his summary of thought on the Weimar art movement.  His preference was for (1) the Neoclassical which drew inspiration from the Greek and Roman art of Antiquity and his fondness extended not only to the voluptuous female nudes historians like to mention but also to the idealized, heroic figures representing nobility and heroism; with these he identified, (2) realistic landscapes, particularly those of the German countryside at its most lovely, (3) German Academic Realism which produced intricately detailed realistic representations of subjects, (4) depictions from Norse mythology which created a link between the legends and the idealized vision of the Nazi project and (5), traditional portraiture, if realistic and flattering (certainly demanded of the many painted of him).

Women in Weimer art: Margot (1924), oil on canvas by Rudolf Schlichter (1890-1955) (left), Porträt der Tänzerin Anita Berber (Portrait of the Dancer Anita Berber (1925)), oil and tempera on plywood by Otto Dix (1891–1969) (centre) and Bean Ingram (1928), oil on canvas by Herbert Gurschner (1901-1975) (right). 

Books of which the Nazis didn’t approve could be burned and the proscribed music not played but the practical public servants in the finance ministry knew much of the Entartete Kunst (degenerate art) removed from German (and later Austrian) galleries was highly sought by collectors in other countries and valuable foreign exchange was obtained from these sales (some of which in the post-war years proved controversial because of the provenance of some pieces sold then and later; they turned out to have been “obtained” from occupied territories or Jews).  Hitler despised Dadaism, Expressionism, Cubism, and Surrealism and expected others in the Reich to share his view but an exhibition of Entartete Kunst in Munich in 1937 proved an embarrassing one-off for the regime because people from around the country travelled to see it and it was the most attended art show of the Third Reich.  It was Weimar’s revenge.