Bulge

Bulge (pronounced buhlj)

(1) A rounded projection, bend or protruding part; protuberance; hump; to swell or bend outward; to be protuberant.

(2) Any sudden increase, as of numbers, often used in economics or demography.

(3) In the maritime sciences, a rising in small waves on the surface of a body of water, caused by the action of a fish or fishes in pursuit of food underwater.

(4) As bulging, to describe a box or similar container, the shape of which is distorted by being filled beyond its nominal capacity.

(5) In colloquial use, the outline of male genitals visible through clothing, a form especially popular in the states & micro-states of Melanesia and used also (by analogy with the bulge caused by a wallet) as a descriptor of wealth.

1200-1250: From the Middle English bulge (leather bag; hump), from the Old Northern French boulge & bouge (leather bag), from the Late Latin bulga (leather sack), from the Gaulish bulga & bulgos, from the Proto-Celtic bolgos (sack, bag, stomach).  It was cognate with the various English forms bilge, belly, bellows & budget, the French bouge, the Irish bolg (bag) and the German Balg; a doublet of budge.  Ultimate source was the primitive Indo-European bhelgh (to swell), an extended form of the root bhel (to blow, swell).  The sense of "a swelling, a rounded protuberance" is first recorded in the 1620s and it’s likely the later bilge is a nautical variant.  The later, more familiar military meaning "bulging part of a military front" was first noted in 1916, the Admiralty variation to refer to the shape a warship’s hull assumed after the addition of anti-torpedo armor appearing in the records of naval architects a year later.  The famous phrase "battle of the bulge" has been re-purposed by the weight-loss industry.  Synonyms and related words include wart, lump, nodule, protrude, swell, sag, bloat, projection, bump, swelling, promontory, growth, excrescence, dilation, bunch, protrusion, salient, hump, sac & blob.  Bulge, bulger & bulginess are nouns, bulging & bulgy are adjectives, bulged is a verb and bulgingly is an adverb; the noun plural is bulges.

Increasing bulginess: Lindsay Lohan's baby bump.  English phrases emerge organically and women seem much to prefer "baby bump" to "baby bulge", a Google search for the former returning 33,300,000 hits against a mere 35,000 for the latter.  "Baby bulge" does however have (usually unwanted) role in the process, the "postpartum baby bulge" a description of an abdomen which stubbornly resists post-delivery inducements to return to it's pre-pregnancy shape.

The hood (bonnet) bulge

1957 Jaguar XKSS (left), 1955 Mercedes-Benz 300 SLR (W196S) Uhlenhaut coupé) (centre) and Mercedes-Benz 300 SL (W198, 1954-1963, right).

A hood (bonnet) bulge differs from a hood scoop in that the former exists purely for the purpose of providing clearance for some piece of machinery beneath.  What needs to be accommodated typically will be an inconveniently tall part of the engine, a supercharger or some other component in the induction system.  Jaguar added a bulge to the D-Type (1954-1957) because after lowering the profile of the hood in the quest for aerodynamic efficiency, the XK-six wouldn't quite fit, even with the addition of a dry sump which gained a few inches.  The bulge was carried over to the XKSS, the road-going version of the D-Type.  On the Jaguars, the bulge was centrally placed but Mercedes-Benz, adopting the same expedient for the 300 SLRs needed theirs to exist on only one side where it also acted as an air-intake for the mechanical fuel-injection, an example of a bulge doing also some scooping.  Asymmetry is common on racing cars where function rules but the factory apparently couldn't in those days bring themselves to do it on road cars.  Although the 300 SLs (both the gullwings and the roadsters) needed only the bulge on the right-hard side (the tall, dry-sumped engine canted 50^o to the left) to accommodate the fuel-injection's ram-tubes, a matching bulge was included, thus ensuring the symmetry prized by the Germans.

MG MGC-GT (1967-1969, left), Iso-Grifo Can-Am (1968-1972, centre) and Ford Falcon BA XR8 (2002-2004, right).

Mercedes-Benz may have been disturbed by asymmetry but it didn't worry the pragmatists at MG who, having shoe-horned into the MGB (1962-1980) a big iron lump of a straight-six which necessitated using a torsion bar arrangement for the front suspension, found even their first attempt at a bulge still wasn't enough.  A dry sump would have solved the problem but that would have been expensive so a "blister" was added at the offending point on the bulge; a bulging bulge as it were.  Apparently a matching blister on the right was never considered and the MGC has one of the industry's more admired bonnets although that feeling didn't extend to the rest of the car, the model not even a modest success in the market and it lasted but two seasons.  The later V8 version (1973-1976) was both a better car and one that needed no bulge at all but it fell victim to the first oil shock.  There are those who claim the rectilinear protrusion on the hood of the big-block Iso Grifos can't be called a bulge at all and many etymologists might agree but such pedantry should be agreed with and ignored.  Nicknamed the "penthouse", the neo-brutalist construction is one of the industry's great bulges and it's entirely functional, affording clearance to the induction system and providing airflow, in & out.  Not functional at all was the bulge Ford in Australia added to the XR8 Falcons when the BA model was released in 2002.  Cheerfully admitting it was unnecessary and there just for looks, the factory later took advantage of its presence to advertise things like the V8's power output, a juvenile pleasure much appreciated by the target market.

Battle of the Bulge, Dec 1944-Jan 1945

The Ardennes Offensive, (Wacht am Rhein (Watch on the Rhine) was the German code-name) popularly known in the West as the Battle of the Bulge, was the last major German strategic offensive of World War II and ironically, Watch on the Rhine was the title of a play by Lillian Hellman (1905-1984) which debuted on Broadway in 1941, the theme being the need for an international alliance to oppose the Nazis.  After many delays, it began on 16 December 1944 and lasted officially until 25 January but had been repulsed by Allied forces weeks earlier.  It wasn't the first use of "bulge" in a battlefield context, the phrase documented in June 1940 in discussions about the German offensive in France and many generals over the centuries would have seen bulges represented on their situation maps.  One especially well-known One of the best known was Unternehmen Zitadelle (Operation Citadel), the German operation conducted in July 1943 against Soviet forces in the Kursk salient although, unlike the Ardennes Offensive, the Battle of Kursk was staged along a very long front and is best understood as a series of shifting bulges and the theatre evolved rapidly into a huge, dusty, swirling mass of tanks, artillery assaults and air attacks.  It remains history's largest tank battle.  

The bulge, December 1944.

Because of the disparity in military and economic strength between the German and Allied forces, in retrospect, the Ardennes Offensive appears nonsensical but, at the time, it made strategic and political sense.  Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945) knew, confronted as he was by attacks from the west, east and south, continuing to fight a defensive war could only delay the inevitable defeat.  An offensive in the east was impossible because of the strength of the Red Army and even a major battlefield victor in the south would have no strategic significance so it was only in the west that opportunities existed.

For many reasons, by late 1944 the Allied advance in the west had stalled after remarkable progress since the D-Day landings 6 June 1944) and defensive lines had been formed, the most lightly defended being those in the Ardennes Forest, the very region which had been the conduit for the German’s stunningly successful blitzkrieg campaign in 1940.  Despite that history, 1944’s rapid advance through collapsing German lines had convinced Allied intelligence their enemy was no longer capable of major offensive operations.  It was this compliancy which made the German attack possible and in military colleges this problem, created by what in the psychology literature is called "Bayesian perception" (from the probability theories developed by English statistician Thomas Bayes (circa 1700-1761)), is often more helpfully described as "top-down processing" which tends to overwhelm the inherently more accurate "bottom-up processing".  The idea is that a "Bayesian brain" will use prior knowledge and assumptions which will influence perceptions meaning we see what we expect to see and fail to observe what is not expected and the more intensely something is focused upon, the more acute becomes the tendency.  Thus, because the phrase "Paris in the spring" is so well known, a single glance will confirm the brain's perception and the duplicate "the" will remain unseen.

In the last great example of the professionalism and tactical improvisation which was a hallmark of their operations during the war, the Wehrmacht (the German military) secretly assembled a large armored force, essentially under the eyes of the Allies and staged a surprise attack through the Ardennes, aided immeasurably by the cover of heavy, low clouds which precluded both Allied reconnaissance and deployment of their overwhelming strength in air-power.  Hitler’s audacious strategic objective, which, given the forces available, none of his generals though possible, was to advance to the Belgium port of Antwerp, splitting the Allied lines in a pincer movement, destroying their four armies.  This he hoped would force the Western Allies out of the war, permitting the Germans to focus their entire strength against the Soviet Union in the east.

Initially successful, the Wehrmacht’s advance punched several holes in the line, the shape of which, when marked on a map, lent the campaign the name Battle of the Bulge.  Within days however, the weather cleared and the Allies were able to unleash almost unopposed their overwhelming superiority in air power.  This, combined with their vast military and logistical resources, doomed the Ardennes Offensive, inflicting losses from which the Wehrmacht never recovered.  From mid-January on, German forces never regained the initiative, retreating on all fronts until the inevitable defeat in May.

The IDF, Hamas and the Hezbollah, October 2023

Mr Netanyahu.  His friends, (both of them) call him "Bibi".

Already, comparisons with 1944 are being made with the apparent failure of the much vaunted Israeli intelligence machine, either to detect or act upon indications of the activities which would have been a prelude to the audacious attacks launched on 7 October 2023 by the Hamas into Israeli territory.  Although low-tech by comparison with a conventional military operation, the scale of what the Hamas managed to stage would still have demanded movements of materiel and personnel, an exercise in logistics which should have been noticed.  In an echo of the Yom Kippur War (6-25 October 1973), presumably, some activity would have been noticed but clearly it wasn't interpreted as an imminent threat so the inevitable review will have to focus on both the gathering and analysis of intelligence and one thing which will be considered is whether, as in the winter of 1944, assumptions were allowed to prevail over facts on the ground.  Any inquiry can be expected to be rigorous but only within the terms of reference the government will provide and those parameters are unlikely to allow any consideration of the consequences of the recent actions of Benjamin Netanyahu (b 1949; Israeli prime minister 1996-1999, 2009-2021 and since 2022).  Mr Netanyahu has for some time been attempting to make structural changes to Israel's courts, allegedly because he wishes to avoid any judicial scrutiny of the corruption charges which he faces.  The proposed changes to the courts are would actually align the way things are done in Israel with those used in many Western, democratic nations but it's the political context which has made them controversial and part of the widespread and long-lasting public protest has included large numbers of military reservists (on which the security of the Jewish state depends) refusing to serve while the government continues the legal manoeuvres which would have the effect of shielding the prime minister from prosecution.  Mr Netanyahu is one of the great survivors of modern politics and his longevity in office has been a remarkable achievement in one of the world's more difficult neighborhoods but it's unpredictable whether he can turn the shock of the Hamas incursion to his advantage and that is likely to depend upon managing any perception his being distracted by his own legal difficulties made Israel unusually vulnerable.

Securing any advantage will of course depend on Israel gaining what can be presented as a victory, something which in recent conflicts, north & south, has been as elusive on the battlefield as on social media.  Nor is the Hamas attack the only thing which will absorb the resources of the Israeli Defense Force (IDF).  In the north, there is the even more formidable Hezbollah and few in the intelligence community have cast doubt on reports the Shi'ite militia (which out-guns the armed forces of Lebanon and has more political influence) have some hundred-thousand short & medium range rockets available for deployment south of the Litani River (the Qasimiyeh or River Leontes).  Within hours of the Sunni Hamas launching their operation, the Hezbollah targeted Israeli military positions in the disputed Shebaa Farms, announcing it was acting "in solidarity" with the Palestinian people and in response, the IDF responded with artillery barrages.  No casualties were reported and at this stage the attack in the north seems to be thought a supportive gesture rather than anything strategic and the consensus is the Hezbollah will act at scale only if the situation in Gaza evolved to offer a particularly attractive opportunity and even then it would require approval from Tehran; in an unsubtle waring directed at the Ayatollahs, the Pentagon announced the movement of an aircraft carrier into the region.  The Hamas have seemingly timed their high-risk attack with some thought.  With the war in Ukraine demanding much military, political and financial support from the West (something already beginning to fray as Moscow predicted it would in any battle of attrition), the US government in political & fiscal paralysis and Israeli support for its own government at a historic low, the Hamas will have sniffed blood.  Nor will they be unaware the most long-lasting legacy of the Yom Kippur War fifty years earlier was the Arab oil embargo and the spike in the price which ended the long post-war prosperity in the West and triggered the political and economic upheavals which would last a decade.  The structure of the world economy and the imperatives of governments are not in 2023 quite what they were in 1973 but these things will be on the minds of many in many places.

In the short term, within the Israeli intelligence establishment, there will be an admission the military specialists will have to share more of the space with the political analysts.  With a death toll on both sides already in the thousands, the focus is of course on bullets and bombs but what Hamas has also done is stake their claim for support (1) in the region, (2) among the Arab & Palestinian diaspora and (3) from those governments willing to fund proxies for their campaigns against the West.  In this sense, the Hamas is advertising themselves as a muscular resistance to Israeli (ie Western) oppression and occupation, contrasting themselves with Fatah, the faction controlling the Palestinian Authority which exercises nominal authority over what is left of the Left Bank territories.  The Hamas regard Fatah as as least accommodative while some use the slur "collaborators".  Thus positioning the contrast as something like the Marquis vs Vichy, October's assault has a political aspect and in that they identified their target market rather as the Republican Party's "House Freedom Caucus" focused on those dissatisfied with the direction of their own leadership.

What Hamas are practicing is politics with a high civilian death toll, the rationale for that being every Palestinian who is killed will have died a martyr's death with all that implies, theologically and socially.  As a tactic, what Hamas are doing is a kind of political intervention into what they see as the increasingly disturbing trend of Arab nations moving towards normalization of relations with the state of Israel without any settlement of the "Palestinian problem".  If the IDF can be induced to respond with such severity that the civilian death toll in Gaza rises to the point where the pressure from the so called "Arab street" is of such intensity that Arab states are forced to retreat from their recent rapprochements, for Hamas, that would be progress.  There was a time when the strategists in Gaza might have imagined the regional reaction would be something more tangible on the ground but as they've noticed, winds of change can blow in both directions and now it's only in Tehran there's much support for their long-standing position that the only final solution for the Palestinians is the destruction of the state of Israel.

Targa

Targa (pronounced ta-gah)

(1) A model name trade-marked by Porsche AG in 1966.

(2) In casual use, a generic description of cars with a removable roof panel between the windscreen and a truncated roof structure ahead of the rear window.

1966 (in the context of the Porsche): From the Targa Florio race in Sicily, first run in 1906 and last staged in its classic form in 1973.  In many European languages, targa (or derivatives) existed and most were related to the Proto-Germanic targǭ (edge), from the primitive Indo-European dorg- (edge, seam), from the Old Norse targa (small round shield) and the Old High German zarga (edge, rim).  The modern Italian targa (plate, shingle; name-plate; number plate or license plate; plaque; signboard; target (derived from the rounded oval or rectangle shield used in medieval times)) was ultimately from the Frankish targa (shield).  In the Old English targa (a light shield) was also from the Proto-Germanic targǭ and was cognate with the Old Norse targa and the Old High German zarga (source of the German Zarge); it was the source of the Modern English target.  The Proto-Germanic targǭ dates from the twelfth century and “target” in the sense of “round object to be aimed at in shooting” emerged in the mid eighteenth century and was used originally in archery.  Targa is a noun; the noun plural is targas.

1974 Leyland P76 Targa Florio in Omega Navy, Aspen Green & Nutmeg (without the side graphics).

Although, especially when fitted with the 4.4 litre (269 cubic inch) V8, it was in many ways at least as good as the competition, the Australian designed and built Leyland P76 is remembered as the Antipodean Edsel; a total failure.  It was doomed by poor build quality, indifferent dealer support and the misfortune of being a big (in local terms) car introduced just before the first oil shock hit and the world economy sunk into the severe recession which marked the end of the long, post war boom.  It vanished in 1975, taking with it Leyland Australia but it did have one quixotic moment of glory, setting the fastest time on Special Stage 8 of the 1974 World Cup Rally, run on the Targa Florio circuit in Palermo, Sicily.  The big V8 machine out-paced the rest of the field by several minutes and to mark the rare success, Leyland Australia built 488 "Targa Florio" versions.  Available in Omega Navy, Aspen Green or Nutmeg (a shade of brown which seemed to stalk the 1970s), the special build was mechanically identical to other V8 P76s with automatic transmission but did include a sports steering wheel and aluminium road wheels, both intended for the abortive Force 7, a two-door version which was ungainly but did offer the functionality of a hatchback.  In a typical example of Leyland's mismanagement, the Force 7 was being developed just as the other local manufacturers were in about to drop their big two-doors, demand having evaporated after a brief vogue.  Leyland do however deserve credit for their plans to name the luxury version of the Force 7 the Tour de Force. 

Except (usually) those who stick to numbers (Mercedes-Benz the classic example), coming up with a name for a car can be a tricky business, especially if someone objects.  In 1972 Ford of England was taken to court by Granada Television after choosing to call their new car a Granada though the judge gave the argument short shrift, pointing out (1) it was unlikely anyone would confuse a car with a TV channel and (2) neither the city nor the province of Granada in Spain’s Andalusia region had in 1956 complained when the name was adopted for the channel.  The suit was thrown out and the Ford Granada went on to great success.  Ford’s US operation had less success in 1965 when trying to sell the Mustang in the FRG (Federal Republic of Germany, the old West Germany (1949-1990)) because Krupp AG held (until December 31 1979) exclusive rights to the name which it used on a range of trucks.  A Mustang couldn’t be confused with a truck (though some snobby types in France might have suggested otherwise) but Ford’s legal advice was to settle rather than sue so they attempted to buy the rights.  The offer was rebuffed so for years Mustangs in the FRG were sold as the “T-5” which was the car’s project name during its development.  Almost identical to the US version but for the badges, it was one of the most popular US cars sold in Europe, aided by the then attractive US$-Deutsche Mark exchange rate and its availability in military P-X stores, service personnel able to buy at a discount and subsequently have the car shipped back to the US at no cost.

1970 Porsche 914/6: Porsche built the mid-engined 914 exclusively with a targa top.  The 914 was the first of a number of attempts by Porsche’s engineers to convince customers there were better configurations than the rear-engine layout used on the 911 & 912.  The customers continued to demand 911s and it remains available to this day.

1962 Daimler SP250 (née Dart).

The Daimler SP250 was first shown to the public at the 1959 New York Motor Show and there the problems began.  Aware the sports car was quite a departure from the luxurious but rather staid line-up Daimler had for years offered, the company had chosen the attractively alliterative “Dart” as its name, hoping it would convey the sense of something agile and fast.  Unfortunately, Chrysler’s lawyers were faster still, objecting that they had already registered Dart as the name for a full-sized Dodge so Daimler needed a new name and quickly; the big Dodge would never be confused with the little Daimler but the lawyers insisted.  Imagination apparently exhausted, Daimler’s management also reverted to the engineering project name and thus the car became the SP250 which was innocuous enough even for Chrysler's attorneys.  The Dodge Dart didn't for long stay big, the name in 1964 re-used for a compact line although it was the generation made between 1967-1977 which was most successful and almost immediately Chrysler regretted the decision to cease production, the replacement range (the Dodge Aspen & Plymouth Volaré (1976-1980)) one of the industry's disasters.  The name was revived in 2012 for a new Dodge Dart, a small, front wheel drive (FWD) car which was inoffensive but dreary and lasted only until 2016.  The SP250 was less successful still, not even 3000 made between 1959-1964, something attributable to (1) the unfortunate styling, (2) the antiquated chassis, (3) the lack of development which meant there were basic flaws in the body engineering of the early versions and (4) the lack of interest by Jaguar which in 1960 had purchased Daimler, its interest in the manufacturing capacity acquired rather than the product range.  It was a shame because the SP250's exquisite 2.5 litre (155 cubic inch) V8 deserved better.  

Lindsay Lohan with Porsche 911 Targa 4 (997), West Hollywood, 2008.  The Targa was reportedly leased by her former special friend, DJ Samantha Ronson (b 1977).

Sometimes though, numbers could upset someone.  Even in the highly regulated EEC (European Economic Community, the origin of the European Union (EU)) of the 1960s, a company in most cases probably couldn’t claim exclusive rights to a three number sequence but Peugeot claimed exactly that when Porsche first showed their new 901 in 1963.  Asserting they possessed the sole right to sell in France car with a name constructed with three numbers if the middle digit was a zero, the French requested the Germans rename the thing.  It was the era of Franco-German cooperation and Porsche did just that, announcing the new name would be 911, a machine which went on to great things and sixty years on, remains on sale although, the lineage is obvious, only the odd nut & bolt is interchangeable between the two.  So all was well that ends well even if the French case still seems dubious because Mercedes-Benz had for years been selling in France cars labelled 200 or 300 (and would soon offer the 600). Anyway, this time, it was the project name (901) which was discarded (although it remained as the prefix on part-numbers) and surviving examples of the first 82 cars produced before the name was changed are now highly prized by collectors.

Sometimes however, the industry uses weird names for no obvious reason and some of the cars produced for the JDM (Japanese domestic market) are, to Western ears, truly bizarre though perhaps for a Japanese audience they’re compellingly cool.  Whatever might be the rationale, the Japanese manufacturers have give the world some memorable monikers including (1) from Honda the Vamios Hobio Pro & the That's, (2) from Mazda the Titan Dump, the Scrum Truck & the Bongo Brawny, (3) from Mitsubishi the Super Great, the eK-Classy, the Town Box, the Mirage Dingo Teddy Bear & the Homy Super Long, (4) from Suzuki the Solio Bandit & the Mighty Boy, (5) from Toyota the Royal Lounge Alphard, (6) from Subaru the Touring Bruce, (7) from Nissan the Big Thumb, the Elgrand Highway Star & the Cedric and (8) from Cony, the Guppy.

1964 Porsche 901 (left), 1968 Porsche 911L Targa (soft window) (centre) and 1969 Porsche 911S Targa (right)

Compared with that lot, Porsche deciding to call a car a Targa seems quite restrained.  Porsche borrowed the name from Targa Florio, the famous race in the hills of Sicily first run in 1906 and where Porsche in the 1950s had enjoyed some success.  Long, challenging and treacherous, it originally circumnavigated the island but the distance was gradually reduced until it was last run in its classic form in 1973 although in even more truncated form it lingered until 1977.  The construct of the name of the Targa Florio, the race in Italy from which Porsche borrowed the name, was Targa (in the sense of “plate” or “shield” + Florio, a tribute to Vincenzo Florio (1883-1959), a rich Sicilian businessman, automobile enthusiast and scion of a prominent family of industrialists and sportsmen; it was Vincenzo Florio who in 1906 founded the race.  Porsche won the race seven times between between 1963-1970 and took victory in 1973 in a 911 Carrera RSR, the car which in its street-legal (the Carrera RS) form remains the most coveted of all the 911s.

1968 Triumph TR5 with “Surrey Top”.

Porsche had since the late 1940s been building roadsters and cabriolets but while the 911 (then known internally as Project 901) was under development, it was clear US regulators, in reaction to a sharply rising death toll on the nation’s highways, were developing some quite rigorous safety standards and a number of proposals had been circulated which threatened to outlaw the traditional convertible.  Thus the approach adopted which, drawing from the company’s experience in building race cars, essentially added a stylized roll-over bar which could accommodate a detachable roof-section over the passengers and a folding rear cover which included a Perspex screen (the solid rear glass would come later).  Actually, the concept wasn’t entirely novel, Triumph introducing something similar on their TR4 roadsters (1961-1967) although their design consisted of (1) a half-hard top with an integral roll-bar & fixed glass rear window and (2) two detachable (metal & vinyl) panels which sat above the passengers.  Customers universally (and still to this day) referred to this arrangement as the “Surrey Top” although Triumph insisted only the vinyl insert and its supporting frame was the “Surrey” while the rest of the parts collectively were the “Hard Top kit”.  The targaesque top was also available on the TR5 (1967-1969; a de-tuned version sold in North America as the TR250) with twin carburetors replacing the Lucas mechanical fuel-injection used in most other markets, the more exotic system then unable to comply with the new emission standards.

Built by Ferrari: 1973 Dino 246 GTS with "chairs & flares" options.

The rhyming colloquialism “chairs and flares” (C&F to the Ferrari cognoscenti and these days the early Dinos are an accepted part of the family) is a reference to a pair of (separately available) options available on later production Dino 246s.  The options were (1) seats with inserts (sometimes in a contasting color) in the style used on the 365 GTB/4 (Daytona) & (2) wider Campagnolo Elektron wheels (which the factory only ever referred to by size) which necessitated flared wheel-arches.  In the early 1970s the factory wasn’t too punctilious in the keeping of records so it’s not known how many cars were originally built equipped with the wider (7½ x 14” vs 6½ x 14”) wheels but some privately maintained registers exist and on the basis of these it’s believed production was probably between 200-250 cars from a total run of 3569 (2,295 GT coupés & 1,274 GTS spyders (targa)).  They appear to have been most commonly ordered on UK & US market cars (although the numbers for Europe are described as “dubious” and thought an under-estimate; there are also an unknown number in other countries), the breakdown of verified production being:

246 GT: UK=22, Europe=5, US=5.
246 GTS: UK=21, Europe=2, US=91.

The “chairs and flares” cars are those which have both the Elektron option and the Daytona-style seats but because they were available separately, some were built with only one of the two, hence the existence of other slang terms in the Dino world including “Daytona package”, “Sebring spyders” and, in the UK, the brutish “big arches”.  In 1974, the Dino's option list (in US$) comprised:

Power windows: $270.00
Metallic paint: $270.00
Leather upholstery: $450.00
Daytona type central seat panels: $115.00
Air-conditioning: $770.00
14 x 7½ wheels & fender flares: $680.00
AM/FM/SW radio: $315.00
Electric antenna & speakers: $100.00

At a combined US$795.00, the C&F combination has proved a good investment, now adding significantly to the price of the anyway highly collectable Dino.  Although it's hard to estimate the added value because so many other factors influence calculation, all else being equal, the premium would seem to to be well over US$100,000.  Because it involves only wheels, upholstery and metal, the modifications are not technically difficult to emulate although the price of a modified vehicle will not match that of an original although unlike some of the more radical modifications to Ferraris (such as conversions to roadsters), creating a C&F out of a standard 246 seems not to lower its value.  These things are always relative; in 1974 the C&F option added 5.2% to the Dino GTS's list price and was just under a third the cost of a new small (in US terms a "sub-compact") car such as the Chevrolet Vega (1970-1977).

An enduring design: 2023 Porsche 911 Targa 4 (992).

Porsche didn’t complicate things, in 1966 offering the Targa as an alternative to the familiar coupé, then in series production since 1964.  Briefly, the company flirted with calling the car the 911 Flori but ultimately Targa was preferred and the appropriate trademarks were applied for in 1965, the factory apparently discovering targa in Italian means “number plate” or “license plate” only that year when the translators were working on international editions of the sales brochures.  The now familiar fixed, heated rear screen in safety glass was first offered in 1967 as an alternative to the one in fold-down plastic one and such was the demand it soon became the standard fitting.  The Targa carried over into the 911’s second and third generation being, re-designed for 1993 in a way that dispensed with the roll bar and it wouldn’t be until 2011 the familiar shape returned.

1970 Iso Grifo Targa (Series I, 350 cubic inch (5.7 litre) Chevrolet V8, left) and 1971 Iso Grifo Can-Am Targa (Series II, 454 cubic inch (7.4 litre) Chevrolet V8, right).  The raised centre section on the hood (bonnet) of the big-block Grifos was known informally as the "penthouse"; it was required because the induction system sat higher than on the small-block cars.

Among the small volume manufactures which in the post-war years found a lucrative niche in combining sensuous European coachwork with the cheap, powerful and robust American V8s, there was a focus of two-door coupés because (1) this was the example set by Ferrari and (2) there most demand in the segment clearly existed.  The ecosystem was sent extinct by the first oil shock of the early 1970s but in the era, some did offer convertibles and where not, there were specialists prepared to help.  There was though, the odd targa.  The achingly lovely Iso Grifo spyder (roadster) shown at the Geneva Motor Show in 1964 never reached production but in 1966, less than two years into the Grifo’s life (during which almost 100 had been made), the factory put a targa version on their stand at the Turin Motor Show.  It was only ever available to special order on a POA (price on application) basis and between then and the shuttering of the factory in 1974, only 17 were built, four of which were the Series II Can-Ams.

Penthouse

Penthouse (pronounced pent-hous)

(1) An apartment or dwelling on the roof of a building, usually set back from the outer walls.

(2) Any specially designed apartment on an upper floor, especially the top floor, of a building.

(3) A structure on a roof for housing elevator machinery, a water tank etc.

(4) Any roof-like shelter or overhanging part.

(5) In real tennis, a corridor having a slanted roof and projecting from three walls of the court.

(6) As mechanical penthouse, a floor, usually directly under a flat-roof, used to house mechanical plant & equipment.

(7) A special-interest magazine, aimed at a mostly male audience and published in several editions by a variety of owners since 1965.

1520–1530: Despite the appearance penthouse is not a portmanteau (pent + house) word.  Penthouse is an alteration (by folk etymology) of the Middle English pentis, pentiz & pendize (and other spellings), from the Old French apentiz & apentis (appendage, attached building), the construct being apent (past participle of apendre (to hang against)) + -iz (the French -is ) from the unattested Vulgar Latin –ātīcium (noun use of neuter of the unattested –ātīcius, the construct being the Latin -āt(us) (past participle suffix) + -īcius (the adjectival suffix)).  Old French picked up apentis from the Medieval Latin appendicium (from the Classical Latin appendo (to hang) & appendere (to hang from).  A less common alternative variant to describe a shed with a sloping roof projecting from a wall or the side of a building was pentice.  Penthouse is a noun & verb, penthousing is a verb and penthoused & penthouslike are adjective; the noun plural is penthouses.  The adjectives penthouseish & penthousesque are non-standard,

View from the penthouse in which Lindsay Lohan lived in 2014, W Residences, Manhattan, New York City.

Iso, the Grifo and the Penthouse

1965 Iso Grifo Bizzarini A3/C, Le Mans, 1965.

One of the most admired of the trans-Atlantic hybrids of the post-war years (1945-1973) which combined elegant coachwork, (hopefully) high standards of craftsmanship and the effortless, low-cost power of large-capacity American V8 engines, the Iso Grifo was produced between 1965-1974 by the Italian manufacturer Iso Autoveicoli.  Styled by Bertone’s Giorgetto Giugiaro (b 1938) with engineering handled by the gifted Giotto Bizzarrini (1926-2023), the Grifo initially used a 327 cubic inch (5.3 litre) version of the small-block Chevrolet V8, coupled with the equally ubiquitous Borg-Warner four & five speed manual gearbox or robust General Motors (GM) automatics.  Later, after some had been built with the big-block Chevrolet V8, GM began to insist on being paid up-front for hardware so Iso negotiated with the more accommodating Ford Motor Company and switched to 351 cubic inch (5.8 litre) versions of their 335 (Cleveland) engine.

1955 Iso Isetta.

Iso was already familiar with the mechanical configuration, production of their Rivolta coupe, equipped also with the Chevrolet 327, having begun in 1962.  The Rivolta, let alone the Grifo was quite a change of direction for Iso which until then had produced a variety of appliances, scooters & moto-cycles, it’s most famous product the Isetta, one of the generation of “bubble cars” which played such a part in putting Europeans back on (three or four) wheels during the re-construction of the post-war years.  Surprisingly, despite the prominence of the Isetta name and the Italian association, barely a thousand were actually manufactured by Iso, the overwhelming majority produced in many countries by BMW and others to which the a license was granted.  Powered by tiny two and four-stroke engines, their popularity waned as “real” cars such as the Fiat 500 (1955) and later the Mini (1959) emerged; although costing little more than the bubble cars, they offered more space, performance and practicality.  By the early 1960s, the bubble cars were driven almost extinct but, as a tiny specialized niche, they never completely vanished and the Isetta is enjoying a twenty-first century revival as model urban transportation, including the option of electric propulsion.

1968 Iso Rivolta.

The Rivolta was thus quite a jump up-market and, while the engine wasn't the bespoke thoroughbred found in a Ferrari or Aston-Martin, the rest of the specification justified the high price.  Unlike some of the British interpretations using American V8s, Iso insisted on modernity, the platform probably the best of the era, the body welded to a pressed-steel chassis, a combination which proved both light and stiff.  Just as importantly, given the high rate of corporate failure among those attracted to this potentially lucrative market, it was cost-effective to manufacture, reliable and easy to service.  Probably the feature which let it rank with the most accomplished of the era was the sophisticated de Dion rear suspension which, combined with four wheel disc brakes, lent it a rare competence.  The de Dion design was not an independent arrangement but certainly behaved as if it was and, despite what Mercedes-Benz claimed of their beloved swing-axles, was superior to many of the independent setups on offer.  A noted benefit of the de Dion system is it ensures the rear wheels remain always parallel, quite an important feature in an axle which has to transmit to the road the high torque output of a big V8, a lesson Swiss constructor Peter Monteverdi (1934–1998) applied later in the decade when he went into production using even bigger engines.  Iso, with a solid base in accounting and production-line economics, ran an efficient and profitable operation not beset by the recurrent financial crises which afflicted so many and the elegant Rivolta was a success, remaining available until 1970.  Some eight hundred were sold.

1967 Iso Grifo Series One.

The Rivolta’s platform proved adaptable.  In 1965, Iso released the Grifo coupé, more overtly oriented to outright performance and strictly a two-seater.  With lovely lines and a modified version of the Rivolta’s fine chassis, the Grifo was another product of the fertile imaginations of Giugiaro & Bizzarrini but, in something not untypical in Italian industry of the time, the relationship between the latter and Iso’s founder Renzo Rivolta (1908–1966) soon became strained and was sundered.  Bizzarrini would go on to do remarkable things and Iso’s engineers assumed complete control of the Grifo after the first few dozen had been completed.  Bizzarrini had pursued a twin-stream development, a competition version called the A3/C with a lower, lightweight aluminum body as well as the road-going A3/L and when he decamped, he took with him the A3/C, to be released also under his name while Iso devoted its attentions to the A3/L, again using engine-transmission combinations borrowed from the Corvette.

1964 Iso Grifo A3/L Spider prototype by Bertone.

The Grifo weighed a relatively svelte 1430 kg (3153 lbs) in what must have been a reasonably slippery shape because the reports at the time confirmed some 240 km/h (150 mph) was easily attained, an increase on that managed by the Corvette and, when configured with the taller gearing the factory offered, the factory claimed 260 km/h (162 mph), was possible.  A test in the UK in 1966 almost matched that with a verified 161 mph (259 km/h) recorded and two year later, the US publication Car & Driver 1968 tested a 327 Grifo but didn't to a top-speed run, instead estimating 157 mph (253 km/h) should be possible given enough road.  There were surprisingly few variations, fewer than two-dozen made with a targa-style removable roof panel and a single, achingly lovely roadster was displayed on Bertone's stand at the 1964 Geneva Motor Show; it remained a one-off although a couple of coupés privately have been converted.  What made the Bertone prototype special however was that it was a companion to the original A3/L prototype coupé with which it shared a number of distinctive features including (1) a side exhaust rakishly snaking through the passenger side of the cowl and under the rocker panel trim with its an almost matte finish, (2) frontal styling with the then fashionable “twin-nostril” fascia and (3) angled vents in the rear fenders.  Although visually similar to the series production Grifos, almost every line on the pair of A3/L prototypes was in some subtle way different.  The styling was the work of Giorgetto Giugiaro (b 1938).

The one-off Iso Grifo Spider on Bertone's stand, Geneva Motor Show, 1964 (left) and as discovered in Rudi Klein's famous shed, Los Angeles, 2024 (right). 

Although well-known in the collector community for its large stocks of rusty and wrecked Porsches, Mercedes-Benz and other notable vehicles from the post-war years, the Californian “junkyard” belonging to Rudi Klein (1936-2001) attracted world-wide interest when details were published of the gems which had for decades been secreted in a large and secure shed on the site.  Mr Klein was a German butcher who in the late 1950s emigrated to the US to work at his trade but quickly discovered a more enjoyable and lucrative living could be had dealing in damaged or wrecked European cars, sometimes selling the whole vehicles and sometimes the parts (“parting out” in junkyard parlance).  His Porsche Foreign Auto business had operated for some time before he received a C&D (cease & desist) letter from the German manufacturer’s US attorneys, the result being the name change in 1967 to Porche (sic) Foreign Auto.  Unlike many collectors, Mr Klein amassed his collection unobtrusively and, astonishingly to many, apparently with little interest in turning a profit on the rarest, despite some of them coming to be worth millions.  After Mr Klein died in 2001, his two sons preserved the collection untouched until, in October 2024,the auction house Sotheby’s began a series of rolling sales, one to go under the hammer the one-off Grifo spider.  At some point there was an accident which damaged the nose so a standard Grifo facia was installed and in this form Mr Klein ran it for a while as a road car before parking it in the shed among its illustrious companions.  Remarkably original except for the nose, it sold for US$1,875,000 and the expectation is it will be fully restored (including a fabricated replica of the original nose) before appearing on the show circuit.  In the decades to come, it may well spend its time in collections with the occasional outings to auction houses.

1970 Iso Grifo Targa (left) Series Two and 1971 Iso Grifo Can Am (454) Targa.  Only four Series II Can-Ams were built with the targa roof.

The bodywork was revised in 1970, subsequent cars listed as series two models.  The revisions included detail changes to the interior, improvements to the increasingly popular air-conditioning system and some alterations to the body structure, the hydraulics and the electrical system, most necessitated by new regulatory requirements by some European countries but required mostly in an attempt to remain compliant with the more onerous US legislation.  The most obvious change was to the nose, the headlamps now partially concealed by flaps which raised automatically when the lights were activated.  Presumably the smoother nose delivered improved aerodynamics but the factory made no specific claims, either about performance or the drag co-efficient (CD) number.

1972 Iso Lele & 1972 Iso Fidia.

In 1972, an unexpected change in the power-train was announced.  After almost a decade exclusively using Chevrolet engines, Iso issued a press release confirming that henceforth, the series two Grifo would be powered by Ford’s 351 cubic inch (5.8 litre) 335 series (Cleveland) V8.  In the state of tune chosen by the factory (essentially the same as fellow Italian specialist De Tomaso were using in their mid-engined Pantera), the Ford engine was similar in size, weight to the small-block Chevrolet and delivered similar power and torque characteristics so the driving experience differed little although there were 22 high-performance Leles using a tuned 351, all with a ZF five-speed manual gearbox.  The other improvement in performance was presumably Iso’s balance sheet.  The switch had been made because internal policy changes at GM meant they were now insisting on being paid up-front for their product whereas Ford was still prepared to offer an invoice with a payment term.  The change extended to the other models in the range, the Lele coupé and Fidia saloon and while the Chevrolet/Ford split in the Lele was 125/157, the circumstances of the time meant that of the 192 Fidias made, only 35 were fitted with the 351.

1969 Iso Grifo 7 Litre (427).

One of the trends which made machines of the 1960s so memorable was a tendency never to do in moderation what could be done in excess.  In 1968, Iso announced the Grifo 7 Litre, built following the example of the US manufacturers who had with little more than a pencil and the back of an envelope worked out the economics of simple seven litre engines were more compelling than adding expensive components like overhead camshafts and fuel-injection to five litre engines.  Petrol was, of course, cheap and limitless.  Petrol actually wasn’t as cheap in Italy or the rest of Europe but Iso’s target market for the Grifo was those who either could afford the running costs or (increasingly) paid their bills with other people’s money (OPM) so fuel consumption wasn’t something often considered.  The new version used a 427 cubic inch (7.0 litre) version of the big-block Chevrolet V8, bigger and heavier than the 327 so the driving characteristics of the nose-heavy machine were changed but contemporary reports praised the competence of the chassis, the de Dion rear-end notably superior in behavior compared with the Corvette’s independent rear suspension although some did note it took skill and often a sense of restraint, effectively to use the prodigious power.  Tellingly, the most receptive market for the Grifos, small and big-block, was the Federal Republic of Germany (FRG, the old West Germany) with its network of highways without the tiresome speed limits elsewhere imposed and (even in Italy), often enforced.  The autobahn really was the Grifo's native environment.

1971 Iso Grifo Can Am (454).

Faster it certainly was although the factory’s claim of a top speed of 186 mph (a convenient 300 km/h) did seem optimistic to anyone with a slide-rule and there appears not to be any record of anyone verifying the number although one published test did claim to have seen well over 255 km/h (150 mph) with the Grifo still "strongly accelerating" before “running out of road”.  It had by then become a genuine problem.  Gone were the happy times when testers still did their work on public roads; increased traffic volumes by the late 1960s meant the often deserted stretches of highway (in 1956 an English journalist had taken a Mercedes-Benz 300SLR Coupé to 183 mph (294 km/h) on the autobahn) were now rare but whatever the terminal velocity, nobody seemed to suggest the 7 litre Grifo lacked power.  In 1970, after Iso’s stock of the by-then out-of-production 427 were exhausted, the big-block car was re-named Can-Am and equipped instead with a 454 cubic inch (7.5 litre) version, the name an allusion to the unlimited displacement Group 7 sports car racing series run in North America in which the big-block Chevrolets were long the dominant engine.  Despite the increased displacement, power actually dropped a little because the 454 was detuned a little to meet the then still modest anti-emission regulations.

1971 Iso Grifo Can Am (454).

Unlike the 427 which breathed through three two barrel carburetors, the 454 was equipped with less intricate induction, a single four barrel and, officially, output dropped from 435 horsepower to 390 but, these were gross (SAE) numbers and Detroit’s high-performance engines in this era were rated at something around what a manufacturer thought would be acceptable (all things considered), rather than an absolutely accurate number but the 454 certainly was just a little less potent than the 427 although it's probable few owners often went fast enough to tell the difference.  What didn’t change between the 7 Litre and the Can Am was its most distinctive feature, the modification to the hood (bonnet) made to ensure the additional height of the 427's induction system could be accommodated.  The raised central section, the factory dubbed "the penthouse".

Penthouse on 1969 Iso Grifo 7 Litre (427).

Not everyone admired the stark simplicity, supposing, not unreasonably, that Giugiaro might have done something more in sympathy with its surroundings.  Critics more stern would have preferred a curvaceous scoop or bulge and thought the penthouse amateurish, an angular discordance bolted unhappily atop Giugiaro’s flowing lines  but for those brought up in the tradition of brutalist functionalism, it seemed an admirable tribute to what lay beneath.  The days of the big-block Grifo were however numbered.  In 1972, with Chevrolet no longer willing to extent credit, and Ford’s big-block (429 & 460) engines re-tuned as low-emission (for the time) units suitable for pickup trucks and luxury cars, the Can-Am was retired.  So the small-block 351 Grifo became the sole model in the range but it too fell victim to changing times, production lasting not long beyond the first oil shock in October 1973 which made petrol suddenly not only much more expensive but sometimes also scarce and the whole ecosystem of the trans-Atlantic machines became threatened and in little more than a year, Iso was one of the many dinosaurs driven extinct.  Decades later, the survivors of the 414 sold are highly desirable; fine examples of the small-block Grifos attract over US$500,000, the few dozen penthouse cars can sell for up to a million and the rare early A3/Cs for well over.

From the lost days of toggle switches: 1966 Iso Grifo, one of 31 built in RHD (right hand drive).

Not fans of brutalist functionalism were the Lancia-loving types at Road & Track (R&T) magazine in the US.  Late in 1974, R&T published their 1975 buyer’s guide for imported and domestically-built smaller cars (R&T neither approving of nor understanding why anyone would wish to buy a big American car) and surprisingly, there were reviews of the Grifo, Lele and Fidia although the last of these sold in the US some two years earlier had been titled as 1973 models, the company having never sought to certification to continue sales although, given nothing had been done to modify them to meet the new safety regulations, that would likely have been pointless unless the strategy was to seek a "low volume" exemption, something improbable by 1975.  The distributors had however indicated to the press all three would return to the US market in 1975, supplying publicity photographs which included a Series II "penthouse" Grifo; although the big-block cars hadn't been built in Italy since 1972, the plan was to add the feature to the small-bock cars to be sold in the US.  A further complication was that during 1974, Ford had discontinued production of the high-performance 351 (the "Cleveland" 335 series) V8 so it wasn't clear what power-train would have been used.  Others had the same problem, De Tomaso (which withdrew from the US market in 1974) switching to use tuned versions of the Australian-built Cleveland 351s but for Iso, the whole issue became irrelevant as the factory was closed late in 1974.  R&T's last thoughts on the penthouse appeared in the buyer's guide: "However, the clean lines of the original Grifo have been spoiled by that terrible looking outgrowth on the hood used for air cleaner clearance.  For US$28,500 (around US$150,000 in 2024 $ although direct translation of such a value is difficult to calculate because of the influence of exchange rates), a better solution to this problem should have been found."