Corinthian

Corinthian (kuh-rin-thee-uhn)

(1) Of, pertaining to, or characteristic of Corinth, the ancient Greek city-state.

(2) An native, inhabitant or resident of Corinth, and its suburbs.

(3) Something with origins in Corinthia.

(4) One of the five styles of classical architecture in Ancient Greece (the others being Doric, Composite, Tuscan & Ionic).

(5) Something ornate and elaborate; something luxurious or extravagantly trimmed

(6) In literacy criticism, an ornate style (an alternative to describing such writing as "rococo" or "baroque" but distinct from "purple").

(7) Someone given to living luxuriously; dissolute.

(8) A worldly, fashionable person, accepted in society although thought by some to be raffish.

(9) An amateur sportsman; an accomplished amateur athlete (archaic).

(10) A sailboat owner who helms his or her own boat in competitive racing.

(11) A phony descriptor of a type of leather used by Chrysler Corporation in the US during the 1970s.

1350–1400: From the Middle English Corinthi(es) (the men of Corinth) from the Latin Corinthiī from the Greek Korínthioi.  The sense “of or pertaining to Corinth" (the ancient Greek city-state) is from the 1590s and gradually, it replaced the mid-fifteenth adjective Corynthoise.  The sense as a classification in what was becoming a formalised architectural order is from the 1650s.  The noun meaning literally "inhabitant of Corinth" dates from the 1520s; Corinthies was attested from the late fourteenth century.  During Antiquity, other Greek cities regarded the inhabitants of Corinth as a bit gauche, noting their preference for ornate, almost ostentatious architecture and their notorious fondness for luxury and licentiousness.  There was intellectual snobbery among the Athenians too, the Corinthians thought too interested in commerce and profit and not sufficiently devoted to thought and learning.  Corinthian the noun and adjective thus, in various slang or colloquial senses in English, came to be associated with extravagance, sin and conspicuous consumption, especially in the decades after the 1820s.  Corinthian is a noun & adjective, Corinthianism is a noun and Corinthianize, Corinthianizing & Corinthianized are verbs; the noun plural is Corinthians.

The dapper Franz von Papen while serving as Germany's ambassador to Turkey (1939-1944).

In a nod to Paul's writings in the New Testament, the verb Corinthianize came to mean “to be licentious or sexually immoral” while the companion noun Corinthianism described licentious or sexually immoral behaviour.  Softened a little, by the eighteenth century, “a Corinthian” could be used also of a chap a bit raffish but verging on socially respectable and welcomed in at least some polite circles.  Presumably by association, the word came to be used also of sporting events (originally horse racing and yachting) which were restricted to “gentleman amateurs”.  Thus the old rogue Franz von Papen (1879-1969; Chancellor of Germany 1932 & vice chancellor 1933-1934), an accomplished amateur jockey, could have been called “a Corinthian” and the sly fox demonstrated his defensive skills when he gained one of three acquittals handed down the IMT (International Military Tribunal) during the first Nuremberg Trial (1945-1946).  Although unrelated to the verdict, the journalists accredited to the trial voted him “best-dressed defendant”.

A tattoo Lindsay Lohan tattoo (inked in 2013), inspired by 1 Corinthians 13:4-8.

In scripture, the implications of that association were later reflected in the New Testament, most memorably in Paul’s Second Letter to the Corinthians (2 Corinthians 1).  The second letter is thought to have been written circa 56 AD, shortly after he penned the first and was addressed to the Christian community in city of Corinth, a major trading centre which, although by then noted for its rich artistic and philosophic traditions, was a place also of vice and depravity.  It was this last aspect that compelled Paul’s first letter to the Corinthian church and in it he sharply rebuked them for permitting immoral practices in the community.  In response, the Corinthians had cracked-down on some of the worst excesses and Paul wrote his second letter to congratulate them on their reforms and even commended forgiving sinners and welcoming them back to the flock.  Harsh though his words could be, Paul’s preference is always restoration, not punishment.  The letter then discusses some sometimes neglected characteristics of the Christian church such as generosity to others and devotes some time to defending himself against attacks on his ministry, reminding the Corinthians both of his own poverty and the harsh reality of what it meant to be a minister of Christ in the Roman empire: beatings, imprisonment, hunger, and the constant threat of death.  In the King James Version (KJV; 1611) 1 Corinthians 13:4-8 read:

4 Charity suffereth long, and is kind; charity envieth not; charity vaunteth not itself, is not puffed up,

5 Doth not behave itself unseemly, seeketh not her own, is not easily provoked, thinketh no evil;

6 Rejoiceth not in iniquity, but rejoiceth in the truth;

7 Beareth all things, believeth all things, hopeth all things, endureth all things.

8 Charity never faileth: but whether there be prophecies, they shall fail; whether there be tongues, they shall cease; whether there be knowledge, it shall vanish away.

Most quoted now are modern translations which are more accessible such as the International Bible Society's (now Biblica) New International Version (NIV; 1978):

4 Love is patient, love is kind. It does not envy, it does not boast, it is not proud.

5 It does not dishonor others, it is not self-seeking, it is not easily angered, it keeps no record of wrongs.

6 Love does not delight in evil but rejoices with the truth.

7 It always protects, always trusts, always hopes, always perseveres.

8 Love never fails. But where there are prophecies, they will cease; where there are tongues, they will be stilled; where there is knowledge, it will pass away.

In Paul’s prescriptive way, verses 4-7 details the workings of love in three steps.  There are firstly the positive aspects of love being patient and kind but then elaborated are the eight negatives love must never be: not jealous, boastful, arrogant, rude, irritable or resentful, nor does it insist upon its own way or gloat at wrong.  Finally, Paul notes the five positive ways in which love reacts, joining in rejoicing at truth, supports, believes, hopes and endures all things.  Verse 8 returns to the theme of superiority of love but explicates the contrast between love and spiritual gifts as the contrast between permanence and transience; spiritual gifts which are incomplete will pass when wholeness comes whereas love will not.  The contrast is thus between the perfect and imperfect.

United States Supreme Court Building (1935), looking towards the West Pediment.

The Corinthian style of architecture was one of the five classical orders created in Ancient Greece.  Similar in many ways to the Ionic, the points of difference were (1) the unusually slender proportions, (2) the deep capital with its round bell, decorated with acanthus leaves and a square abacus with concave sides.  The Corinthian capital typically has two distinct rows of acanthus leaves above which appear eight fluted sheaths, from each of which spring two scrolls (helices), one of which curls beneath a corner of the abacus as half of a volute while the other curls beneath the centre of the abacus.  The marble pillars used on the east and west pediments of the United States Supreme Court Building, constructed between 1932-1935, are a fine example of the Corinthian style.

United States Supreme Court Building, East Pediment.

Much less known than the more frequently photographed West Pediment, the East Pediment of the Supreme Court Building is at the rear of the structure and is much admired by architects because of the elegance of the thirteen symmetrically balanced allegorical figures in the sculptural group designed by Hermon A MacNeil (1866–1947).  The ornate details in the two rows of acanthus leaves are the defining characteristic of the Corinthian pillar.

Manuel Esteve Guerrero (1905-1976) in Corinthian helmet, 1938.  The casual pose, cigarette in hand, a cloak (resembling a Greek chlamys) slung over one shoulder, indicates the image was for “non-professional” use.

Manuel Esteve Guerrero had begun his academic studies at the University of Granada studying law but such was his interest in archaeology he switched disciplines, taking a degree in philosophy and literature, specializing in art history.  After working for some years as a teacher at the Padre Luis Coloma Institute, he was in 1931 appointed director of the Jerez Municipal Library (1873) when he remained until retirement in 1975, his most controversial duty in the role the period in the 1930s & 1940s when he was vested with responsibility for enforcing the strict censorship policies imposed by the newly established fascist regime Generalissimo Francisco Franco (1892-1975; Caudillo of Spain 1939-1975).  That would have been no small task because, under the caudillo, the index of proscribed texts was long.  As librarian, he was also, ex officio, municipal archaeologist and in 1938 his team made the remarkable discovery of a well-preserved Corinthian helmet, unearthed some 20 kilometres (12 miles) from the mouth of the Guadalete River, near the now-decommissioned irrigation dam known as La Corta, close to El Portal in the municipality of Jerez.  The significance of the artefact (widely publicized on both sides of the Atlantic as “Discovery of a Greek Helmet in the Guadalete”) was the confirmation of the long-suspected Greek presence in Andalusia during the seventh & sixth centuries BC.

Publicity shot for Chrysler Corporation's 1974 Imperial LeBaron Four-Door Hardtop, trimmed in chestnut tufted leather.

The hide in the 1974 Imperials wasn't described as “rich Corinthian leather” which was (mostly) exclusive to the Cordoba (1975-1983) until late 1975 when not only did the Imperial's brochures mention "genuine Corinthian leather (available at extra cost)" but for the first time since 1954 the range was referred to as the "Chrysler Imperial", a harbinger the brand was about to be retired.  Imperial's advertising copy noted of the brochure photograph above: “...while the passenger restraint system with starter interlock is not shown, it is standard on all Imperials.”; the marketing types didn't like seat-belts messing up their photos.  While all of the big three (GM, Ford & Chrysler) had tufted interiors in some lines, it was Chrysler which displayed the most commitment to the motif.  Although Chrysler mostly used the term “rich Corinthian leather” in the sales material for the Cordoba, after it appear in the brochures for the last (for a while) Imperial, it became common to refer thus to the leather in any of the corporation's cars of the era.  Some did with a sense of irony while some innocent souls actually believed it.  Manufacturers do like words which might evoke a "certain something" and in the 1970s Rolls-Royce advertised their timber veneer as "Circassian walnut cut from century-old trees" which was a correct term for Juglans regia (a species of walnut) but the stuff was more typically called "English walnut" or "common walnut".  Neither would have been though suitable and for Rolls-Royce to use "common" about any of their products would have been unthinkable.

1975 Imperial LeBaron Four Door Hardtop.

"Rich Corinthian leather" was a term coined by the Bozell advertising agency in 1975 to describe the tufted upholstery available as an alternative to the standard velour in the Chrysler Cordoba, the hides in corporation's products trimmed with the same leather produced by the Radel Leather Manufacturing Company of New Jersey described only as "leather" (except for the reference in certain advertising for the 1975 Imperial, then in its last days).  The "Corinthian" tag was chosen because something special was needed for the Cordoba, the first "small" (in the context of the company's mid 1970s line-up) Chrysler ever offered in the US and the name was thought successfully to convey the association with something rare, of high quality, luxurious and, doubtlessly, "European".  Religiosity in the US somewhat more entrenched than elsewhere in the West, it’s likely many were well-acquainted with the books of the New Testament book but for those less pious, Corinthian was one of those words which somehow carried the desired connotations, even among those with no idea of the links.  Perhaps it was because it sounded European that some assumed the leather came from Spain, Italy or some such place where many words end in vowels.  Richard Nixon (1913-1994; POTUS 1969-1974) noted that linguistic phenomenon when he discussed the circumstances in which Dwight Eisenhower (1890-1969; POTUS 1953-1961) was compelled to dismiss his chief of staff (Sherman Adams (1899-1986)), who had accepted as a gift, inter alia, a vicuña coat.  Nixon observed that while there was no doubt most Americans had no idea whether vicuña was animal, vegetable or mineral, just the perceived mystique was enough to convince them it was something expensive and therefore corrupting.

1976 Chrysler Cordoba advertisement.  When released as a 1975 model, Chrysler heralded the Cordoba as "the new small Chrysler".  The word "small" is relative, the significance being the departure from the corporation's long-standing policy of the Chrysler brand not appearing on anything except "full-sized cars" but economic reality was biting the 1970s and the big cars were in their last days.  Then (as now), to most of the rest of the world, the Cordoba seemed pretty big and at the time the appeal in the US was real, even those not greatly concerned about the increase in the price of gas (petrol) fretting about the prospect of shortages. 

Whether the association with the Cordoba's “rich Corinthian leather” generated many sales in Chrysler's other divisions (Plymouth, Dodge & Imperial) isn’t known but the the phrase certainly gained a remarkable traction amid the cacophony of exaggeration and puffery which sustains modern capitalism.  The Cordoba was introduced in 1975 as a "down-sized" model for consumers suddenly interested in fuel economy in the post oil-crisis world and the manufacturers knew those who felt compelled to buy smaller cars didn’t necessarily want them to be any less luxurious and that became the theme for the promotional campaign, led this time on television and fronted by a celebrity spokesperson, the actor Ricardo Montalbán (1920-2009).  Born in Mexico of Spanish descent, Montalbán looked distinguished and spoke in cultivated English with just enough of a Spanish accent to make plausible the link of “Corinthian leather” with cattle on the plains of Spain.  Mr Montalbán only ever spoke of "Corinthian leather" or "rich Corinthian leather" but in the print advertising "Corinthian leather" & "fine Corinthian leather" (sometimes with a plural "leathers" also appeared.  Despite that, the industry myth remains his TV advertisements all included "fine Corinthian leather".  

In the advertising, Mr Montalbán spoke of “the thickly-cushioned luxury of seats, available even in rich Corinthian leather” and although sometimes he’d call it “soft” instead, all people seemed to remember was the leather was Corinthian.  So successful was the campaign that Chrysler decided to make the Corinthian label exclusive to the Cordoba and when Mr Montalbán was later assigned to advertise other Chryslers, in the same mellifluous tone, he commended only the “rich leather".  Later, when interviewed on late night television, cheerfully he admitted that the term meant nothing but that wasn't quite true: it meant whatever people who heard it wanted it to mean and that made it a perfect word for advertising.  The agency definitely were proud of their appropriation and when the 1977 Cordoba's steering wheel gained a leather covering, this was celebrated in the brochure with: "...hand-stitched Corinthian leather-covered rim-tilt steering wheel.  Marvelous."

1970 Ford Mustang Boss 429 (left) in Grabber Blue (J) with “comfortweave” interior in Corinthian White (EW) interior and 1969 Ford Mustang Boss 429 (right) in Wimbledon White (M) with black interior (all 1969 Boss 429s were trimmed in black (DAA)).

Before Chrysler decided “Corinthian leather” was a thing, Ford had conjured up “Corinthian white”, using the description for both a paint code and the vinyl used for interior trim.  Ford’s Corinthian White was very close to their long used “Wimbledon White”, the latter slightly less stark and closer to an “eggshell white” although far from a “cream”.  The difference is apparent only if two vehicles are parked side-by-side and restoration houses say Corinthian White can be re-created by paint suppliers which achieve the effect by adding a small amount of a certain shade of blue to the mix.

The Rolls-Royce Camargue

Although it’s never been confirmed by the factory, one source claims that a consequence of Chrysler's agency in 1974 coming up with “rich Corinthian leather” was that Rolls-Royce was forced to abandon the idea of calling their new model the Corinthian, adopting instead Camargue, (a region on the Mediterranean coast in the south of France).  For Rolls-Royce, Camargue was probably a better choice, tying in with their existing Corniche two-door saloon (which many might have called a coupé) and convertible (by the 1970s factory (mostly) had ceased to use the historic terms FHC (Fixed-Head coupé) and DHC (Drop-Head Coupé (DHC) although there was in 2007 a nostalgic, one-off revival for the Phantom Drophead Coupé).  The French word corniche has certain technical meanings in geology and architecture but Roll-Royce used it in the sense of “a coastal road, especially one cut into the face of a cliff”, specifically using the imagery of the Grande Corniche on the French Riviera, just north of the principality of Monaco.  The factory had first used the Corniche name in 1939 for a prototype light-weight, high-performance car which could match the pace of the big, supercharged, straight-eight Mercedes-Benz able to explore Germany’s newly built autobahns at sustained high speeds never before possible.  The car was damaged during testing in France and was abandoned there after the outbreak of hostilities, only to be destroyed in a bombing raid although whether the Luftwaffe (the German air force) or the RAF (the UK's Royal Air Force) was responsible isn’t known.

1968 Bentley T1 Coupé Speciale by Pininfarina (chassis CBH4033).  After this, it wasn't as if the factory wasn't aware of how Italians thought a Rolls-Royce or Bentley coupé should look and the Speciale should have been a warning heeded although, to be fair, it was more accomplished than the Camargue.  Modernists, the Italians replaced the Circassian walnut veneer with black leather.

So whether it was a minor ripple of chaos theory or the factory always intended to continue allusions to continental geography, in 1975 the Camargue was released with few technical innovations of interest other than the automatic, split-level climate control system which was an industry first and said alone to cost about as much to produce as a middle-class buyer might spend on a whole vehicle.  Other footnotes included it being the first Rolls-Royce designed and produced (except for the odd carry-over component) using metric measurements and the first with the famous grill inclined at (for mid-century Rolls-Royce), a rakish 7^o rather than the perfectly vertical aspect always before used.   Now noticeably lower and wider, the grill still was built using a variant of the technique the architects of Antiquity employed to create the optical illusion of the columns appearing, to the naked eye, to be of identical dimensions although it wasn't exactly the old math of entasis which made a viewer perceive a slightly curved Corinthian pillar as perfectly perpendicular.

The Pantheon Temple, Rome (left) and 1985 Rolls-Royce Camargue (right).

The Pantheon's Latin inscription M·AGRIPPA·L·F·COS·TERTIVM·FECIT really isn't all that poetic and reads like a note the draftsman might have put on the blueprint (had there then been blueprints): it translates as "Marcus Agrippa, son of Lucius, made [this building] when consul for the third time", crediting the Roman statesman & general, Marcus Vipsanius Agrippa (circa 63 BC–12 BC) who in 27 BC commissioned the construction during his third consulship.  The Pantheon that stands today was rebuilt by Emperor Hadrian (Publius Aelius Hadrianus, 76–138; Roman emperor 117-138) circa 126 AD after the original structure suffered severe damage in a blaze. Hadrian choosing to retain Agrippa's inscription as a tribute (not all the emperors were narcissists).  Since AD 609, the Pantheon has been a Roman-Catholic church and is known as the Basilica Santa Maria ad Martyres (Basilica of St. Mary and the Martyrs).

Despite the popular perception, what Rolls-Royce describes as their "Pantheon grill" doesn't feature a classic entasis (slight swelling in the middle of a column to counteract the illusion of concavity) but the design does incorporate a similar visual effect: There is a (very) slight curvature which in the factory's vernacular is known as the "waftline".  Although there are, understandably, many references to the grill being the "Parthenon grill" (and there is a well-reviewed Greek restaurant in Murfreesboro, Tennessee called the Parthenon Grille), the factory has never used the term and say the designed was inspired by "Rome’s imposing Pantheon temple", a structure "...purposefully built with wider middle sections so the human eye perceives each long pillar to be completely straight."  What the architects of Antiquity did was use use an optical illusion as a "corrective" to achieve perfect visual symmetry and the Rolls-Royce engineers replicated the approach, the grill's columns wider towards the edges.  The waftline is used elsewhere, notably the gentle, upswept sweep along the sill-line which Rolls-Royce says "creates a powerful, poised stance and makes the car appear to be moving when stationary...", creating the impression of "calm perfect motion and accelerating quickly without fuss".  They clearly like the word "waft" because they coined the neologism "waftability" which is said to be "the essence of the brand".

1973 Rolls-Royce Corniche Saloon (left) and 1975 Rolls-Royce Camargue (right).

In 1975 however, it wasn't the almost imperceptible rake of the grill or the adoption of metric measurements which attracted most comment when the Camargue made its debut.  What was most discussed was (1) it being the world’s most expensive production car and (2) the appearance.  At that end of the market, the 30%-odd cost premium against the mechanically similar Corniche wasn’t going to produce the same effects in the elasticity of demand as would be noted lower in automotive pecking order, indeed, the Veblen effect can operate to make the more expensive product more desirable.  The consensus was the Corniche, although by then a decade-old shape, was better balanced and more elegant so for success to ensue, Rolls-Royce really were counting on Veblen to exert its pull.

Lancia Florida II (1957, left), Fiat 130 Coupé (1971, centre) & Rolls-Royce Camargue (1975, right).  The origin of the shape is most discernible in Pininfarina’s Lancia Florida, a different approach to the big coupé than would be taken in the 1950s by the Americans.  The later Fiat 130 coupé was one of those aesthetic triumphs which proved a commercial failure while the Camargue is thought a failure on all grounds although, for those who prize some degree of exclusivity, it remains a genuine rarity.  As it was, between 1975-1986, only 531 Camargues were sold (including a one-off Bentley version which was a "special order") while the Corniche lasted from 1971 until 1995, 6,823 leaving the factory including 561 Bentleys, the latter now much sought.  In a sense, the Camargue was ahead of its time because Rolls-Royce in the twenty-first century began offering some quite ugly cars and they have sold well, the Veblen effect working well.  

Unfortunately, the Camargue, while it did what it did no worse than a Corniche saloon, while doing it, it looked ungainly.  Styled by the revered Italian studio Pinninfarina, the look was derided as dated, derivative and clumsy and it’s this which has usually been thought to account for production barely topping 500 over the decade-odd it remained available.  In the years since, some tried to improve things and a number have been made into convertibles, an expensive exercise which actually made things worse, the roof-line one of the few pleasing aspects.  One buyer though was sufficiently impressed to commission a one-off Bentley version, one of the few instances of a model which genuinely can be claimed to be unique. The same designer at Carrozzeria Pininfarina who signed off on the Camargue was also responsible for the earlier Fiat 130 coupé, something in the same vein but on a smaller scale and the Fiat is a rectilinear masterpiece.

Platform by Mercedes-Benz, coachwork by Pininfarina.  1956 300 SC (left), 1963 230 SL (centre) & 1969 300 SEL 6.3 (right).

Whether the knife-edged severity of the 130 coupé could successfully have been up-scaled to the dimensions Rolls-Royce required is debatable but Pininfarina had lying around a styling exercise done years earlier, based on a Mercedes-Benz 300 SEL 6.3 and it was this which seems to have inspired the Camargue.  The Italian studio’s interest in Mercedes-Benz had in preceding decades produced some admired designs although the occasional plans for limited production runs were never realized.  In 1955, a coupé based on the 300b saloon had been shown, followed a year later by a 300 SC which most thought better executed, and certainly more contemporary, than the Germans' own effort.  The best though was probably the 1963 230 SL which lost both the distinctive pagoda roof and some of leanness for which the delicate lines are most remembered but it was thought a successful interpretation.  Mercedes-Benz should of course have produced a two-door 300 SE 6.3 because the W111/W112 two door body (1961-1971) was their finest achievement but the planet lost nothing by Pininfarina's take on the idea being rightly ignored.  In retrospect Rolls-Royce probably wished they too had "failed to proceed" and when the time came to do another big coupé, the job was done in-house, the Bentley Continental (1991-2003) an outstanding design and neither Rolls-Royce nor Bentley have since matched the timeless lines.

Protuberant

Protuberant (pronounced proh-too-ber-uhnt, proh-tyoo-ber-uhnt, or pruh-too-ber-uhnt)

Bulging out beyond the surrounding surface; protruding; projecting; swelling from the surrounding surface; bulging.

1640–1650: From the sixteenth century French protubérant (prominent beyond the surrounding surface), from the Late Latin protuberantem (nominative protuberans), present participle of prōtūberāre (to swell, bulge, grow forth), the construct being pro- (forward) + tuber (lump, swelling) from the primitive Indo-European root teue- (to swell).  The most common form in the Late Latin was prōtūberāre (to swell).  The verb protuberate (bulge out, swell beyond the adjacent surface) dates from the 1570s, from Late Latin protuberatus, past participle of prōtūberāre.  Protuberant is an adjective, protuberate is a verb, protuberance & protuberancy are nouns and protuberantly is an adverb; the noun plural is protuberances.

Patting the protuberance of pregnancy: Ali Lohan (b 1993, left) photographed with her pregnant sister Lindsay Lohan (b 1986, right) wearing Sandal-Malvina Fringe Tank Dress in (unattributed) Dodge Yorange (left).  The shoes are Alexandre Birmen Clarita Platforms and may have been worn just for the photo-shoot; usually, pregnant people prefer something more sensible.

Artwork not by PM&C.

In Australia, PM&C (Department of Prime Minister & Cabinet) in 2022 released a new logo for the “Women’s Network”.  To the left of the construct was a cursive "W", the right stroke (the vertical diagonal line in a letter) adorned with a swash (a fancy or decorative replacement for a terminal or serif in an upper-case capital letter (although this w may be lower case (it’s hard to tell) in which case it would be a "flourish").  To the right was a capsular (technically a geometric stadium) protuberance which had been bitten into by the stylized W.  The logo’s graphical elements were rendered in a darkish purple which lightened as the shape extended right, the text below in two different sans serif fonts, one line in bold black, the other grey.  The design and placement of the text, though not obviously thoughtful, did at least add meaning to the graphic which might otherwise have been thought something to do with aubergines (eggplant).

Innocent interpretation: The aubergine (eggplant).

The logo proved to have a short life, withdrawn from circulation in response to complaints it resembled male genitalia; on Twitter, #logonono quickly trended.  Almost immediately the furor erupted, PM&C issued a statement saying the logo had been “removed” from its website “pending consultation with staff”.  Noting the phallic creation was part of a rebrand of staff DEI (diversity, equity and inclusion) networks “to establish a consistent look and feel” between the logos used for various groups, PM&C added “the Women’s Network logo retained a ‘W’ icon which staff had been using for a number of years” which seemed an unnecessary clarification given nobody had objected to the W.  Anxious to assure the country that whatever controversy might have been induced by the purple protuberance, PM&C announced the “…rebrand was completed internally, using existing resources, and designs were consulted on widely.  No external providers were engaged for this work… (and that) the prime minister and the prime minister’s office were not part of this logo design.”  Well that cleared that up.

Graphic designers do seem sometimes unaware of the levels of anatomical comparison their work offers.  Of course, on the basis that "no publicity is bad publicity" there may be the odd "intentional inadvertence", there being much to be gained from a good handling of a controversy. 

The errors cut across cultures.  Here technical advice from an architect would have helped, more historically correct additional minarets should have been added and only a single dome depicted.

The attitude of critics was exemplified by the NOWN (National Older Women’s Network), which issued a statement describing the logo as “either thoughtless or an insult” although as a re-branding exercise, the project had to be labeled a success, most of the country now aware of the existence of the Women’s Network, a mysterious body previously familiar probably only to a handful of souls devoted to it causes.  A discussion of what it does or whether it fulfils any useful purpose wasn’t stimulated by the outcry over the offending logo so whatever the Women’s Network was doing before, it presumably continues to do.  One thing it achieved was to flush out the competition; it seems there are in the country a number of organizations with "Women's Network" in their title but whether there are demarcation disputes or all work together is collective feminist harmony seems not to have made the news.

Logo developed in 1973 by Gerry Kano Design on a commission from Roman Catholic Church's Archdiocese of Los Angeles.

Designed for the Archdiocesan Commission of Catholic Youth, remarkably as it may now seem, the imaginative creation won an "Excellence in Design" award from the Art Director's Club of Los Angeles.  An example of how things have changed, it was a time when what priests did behind closed doors tended to be "hushed up" with bishops "solving the problem" by shifting the perpetrator to another parish when he would find new victims against whom to visit his sins.

Perhaps the men involved in the “Women’s Network” design didn’t notice the shape of the protuberance because they were focused on the color, anxious to avoid what might once have been the obvious choice: pink.  That would of course have been condescending and gender-stereotyping so the staff at PM&C deserve some praise in this aspect of a matter in which they weren’t involved.  Pink stuff for products aimed at the female market may be less of a thing than once it was but for men wanting a gift with a difference for women, it seems more of a thing than ever, pink tool kits popular gifts with sales spiking reliably in the run up to Christmas and even Valentine’s Day.  In truth, whatever the color, it's probably a good idea for the modern young spinster to have her own tool kit because as many of them will attest, men just can't be relied upon.  However, while working well for novelties like hammers and screwdrivers, pink doesn’t always have a good record as a marketing device writ large, failure exemplified by the Dodge La Femme.

Chrysler show cars, 1954:  Chrysler Le Comte (his, top) & Chrysler La Comtesse (hers, bottom).

Chrysler offered the La Femme package in 1955 and 1956 on the Custom Royal Lancer (the division's top trim line), the creation not a stylistic whim but a response to sociological changes in an unexpectedly affluent post-war US society in which women were found to be exerting a greater influence on the allocation of their family’s rising disposable income and of most interest to Chrysler was that those increasingly suburban families were buying second cars, women getting their own.  Adventurous color schemes were nothing new for Detroit, the cars of the art deco era noted for their two-tone combos but shades had been more subdued in the years immediately after World War II (1939-1945).  That changed with the exuberance of 1950s experimentation when three and four-tone renderings hit the showrooms though for the La Femme concept which had been previewed in the La Comtesse, two were judged enough.  The Le Comte & La Comtesse show cars in 1954 attracted most attention for their clear Perspex roofs (a craze at the time which didn’t last long as buyers found themselves slowly being cooked) but, following the grammatical conventions of their French definite articles, they were very much a “his & hers” brace, the darker (black & bronze) Le Comte with a “masculine” image and the La Comtesse, painted in  "Dusty Rose" & "Pigeon Grey", a softer and more “feminine” look.

1955 Dodge La Femme by Chrysler (left), accessories by by Evans of Chicago (right).

The public and critical response to La Comtesse must have been positive enought to encourage production and for the 1955 model year, the La Femme option was offered on the Dodge Custom Royal Lancer two-door hardtop, finished in a two-tone combination of "Heather Rose" (a shade of pink) & "Sapphire White", highlighted with gold-colored "La Femme" badges in a display script but if the exterior was (almost) subdued, the interior, a sea of pink, was femininity laid on with a trowel.  Trimmed in a tapestry fabric unique to the La Femme which wove pink rosebuds on a silver-pink background in pastel-pink vinyl, confronting those who sat there was a dashboard painted in bright-pink lacquer.  In case nobody sitting inside got the message, there was another La Femme badge in anodized gold-tone making explicit this was "a car for women". 

In the pink: Dodge La Femme (1955-1956).

In a marketing ploy which turned out to be years ahead of its time, the La Femme also came with coordinated accessories, the centrepiece a pink calfskin handbag that fitted neatly into a storage compartment built into the back of the passenger’s seat, the shape of which included a scallop which meant the handbag’s escutcheon plate was visible, Dodge’s press-kits noting the brushed-metal was designed to permit the owner’s name to be engraved.  The handbag contained a compact, lipstick case, cigarette case, comb, cigarette lighter, and change purse, all made variously with faux-tortoiseshell or pink calfskin, both combined with yet more anodized gold-tone metal.  In a matching compartment on the back of the driver’s seat was a rain coat, rain-cap and umbrella, all made with a vinyl patterned to match the rosebud interior fabric.  The design and production was by Evans of Chicago, a furrier and maker of fine accessories, famous for the display of "Black Diamond" mink coats in their flagship store at 36 South State Street.  Evans later would fall victim to the anti-fur movement which would lay waste to an industry on which many regional economies had been built.

The advertising message which at the time seemed a good idea.

In toned-down form, the La Femme option re-appeared in 1956.  The external color combination was changed to a "Misty Orchid" & "Regal Orchid" scheme and the interior finish was simplified, the previous year’s tapestry fabric proving challenging to produce in volume.  The revised upholstery used a heavy white cloth with random patterns of short lavender (purple's most "feminine" hue) and purple loops, matching the loop-pile carpeting and the accessories were limited, restricted in 1956 to just the rain coat, rain cap and umbrella.  Over the two seasons, fewer than 2,500 buyers chose the US$143 option and it didn’t re-appear for 1957.

Dodge in 1955-1956 had advertising for men (HP (horsepower), speed and V8 engines, left) and for women (everything pink, the paint, the rosebuds on the upholstery, the handbag, compact, lipstick case, cigarette case, comb, cigarette lighter, change purse, rain coat, rain-cap and umbrella, right).  In an interesting (though unverified) juxtaposition of men's perceptions, several sources suggest at least three La Femme buyers chose the most powerful engine on the option list, Dodge’s D-500 (a 315 cubic inch (5.2 litre) V8 with hemi heads and a four barrel carburetor, rated at a then most masculine 285 HP); perhaps not all clung to 1950s gender stereotyping.

Dodge La Femme advertising copy (1955, left) and pony-tail friendly headrest (right).  The men at Dodge were not wrong in concluding the “discriminating, modern woman” existed in commercially significant numbers and that she might buy a car but didn't grasp that functional features would have more appeal than pink paint. Ironically, the evidence does suggest men at the time were rather more susceptible to being drawn to a car because it was marketed as “masculine” than were women to something cynically and superficially “feminized”.

Other manufacturers did dabble with feminine-themed cars in a similar vein including GM's (General Motors) 1958 Chevrolet Impala Martinique and Cadillac Eldorado Seville Baroness but neither reached series-production.  The special detailing on GM’s 1958 show cars was the work of two of the seven women hired by the corporation's then head of styling, Harley Earl (1893–1969) and within the studios, the septep were known as the “Damsels of Design”, Jeanette Linder working on the Impala Martinique convertible and Suzanne Vanderbilt on the Eldorado Seville Baroness.  Had their presence continued Detroit’s design language in the 1960s might at least subtly have followed a different path but, upon Earl’s retirement in 1958, he was succeeded by Bill Mitchell (1912–1988; head of design at GM 1958–1977) whose world view was different: “No women are going to stand next to my male senior designers”.  Under the Mitchell regime, the damsels departed although probably he’d approved of their work at GM’s Frigidaire division designing the 1955 “Frigidaire Kitchen of Tomorrow” which genuinely was influential.  While doubtlessly Mr Mitchell opened a fridge only to get himself a beer when no woman was on hand to fetch one for him, he’d have thought women just the people to design how fridges should look.  Much later, there would be innovations in car design which women found genuinely helpful such as a hook on which a handbag could hang while remaining conveniently accessible and headrests which comfortably would accommodate a ponytail.

Six and the Single Girl, 1966.  Describing the Mustang's politely behaved six-cylinder engine as a "husky brute" might seem a stretch but it was rugged and dependable so maybe a case could be made.

What in the US did find a receptive audience among women was the new generation of smaller (the "compacts", "pony cars" & "intermediates") automobiles introduced in the early 1960s, women sensibly drawn to something smaller than the standard-size machine which after 1957 grew to an absurdly inefficient size (to which men would continue to be attracted until economic reality bit in the 1970s).  FoMoCo (Ford Motor Company) in 1966 took advantage of the shift in the tastes of some with its “Six and the Single Girl” campaign, promoting to a suddenly numerous sub-set of the female demographic the virtues of the six cylinder version of its Mustang which wildly had been successful since introduction in 1964.  That subset was “the young white women of the baby boom”; many had jobs which meant they had either the capital or credit rating required to buy a new car and the Mustang, stylish, small (in US terms) and affordable could have been designed with them in mind which, to some extent, it was.  Coincidently, at the time, FoMoCo was struggling to meet demand for V8-powered Mustangs but had the capacity to produce more sixes so in 1966 the planets aligned nicely and “Six and the Single Girl” played a part in stimulating demand, the fitment rate of the "six-pot" engine at times approaching 50%, the same phenomenon experienced by the main competition, the Chevrolet Camaro, introduced that year.  Because the survival rate of the era’s six-cylinder pony cars is so low, the general perception of the breed overwhelmingly is of V8-powered, tyre-smoking muscle cars but many were built as modest commuters (the so-called “secretary’s car”) purchased by those more interested a car’s gas (petrol) consumption than its ET (elapsed time) over a drag strip’s ¼ mile (400 metres).

Sex and the Single Girl: The first edition hardback published by Bernard Geis (1909–2001) had a plain cover with just the title in text (the “S1NGLE” was a gimmick) but after huge sales, the re-print rights were on-sold and some editions (including the 1963 paperback by Cardnal) featured pink-themed artwork.

In a form of “ambush marketing”, FoMoCo picked up “Six and the Single Girl” from the title of Sex and the Single Girl by Helen Gurley Brown (1922–2012), a book which sold by the million (more quickly than even the Mustang managed) and spent more than a year on the NYT (New York Times) best seller list.  In a sense, Sex and the Single Girl was a product of pharmacological determinism, published as it was some two years after the first oral contraceptive pill (even then famously known as “the pill”) was approved for prescription use in the US by the FDA (Food and Drug Administration).  Without women gaining some degree of autonomous control over their fertility, the premise of the book would have been absurd because as well as arguing the importance of them being financially independent of men, she advocated pre-marital sex, if need be with multiple partners and, obviously, without benefit of marriage.  Women with their own money was an idea subversive enough but the notion of unrestrained promiscuity upset the priests and politicians even more and although in the era a number of books (including Rachel Carson’s (1907–1964) Silent Spring (1962), Anthony Burgess’s (1917–1993) A Clockwork Orange (1962), William S. Burroughs’ (1914-1997) Naked Lunch (1962), Edward Albee’s (1928–2016) Who's Afraid of Virginia Woolf (1962), Betty Friedan’s (1921–2006) The Feminine Mystique (1963) and James Baldwin’s (1924–1987) Another Country (1963)) appeared which appalled many in the conservative establishment, there was something about S&theSG which seemed especially threatening.  The protests of course made it a succès de scandale (from the French and literally “success from scandal”) which is the literary or artistic term encapsulating the dictum Dr Joseph Goebbels (1897-1945; Nazi Minister for Propaganda and Public Enlightenment 1933-1945) followed when dealing with the press in the difficult years before the party was handed power (like the consequences of Benito Mussolini's (1883-1945; Duce (leader) & Prime-Minister of Italy 1922-1943) "March on Rome" the Nazi's "seizure" of the state is something of a myth): “Let them abuse us and let them damn us but let them say something about us”, a variant of Oscar Wilde’s (1854–1900): “It doesn’t matter what people are saying about you as long as they’re saying something”.  Goebbels truly was evil but his point was well made and among a prolix crowd, he was succinct, the acerbic thumbnail sketches of his Nazi colleagues he noted in his diaries in some ways reveal in a few words as much about them as their inch-thick biographies.

Tussy Cosmetics promotion, 1966.

The Tussy Cosmetics company in 1966 offered three 1967 Mustangs as prizes for contest winners, each finished in a shade of pink which matched the lipsticks Racy Pink (“A pale pink”), Shimmery Racy Pink Frosted (“Shimmers with pearl”) & Defroster (“Pours on melting beige lights when you wear it alone, or as a convertible top to another lip color”).  The fate of the cars is unknown but nerds might note the three prizes were 1967 models while the model (as in the Mustang) in the advertisement was from the 1966 range.  That's because the advertising copy had to be made available before the embargo had been lifted on photographs of the 1967 range.  The men on Madison Avenue presumably dismissed the suggestions that might be what would now be called “deceptive and misleading” content with the familiar “she'll never know”.  Ten years on from Dodge’s La Femme debacle, old habits were dying hard.

Single girl Sydney Sweeney (b 1997) amply filling the cover of Cosmopolitan's “Love Edition”, January 2026.

When in 1965 of Helen Gurley Brown was appointed editor of the glossy women’s magazine Cosmopolitan, the title switched focus to a publication aimed almost exclusively at the emerging and growing demographic with disposable income in which FoMoCo would become interested.  In what proved a perfect conjunction: a target market with (1) economic independence, (2) social freedom, (3) an embryonic feminist awareness and (4) the birth control pill, the magazine thrived, surviving even the rush of imitators its success spawned.  It’s a bit of a long bow to suggest Cosmopolitan for decades reproduced variations of 1962’s best seller advice manual in a monthly, glossy package but clearly, there was a gap in the market and there were more similarities than differences.  The approach was a success but there was criticism.  Conservatives disliked the choices in photography and the ideas young women were receiving.  Second wave feminists were divided, some approved but others thought the themes regressive, a retreat from the overtly political agenda of the early movement into something too focused on fun and fashion, reducing women yet again to objects seeking male approbation.  FoMoCo, neutral on the squabbles, sold women six-cylinder Mustangs by the truckload, feminism's S&theSG and capitalism's 6&theSG proving symbiotic.