Rat

Rat (pronounced ratt)

(1) In zoology, any of several long-tailed rodents of the family Muridae, of the genus Rattus and related genera, distinguished from the mouse by being larger.

(2) In (scientifically inaccurate) informal use, any of the numerous members of several rodent families (eg voles & mice) that resemble true rats in appearance, usually having a pointy snout, a long, bare tail, and body length greater than 5 inches (120 mm).

(3) In hairdressing, a wad of shed hair used as part of a hairstyle; a roll of material used to puff out the hair, which is turned over it.

(4) In the slang of certain groups in London, vulgar slang for the vagina.

(5) As “to rat on” or “to rat out”, to betray a person or party, especially by telling their secret to an authority or enemy; to turn someone in.

(6) One of a brace of rodent-based slang terms to differentiate between the small-block (mouse motor) and big-block (rat motor) Chevrolet V8s built mostly in the mid-late twentieth century but still available (as "crate" engines) from US manufacturers.

(7) As RAT, a small turbine that is connected to a hydraulic pump, or electrical generator, installed in an aircraft and used as a power source.

(8) Slang term for a scoundrel, especially men of dubious morality.

(9) In the criminal class and in law enforcement, slang for an informer.

(10) In politics, slang for a person who abandons or betrays his party or associates, especially in a time of trouble.

(11) Slang for a person who frequents a specified place (mall rat, gym rat etc).

(12) In hairdressing, a pad with tapered ends formerly used in women's hair styles to give the appearance of greater thickness.

(13) In the slang of blue-water sailors, a place in the sea with rapid currents and crags where a ship is prone to being broken apart in stormy weather.

(14) In zoology (in casual use), a clipping of muskrat.

Pre 1000: From the Middle English ratte, rat & rotte, from the Old English ræt & rætt, and the Latin rodere from the Proto-Germanic rattaz & rattō (related also to the West Frisian rôt, the German Ratz & Ratte and the Swedish råtta & the Dutch rat), of uncertain origin but perhaps from the primitive Indo-European rehed- (to scrape, scratch, gnaw).  Zoological anthropologists however point out it’s possible there were no populations of rats in the Northern Europe of antiquity, and the Proto-Germanic word may have referred to a different animal.  The attestation of this family of words dates from the twelfth century.  Some of the Germanic cognates show considerable consonant variation such as the Middle Low German ratte & radde and the Middle High German rate, ratte & ratze, the irregularity perhaps symptomatic of a late dispersal of the word, although some etymologists link it with the Proto-Germanic stem raþō (nom); ruttaz (gen), the variations arising from the re-modellings in the descendants.

Mall rats.  In North America and other developed markets, there is now less scope for habitués because changing consumer behavior has resulted in a dramatic reduction in the volume of transactions conducted in physical stores and some malls are being either abandoned or re-purposed (health hubs and educational facilities being a popular use).  

The human distaste for these large rodents has made rat a productive additive in English.  Since the twelfth century it’s been applied (usually to a surname) to persons either held to resemble rats or share with them some characteristic or perception of quality with them. The specific sense of "one who abandons his associates for personal advantage" is from the 1620s, based on the belief that rats leave a ship about to sink or a house about to fall, and this led to the meaning "traitor” or “informant" although, perhaps surprisingly, there no reference to rat in this sense prior to 1902 where as the modern-sounding sense of associative frequency (mall-rat, gym-rat etc) was noted as early as 1864, firstly as “dock-rat”.  Dr Johnson dates “to smell a rat”, based on the behaviour of cats, to the 1540s.  Sir Boyle Roche (1736-1807), was an Irish MP famous for mangled phrases and mixed metaphors, of the best remembered of which was “I smell a rat; I see him forming in the air and darkening the sky; but I'll nip him in the bud".  There’s the rat-terrier (1852), the rat-catcher (1590s), the rat-snake (1818), rat-poison, (1799), the rat trap (late 1400s), the rat-pack (1951) and rat-hole which in 1812, based on the holes gnawed in woodwork by rats meant “nasty, messy place”, the meaning extended in 1921 to a "bottomless hole" (especially one where money goes).  Ratfink (1963) was juvenile slang either coined or merely popularized by US custom car builder Ed "Big Daddy" Roth (1932-2001), who rendered a stylised rat on some of his creations, supposedly to lampoon Mickey Mouse.

Cricket's most infamous rat (mullygrubber), MCG (Melbourne Cricket Ground), 1 February, 1981.  In the 1970s brown & beige really had been a fashionable color combination but this was the combo's death knell.

Rat has a specific meaning in the cricketing slang of the West Indies, referring to a ball which, after being delivered by the bowler, rather than bouncing off the pitch at some angle, instead runs along the ground, possibly hitting the stumps with sufficient force to dislodge the bails, dismissing the batsman, the idea being of a rat scurrying across the ground.  In Australian slang, the same delivery is called a mullygrubber which, although it sounds old-fashioned, is said to date only from the 1970s, the construct thought based on the dialectal rural term mully (dusty, powdery earth) + grub(ber) in the sense of the grubs which rush about in the dirt if disturbed in such an environment.  Such deliveries are wholly serendipitous (for the bowler) and just bad luck (for the batsman) because it's not possible for such as ball to be delivered on purpose; they happen only because of the ball striking some crack or imperfection in the pitch which radically alters it usual course to a flat trajectory.  If a batsman is dismissed as a result, it's often called a "freak ball" or "freak dismissal".  Of course if a ball is delivered underarm a rat is easy to effect but if a batsman knows one is coming, while it's hard to score from, it's very easy to defend against.  The most infamous mullygrubber was bowled at the Melbourne Cricket Ground (MCG) on 1 February 1981 when, with New Zealand needing to score six (by hitting the ball, on the full, over the boundary) of the final delivery of the match, the Australian bowler sent down an underarm delivery, the mullygrubber denying the batsman the opportunity to score and securing an Australian victory.  Although then permissible within the rules, it was hardly in the spirit of the game and consequently, the regulations were changed.

The Ram Air Turbine

Ram Air Turbine (RAT) diagram.

The Ram Air Turbine (RAT) is a small, propeller-driven turbine connected to a hydraulic pump, or electrical generator, installed in an aircraft to generate emergency power.  In an emergency, when electrical power is lost, the RAT drops from the fuselage or wing into the air-stream where it works as a mini wind-turbine, providing sufficient power for vital systems (flight controls, linked hydraulics and flight-critical instrumentation).

Vickers VC10 in BOAC (British Overseas Airways Corporation (1939-1974) livery.

Built between 1962-1970, although fast and a favorite with passengers because the rear-engine layout guaranteed a quiet cabin, only 54 VC10s were built and, in a market dominated by Boeing's epoch-making 707 (1956-1978), success proved elusive.  Even before the 747 in 1969 ushered in the wide-body era it was clear the elegant VC10 was a cul-de-sac but the airframe enjoyed a long career.  The RAF (Royal Air Force) had some configured as VIP transports and the last of those used as tankers for in-flight re-fueling platforms weren't retired until 2013.

Most modern commercial airliners are equipped with RATs, the first being installed on the Vickers VC10 in the early 1960s and the big Airbus A380 has the largest RAT propeller in current use at 64 inches (1.63 metres) but most are about half this size.  It’s expected as modern airliners begin increasingly to rely on electrical power, either propeller sizes will have to increase or additional RATs may be required, the latter sometimes the desirable choice because of the design limitations imposed by the height of landing gear.  A typical large RAT can produce from 5 to 70 kW but smaller, low air-speed models may generate as little as 400 watts.  Early free-fall nuclear weapons used rats to power radar altimeters and firing circuits; RATS being longer-lasting and more reliable than batteries.  

A RAT deployed.

The airline manufacturers have been exploring whether on-board fuel-cell technology can be adapted to negate the need for RAT, at least in the smaller, single-aisle aircraft where the weight of such a unit might be equal to or less than the RAT equipment.  The attraction of housing in an airliner's wing-body fairing is it would be a step towards the long-term goal of eliminating an airliner's liquid-fuelled auxiliary turbine power unit.  Additionally, if the size-weight equation could be achieved, there’s the operational advantage that a fuel-cell is easier to test than a RAT because, unlike the RAT, the fuel-cell can be tested without having to power-up most of the system.  The physics would also be attractive, the power from a fuel cell higher at lower altitudes where as the output of a RAT declines as airspeed decreases, a potentially critical matter given it’s during the relatively slow approach to a landing that power is needed to extend the trailing edge of the wing flaps and operate other controls.

If the weight and dimensions of the fuel cell is at least "comparable" to a RAT and the safety and durability testing is successful, at least on smaller aircrafts, fuel-cells might be an attractive option for new aircraft although, at this stage, the economics of retro-fitting are unlikely to be compelling.  Longer term research is also looking at a continuously running fuel cell producing oxygen-depleted exhaust gas for fuel-tank inerting (a safety system that reduces the risk of combustion in aircraft fuel tanks by lowering the oxygen concentration in the ullage (the space above the fuel) to below the level needed to support a fire, typically by replacing oxygen with an inert gas like nitrogen), and water for passenger amenities, thereby meaning an aircraft could be operated on the on the ground without burning any jet-fuel, the fuel-cell providing power for air conditioning and electrical systems.

1944 Messerschmitt Me 163 Komet  (1944-1945).

The only rocket-powered fighter ever used in combat, the Messerschmitt Me 163 Komet had a small RAT in the nose to provide electrical power.  The early prototypes of the somewhat more successful (and much more influential) Messerschmitt Me 262 jet fighter also had a propeller in the nose for the first test flights but it wasn't a a RAT; it was attached to a piston engine which was there as an emergency backup because of the chronic unreliability of the early jet engines.  It proved a wise precaution, the jets failing on more than one occasion.

1974 Suzuki's air-cooled GT380 Sebring with Ram Air System (left) and 1975 Suzuki GT750 with water-cooling (right).

The other “Ram Air” was Suzuki’s RAS (Ram Air System), fitted to the GT380 Sebring (1972-1980) and GT550 Indy (1972-1977) as well as (off and on) several version of the smaller two-cylinder models.  It wasn’t used on the water-cooled GT750 Le Mans (1972-1977) because the radiator acted to impede the airflow to the engine.

The GT380, GT550 and GT750 were two-stroke triples noted for an unusual 3-into-4 exhaust system which the central header-pipe was bifurcated, thus permitting four tail-pipes.  There was no justification in engineering for this (indeed it added cost and weight) and it existed purely for visual effect, allowing an emulation of the look on the four-cylinder Hondas and Kawasakis.  Ironically, despite the additional metal, the asymmetric 3-into-3 system on the Kawasaki triples (1969-1976) is better remembered although the charismatic (if sometimes lethal) qualities of the machines may be a factor in that; exhaust systems do exert a powerful fascination for motor-cyclists.  The RAS was nothing more than a cast aluminum shroud fixed atop the cylinder head to direct air-flow, enhancing upper cylinder cooling.  The “ram air” idea had been used in the 1960s by car manufacturers to “force feed” cool air directly into induction systems and when tested it did in certain circumstances increase power but whether Suzuki's RAS delivered more efficient cooling isn’t clear.  When the twin-cylinder GT250 Hustler (1971-1981 and thus pre-dating the pornography magazine Hustler, first published in 1974) was revised in 1976, the RAS was deleted and replaced by conventional fins without apparent ill-effect but the RAS was light, cheap to produce, maintenance-free and looked sexy so some advantages were certainly there.  Interestingly, the companion GT185 (1973-1978) retained the RAS for the model’s entire production.

Big and small-block Chevrolet V8s: the Rat and the Mouse

Small and big-block Chevrolet V8s compared, the small-block (mouse) to the left in each image, the big-block (rat) to the right.

Mouse and rat are informal terms used respectively to refer to the classic small (1955-2003) and big-block Chevrolet V8s (1958-2021).  The small-block was first named after a rodent although the origin is contested; either it was (1) an allusion to “mighty mouse” a popular cartoon character of the 1950s, the idea being the relatively small engine being able to out-perform many bigger units from other manufacturers or (2) an allusion to the big, heavy Chrysler Hemi V8s (the first generation (Firepower) 331 cubic inch (5.4 litre), 354 (5.8) & 392 (6.4) versions) being known as “the elephant”, the idea based on the widely held belief elephants are scared of mice (which may actually be true although the reason appears not to be the long repeated myth it’s because they fear the little rodents might climb up their trunk).  Zoologically, "bee" might have been a better choice; elephants definitely are scared of bees.  The mouse (small-block) and rat (big-block) distinction is simple to understand: the big block is externally larger although, counterintuitively, the internal displacement of some mouse motors was greater than some rats.  

1970 Chevrolet Chevelle SS 396 (with 402 cid V8).

Whether that seeming anomaly (actually common throughout the industry during the big-block era) amused or disturbed the decision-makers at Chevrolet isn't known but in 1970 when the small block 400 (6.6) was introduced, simultaneously the big-block 396 (6.5) was enlarged to 402 (6.6) but the corporation then muddied the waters by continuing to call the 402 a "Turbo-Jet 396" when fitted to the intermediate class Chevelle, the rationale presumably that "SS 396" had such strong "brand recognition".  Available since 1965, by 1969 the SS 396 Chevelle was finally out-selling the Pontiac GTO (which in 1964 had seeded the muscle car movement) so the attachment was understandable.  Further to confuse people, the 400 was advertised as the "Turbo-Fire 400" while if fitted to the full-size line, the 402 was called the "Turbo-Jet 400".  Presumably, the assumption was anyone understanding the 400 & 402 ecosystems would buy the one they wanted while those not in the know would neither notice nor care.  Nor was the deviation in displacement between what was on the badge and what lay beneath the hood (bonnet) exclusive to Chevrolet, there being a long list of things not quite what was on the label although the true specifications usually were listed in the documentation and even the advertising.  The variations occurred for a number of reasons but rarely was there an attempt to deceive, even if sometimes things were left unstated or relegated to the small print.

The “428 Cobra Matter”

That’s not to say there were no disputes about the difference between what was “in the tin” compared with what was “on the tin”.  In June 1969, a certain Mr Karl Francis “Fritz” Schiffmayer (1935-2010) of Lake Zurich, Illinois, wrote to Ford’s customer relations department complaining about the “427 Ford Cobra” he had purchased (as a new car) from a Chicago “Ford Dealer”.  What disappointed Mr Shiffmayer was the performance which didn’t match the widely publicized numbers achieved by many testers and, perhaps more to the point, he found his “$8500 Super Ford could barely keep up with” various $5000 Chevrolets.  For a Ford driver, few things could be more depressing.  Upon investigation, he discovered that despite “‘427’ signs all over the engine and the front fenders”, his car was not “a ‘427’ as advertised and labelled but a ‘428’”.  Both V8s were around seven litres but were in many ways not comparable.

Mr Shiffmayer's letter to Ford, 23 June 1969.

Notionally, Mr Shiffmayer got more than he paid for (ie 428 v 427 is nominally an extra cubic inch) and had he bought a dozen (12) bread rolls from the bakery and been supplied a “baker’s dozen” (13) there’d have been no grounds for complaint because bread rolls are a “fungible” (ie functionally identical) so getting 13 is always better than getting 12 at the same price.  However, the 427 and 428 engines, although from the same FE (Ford-Edsel) family and externally similar (until closely inspected), were very different internally with the former notably more oversquare (ie big-bore) and fitted with cross-bolted main bearings; additionally, the 427s used in the Cobras featured “side-oiling”, a more extensive system of lubrication which afforded priority deliver of oil to the bottom-end, making the engine more robust and better suited to the extreme demands of competition.  By contrast, the a Cobra’s 428 was a modified version of the “Police Interceptor 428”, a high-output edition of a powerplant usually found in Ford’s full-sized line including luxury cars and station wagons where it’s smoothness and effortless low-speed torque was appreciated.  The “Police Interceptor” specification was literally that: the engine used by law enforcement in highway patrol vehicles and for street use, it offered a useful lift in performance but it was not suitable for racetracks.  Later, Ford would “mix & match” the 427 & 428 to create the 428 Cobra Jet, the 427’s heads, intake manifold and some other “bolt-on” bits & pieces creating a combination of power and torque close to ideal for ¼ mile (402 m) runs down drag strips although even then Ford cheated, under-rating the output so the cars would be placed in a different category.  That year, in drag racing, the 428 Cobra Jet Mustangs dominated their class which prompted the sanctioning body to change the rules, imposing their own nominal output ratings rather than accepting those of the manufacturer.  Still, even the Cobra Jet 428 remained suitable only for street and strip because ¼ mile runs were done in a straight line and, without the cross-bolting and enhanced lubrication, it wouldn’t have matched the 427’s ability to endure the extreme lateral forces encountered on high-speed circuits.

AC Shelby Cobra CSX3209 after 427 transplant.

That “427 Cobras” with 428 engines even existed was a product of circumstances rather than planning.  Although now million dollar collectables, it’s sometimes forgotten the 427 Cobra was a commercial failure and that meant production numbers never reached the levels required for homologation to be granted for competition in the category for which it was intended so as well as not selling as well as the small block predecessors on which the model’s reputation was built, nor did the seven litre version ever match its success on the track.  When it came time to build the second batch of 100 427 Cobras, the engine was in short supply because the intricacies in construction, coupled with the wider bore being at the limit the block would accommodate (at the foundry, with a slight shifting of the casting cores, a 427 block would have to be scrapped), it was expensive to produce and inconvenient for Ford to schedule in the small batches the sales supported.  The cheap, mass-produced 428 Police Interceptor was both readily available and half the cost so it was an attractive alternative for Shelby and that it bolted straight without needing any changes made it more desirable still; thus 428-powered “427s”.  For the final run of 48, Shelby procured from Ford genuine 427 side-oilers so the 100 428s were a minority of the big-blocks used and many have since been converted (“rectified” some prefer to say) with the substitution of a 427.  Interestingly, four of the 428s were fitted with automatic transmissions which actually made them more-suitable for street use but nobody seems subsequently have done this as a modification.

Shelby American's reply to Mr Shiffmayer, 21 July 1969.

As it was, As it was, Mr Shiffmayer decided to persevere and kept Shelby Cobra CSX3209 until he died, in the 1970s replacing the 428 with a specially built “tunnel port” (a trick with the pushrods to optimize the fluid dynamics of the fuel-air flow) 427.  Whether he was impressed with the reply (Ford referred his letter to Shelby American) he received in response to his complaint isn’t known but it’s an interesting document for a number of reasons:

(1) “…during the five year existence of the Cobra, three engines were used, the 289, the 427 and the 428.”  Actually, the first 75 used the 260.

(2) “Only a very few of the 959 Cobras built contained the 427 engine.”  Actually of the 998 built (in fairness this wasn’t in 1969 the agreed “final count” but it’s hard to understand how 959 was calculated) more than 150 had the 427 and whether this constitutes “very few” is debatable but it’s also not relevant to the complaint.

(3) “The 427 is a nomenclature such as the GT-500 is for the Shelby car.  It does not relate to the cubic displacement of the engine.  We are sorry that this misunderstanding occurred.”  Actually, when the Cobra 427 was released, “427” was a direct reference to displacement.  The “GT500” label was never likely to cause a “misunderstanding” because (1) there was no Ford 500 cid engine and (2) the GT500 was always advertised as being equipped with the 428.

Indisputably as labeled: 1966 Shelby 427 S/C Cobra (CSX 3040).  In 2018, it sold at auction for US$2,947,500.

So, the letter from Shelby really wasn’t a great deal of help (it was dated the day after man set foot on the moon so perhaps the writer's attention was divided).  Were such a case now to go to court several matters would need to be considered:

Was it notorious (ie widely known; common knowledge) in the circles of potential purchasers of such a car that some were powered by 427s and some by 428s and the differences between the two were well documented?  According to some sources, it was only after the “428 Cobra matter” began to attract comment that sales literature was updated to reflect the changed specification while others maintain publication was concurrent with production.

Was the fact the car had only “427” badges an indication of which engine was fitted or just a “model name” al la the Shelby GT500 (which used a 428) & GT350 (which used either a 289 or 302 (and later a 351))?  That originally (in 1965) “427” was a reference to the 427 engine seem incontestable but the question would be whether this changed to a mere “model name” when the 428 was adopted.  It would seem the evidential onus of proof of that would rest with Shelby American.

When making the decision to purchase, did the buyer rely on representations from an authority (in this case a “Ford dealer”) which might reasonably have been expected to (1) possess and (2) communicate all relevant facts?  In that matter, the court would need to consider whether, in the circumstances, there is any substantive difference between a “Ford dealer” and a “Shelby franchised dealer”.  This would be decided by (1) any competing claims from the parties and (2) what documents were supplied prior to or at the point of purchase.

Is it relevant that in 1966-1967 when Ford offered both the 427 & 428 in the Galaxie, that car was sold as the “7 Litre” (they really did use the French spelling) irrespective of which seven litre (427 or 428) V8 was fitted?  Given that, should the Cobra have been thus labelled and was the continued use of the 427 badge a misrepresentation in 428-powered cars?

Was the dealer aware of the buyer’s background?  Mr Shiffmayer was (1) an engineer with a degree in mechanical engineering from the University of Wisconsin and (2) he was not only an owner of a 289 Shelby Cobra but also raced it with notable success.  If the dealer was aware of those facts that doesn’t absolve them of a responsibility fully to disclose all relevant information but a court could consider it a mitigating factor.  If the dealer was aware those facts, what would then have to be considered is whether it would have been reasonable for it to be assumed the buyer either knew of the mechanical details or could reasonably have been expected to know.

Evidence: Shelby American "Shelby Cobra 427" spec sheet listing the 428 as the engine, thereby suggesting "427" was a model name rather than a reference to a specific engine.  The significance of this document rests on whether it appeared before or after Shelby American began selling 428 powered Cobras.   

Insipid & Sapid

Insipid (pronounced in-sip-id)

(1) Without distinctive, interesting, or stimulating qualities; vapid.

(2) Something or someone dull or uninteresting; lacking character or definition.

(3) Food or drink lacking sufficient taste to be pleasing; bland, unappetizingly flavorless.

1610–1620: From the sixteenth century French insipid (without taste or perceptible flavor), from the Late Latin insipidus (tasteless), the construct being in- (in the sense of negation) + -sipidus (savory; tasty), a form of sapidus (sapid) from sapere (have a taste (and used also to mean “be wise”)).  The figurative (ie not of food or drink) meaning (uninteresting, dull) emerged in English in the 1640s and it’s believed this was under the influence of Medieval Latin or the Romance languages, where it was a secondary sense.  The noun insipidity was in use by the early seventeenth century.  The choice of synonym can depend on whether what is being described is food & drink or something (or someone) else and the options include banal, bland, ho-hum, innocuous, trite, vapid, tasteless, bland, wearish, boring, vacuous, dull, bland, characterless & colourless.  In English, in some senses the use has been influenced by insipient (unwise, foolish, stupid; lacking wisdom).  Insipient was from the Middle English insipient & incipient, from the Old French insipient, ultimately from the Latin īnsipiēns.  For the fastidious, the comparative is “more insipient”, the superlative “most insipient”).  Insipid is an adjective, insipidity & insipidness are nouns and insipidly is an adverb.

Sapid (pronounced sap-id)

(1) Having taste or flavor (and used specifically to mean “savory”).

(2) Agreeable to the taste; palatable.

(3) Agreeable, as to the mind; to one's liking.

1625-1635: From the Latin sapidus (tasty), from sapere or sapiō (to taste).  The original meaning in English was “having the power of affecting the organs of taste (when used of food & drink or other substances)” while the figurative sense suggested something “gratifying to the mind or its tastes”.  The adjective sipid has the same meaning as sapid and was a mid-nineteenth century back-formation from insipid (on the model of “gruntled” from “disgruntled”) whereas sapid was a direct borrowing from Latin.  Both sapid & sipid can be used to mean “having a taste or flavor; savoury” but unlike insipid which remains in wide use (both in the original context of food & drink and figuratively), neither have ever attained much currency and it’s not unreasonable for both to be listed as obsolete.  Sapid is an adjective, sapidity & sapidness are nouns.

The infamously insipid Koryo Burger, the in-flight delicacy offered by Air Koryo, national carrier of Democratic People’s Republic of Korea (DPRK; North Korea).

In a sense, what words flourish (or at least endure) in English is because of the operation of something of a popularity contest.  While there are style guides, text books and grammar Nazis to tell us which words to use and in what manner, English has no body such as the French government’s Académie Française (council for matters pertaining to the French language) which publishes the a variety of documents which may be said collectively to define what is “official French”.  The Académie had an interesting political history, beginning as a private venture it received the imprimatur of both church & state when in 1635 it was granted a royal charter by Cardinal Richelieu (1585-1642; chief minister (chancellor or prime-minister) to the King of France 1624-1642) during the reign of Louis XIII (1601–1643; King of France 1610-1643) but was dissolved 1793 during the French Revolution (1789), partly because of the mob’s anti-royalist feelings but also because there was some resentment among the peasantry (an in the provinces generally) to the notion of a Parisian elite deciding whose dialect was “right” and whose was “wrong”.  That’s exactly the same dispute which now bubbles in US universities between (1) those who insist there is “correct” standard English while other forms are dialectal variations (ethnic, regional, class etc) and (2) those who argue for a cultural equivalency between all forms, most notably AAVE (African-American Vernacular English) and its many forks.  In 1795 the new regime in France created the Institut de France (Institute of France) as a kind of clearing house for all matters relating to what was “acceptable” French culture, absorbing some pre-existing scientific, literary and artistic bodies and it was to the institute that Napoleon Bonaparte (1769–1821; leader of the French Republic 1799-1804 & Emperor of the French from 1804-1814 & 1815) in 1803 restored the Académie Française as a division.

Portrait of Goethe, oil on paper by Italian artist Elia Bonetti (b 1983).

Spain’s Real Academia Española (Royal Academy of Spain) is a similar body but perhaps surprisingly (given all the stereotypes of the Prussians) there is in Germany no central authority defining the German language, several organizations and institutions working (cooperatively and not) together standardize and update things.  The most authoritative body for German orthography is the Rat für deutsche Rechtschreibung (Council for German Orthography), the membership of which includes representatives from other German-speaking countries (Austria, Switzerland et al) and its mandate extends to overseeing spelling and orthographic rules, something not without controversy, especially since the great spelling “reform” of 1996.  In the spirit of the post-1945 spirit of avoiding where possible the creation of all-powerful single institutions, it’s the Duden dictionary and Institut für Deutsche Sprache (Institute for the German Language) which exert great influence in in maintaining and documenting German vocabulary, grammar and usage, but both tend to be observational, recording changes in the language rather than seeking to enforce rules (ie they are descriptive rather than prescriptive).  German thus evolves through the combined influence of these institutions, public usage, and scholarly input, rather than through a single authoritative academy and internationally it’s probably the Goethe-Institut (Goethe Institute, named after the German author & philosopher Johann Wolfgang von Goethe (1749–1832)) which most promotes the study of German language & culture through its worldwide network of some 160 centres.

English is more democratic still, the survival of words and grammatical forms dependent on the users and even before the British Empire saw the tongue spread around the world the foreign influences were profound, the Latin, Greek, French & Germanic threads the most obvious and even to speak of the “Old English” is misleading to all but those in the field because to most, the “Old English” really isn’t recognizable as “English”.  Not only does modern English thus evolve but so do the other blends such as “Spanglish” (a hybrid of Spanish & English), Hinglish (Hindi & English) and its absurd to speak of “pure English”, even the way BBC announcers used to speak (in the so-called “RP” (received pronunciation) often including fragments picked up from the Raj and around the world.  While the Académie Française may try to keep French as pure as possible, English shamelessly is linguistically slutty.

Lindsay Lohan (with body-double) during filming of Irish Wish (Netflix, 2024) which the Daily Beast concluded wasn't exactly “insipid”.  The car is a Triumph TR4 (1961-1967), one of the early versions with a live rear axle, a detail probably of no significance in the plot-line.

In this democratic way, insipid has endured because it fills a niche that sapid & sipid never found, in both usage & meaning.  Vividly, insipid conveys the notion of something lacking flavor, excitement, or interest, whether literally (vapid food or drink) or figuratively (dull conversation or ideas).  This negative association has a broad and (regrettably) frequent application in everyday language, there so often being a need to decry things or people as uninteresting or failing to make an impact.  By contrast, although sapid & sipid both mean “food having flavour”, there’s less need because that’s expected and what’s usually sought is a way to say the quality is lacking and terms of emphasis came to be preferred: “flavoursome” “tasty” and such taking over although none were as precise as the practical & versatile “insipid” which proved the perfect one-word descriptor whether literally or figuratively.  Insipid is useful too because it’s nuanced in that it although used usually as negative, it’s also a “neutral word” in the sense of “bland”.  When the Daily Beast was searching for similes & metaphors in their review of Irish Wish (released in 2024 as the second edition of Lindsay Lohan’s three film Netflix deal), they opted also to “damn with faint praise” observing because the Netflix’s target audience “merely want to watch something that isn’t insipid and horribly made”, maybe the film (sort of) succeeded.  So insipid has survived because it fulfils needs while sapid & sipid are now little more than linguistic curiosities.

Insipid, sipid & sapid: The votes are in.

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

Brat

Brat (pronounced brat)

(1) A child, especially one is ill-mannered, unruly, annoying, spoiled or impolite etc (usually used either playfully or in contempt or irritation, often in the phrase “spoiled brat”.

(2) As “military brat”, “army brat” etc, a child with one or more parent serving in the military; most associated with those moving between military bases on a short-duration basis; the derived form is “diplomatic brat” (child living with parents serving in overseas missions).

(3) In the BDSM (bondage/discipline, dominance/submission, sadism/masochism) community, a submissive partner who is disobedient and unruly (ie a role reversal: to act in a bratty manner as the submissive, the comparative being “more bratty”, the superlative “most bratty”).

(4) In mining, a thin bed of coal mixed with pyrites or carbonate of lime.

(5) A rough makeshift cloak or ragged garment (a now rare dialectal form).

(6) An apron fashioned from a coarse cloth, used to protect the clothing (a bib) (a now obsolete Scots dialect word).

(7) A turbot or flatfish.

(8) The young of an animal (obsolete).

(9) A clipping of bratwurst, from the German Bratwurst (a type of sausage) noted since 1904, from the Middle High German brātwurst, from the Old High German, the construct being Brāt (lean meat, finely shredded calf or swine meat) + wurst (sausage).

(10) As a 2024 neologism (technically a re-purposing), the qualities associated with a confident and assertive woman (along the lines of the earlier “bolshie woman” or “tough broad” but with a more overtly feminist flavor).

1500–1520: Thought to be a transferred use (as slang for “a beggar's child”) of the early Middle English brat (cloak of coarse cloth, rag), from the Old English bratt (cloak) of Celtic origin and related to the Old Irish brat (mantle, cloak; cloth used to cover the body).  The origin of the early Modern English slag use meaning “beggar's child” is uncertain.  It may have been an allusion, either to the contemporary use meaning “young of an animal” or to the shabby clothing such a child would have worn", the alternative theory being some link with the Scots bratchet (bitch, hound).  The early sense development (of children) may have included the fork of the notion of “an unplanned or unwanted baby” (as opposed to a “bastard” (in the technical rather than behavioral sense)) had by a married couple.  The “Hollywood Brat Pack” was a term from the mid-1980s referring to a grouping of certain actors and modeled on the 1950s “Rat Pack”.  The slang form “brattery” (a nursery for children) sounds TicTokish but actually dates from 1788 while the generalized idea of “spoiled and juvenile” became common in the 1930s.  The unrelated use of bratty (plural bratties) is from Raj-era Indian English where it describes a cake of dried cow dung, used for fuel.  Brat is a noun, verb & adjective, brattishness & brattiness are nouns, bratting & bratted are verbs, brattish & bratty are adjectives and brattily is an adverb; the noun plural is brats.

LBJ, the "Chicken Tax" and the Subaru BRAT

Subaru BRAT, advertising in motion (in a US publication and thus a left-hand drive model).

The Subaru BRAT was (depending on linguistic practice) (1) a coupé utility, (2) a compact pick-up or (3) a small four wheel drive (4WD) ute (utility).  The name was an acronym (Bi-drive Recreational All-terrain Transporter), the novel idea of “bi-drive” (4WD) being the notion of both axles being driven, that linguistic construction dictated by the need to form the acronym.  “Bi-Drive Recreational All-Terrain Transporter” certainly was more imaginative (if opportunistic) than other uses of BRAT as an acronym which have included: ”Behaviour Research And Therapy” (an academic journal), “Bananas, Rice, Applesauce and Toast” (historically a diet recommended for those with certain stomach disorders), “Brush Rapid Attack Truck” (a fire-fighting vehicle), “Basenji Rescue and Transport” (a dog rescue organization), “Behavioral Risk Assessment Tool” (used in HIV/AIDS monitoring), Beautiful, Rich and Talented (self-explanatory), the “Bureau de Recherche en Aménagement du Territoire” (the Belgium Office of Research in Land Management (in the French)), “Beyond Line-Of-Sight Reporting and Tracking” (a US Army protocol for managing targets not in visual range) and “Battle-Management Requirements Analysis Tool” (a widely used military check-list, later interpolated into a BMS (Battle Management System).

Ronald Reagan on his Santa Barbara ranch with Subaru BRAT.  Like many owners who used their BRATs as pick-up trucks, President Reagan had the jump seats removed.

Built on the platform of the Leone (1971-1994) and known in some markets also as the MV Pickup, Brumby & Shifter, the BRAT was variously available between 1978-1994 and was never sold in the JDM (Japanese domestic market) although many have been “reverse imported” from other places (Australia favored because salt isn't used on the roads so rust is less of an issue) and the things now have a cult following in Tokyo.  The most famous BRAT owner was probably Ronald Reagan (1911-2004; US president 1981-1989) who kept a 1978 model on his Californian ranch until 1988, presenting something of a challenge for his Secret Service detail, many of whom didn’t know how to drive a stick-shift (manual transmission).  That though would have been less frightening than the experience of many taken for a drive by Lyndon Johnson (LBJ, 1908–1973; US president 1963-1969) in the Amphicar 770 (1961-1965) he kept at his Texas ranch.  LBJ suddenly would turn off the path, driving straight into the waters of the dam, having neglected to tell his passengers of the 770’s amphibious capabilities.  Although “770” has been used in the industry (in the US and Australia) as a trim-level designation, on the amphibious Amphicar it was a reference to it being able to achieve speeds of 7 knots (8 mph; 13 km/h) on water and 70 mph (110 km/h) on land, both claims verified by testers although the nautical performance did demand reasonable calm conditions.

The Subaru BRAT is remembered also as a “Chicken Tax car”.  Tax regimes have a long history of influencing or dictating automotive design, the Japanese system of displacement-based taxation responsible for the entire market segment of “Kei cars” (a clipping of kei-jidōsha (軽自動車) (light automobile), the best known of which have been produced with 360, 600 & 660 cm3 (22, 37 & 40 cubic inch) engines in an astonishing range of configurations ranging from micro city cars to roadsters and 4WD dump trucks.  In Europe too, the post-war fiscal threshold resulted in a wealth of manufacturers (Mercedes-Benz, Jaguar, BMW, Ford, Maserati, Opel et al) offering several generations of 2.8 litre (171 cubic inch) sixes while the that imposed by the Italian government saw special runs of certain 2.0 litre (122 cubic inch) fours, sixes & even V8s.  The US government’s “Chicken Tax” (a part of the “Chicken War”) was different in that it was a 25% tariff imposed in 1963 by the Johnson administration on potato starch, dextrin, brandy and light trucks; it was a response to the impost of a similar tariffs by France and the FRG (Federal Republic of Germany, the old West Germany) on chicken meat imported from the US.

Subaru BRAT in use.

The post-war development in the US of large scale, intensive chicken farming had both vastly expanded production of the meat and radically reduced the unit cost of production which was good but because supply quickly exceeded the demand capacity of the domestic market, the surplus was exported, having the effect in Europe of transforming chicken from a high-priced delicacy to a staple consumer protein; by 1961, imported US chicken had taken some 50% of the European market.  This was at a time when international trade operated under the General Agreement on Tariffs and Trade (the GATT (1947)) and there was nothing like the codified dispute resolution mechanism which exists in the rules of the successor World Trade Organization (the WTO (1995)) and the farming lobbies in Germany, France and the Netherlands accused the US producers of “dumping” (ie selling at below the cost of production) with the French government objecting that the female hormones US farmers used to stimulate growth were a risk to public health, not only to those who ate the flesh but to all because nature of the substances was such that a residue enter the water supply.  The use of the female hormones in agriculture does remains a matter of concern, some researchers linking it to phenomena noted in the last six decades including the startling reduction in the human male's sperm count, the shrinking in size of the penises of alligators living in close proximity to urban human habitation and early-onset puberty in girls.

Subaru BRAT Advertising (US).

Eventually, the tariffs on potato starch, dextrin and brandy were lifted but the protection for the US truck producers remained, triggering a range of inventive “work-arounds” concocted between various engineering and legal offices, most of which involved turning two-seater trucks & vans into vehicles which technically could quality as four-seaters, a configuration which lasted sometimes only until the things reached a warehouse where the fittings could be removed, something which would cost the Ford Motor Company (one of the corporations the tax had been imposed to protect) over US$1 billion in penalties, their tactics in importing the Transit Connect light truck from Turkey (now the Republic of Türkiye) just too blatant.  In New Zealand, in the mid 1970s, the government found the “work-arounds” working the other way.  There, changes had been implemented to make the purchase of two seater light vans more attractive for businesses so almost instantly, up sprang a cottage industry of assembling four-door station wagons with no rear seat which, upon sale, returned to the workshop to have a seat fitted.  Modern capitalism has always been imaginative.

Subaru "Passing Lamp" on Leone 1600 GL station wagon (optional on BRATs, 1980-1982).

In Fuji Heavy Industries’ (then Subaru’s parent corporation) Ebisu boardroom, the challenge of what probably was described as the “Chicken Tax Incident” was met by adding to the BRAT two plastic, rear-facing jump seats, thereby qualifying the vehicle as a “passenger car” subject in the US only to a 2.5 and not a 25% import tax.  Such a “feature” probably seems strange in the regulatory environment of the 2020s but there was a time when there was more freedom in the air.  Subaru’s US operation decided the BRAT’s “outdoor bucket seats” made it an “open tourer” and slanted the advertising thus, the model enjoying much success although the additional seating wasn’t available for its final season in the US, the BRAT withdrawn after 1987.  Another nifty feature available on the BRAT between 1980-1982 was the “Passing Lamp” (renamed “Center Lamp” in 1982 although owners liked “Third Eye” or “Cyclops”), designed to suit those who had adopted the recommended European practice of flashing the headlights (on high beam) for a second prior to overtaking.  The BRAT was not all that powerful so passing opportunities were perhaps not frequent but the “passing lamp” was there to be used if ever something even slower was encountered.  The retractable lamp was of course a complicated solution to a simple problem given most folk so inclined just flash the headlights but it was the sort of fitting with great appeal to men who admire intricacy for its own sake.

BRAT seat mountings 1983 (left) and 1984 (centre).  The BRAT on the right has been retro-fitted with the seats (note the safety wire attached to the frame!) using U-bolts, a satisfactory method provided (1) the U-bolts are of high-tensile steel and (2) there is a backing place of adequate strength and size.

The seats were bolted to a frame (the design of which changed) which was welded to the bed.  The use of welding rather than bolts was dictated by the regulations because, had the frame been bolted (and thus defined as “removable”), the BRAT's classification would have changed from “passenger vehicle” to “truck” and been subject to the very tax the seats were installed to avoid.  Amusingly though, the side impact regulations which applied to the BRAT were in a different act and for those purposes the thing was defined as a truck which meant the doors could be fitted with lighter reinforcing bars than those mandated for the Subaru Leone sedans, station wagons and hatchbacks.  The stronger mechanism can be installed in a BRAT's doors so safety conscious owners do have that option.

Two 1987 BRATs with retro-fitted seats, the one on the right also with an after-market roll-bar, something which, all things considered, seems a sensible addition.  Of the physics, those familiar Sir Isaac Newton's (1642–1727) First Law of Motion (known also as the Law of Inertia: "An object at rest will remain at rest, and an object in motion will continue in motion with the same speed and in the same direction unless acted upon by an unbalanced external force") can ponder the possibilities while wondering whether to bother buckling up the seat belt or just rely on the "grab handles" (and probably never was that term used more appropriately).  Although the seats weren't factory-fitted after 1985, the parts could still be ordered and many later models have been retro-fitted.  The adjustable headrests were a nice touch although some did note they could be classified also as "rear window protectors".

Brat: Charli XCX's Summer 2024 album

Charli XCX, BRIT Awards, O2 Arena,  London, February 2016; the "BRITs" are the British Phonographic Industry's annual popular music awards.

“Brat” has been chosen by the Collins English Dictionary as its 2024 Word of the Year (WotY), an acknowledgement of the popular acclaim which greeted the word’s re-purposing by English singer-songwriter Charli XCX (the stage-name of Charlotte Emma Aitchison (b 1992)) who used it as the title for her summer 2024 album.  The star herself revealed her stage name is pronounced chahr-lee ex-cee-ex; it has no connection with Roman numerals and XCX is anyway not a standard Roman number.  XC is “90” (C minus X (100-10)) and CX is “110” (C plus X (100 +10)) but XCX presumably could be used as a code for “100” should the need arise, on the model of something like the “May 35^th” reference Chinese Internet users used to use in an attempt to circumvent the CCP's (Chinese Communist Party) "Great Firewall of China" when speaking of the “Tiananmen Square Incident” of 4 June 1989.  In 2015, Ms XCX revealed “XCX” was an element of her MSN screen name (CharliXCX92) when young (it stood for “kiss Charli kiss”) and she used it on some of the early promotion material for her music.

Charli XCX with Brat album (vinyl pressing edition) packaging in "brat green".

According to Collins, the word “resonated with people globally”.  The dictionary had of course long had an entry for the word something in the vein of: “someone, especially a child, who behaves badly or annoys you”, but now it has added “characterized by a confident, independent, and hedonistic attitude”.  In popular culture, the use spiked in the wake of the album's released but it may be “brat” in this sense endures if the appeal is maintained, otherwise it will become unfashionable and fade from use, becoming a “stranded word”, trapped in the time of its historic origin.  So, either it enters the vernacular or by 2025 it will be regarded as “so 2024”.  The lexicographers at Collins seem optimistic about its future, saying in the WotY press release that “brat summer has established itself as an aesthetic and a way of life”.

Lindsay Lohan in Jil Sander (b 1943) "brat green" gown, Disney Legends Awards ceremony, Anaheim, Los Angeles, October 2024.  For anyone wanting to describe a yellowish-green color with a word which has the virtues of (1) being hard to pronounce, (2) harder to spell and (3) likely to baffle most of one’s interlocutors, there’s “smaragdine” (pronounced smuh-rag-din), from the Latin smaragdinus, from smaragdus (emerald), from the Ancient Greek σμάραγδινος (smáragdinos), from σμάραγδος (smáragdos).

The “kryptonite green” used for Brat’s album’s packaging seems also to have encouraged the use in fashion of various hues of “lurid green” (the particular shade used by Ms XCX already dubbed “brat green” although some which have appeared on the catwalks seem more of a chartreuse) and an online “brat generator” allowed users replicate the cover with their own choice of words.  The singer was quite helpful in fleshing out the parameters of the aesthetic, emphasizing it didn’t revolve around a goth-like “uniform” and nor was it gender-specific or socially restricted.  In an interview with the BBC, Ms XCX explained the brat thing was a spectrum condition extending from “luxury” to “trashy” and was a thing of attitude rather than accessories: “A pack of cigs, a Bic lighter, and a strappy white top with no bra.  That’s kind of all you need.”  Although gender-neutral, popular use does seem to put the re-purposed “brat” in the tradition of the earlier “bolshie woman” or “tough broad” but with a more overtly feminist flavor, best understood as “the qualities associated with a confident and assertive woman”.  In its semantic change, “brat” has joined some other historically negative words & phrases (“bitch”, “bogan”, the infamous “N-word” et al) which have been “reclaimed” by those at whom the slur was once aimed, a tactic which not only creates or reinforces group identity but also weaponizes what used to be an insult so it can be used to return fire.