Sidewinder

Sidewinder (pronounced syde-whine-der)

(1) A North American rattlesnake (Crotalus cerastes), also known as the horned rattlesnake and sidewinder rattlesnake, a venomous pit viper species belonging to the genus Crotalus (rattlesnakes) and found in the desert regions of the south-western United States and north-western Mexico. 

(2) An air-to-air missiles of US design.

(3) In nautical use, a type of middle-distance deep-sea trawler widely used during the 1960s and 1970s.

(4) In slang, a person thought untrustworthy and dangerous.

(5) In the slang of hand-to-hand combat, a heavy swinging blow from the side which disables an adversary (now rare).

(6) In the slang of baseball, a pitcher who throws sidearm.

(7) In the slang of certain photographers, a certain aspect used to photograph certain models in certain dresses or tops.

1875: A creation of US English to describe the small horned rattlesnake found in the south-west near the border with Mexico, the construct being the adjective side + the agent noun of wind, so called in reference to its "peculiar lateral progressive motion".  The first known use was in an 1875 US Army report detailing the zoology of the western US.  Dating from 1888, there are also references to the snake as the "sidewiper".  Side was from the Middle English side, from the Old English sīde (side, flank), from the Proto-Germanic sīdǭ (side, flank, edge, shore), from the primitive Indo-European sēy- (to send, throw, drop, sow, deposit).  It was cognate with the Saterland Frisian Siede (side), the West Frisian side (side), the Dutch zijde & zij (side), the German Low German Sied (side), the German Seite (side), the Danish & Norwegian side (side) and the Swedish sida (side).  As an adjective (as in sidewinder) it's used to mean (1) being on the left or right, or toward the left or right; lateral & (2) indirect; oblique; incidental.  The construct of winder was wind + -er and was from the Middle English wynder, from the Middle English wynd & wind, from the Old English wind (wind), from the Proto-West Germanic wind, from the Proto-Germanic windaz, from the primitive Indo-European hwéhtos (wind), from hwéhts (wind), from the present participle of hweh- (to blow).  The –er suffix was from the Middle English –er & -ere, from the Old English -ere, from the Proto-Germanic -ārijaz, thought most likely to have been borrowed from the Latin –ārius where, as a suffix, it was used to form adjectives from nouns or numerals.  In English, the –er suffix, when added to a verb, created an agent noun: the person or thing that doing the action indicated by the root verb.   The use in English was reinforced by the synonymous but unrelated Old French –or & -eor (the Anglo-Norman variant -our), from the Latin -ātor & -tor, from the primitive Indo-European -tōr.  When appended to a noun, it created the noun denoting an occupation or describing the person whose occupation is the noun.  Sidewinder is a noun; the noun plural is sidewinders.

A sidewinder taking lunch (left) and sidewinding (right).

The snake’s common name, sidewinder, alludes to its unusual form of locomotion, which is thought to give it traction on windblown desert sand, but this peculiar specialization is used on any substrate over which the sidewinder rapidly can move. As its body progresses over loose sand, it forms a letter J-shaped impression, with the tip of the hook pointing in the direction of travel.  The species is nocturnal during hot months and diurnal during the cooler times of its activity period, which typically extends from November to March (though often longer in the southern part of its range, subject to seasonal variation).

The AIM-9x Sidewinder and the Vympel K-13

AIM-9x Sidewinder Air-to Air missile being launched.

The AIM-9x Sidewinder is a short-range air-to-air missile developed by the US Navy which entered service in 1956.  One of the most widely used missiles, it equips both western and (notionally) non-aligned air forces as well as (indirectly), the many nations which use the Soviet-era Vympel K-13, a reverse-engineered clone.  More than 110,000 Sidewinders have been produced and it’s considered outstanding value for money, being one of the less expensive weapons of its type.  Aside from cost, it owes its longevity to a simple, easy-to-upgrade design, long shelf life, robustness and famously high reliability; the US military say it’s possible the Sidewinder will remain in service until late this century, the one basic design might thus endure over one-hundred years.  One of the early mass-produced guided missiles, the Sidewinder name was selected in 1950 because the venomous snake uses infrared sensory organs to hunt warm-blooded prey.  The Sidewinder was first developed by the US Navy (USN) and later adopted by the US Air Force (USAF), both branches still using what is essentially the same design, the critical components of which are (1) an infrared homing guidance section, (2) an active optical target detector, (3) a high-explosive warhead and (4) rocket propulsion.  The attraction of infrared units is their low-cost, ease of maintenance and the ability to be used day and night.  According to the 2021 fiscal year Department of Defense (DoD) budget, AIM-9x Sidewinders are costed at around US$430,000 for Navy use & US$472,000 for the Air Force, the difference accounted for by the cost of the mounting system which attaches to and aircraft’s hard-points.  The DoD’s numbers are not necessarily accurate but the comparative values are probably at least indicative.

The rollerons on the fins of the early AIM-9.

Although in production since 1956, the Sidewinder is now a much changed device, product development meaning parts interchangeability between an original and one from the 2020s is limited to the odd screw.  In that, the missile can be compared to something like the Volkswagen Beetle in that while the first in 1938 and the last in 2003 were recognizably related and conceptually the same (rear-mounted air-cooled flat-four engine, rear-wheel drive (RWD), separate chassis etc), the only mechanical carry-overs would be some of the nuts & bolts.  In the 1950s, the technology to permit the Sidewinder's fins to act as self-stabilizer didn't exist.  While it would have been possible to build an electro-mechanical device which could fulfil the function, it would have been prohibitively large and heavy and, when subject to the stresses of launch, anyway too fragile to provide the reliability the military required.  Instead, "rollerons" were fitted to the tips of the fins.  Rotating at 100,000 rpm, these provided gyroscopic stabilization, a solution similar to that adopted by the Germans for their big World War II (1939-1945) ballistic missile (The Aggregat 4 (A4), better known as the V2 (or V-2) (Vergeltungswaffe (Retaliation (ie vengence) Weapon 2)) although being bigger and flying for a greater distance in a more complex trajectory, the V2 was fitted also with controllers on the rocket engine's vanes which compensated dynamically for directional variations.  The issue of directional stability was the most challenging aspect of the V2's development. 

Lindsay Lohan sidewinder shots, 2007.  Where possible, photographers like to take both SFW (suitable for work, left) shots and NSFW (not suitable for work, right) shots so they have product for both market niches.  Paul Smith shot these as part of a sequence at the General Motors Annual Ten Event Fashion Show, Los Angeles, February 2006.

The use of Sidewinders in dog-fights between Chinese and Taiwanese (from the renegade province of Taiwan) pilots during the Second Taiwan Strait Crisis (1958) was the first use of air-to-air guided missiles in combat and the Vympel K-13 (NATO reporting name: AA-2 (Atoll)) was reverse-engineered (ie pirated) by the Soviet Union, using a Sidewinder launched from a Taiwanese F-86 Sabre during the Crisis which became lodged, unexploded, in the fuselage of a Chinese MiG 17.  The MiG landed safely and although Sino-Soviet relations weren’t at the time ideal, some sort of deal was done between Peking and Moscow which resulted in the missile being delivered to Soviet weapons scientists who deconstructed and replicated it, allowing the Vympel to enter the arsenals of Warsaw Pact nations.  The USSR had something of a tradition of doing this with Western hardware (their Boeing B29 clone legendarily almost identical to Boeing’s original) and the Chinese soon became masters of the technique.  By 1961 the K-13 was in full-scale production and so diligent were the Soviets in their duplication that even the part-numbers stamped on the components were replicated.

In February 2023, the Sidewinder was briefly in the news after one was used by a USAF F-16 fighter to shoot down the balloon which infamously penetrated US airspace.  Depending on whose story one prefers, it was either a weather research device operated by Chinese meteorological authorities or a spy system run by the PLA (People’s Liberation Army) to gather data for the Chinese Communist Party (CCP).  Most observers not in fear of being sent to a re-education camp seem to tend to the latter but for the USAF it wasn’t that important; pilots just like shooting stuff with sidewinders.  Targeted at an altitude around 20,000 feet (6000 m), the balloon was brought down in the vicinity of Lake Huron above over Michigan and was the third such airborne object shot down in a three-day span, all at the time believed to be linked with the CCP.  Once the thing was downed, one of the main interests to those examining the wreckage was to work out how a relatively large object could have evaded the surveillance of the North American Aerospace Defense Command (NORAD), which uses visual contact, radar, and other tracking systems.

1997 Dodge Dakota Sidewinder Concept.

The Dodge Dakota Sidewinder was a one-off concept displayed at 1997’s SEMA Convention in Las Vegas.  It used a 640 hp (477 kW), 490 cubic-inch (8.0 litre) V10 Viper (LA) engine and was said to be capable of 170 mph (274 km/h) although it wasn’t clear whether this was (1) worked out on the back of an envelope, (2) calculated by computer simulation or (3) verified by some intrepid test driver.  Like most of Detroit’s more fanciful creations, it never reached production although Chevrolet later picked up the idea for their retro-styled SSR (Super Sport Roadster) pickup truck (2003-2006) which featured a retractable hard-top and between 2004-2006 Dodge did install the a 505 cubic inch (8.3 litre) version LA V10 in their Ram pick-up truck.  One of the crazier trucks and very much in the tradition of their 1964-1966 D-100 pick-up which used the 426 cubic inch (7.0 litre) Street Wedge V8, the limited-production V10 SRT-10 is still much in demand in the collector market.

Erection

Erection (pronounced ih-rek-shuhn)

(1) The act of erecting.

(2) The state of being erected.

(3) Something erected, as a building or other structure.

(4) In physiology, a distended and rigid state of an organ or part containing erectile tissue, especially of the penis when filled with blood.

1495–1505: From the Late Latin ērēctiōn- (stem of ērēctiō), the construct being erect + -ion.  The Late Latin erectionem (nominative erectio) was the noun of action from the past participle stem of erigere (to set up, erect).  Erect was from the Middle English erect, from the Latin ērectus (upright), past participle of ērigō (raise, set up), the construct being ē- (out) + regō (to direct, keep straight, guide).  The suffix –ion was from the Latin -iō (genitive -iōnis) and was appended to a perfect passive participle to form a noun of action.  Erection & erector are nouns, erect & erected are adjective & verbs, erecting is a verb, erectable is an adjective (and a noun in commercial use) and erectile is an adjective; the noun plural is erections. 

The meanings "the putting up" (of a building of other structure) and the "stiffening of the penis" are both from 1590s (the common acronym in physiology is flaccid).  In the early-modern medical literature, it was applied also when describing turgidity and rigidity of the clitoris but this use has faded.  The condition priapism (morbidly persistent erection of the penis) is from the Late Latin priapismus, from Greek priapismos (also "lewdness"), from priapizein (to be lewd) from Príāposi (in Greek mythology, a minor rustic fertility god, protector of livestock, fruit plants, gardens and male genitalia and most noted for his over-sized, permanent erection).  Priapism is not the desirable condition it sounds; if untreated, it will cause permanent muscle damage.  The rare forms nonerection, preerection & reerection are now generally restricted to technical documents and since the late nineteenth century have tended increasingly to be hyphenated, the other most commonly seen forms are erectile (often as an adjective applied to dysfunction), an 1822 borrowing from the French érectile and erected, the simple past tense and past participle of erect.

Modern ballistics

In astronautics, a transporter erector is a vehicle used to (1) support a rocket for transportation and (2) place a rocket in an upright position within a gantry scaffold from which they are launched.  They differ from transporter launchers which are mobile platforms from which (usually smaller, shorter-range, surface-to-air (SAM) and surface-to-surface (SSM)) missiles can be launched without the need of an external gantry scaffold or other structure.

Transporter launcher: Still in service, the 2K11 Krug is a Soviet-era medium-range, medium-to-high altitude surface-to-air missile (SAM) system.  The NATO reporting name is SA-4 Ganef (after a word of Yiddish origin meaning "thief" or "rascal").  The antiquity of much of the materiel used by the Russian military often attracts comment but military hardware sometimes hits a "sweet spot" in the search for the compromise between functionality, economy of production & operation and an admirable shelf life.  In the US inventory, both the Boeing B52 bomber (1955) and the Sidewinder air-to-air (AAN) missile (1956) remain in service and it's not impossible they may enjoy a hundred year life.

Transporter erector: Known internally at NASA as a “crawler” a transporter erector moves to Pad 39A the Saturn V rocket used for the Apollo 14 Moon mission, January 1971.

Getting it up: Kim Jong-un (Kim III, b 1982; Supreme Leader of DPRK (North Korea) since 2011) supervises the erection of his big Hwasong-14 inter-continental ballistic missile (ICBM), July 2017.

For the Hwasong-14, the DPRK used an eight-axle version of the WS51200 transporter, the largest of the WS series built by Wanshan Special Vehicles in China.  Interestingly, as far as is known, the Korean People's Army (KPA) is the only military using the WS51200, none appearing to be in service with the Chinese PLA (People’s Liberation Army) and it’s believed the DPRK obtained eight WS51200s in 2011, supplied as timber and logging transporters to evade UN sanctions.  The Supreme Leader also has a fondness for expensive German cars, the importation of which by the DPRK is also banned but a number have appeared in his garage.

The Supreme Leader's big missiles: Hwasong-14 ICBM with 8-axle transporter erector (left), Hwasong-15 ICBM with 9-axle transporter erector (centre) and Hwasong-16 ICBM with 11-axle transporter erector (right).

All else being equal, as the range of a missile increases, it becomes bigger and heavier.  Transporter erectors are thus built on an extendable chassis, permitting additional length and more tyres to support longer and heavier missiles.  Whereas in 2017 an eight-axle chassis was sufficient for the Hwasong-14, by the time the Hwasong-16 was on parade in 2020, eleven were needed.

Size matters: Mock-up of The Supreme Leader with 24 axle transporter erector. 

Like his grandfather Kim Il-sung (Kim I, 1912–1994; Great Leader of DPRK (North Korea) 1948-1994) and father Kim Jong-il (Kim II, 1941-2011; Dear Leader of DPRK (North Korea) 1994-2011), the Supreme Leader thinks big and had his ICBM programme continued to use liquid fuels, he would have been compelled to add more and more axles as size and range grew.  However, following the development path of both the US and USSR, the DPRK switched from liquid to solid-fuel propulsion which permits (1) downsizing, a reduction in the size & weight of the missile required for a given warhead, (2) a longer range, (3) the use of a shorter transporter erector, (4) a smaller number of support vehicles and staff during deployment and (5) a much reduced launch time because the several hours it takes to "fill 'er up" a liquid-fueled device are removed from the cycle.  The Supreme Leader had teased observers in 2021 when he revealed the development of a solid-fuel ICBM was "well-progressed" as part of the military's five-year plan.  A spokesman for the Pentagon said at the time they "were aware" of the project.  There's something about the term "five-year plan" which seems to attract dictators.   

First shown in February 2023 at the platinum jubilee (75^th anniversary) parade marking the formation of the KPA in 1948, the Hwasong-18 three-stage, solid-fuelled ICBM was launched on a test flight the following April, a second undertaken in July, the highlight of which was promotional film clip issued by the foreign ministry.  Much as the technology of his big missiles has improved over the years, the Supreme Leader's video production crew have also honed their techniques and have evolved from James Bond style circa 1965 to something close to 1990s Hong Kong action movies with the addition of drone cameras.  The critics were generally impressed with the improvement although some suspected digital editing may have been involved but that's hardly a trick unique to the DPRK and a nice touch was the continued use of a narrator speaking with the same excited urgency of a DPRK newsreader.  One obvious hint of the advantage of solid-fuel configuration was the  being launched from the same 9-axle transporter erector as the shorter-range Hwasong-15 whereas the Hwasong-16 had demanded an 11-axle chassis.  Analysts note the DPRK's Pukguksong-5 submarine-launched ballistic missiles (SLBM) were solid-fueled and its assumed the ground-launched technology will be similar.

Hwasong-18 launch video.  All that can be hoped is that the next release includes multi-lingual sub-titles because the narrator is a star and his words deserve to be understood by all. 

Bugeye & Frogeye

Bugeye (pronounced buhg-ahy)

(1) A nautical term for a ketch-rigged sailing vessel used on Chesapeake Bay.

(2) A slang term, unrelated to the nautical use, used to describe objects or creatures with the bulging eyes resembling those of certain bugs.

1883: An Americanism, the construct being bug + eye, coined to describe the 1880s practice of shipwrights painting a large eye on each bow of the ketches used for oyster dredging in Chesapeake Bay, an estuary in the US states of Maryland and Virginia.  Bug dates from 1615–1625 and the original use was to describe insects, apparently as a variant of the earlier bugge (beetle), thought to be an alteration of the Middle English budde, from the Old English -budda (beetle) but etymologists are divided on whether the phrase “bug off” (please leave) is related to the undesired presence of insects or was of a distinct origin.  Although “unbug” makes structural sense (ie remove a bug, as opposed to the sense of “debug”), it doesn’t exist whereas forms such as the adjectives unbugged (not bugged) and unbuggable (not able to be bugged) are regarded as standard.  Eye pre-dates 900 and was from the Middle English eie, yë, eighe, eyghe, yȝe, eyȝe & ie, from the Old English ēge, a variant of ēage, from the Proto-West Germanic augā, from the Proto-Germanic augô (eye).  It was cognate with the German Auge & the Icelandic auga and akin to the Latin oculus (eye), the Lithuanian akìs (eye), the Slavic (Polish) oko (eye), the Old Church Slavonic око (oko) (eye), the Albanian sy (eye), the Ancient Greek ὄψ (óps) (in poetic use, “eye; face”) & ὄσσε (ósse) (eyes), the Armenian ակն (akn), the Avestan aši (eyes) and the Sanskrit अक्षि (ákṣi).  A related Modern English form is “ogle”.  Bugeye is a noun and bugeyed is an adjective; the noun plural is bugeyes.  Hyphenated use of all forms is common. 

Frogeye (pronounced frog-ahy or frawg-ahy)

(1) In botany, a small, whitish leaf spot with a narrow barker border, produced by certain fungi.

(2) A plant disease so characterized.

(3) A slang term, unrelated to the botanical use, used to describe objects or creatures with the bulging eyes resembling those of frogs.

1914–15: A descriptive general term, the construct being frog + eye, for the condition Botryosphaeria obtusa, a plant pathogen that causes Frogeye leaf spot, black rot and cankers on many plant species.  The fungus was first described by in 1832 as Sphaeria obtusa, refined as Physalospora obtusa in 1892 while the final classification was defined in 1964.  Frog (any of a class of small tailless amphibians of the family Ranidae (order Anura) which typically move by hopping and in zoology often referred to as “true frog” because in general use “frog” is used loosely or visually similar creatures) pre-dates 1000 and was from the Middle English frogge, from the Old English frogga, from the Proto-West Germanic froggō (frog).  It was cognate with the Norwegian Nynorsk fraug (frog) and Old Norse frauki and there may be links with the Saterland Frisian Poage (frog) and the German Low German Pogg & Pogge (frog).  The alternative forms in English (some still in regional use at least as late as the mid-seventeenth century were frosk, frosh & frock.  Eye pre-dates 900 and was from the Middle English eie, yë, eighe, eyghe, yȝe, eyȝe & ie, from the Old English ēge, a variant of ēage, from the Proto-West Germanic augā, from the Proto-Germanic augô (eye).  It was cognate with the German Auge & the Icelandic auga and akin to the Latin oculus (eye), the Lithuanian akìs (eye), the Slavic (Polish) oko (eye), the Old Church Slavonic око (oko) (eye), the Albanian sy (eye), the Ancient Greek ὄψ (óps) (in poetic use, “eye; face”) & ὄσσε (ósse) (eyes), the Armenian ակն (akn), the Avestan aši (eyes) and the Sanskrit अक्षि (ákṣi).  A related Modern English form is “ogle”.  Frogeye is a noun and frogeyed is an adjective; the noun plural is frogeyes.  Hyphenated use of all forms is common.

Bugeye or frogeye: The Austin-Healey Sprite

1960 Austin-Healey Sprite (left) & 1972 MG Midget (right).

The Austin-Healey Sprite was produced between 1958 and 1971 (although in the last year of production they were badged as the Austin Sprite, reflecting the end of the twenty year contract with Donald Healey's (1898–1988) eponymous company).  Beginning in 1961, the car was restyled and a more conventional frontal appearance was adopted, shared with the almost identical MG Midget, introduced as at the same time as a corporate companion and the Midget outlived the Sprite, the last built in 1980.  Upon release, the Sprite immediately picked up the nicknames frogeye (UK & most of the Commonwealth) and bugeye (North America) because the headlights were mounted as protuberances atop the hood (bonnet), bearing a resemblance to the eyes of some frogs and bugs.  The original design included retractable headlights but to reduce both cost and weight, fixed-lights were used.  As purely functional mountings, such things continue to be fitted to rally-cars.  The linguistic quirk that saw the Sprite nicknamed bugeye in North America and frogeye in most of the rest of the English-speaking world is a mystery.  Etymologists have noted the prior US use of bugeye as a nautical term but it was both geographically and demographically specific and that use, visually, was hardly analogous with the Sprite.  No other explanation has been offered; the English language is like that.

1963 Lightburn Zeta (left) 1964 Lightburn Zeta Sports (centre) & Lightburn Zeta Sports with "sports lights" (right).

1949 Crosley Hotshot.

Although distinctive, the look wasn’t new, familiar from the use of the Triumph TR2 (1952) and Crosley in the US had used a similar arrangement for their "Hotshot" & "Super Sport" (1949-1952 and notable for being fitted with four-wheel disk brakes) and in Australia, Lightburn (previously noted for their well-regarded washing machines and cement mixers) were in 1964 forced to adopt them for the woeful Zeta Sports to meet headlight-height regulations.  The Zeta Sports was better looking than the Trabant-like "two-door sedan" which preceded it but truly that is damning with faint praise.  An adaptation (development seems not the appropriate word) of the Meadows Frisky microcar of the mid-1950s, the Zeta Sports was built in South Australia and it wasn't initially realized that headlight-height rules in New South Wales (NSW) were such that the low-slung Zeta couldn't comply, even were the suspension to be raised, an expedient MG was compelled to use in 1974 to ensure the bumpers of the Midget & MGB sat at the height specified in new US rules.  Instead "sports lights" were added to the bonnet (hood) which lent some more cartoon-like absurdity to the thing but did little to increase its appeal, only a few dozen built in the two years it was available.

1959 Alfa Romeo Giulietta Sprint Speciale, Tipo (type) 101.20. 

Ungainly the bugeye lights may have been but they were a potentially handy addition given the original headlights doubled as bumper bars.  That seems a silly idea and it is but it wasn't unique to the Zeta and some examples had exquisite (if vulnerable) coachwork, such as the early (low-nose) versions of the much-admired Alfa Romeo Giulietta SS (Sprint Speciale, Tipo (type) 101.20; 1957-1962).  It was only the first 101 cars which were produced in lightweight, bumper-bar less form, that run to fulfil the FIA's homologation rules which demanded a minimum of 100 identical examples to establish eligibility in certain classes of production-car racing.

Lindsay Lohan in "bugeye" sunglasses, the look made popular by Jacqueline Kennedy (1929-1994; US First Lady 1961-1963). 

So aerodynamically efficient (the drag coefficient (CD) a reputed .28) was Carrozzeria Bertone's design that although using only a 1290 cm³ (79 cubic inch) engine with barely 100 hp (75 kW), the SS could achieve an even now impressive 200 km/h (124 mph).  Fitted with a 498 cm³ engine which yielded 21 hp (15.5 kW), the Zeta Sedan thankfully wasn't that fast but did feature a four speed manual gearbox with no reverse gear; to reverse a Zeta, the ignition key was turned the opposite direction so the crankshaft turned the other way.  All four gears remained available so top speed in reverse would presumably have been about the same as going forward but, as Chrysler discovered during the testing for the doomed Airflow (1934-1937), given the vagaries of aerodynamics, it may even have been faster, something which certainly may have been true of the Sports, (at least with the soft top erected) given the additional drag induced by the bugeye lights.  This was never subject to a practical test because unlike the sedan, the diminutive roadster had a reverse gear.  

The class-winning Austin-Healey Sprite, Coupe des Alpes rally, 1958.  With its goofy bugeyes and "grinning grill", the Sprite was often anthropomorphized.  It was part of the little machine's charm and, cheap to run and easy to tune, Sprites were for decades a mainstay of entry-level motorsport and still appear in historic categories.

The French bugeye: The Matra 530SX

Matra’s 1967 advertising copy for the last of the Sports Jets (left) and a 530 (right).

René Bonnet (1904–1983) was a self-taught French designer and engineer who joined the long list of those unable to resist the lure of building a car bearing his name.  It ended badly but his venture does enjoy a place in history because briefly he produced the first mid-engined road cars offered for general sale, some four years after the configuration had in Formula One racing begun to exert a dominance which endures to this day.  His diminutive sports car (marketed variously as René Bonnet Djet, Matra-Bonnet Djet, Matra Sports Djet & Matra Sports Jet) were produced by his company between 1962-1964 and by Matra for a further two years, the French manufacturer taking over the concern when Bonnet was unable to pay for the components earlier supplied.  While Matra continued production of the Djet, it used the underpinnings for a much revised model which would in 1967 emerge as the Matra 530.

Matra R.530 surface to air missile (1962, left) and René Bonnet Missile (1959-1962).

It was only force of circumstances which would lead Matra to producing the Djet.  As Bonnet’s largest creditor when the bills grew beyond his capacity to pay, the accountants worked out the only hope of recovering their stake was to take the equity and continue the operation.  Although asset-stripping wasn’t then the thing it would later become, there’s nothing to suggest this was contemplated and the feeling was the superior administrative capacity of Matra would allow things to be run in a more business-like manner although there was genuine interest in the workforce’s skills with the then still novel fibreglass.  However, although Djet production resumed under new management, Bonnet’s other offerings such as the Missile (1959-1962) were retired.  The missile, a small, front-wheel drive (FWD) convertible was a tourer in the pre-war vein rather than a sports car but while the idea probably had potential, the price was high, the performance lethargic and the styling quirky even by French standards.  In looks, it had much in common with the contemporary Daimler SP250 including the tailfins and catfish-like nose but while the British roadster was genuinely a high-high performance (if flawed) sports car, the missile did not live up to its name; under the hood (bonnet) sat small (some sub 1000 cm³) four cylinder engines rather than the Daimler’s sonorous V8.  One influence did however carry over: Matra named the 530 after one of their other products: the R.530 surface to air missile which had entered service in 1962 after a five year development.

Matra 530: The LX (left) and the SX (right).

Using three-numeral numbers for car names is not unusual but usually the reference is to engine capacity (in the metric world a 280 being 2.8 litres, a 350, 3.5 litres etc while in imperial terms 350, 427 et al stood as an indication of the displacement in cubic inches).  Buick used 225 in honor of the impressive 225 inch (5.7 m) length of the the 1959 Electra, sticking to to it for years even as the thing grew and shrunk and there have been many three-digit numbers which indicated a model's place in the hierarchy, the choice sometimes seemingly arbitrary.  Nor is a link with the materiel of the military unusual, the names of warships have been borrowed and Chevrolet used Corvette as a deliberate allusion to speed and agility but an air-to-air missile was an unusual source although Dodge did once display a Sidewinder show car.  At the time though, it wasn't the Matra's name which attracted most comment.  There have been a few French cars which looked weirder than the 530 but the small, mid-engined sports car was visually strange enough although, almost sixty years on, it has aged rather well and the appearance would by most plausibly be accepted as something decades younger.  The automotive venture wasn’t a risk for Matra because it was a large and diversified industrial conglomerate with profitable interests in transport, telecommunications, aerospace and of course defence (missiles, cluster-bombs, rockets and all that).  As things transpired, the automotive division would for a while prove a valuable prestige project, the participation in motorsport yielding a Formula One Constructors’ Championship and three back-to-back victories in the Le Mans 24 hour endurance classic.

Matra 530: The LX (left) and the SX (right).

The road-car business however proved challenging and Matra never became a major player.  Although the British and Italians would prove there was a market for small, economical sports cars, buyers seemed mostly to prefer more traditionally engineered roadsters which were ruggedly handsome rather than delicately avant-garde.  Although as a niche model in a niche market, the volumes were never high, the 530 was subject to constant development and in 1970 the 530LX was released, distinguished by detail changes and some mechanical improvements.  Most distinctive however was next year’s 530SX, an exercise in “de-contenting” (producing what the US industry used to call a “stripper”) so it could be offered at a lower price point, advertised at 19,000 Fr against the 22,695 asked for the LX.  It was a linguistic coincidence the SX label was later chosen for the lower price 386 & 486 CPUs (central processing unit) by the US-based Intel although they labelled their full-priced offerings DX.

Yuri Gagarin (1934–1968; Soviet pilot and cosmonaut and the first human to travel to “outer space”) with his 1965 Matra Djet (left), standing in front of the Покори́телям ко́смоса (Monumént Pokorítelyam kósmosa) (Monument to the Conquerors of Space), the titanium obelisk erected in 1964 to celebrate the USSR's pioneering achievements in space exploration.  The structure stands 351 feet (107 metres) tall and assumes an incline of 77° which is a bit of artistic licence because the rockets were launched in a vertical path but it was a good decision however because it lent the monument a greater sense of drama.  Underneath the obelisk sits the Музей космонавтики (Memorial Museum of Cosmonautics (known also as the Memorial Museum of Astronautics or Memorial Museum of Space Exploration)) and in the way which was typical of projects in the Brezhnev-era (Leonid Brezhnev (1906–1982; Soviet leader 1964-1982) USSR, although construction was begun in 1964, it wasn't until 1981 the museum opened to the public.

The reduction in the cost of production of the SX was achieved in the usual way: remove whatever expensive stuff can be removed.  Thus (1) the retractable headlights were replaced with four fixed “bugeyes”, a single engine air vent was fitted instead of the LX’s four, (3) the rear seat and carpet were deleted, (4) the front seats were non-adjustable, (5) the trimmed dashboard was replaced by one in brushed aluminium (which was actually much-admired), the removable targa panels in the roof were substituted with a solid panel and, (7) metal parts like bumpers and the grille were painted matte black rather than being chromed.  In the the spirit of the ancien regime, the Frensh adopted the nicknames La Matra de Seigneur (the Matra of a Lord) for the LX & La Matra Pirate (the Matra of a pirate) for the SX.

Who wore the bugeye best?  Austin-Healey Sprite (1958, left), Lightburn Zeta Sports (1964, centre) and Matra 530SX (1971, right).

The SX did little to boost sales and even in 1972 which proved the 530’s most prolific year with 2159 produced, buyers still preferred the more expensive model by 1299 to 860.  Between 1967-1973, only 9609 530s were made: 3732 of the early models, 4731 of the LX and 1146 of the bugeyed SX and, innovative, influential and intriguing as it and the Djet were, it was a failure compared with something unadventurous like the MGB (1963-1980), over a half-million of which were delivered.  One 530 however remains especially memorable, a harlequinesque 1968 model painted by French artist Sonia Delaunay (1885–1979), a founder of the school of Orphism (a fork of Cubism which usually is described as an exercise in pure abstraction rendered in vivid colors).  The work was commissioned by Matra's CEO Jean-Luc Lagardère (1928–2003) for a charity auction and still is sometimes displayed in galleries.  In 2003, after some thirty years of co-production with larger manufacturers, Matra’s automotive division was declared bankrupt and liquidated.