Pheasant

Pheasant (pronounced fez-uhnt)

(1) Any of various long-tailed gallinaceous birds of the family Phasianidae, especially Phasianus colchicus (ring-necked pheasant), having a brightly-coloured plumage in the male: native to Asia but now widely dispersed.

(2) Any of various other gallinaceous birds of the family Phasianidae, including the quails and partridges

(3) Any of several other gallinaceous birds, especially the ruffed grouse.

(4) The meat of such a bird, served as food.

1250–1300: From the Middle English fesaunt & fesant, from the Anglo-French fesaunt, from the Old French fesan, from the Latin phāsiānus, from the Ancient Greek φᾱσιανός (phāsiānós órnis) (Phasian bird; bird of the river Φᾶσις (Phâsis (in Colchis in the Caucauses were the birds existed in prolific number)), named after the River Phasis, in which flows into the Black Sea at Colchis in the Caucauses.  It replaced the native Old English wōrhana, a variant of mōrhana.  The ph- from the Greek was restored in English by the late fourteenth century while the wholly unetymological -t exists because of confusion with –ant (a suffix of nouns, formed from present participle of verbs in first Latin conjugation (ancient, pageant, tyrant, peasant; also talaunt, a former Middle English variant of talon, etc.).  The Latin was the source also of the Spanish faisan, the Portuguese feisão, the German Fasan and the Russian bazhantu; the Welsh was ffesant and the Cornish fesont.  In England, Pheasant was used as surname from the mid-twelfth century (and assumed occupational (pheasant farmer)).  The form in the Medieval Latin was fasianus.  A pheasantry is a place for keeping and rearing pheasants and the most common collective noun for a group of pheasants is bevy (less commonly a bouquet (when flushed), or nye.  Pheasant & pheasantry are nouns, pheasantless & pheasantlike are adjectives; the noun plural is pheasants.

Flawless food's oven roasted pheasant with herb butter.

Ingredients:

1 x 700 gram pheasant

30 grams of butter

1 teaspoon of garlic puree

1 teaspoon of Dried Thyme

Salt & Pepper

1 small Onion (red, brown or white)

1 small apple or citrus fruit (optional in lieu of onion)

6 Stuffing balls (optional)

Preparation:

Remove pheasant and butter from refrigerator approximately 40 minutes before cooking (allows butter to soften and pheasant to attain room temperature).

Preheat oven to 210℃ (fan) / 230℃ conventional.

Pat dry pheasant using paper towel.

Place softened butter, garlic puree and dried thyme; mash together with fork.

Rub garlic and herb butter blend all over pheasant including inside body cavity.

Chop onion in half and place inside the body cavity (the fruit can be used for a slightly sweeter effect (the placement is mainly to keep the flesh moist).

Generously season pheasant with salt & pepper, the place in oven roasting tray.

Roasting process:

Start cooking at the preheated temperature.

After ten (10) minutes cooking, lower heat to 180℃ (fan) / 200℃ (conventional) and cook for a further 40-50 minutes.  Note the timings are based on a 700 gram pheasant; a larger bird may need to be roasted for another 10-15 minutes.  If using a meat thermometer, internal temperature of pheasant should reach 64°C at the thickest part of the breast and thigh should reach 74 °C.

Add 6 Stuffing Balls to the tray if using, timing them according to their supplied instructions.

Serving:

Remove pheasant from oven, cover loosely with foil and allow it to rest for 20–30 minutes.  Skin should be a golden-brown.

Carve pheasant by cutting through both the legs, then slice down either side of the breastbone (first removing wishbone first will make that easier).

Serve as desired but traditional accompaniments include roast potatoes, broccoli, carrots, Brussels sprouts, honey roast parsnips, stuffing balls and gravy.

The golden pheasants

Chrysolophus pictus (the golden pheasant or Chinese pheasant).

There are more than two dozen taxonomic species within the family Phasianidae (pheasants), one of which is the golden pheasant (Chrysolophus pictus, known also as the “Chinese pheasant”), a game bird native to the forests of mountainous areas of western China.  The plumage of the males is famously vibrant which makes it a favorite among bird watchers and photographers while the female is a duller-mottled brown plumage, something common among many avian species including the peacock (male) & peahen (female), the evolutionary advantage for the females being the fine camouflage it afforded against the forest floor.

Nazi Kreisleiter (District Leader) standard four pocket open collar tunic (circa 1940).  The party’s regulations about uniforms first appeared in 1920 and the details were often revised until things were standardized in 1939.

In the Third Reich (1933-1945) the term Goldfasane (golden pheasants) was a derisive nickname used of high-ranking members of the Nazi Party (and their wives), the name an allusion to (1) the golden hue of the fabric of the party uniform, (2) their tendency to appear well fed (al la a plump pheasant fattened for slaughter) at a time when much of the population was living under food rationing and (3) their ostentation and self-importance (likened to a colorful and strutting pheasant).  That brown became the "official" color of the party  wasn't a kind of proto-1970s fashion choice.  When Germany lost its African and tropical Pacific colonies after World War I (1914-1948), a huge stock of khaki uniforms and other kit became available as "army-surplus" and these the party purchased at low cost.  As time progressed and the uniforms came to be tailored, as a general principle, the more exalted the office, the more golden the shade of fabric used for the garb.  Even the party headquarters in Munich became known as the Braunes Haus (Brown House) and the symbolism of its destruction in 1943 by Allied bombing wasn't lost on the local population although the British, even then sensitive to criticism of "area bombing" of civilian targets, made little attempt to exploit the success for propaganda purposes.  On the site of the long-demolished Braunes Haus, the Bavarian government in 2015 opened the NS-Dokumentationszentrum (NSDOKU, the Munich Documentation Centre for the History of National Socialism), a  museum with a focus on the history and consequences of the National Socialist (Nazi) regime and the role of Munich as its Hauptstadt der Bewegung (capital of the movement).  

Portrait of Auguste Escoffier (1846–1935).

The decoration is the Ordre national de la Légion d'honneur (National Order of the Legion of Honour, France’s highest order of merit, awarded to both civilians and the military.  It was established in 1802 by Napoleon Bonaparte (1769–1821; leader of the French Republic 1799-1804 & Emperor of the French from 1804-1814 & 1815)).  In the internal logic of French culture it was a wholly appropriate honor for a chef though to the south not all would have approved: Benito Mussolini (1883-1945; Duce (leader) & Prime-Minister of Italy 1922-1943) had expressed his disgust at the decadence of the modern Italian people, believing they had been seduced by French ways into “elevating cooking to the status of high art”, declaring he would never allow Italy to descend to the level of France, a country ruined by “alcohol, syphilis and journalism”.

The Brigade de cuisine (kitchen brigade) was a hierarchical organizational chart for commercial kitchens, codified from earlier practices by French chef, Georges-Auguste Escoffier who, following service in the French army, had refined and codified the the kitchen structure first documented in the fourteenth century.  The military-type chain-of-command became formalized but what was novel was what he dubbed the chef de partie system, an organizational model based on sections which were both geographically and functionally defined.  His design was intended to avoid duplication of effort and facilitate communication.  The economic realities of technological innovation, out-sourcing to external supply chains and the changing ratio of labour costs to revenue have meant even the largest modern kitchens now use a truncated version of the Escoffien system although the sectional chef de partie structure remains.  In the pre-modern era, Escoffier’s idealized structure was adopted only in the largest of exclusive establishments or the grandest of cruise liners and, like the Edwardian household, is a footnote in sociological, organizational and economic history.  In the late 1870s, after army service of some seven years, Monsieur Escoffier opened his own restaurant in Cannes.  It was called Le Faisan d'Or (The Golden Pheasant).

Kiji-shō (きじ章; Order of the Golden Pheasant).

There is also the Golden Pheasant Award (きじ章 (kiji-shō) or 金鳳賞 (Kinpōshō)), the highest award for adult leaders in the Scout Association of Japan and although it was first conferred in 1952, there’s no record of whether the earlier sardonic German slang was discussed when deciding on a name.  Officially awarded by the Chief Scout of Japan, recipients are chosen by a selection committee (an institution at which the Japanese excel) on the basis of their eminent achievement and meritorious service to the Association for a period of at least twenty years.  Most awards have been granted to Japanese citizens but the distinction may be granted to any member of a scout association affiliated with the WOSM (World Organization of the Scout Movement).  The (avian) golden pheasant has symbolic significance in Japanese culture where pheasants (particularly the green pheasant (Phasianus versicolor), Japan's national bird) have been revered for their grace and connection to nature; they convey an aura of prestige and distinction due to the majestic appearance.  The award consists of a medallion depicting a stylized golden pheasant, suspended from a white ribbon with two red stripes, worn around the neck.  The attendant uniform ribbon (worn above the left breast pocket), consists of two red stripes on a white background with a 5 mm golden device of the Japanese scout emblem.

Girl Scout icon Lindsay Lohan wearing an honorary Order of the Golden Pheasant.  (Digitally altered image from Flaunt Issue 195, November 2024, original photograph by the Morelli Brothers).

It is of course a great honor to join the exclusive club of those with a Golden Pheasant but the evidence does suggest it’s something of a kiss of political death for those statesmen (Golden Pheasants a male thing) so dubbed, their careers ending often not well.  Richard Nixon (1913-1994; VPOTUS 1953-1961 and POTUS 1969-1974) was awarded his in 1953 during a visit to Japan while VPOTUS, the brief ceremony conducted in Tokyo after his luncheon address to the America-Japan Society.  In 1974, Mr Nixon was forced to resign the presidency after revelations of his conduct during the Watergate Scandal.

Mohammed Reza Pahlavi (1919–1980; the last Shah of Iran 1941-1979) gained his Golden Pheasant in 1957.  In 1979 he was overthrown in the revolution which brought to power Ayatollah Ruhollah Khomeini (1900-1989; Supreme Leader, Islamic Republic of Iran, 1979-1989) and the establishment of the Islamic Republic.  Also honored in the same year was Sir Walter Nash (1882–1968; prime-minister of New Zealand 1957-1960); he lost the 1960 general election and never regained power.  A royal recipient was Constantine II (1940–2023; the last King of Greece 1964-1973) who was honored upon assuming the throne in 1964.  Constantine was forced into exile after a military putsch in 1967 (the so-called “Colonels' Coup”) with the monarchy abolished in 1973, something confirmed by two subsequent referenda (1973 & 1974).

Golden Pheasant aspirant: A Japanese scout pack leader (left) with his pack of cub scouts, circa 1964.

Gerald Ford (1913–2006; VPOTUS 1973-1974 and POTUS 1974-1977) was in 1974 created a Golden Pheasant (while VPOTUS) and he went on to lose the 1976 presidential election.  He did however have the satisfaction of knowing not only did the man who beat him (Jimmy Carter (1924-2024; POTUS 1977-1981)) never become a Golden Pheasant, but also turned out to be “a bit of a turkey”.  Paras Bir Bikram Shahdev (b 1971; last Crown Prince of Nepal, heir apparent to the throne 2001-2008) became a Golden Pheasant in 2005.  In 2001, there was what is a now uncommon act of regicide known as the Durbar Hatyakanda (Nepalese royal massacre) that was actually a family squabble, the assassin of nine members of the dynasty (including the king & queen) being Crown Prince Dipendra (1971-2001) who, by virtue of the constitutional arrangements, for three days reigned while in a coma before succumbing to a self-inflicted gunshot wound.  Subsequently, there was a peaceful transition to a republic and in 2008 the world’s last Hindu monarchy was abolished.  Ronald Reagan (1911-2004; POTUS 1981-1989) was the last POTUS to become a recipient and his second term was tainted by Iran-Contragate affair.  Given the history, it may be the US State Department has instructed the ambassador to Tokyo quietly to inform the chief scout POTUSs would prefer not to become Golden Pheasants but a gift like a ceremonial woggle warmly would be received.

Mori san explains.

Yoshirō Mori san OGP (centre) meeting the official mascots (boy in blue, girl in pink) for the Tokyo 2020 Olympics and Paralympics, Tokyo, 2018.  While serving as president of the Tokyo 2020 organizing committee, an international human rights advocacy group awarded him a “gold medal” for sexism after he complained women members of the committee “...talked too much” due to their “strong sense of rivalry. If one says something, they all end up saying something.”  

Beating the drum: Sanae Takaichi san with drum kit.  In the Japan of 2026, a woman can become prime minister but can neither reign as empress nor receive an Order of the Golden Pheasant.

As Mori san's LDP (Liberal Democratic Party) colleagues know, women have little to say worth hearing but so depleted are the party's stocks of estimable men, in 2025 they had to endure the humiliation of Sanae Takaichi san (b 1961) taking the party presidency and thus becoming the nation's first female prime minister.  To add insult to injury, in 2026 she called an election and won a landslide victory, giving the LDP its highest ever count of seats in the Diet's lower house, meaning attention now turns to the next upper house election, pencilled in for mid-2028.  Upper house elections are no longer the sleepy non-news events of old because if Takaichi san can emulate her electorate success and deliver the LDP a companion two-thirds majority, the path to change the constitution is opened, something that will with great interest be watched from Beijing and the White House, both places with opinions on anything that might permit the JSDF (Japan Self Defence Forces, on paper a potent military force) to become more "adventurous".  With Takaichi san's victories, the LDP men know they have lost face but in July 2026 they had the satisfaction of succeeding in their conspiracy with the mandarins of the Imperial Household (of which the LDP is a kind of branch office) to ensure it remains impossible for a woman to sit on the Emperor's throne, a thought as much an affront to them as would be a female pope to the Roman Curia.  

Yoshirō Mori (森 喜朗, Mori Yoshirō san, b 1937; prime minister of Japan 2000-2001) actually anticipated the “curse of the Golden Pheasant”, leaving office after a gaff-prone two year term some time before he gained the award in 2003.  Mori san was notable for his consistently low approval ratings while prime-minister and most public opinion polls towards the end of his tenure hovered between 7-12% of Japanese voters having a positive view of his premiership.  Mori san had however been a fly-half (first five-eighth in New Zealand's quirky naming system) when playing for the prestigious Waseda University rugby team so for a while he just put his head down and ploughed-on.  That lasted until shortly after the publication of one poll reporting he had received a zero (0%) rating, believed to be the lowest suffered by any politician since polling became (more-or-less) scientific in the 1940s.  At breakfast, it can’t have been much fun for Mori san; he’d have just started to enjoy his gohan (steamed rice), misoshiru (miso soup) yakizakana (grilled fish), tsukemono (pickled vegetables), tamagoyaki (rolled omelette) and ryokucha (green tea), only to open the morning paper and find out nobody in the country liked him.  Shortly after that, he advised his LDP colleagues he would soon resign and they should conclude the (already well-advanced) plotting and scheming to find his successor.  Still, as a consolation, Mori san has his Golden Pheasant.

Pheasant wars: A golden pheasant and a Lady Amherst's pheasant contesting occupancy of a rock.

Pheasant Plucking

The pheasant features in a favorite schoolboy rhyme, said to have origins in an eighteenth century English village where it was composed by Elias, a wandering bard performing at one of the hamlet's “grand pheasant festivals”; he’d been much impressed by the efficient and rhythmic plucking of pheasants by champion pheasant plucker Tom Fletcher.  Whether or not that story is true isn’t known but it (and other variations) is a common tale.  In its modern form the tongue-twister appears usually as:

I'm not the pheasant plucker,
I'm only the pheasant plucker's son,
But I'll keep on plucking pheasants
'Till the pheasant plucker comes.

The verse was soon as much a part of the festivals as the pheasant plucking proper and was popular drinking game, those making a mistake during a recital having to drink a pint of ale before having another attempt.  The extended version read:

I'm not a pheasant plucker,
I'm a pheasant plucker's mate,
And I'm only plucking pheasants
'cause the pheasant plucker's late.
 
Plucking pheasants is a pleasure
when the pheasant plucker's near,
But when pheasants pluck at pheasants,
then the plucking's rather queer.
 
So, if I'm plucking pheasants,
where the pleasant pheasants roam,
I'll pluck enough for supper
till the pheasant plucker's home.
 
And when the pheasant plucker comes,
we'll pluck them side by side,
Through pleasant plains and pheasant fields
where pheasants love to hide.

Heckflosse

Heckflosse (pronounced hek-flos or hek-floss-ah (German))

A nickname for the Mercedes-Benz W111 & W112 sedans produced between 1959-1968 (1961-1971 for the coupés and cabriolets with the pruned fins) and translated in English as fintail ("finnie" the affectionate diminutive).

1959: A compound word in modern German, Heck (rear; back) + Flosse (fin).  As a surname, Heck (most common in southern Germany and the Rhineland) came from the Middle High German hecke or hegge (hedge), the origin probably as a topographic name for someone who lived near a hedge.  The link with hedges as a means of dividing properties led in the Middle Low German to heck meaning “wooden fencing” under the influence of the Old Saxon hekki, from the Proto-West Germanic hakkju.  In nautical slang heck came to refer to the “back of a ship” because the position of the helmsman in the stern was enclosed by such a fence and from here it evolved in modern German generally to refer to "back or rear".  Flosse is obscure but was probably related to the Middle English and Old English finn, the Dutch vin, the Low German finne and the Swedish fena.  Because all German nouns are capitalized, Heckflosse is correct but in English, where it's treated as a nickname, heckflosse is common.  Heckflosse is a noun; the noun plural is Heckflossen (although it has in English texts appeared as Heckflosses). 

The (low) rise and (gradual) fall of the Mercedes-Benz tail-fin

Lindsay Lohan examining the damage to a 2009 (fifth generation) Maserati Quattroporte leased by her father, the impact suffered in a minor traffic accident while her assistant was at the wheel, Los Angeles, 2009.  More than many, Lindsay Lohan probably understands the value of Peilstege.

Chrysler in 1957 really did claim their tail-fins were not mere decorations but "stabilizers" designed to move the centre of pressure rearward.  Although designed during Detroit’s tail-fin craze during the mid-late 1950s, Mercedes-Benz always claimed the Heckflosse (tail-fins), introduced in 1959, weren’t mere stylistic flourishes but rather Peilstege (parking aids or sight-lines (literally "bearing bars")), the construct being peil-, from peilen (take a bearing; find the direction) + Steg (bar) which marked the extent of the bodywork, this to assist while reversing.  It's never been clear if this interpretation existed during the design process or was applied retrospectively in response to criticism after the debut but by 1960, even in the US where the things has assumed absurd proportions, the fin-fad was fast fading.  As a cultural artefact, the distinctiveness of the Heckflosse made them a staple for film-makers crafting the verisimilitude of the 1960s High Cold War, just as the big 600s (W100, 1963-1981) from the same era are used still when wealth or evil (not always synonymous) needs to be conveyed.

1963 Mercedes-Benz 300 SE Lang (Long) (W112).

Although on a longer wheelbase than the standard 300 SE, the model designation remained the same, the SEL nomenclature not appearing until the subsequent (W109) 300 SEL (1965).  The additional framing around the badge appeared only on some early-build models and was a unique embellishment although the 300 SE, by German standards "dripped with chrome".  The chrome trim attached to the tail-fins on the 300 SE and the most expensive of the W111 range (220 S & fuel-injected 220 SE) wasn't fitted to the 220 or the cheaper W110 models and in a quirk of production-line economics, it transpired it was more expensive (ie labor intensive) not to fit the trim because of the additional finishing required.  The alpha-numeric soup of model designations which proliferated from the late 1960s started as something almost logical (ie a 300 used a 3.0 litre engine, a 220 a 2.2 etc) but as new product lines emerged, anomalies increased until, in the early 1990s, it was re-organized although the new system would generate its own inconsistencies and eventually the number often had only a vague relationship with engine displacement.

Heckflosse assembly line, Stuttgart, Germany, 1962.

The Heckflosse was one of the first cars to include in its design the concept of the “safety cell”, a passenger compartment designed to protect the occupants in the case of impacts or roll-overs, the structures to the front and rear (ie the engine bay and luggage compartment) essentially “sacrificial”.  This idea was the ancestor of the modern “crumple zone” in which the front and rear compartments were designed to deform upon impact rather than retaining structural integrity, the object being to absorb and dissipate the energy generated in a crash, preventing it reaching the passengers.  The concept was not new, having for generations been a part of naval architecture, warships using what designers dubbed the “armored citadel”: a kind of “box” containing the vital machinery and magazine (ammunition), the structure created by the armoured deck, waterline belt, and the transverse bulkheads.  While this design didn’t make warships “unsinkable”, it did make them harder to sink and there have been ships which have had their whole bow & stern blown off yet have remained afloat, able to be towed back to port.

Mercedes-Benz Heckflosse in the driveway of Donald Trump’s (b 1946; POTUS 2017-2021 and since 2025) boyhood home, Queens, New York City.

The car is a 230 S, one of the later-build Heckflosses.  In 1965, shortly after the release of the W108 (initially as the 250 S, 250 SE and 300 SE) with a new (almost finless) body, the 230 S was created as a lower-cost six-cylinder model, using a detuned variant of the 2.3 litre engine introduced with the 230 SL (the original “pagoda”, 1963-1971) and fitted with twin carburetors rather than the roadster’s MFI (mechanical fuel injection).  Other than the larger engine, the 230 S substantially was identical to the 220 S but unexpected was the later augmentation of the Heckfosse range with the 230, created by installing a single carburetor version of the 2.3 litre unit into the “short-nosed” W110 body with simplified trim and interior appointments; the W110 previously had been available only in four-cylinder form (gas (petrol) & diesel); in that it was a similar concept to the earlier W105 219 (a model discontinued after German authorities designated it a “tax-dodge” and closed the loophole).  In 1966 the 230 was upgraded to used the twin carburetor engine of the 230 S but was left unchanged in other aspects and with the debut of the smaller W114 & W115 models in 1968, Heckflosse production ended.

A 2019 photograph from inside the house (left, with Donald Trump cardboard cut-out) and 1975 Cadillac Eldorado Coupe.  The fabric used for the chairs in the house looks damnably like the Monticello Dark Crimson Velor (Code 73E for the Eldorado coupe (leather was obligatory in the convertibles)) that was an option for 1975 Cadillac Broughams and Eldorado Coupes.  Although the few surviving examples of Monticello-trimmed 1975 Cadillacs are not especially collectable, when offered for sale, they do attract many comments (some even positive).  Offered also in Medium Green, Medium Maize, Dark Blue, Medium Maize and Dark Rosewood Monticello was a one-year only option (imagine that), Dark Crimson the most eye-catching of the fabrics.

Located in the affluent neighborhood Jamaica Estates in the Queens borough of New York City, the mock-Tudor style house was built in 1940 by the president’s father (Real estate developer Fred Trump (1905–1999)), Donald Trump living there for his first four years of before the family moved into something larger in nearby Midland Parkway; Mr Trump has been “up-sizing” ever since.  In an indication of the power of the “Trump brand”, the house in July 2026 sold for US$2.14 million, a useful premium above the valuation of “about a million” property analysts suggests might been achieved without the celebrity association.  However, since being bought in March 2025 for US$835,000, a claimed half-million odd had been spent on “renovations and remodelling” the project going “over-budget” because of a “higher than expected spending on a new HVAC (heating, ventilation & air-conditioning) system and the property's garden”.  Still, the flip appears to have booked a profit well over US$750K and, as Donald Trump’s boyhood home, it may well become an official historic site (although for real estate that can be a double-edged sword).

1961 GAZ-13 Chaika (Seagull) (1959-1981, from the Soviet Union, left), Sunbeam Alpine (1959-1968, from the United Kingdom, centre) and 1961 Chrysler Imperial Crown Windsor (from the US, right).  There's long been much comment about the Heckflosse's fins (only the factory called them Peilstege) being a unexpected concession to a styling fad but they do need to be compared with what was happening not only on both sides of the Atlantic but in Moscow too.

1957 Ford Thunderbird and 1959 Auto Union 1000 SP.

Fin-wise, the closest comparison to the Heckflosse was probably the 1957 Ford Thunderbird which, compared with what Chrysler and General Motors (GM) were doing at the time, was quite restrained.  Genuinely, the fins on the first generation Thunderbird (1955-1957) were functional as Peilstege.  In production between 1958-1965 and unashamedly a "scaled-down" borrowing of the Thunderbird's lines, the Auto Union 1000 SP may be the most successful of the many attempts to produce a "smaller version" of an admired model; indeed, many professional stylists went on record rating the German car a more accomplished interpretation of the design elements ("down-scaling" often has resulted in some awkwardness, witness the Triumph Mayflower (1949-1953)).  While the visual clues translated directly, the 1000 SP was built only with a 981 cm³ (60 cubic inch) 3-cylinder two stroke engine while Thunderbirds during the Auto Union's existence had V8s as big as 7.0 litres (430 cubic inch).  Being a two stroke, the 55 HP under the 1000 SP's hood (bonnet) were very busy while the Thunderbirds just wafted along. 

On 1 October 1966, Heckflosses were part of the small motorcade in which, having served the twenty year sentences they were lucky to receive from the International Military Tribunal (IMT) at the first Nuremberg Trial (1945-1946), war criminals Albert Speer (1905–1981; Nazi court architect 1934-1942; Nazi minister of armaments and war production 1942-1945) and Baldur von Schirach (1907-1974; head of the Hitlerjugend (Hitler Youth) 1931-1940 & Gauleiter (district party leader) and Reichsstatthalter (Governor) of Vienna 1940-1945) were driven from Spandau prison in Berlin.  The next day, Speer he boarded a Pan-Am Boeing 727 for a flight to Hanover, his first time on a jet aircraft because in 1945 permission had been denied (ostensibly on security grounds) for him to go on a test flight in one of the two-seater Messerschmitt Me-262s built for pilot-training.  Like many aspects of his life after release, the THF-HAJ flight had been planned while in Spandau, Speer particularly taken with the 727 because he'd so often seen one during its final descent while tending the prison grounds he'd transformed into a landscaped park.

1971 Mercedes-Benz 280 SE 3.5 Coupé (1969-1971).

On the sedans, the uncharacteristic exuberances were left undisturbed until production ended in 1968 although after 1965, the range was restricted to a line of lower cost, utilitarian models.  The coupé and cabriolet went on sale in 1961 and lasted a decade; truncating the Heckflosse, they achieved an elegance of line Mercedes-Benz has never since matched but then, few have.  Students of the German language can decide whether a de-finned two-door is a gestutzte Heckflosse (pruned Heckflosse) or a gerupfte Heckflosse (plucked Heckflosse)

1969 Mercedes-Benz 300 SEL 6.3 (W109, 1968-1972).

By 1965, on the W108 and W109 (1965-1972 and which replaced the more expensive W111 models & all the W112 sedans), the fins, though barely discernible, still existed, the factory noting the contribution to structural rigidity, adding strength without the increase in weight the use of other techniques would have imposed.

1978 Mercedes-Benz 450 SLC 5.0 (C107, 1977-1981).

Advances in metallurgy and engineering meant achieving the required strength became possible even without additional curvature in the metal and in 1971 the R107 (roadster 1971-1989) and C107 (coupé 1971-1981) debuted with the rear surface an uninterrupted flat plane.

1978 Mercedes-Benz 450 SEL 6.9 (V116, 1975-1980).

Despite that, a year later, the W116 sedans (1972-1980) were released with the most vestigial of fins.  The retention of styling elements between generations is not unusual, the second generation Range Rover reprising the earlier model’s distinctive hood creases, even though no longer a structural necessity.  Because there was uncertainty around whether US regulators would outlaw convertibles, no coupé or cabriolet version of the W116 was developed which is why a LWB (long wheelbase) coupé version of the R107 SL was released (as the C107 SLC) and the R107 lasted an impressive 18 years, not replaced until 1989.

Mercedes-Benz design studio conceptual sketch for W112 Coupé, circa 1958 (left) and a custom 300 SE “Heckflossee coupé” (right).  The tubular headrests were nicknamed Biskuitrolles (jam rolls); in keeping the culinary theme, they were later replaced by “croissants”.

The factory’s claim the fins were Peilstege rather than “fashionable styling” was in 1959 at least plausible because, when the W111 was released, in the press kits there were many details of the emphasis on safety including features such as the “safety cell”, “crumple zones” and door-locking mechanisms designed cognizant of the results of “crash-testing”.  Providing drivers with a simple means to determine the point of the rear extremities was part of that vibe.  However, even in 1959 it was clear the fins were becoming passé and at the first opportunity (the W111 coupé first shown in 1960) the studio pruned them to the point they could no longer be said to be “parking aids” which does reinforce the suspicion the modest protrusions might after all been a slavish following of fashion.  The sketches in the company’s archives do support that, several conceptual sketches of the two-door W111 & W112 showing not only the fins but also “dog-leg” windscreen pillars, another motif from Detroit the Americans shortly would abandon.  Few doubt the factory made the right decisions in the final “pruned” form but the idea of a “Heckflosse Coupé” did intrigue some and at least one has been constructed.

1954 Chevrolet Corvette.

Mercedes-Benz in the late 1950s of course never was tempted to follow the lead of GM and Chrysler (Ford never really got involved) in making the W111's tailfins (whether they were really there to help when parking or were merely thought fashionable) truly macropterous but that doesn't mean Detroit didn't influence things because the Americans also did some small, "Heckflossesque" fins and one intriguing element on the original Chevrolet Corvette was the use of protrusions to house the taillights.  When in 1953 the Corvette was released, the fins with which US cars of the era were to become so associated had been around for a few year but hadn’t yet grown (variously upwards & outwards) to the absurd proportions they would later assume and there was nothing unusual in taillights being housed in some construction integrated with the bodywork; once just “bolted-on” lens, taillights had become a design element.  What appeared on the early Corvettes are not really fins and are most analogous with the streamlined nacelles which appeared on contemporary aircraft as enclosures for jet engines; that aspect of aviation architecture would for years be a popular motif for the taillight stylists (by then a highly valued member of the team).  Despite that, the accepted term describing the sculptural extensions is “taillight pod”.  Interestingly, in some of the internal corporate memos the term “nacelle” was used but “pod” became the accepted standard.

Beginning of the brief "four finlets" trend: 1954 Corvette (left) and 1953 Fiat 8V Supersonic (right).

The pair of small blades adorning the upper surface (although sometimes referred to as “finettes”) were in the documents of the GM Design Studio called “taillight bezels” or “ornamental finlets” and, modest as they were, the C1 Corvette was among the first production cars with “four fins” (the feature in 1953 also appearing on some examples of the exquisite Fiat 8V (1952-1954)), most manufacturers tending to fit them in pairs although, as a piece of biomimicry of aquatic species, some of the memorable inter-war and early post-war Tatras from Czechoslovakia had a single "central fin" running downwards from the rear of the roof.  The Tatra's fin (the concept familiar from LSR (Land Speed Record) machines) was there to enhance straight line stability and it was needed because of the car's configuration (advanced aerodynamics, a rear-mounted V8 engine and swing axles).  The fin did what it said on the tin but did little to alter the handling characteristics which, by virtue of the mechanical layout, could in unskilled hands be challenging.  The Corvette's behavior was more predictable but that didn't apply to the stylists (they weren't yet "designers") at GM and Chrysler who embarked on a process of “finflation” from which, mercifully, Chevrolet's sports car was spared.  Those on the early Corvettes were at least in a similar aspect ratio to those which appeared on actual jet engine nacelles where they were used to direct airflow in the desired direction and there would have been a slight aerodynamic effect (for better or worse) but the finlets were essentially decorative as GM’s memos indicated and similar additions even appeared on some dagmars (such as the 1954 Buicks).  The Corvette’s designers clearly though the moment had passed for when the restyled 1956 range was released, the pods had been banished, never again to be seen on the sports car.

1959 Pontiac Bonneville Convertible (left) and 1959 Pontiac Catalina Convertible (right).  Pontiac used the elongation of the elliptical taillights as a marker of a model's place in the division's hierarchy.

On the Corvette, the “taillight pod” and “ornamental finlets” combo didn’t make it into the 1956 range but the idea clearly became lodged somewhere in the GM collective memory because, on a grander scale, both were reprised on the 1959 Pontiacs; longer, higher and wider than the 1953 original, the look might have attracted more publicity had GM’s take on fins that year not been dominated by the Cadillac with the “twin bullet taillights” and the Chevrolet’s “bat wings”.  Compared with those extravagances, what Pontiac did was almost subtle and anyway overshadowed by two of the division’s more enduring debuts, the “split grill” and “year of the wide-track” campaign, the former coming and going, the latter lasting for more than a decade.  In a harbinger of what was to come (and ultimately doom Pontiac), all five GM divisions built their cars using the single platform of the GM B-Body and it was remarkable the stylists were able to achieve noticeably different appearances despite sharing the same structural core.  Whether the 1959 Pontiac's four finlets made them a more functional Peilstege than the two on the 1959 Heckflosse seems dubious although at 213.7 inches in length (5,428 mm) compared with the W111's 192 (4,875), drivers of Pontiacs would have needed them more.  Even a 1959 Rolls-Royce Silver Cloud II was only 213 inches (5,410) long and its bustleback had no fins whatever but many were chauffeur-driven so presumably “the help” were anyway good at parking. 

The Heckflosse as rally and race car

Mercedes-Benz 220 SE, Monte Carlo Rally, 1960.

To those accustomed to how things are done in the modern WRC (World Rally Championship) or have memories of the marvellous Group B cars of the 1980s (a category which enthralled everybody except the clipboard crew at the FIA (Fédération Internationale de l'Automobile (the International Automobile Federation)) which, being international sport’s dopiest regulatory body, of course outlawed the things) it will seem improbable the Heckflosse would have been a successful rally car but the record was illustrious.  It’s best remembered for the 220 SE which won the 1960 Monte Carlo Rally but there were many other successes including the 1961 Algiers-Cape Town Central Africa Rally, an arduous event of some 13,500 kilometres (8400 miles) conducted over several weeks on a route from Cape Town to Algiers (a 190 D (a diesel-engined W121 “pontoon” rather than a Heckflosse) had won in 1959 which proved it was a rally which didn’t rely solely on speed).  First run in 1951 and based on an event staged in 1930, in 1956 a Fiat 1100 and a Ford Ranch Wagon V8 (two vehicles most unalike) had tied for first place, the latter driven by Elon Musk's (b 1971) maternal grandfather, chiropractor Joshua Norman Haldeman (1902–1974), who was an interesting character.

Mercedes-Benz factory rally team (part of the competition department, scaled down since the withdrawal from top-flight Formula One and sports car racing after 1999),  Acropolis Rally, 1963.

The most prestigious African rally was the East African Safari and a Heckflosse 220 SE won in 1961, following victories by 219s the previous two years. The 219 (W105, 1956-1959) was a curious anomaly among the post-war Mercedes-Benz saloons in terms of both nomenclature and engineering.  Using a “mix & match” approach which had been part of the transportation business even before things became motorized, the 219 used the 2.2 litre six-cylinder engine familiar in the various 220s (W128 & W180) but mounted it on the shorter “pontoon” platform used by the 4-cylinder 180 & 190 (W120 & W121) variants, the sacrificed length all accounted for by the shorter rear-doors (and thus wheelbase).  It was one of the more elaborate “de-frilling” exercises seen around the world, the variations including a lower cost version of an existing model (Citroën ID vs DS, Cadillac Calais vs De Ville or Chevrolet Biscayne vs Bel Air & Impala) or an existing body with a smaller engine substituted (Humber Hawk vs Super Snipe).  The 219’s designation was unusual in that it was the only occasion the familiar three numerals featured something other than a “0” as the last digit and it’s notable also because the factory, in a blatant attempt to evade the taxes levied on cars with 2.2 litre engines, slightly reduced the displacement.  The FRG (Bundesrepublik Deutschland (Federal Republic of Germany; the old West Germany) 1949-1990) government must have decided this was “un-German” trickery (dieselgate was decades away) because eventually they informed Daimler-Benz the 219 would be taxed as a 2.2 litre vehicle,  This brought production to an end because the effect of the tax increase would have negated the advantage the 219 had enjoyed.

The winning Mercedes-Benz 300 SE, Spa-Francorchamps 24 Hour, 1964.  Note the absence of the chrome trim which usually adorned the W112, the same weight-saving measure not always applied to the rally cars.

Although not obviously a machine built for the circuits, the Heckflosse did win enjoy success on the track, a 220 SE in 1961 winning the second Armstrong 500 in Australia, the event which became the annual Bathurst 1000.  It was even less obviously a rally car but the 220 SE enjoyed a remarkable record in the Poland Rally, winning four successive titles between 1960-1964 and the car also won the 1962 Liège-Sofia-Liège, the factory taking the title in the same event in 1963 with the new 230 SL (the W113 “Pagoda”, 1963-1971).  The Heckflosse also won the Acropolis Rally in two successive years, a 220 SE taking the chequered flag in 1962 and a 300 SE (W112) the following year.  The 300 SE was very much a luxury model which used the then still novel engineering of air suspension which provided a smooth ride but added to weight and complexity, neither quality sought by teams using cars in competition although the system did have the advantage of permitting ground clearance easily to be adjusted; to compensate for the added mass, the 300 SE used a variant of the 3.0 litre straight-6 from the 300 SL (W198; 1954-1963) Gullwing and roadster, a powerful, robust unit.  However, by 1963 it was obvious the days of the big sedans being effective rally cars was drawing to a close; the greater power of the 300 SE had permitted the Heckflosse quite an Indian summer but the immediate future clearly belonged to lighter, more nimble machines such as the Alfa Romeo Giulia, Mini Cooper, Saab 96 and Volvo 122.

Ewy Rosqvist with 220 SE Heckflosse.

However, whether on the circuits or the rally course, there was in the early 1960s nothing unusual about men winning trophies but something of note happened on November 4, 1962 when two Swedish women (driver Ewy Rosqvist (1929–2024) & co-driver Ursula Wirth (1934–2019)), in a 220 SE Fintail (Heckflosse) won the VI Gran Premio Internacional Standard Supermovil YPF (Sixth Touring Car Grand Prix of Argentina), conducted over five days and 2,874 miles (4,625 km) on some of the country’s gruelling, mountainous roads.  The women not only won but dominated the event; for the first time, a single vehicle won all six stages and they set a new race record.  To rub it in, all other competitors were men.  Ewy Rosqvist’s only complaint about the 220 SE was that when driving in the mountains, she’d have preferred one with power steering.  According to company lore, the rough road and hot weather testing of one of the competition department's Heckflosses was conducted in the Australian outback (a good place to find both qualities) and, as test drivers, the factory sent with the car the Ott brothers (dubbed by the locals “Crash Ott” and “Red Ott”); the report from the two burly Bavarians assured head office power assistance was “not needed” because the steering was  “acceptably light”.  

220 SE Heckflosse with spotter plane above.

Working as a veterinary assistant travelling between remote farms, Ewy Rosqvist was brought up on a diet of twisty, often icy roads of dubious quality and it was on those she learned the finer points of rally-style driving, travelling sometimes up to 200 km (125 miles) in a day.  With animals to care for, speed was required (in her bag was often some “time-critical” bull semen) and she took to keeping a log-book in which she recorded how long it took to go from one farm to the next; these entries she regarded as her “lap times”.  Later, she would recall the “unpaved roads, gravel paths and farm roads” with some gratitude because they honed techniques which proved good enough for her to win several European rally championships; she called her memoir Fahrt durch die Hölle (Driving through Hell (1963)).

Argentine Turismo Standard Grand Prix, 1962.

Victory celebrations: Ewy Rosqvist (left) with Ursula Wirth (right).  Between them (in sunglasses) stands Mercedes-Benz team manager Karl Kling (1910–2003) who was a factory driver in 1954-1955, driving both the W196R F1 cars and W196S (300 SLR) sports cars.

Although Daimler-Benz was not unaware of the publicity which would be generated by having a women driving for their competition department, when in 1962 the factory offered her a seat in the Mercedes-Benz works team, genuinely the appointment was on merit and with what was achieved in South America, she justified her place.  The team had appeared in Argentina with a four-car entry (two 220 SEs (W111) and two 300 SEs (W112)), the operation run with the sort of thoroughness which had characterized their Grand Prix campaigns in the 1930s & 1950s and, given the conditions encountered, it was just as well: of the 286 vehicles which started only 43 would finish.  Immediately the women made an impression by winning the first stage and they repeated the feat on the subsequent five, eventually finishing three hours ahead of the second-placed Volvo and setting a new record average speed of 126.87 km/h (78.84 mph).  Undeniably, the women were the most glamorous and photogenic in the field and they captured the country’s imagination, German language newspaper Freie Presse (published in Buenos Aires) reporting: “It was not the Cuban missile crisis [16-28 October 1962], but rather the two blondes from Scandinavia who dominated the headlines in the country’s daily newspapers.”