Kammback

Kammback (pronounced cam-bak)

A motif in automotive styling (originally dictated by wind tunnel findings during research into aerodynamic properties) in which rear of the car slopes downwards before being abruptly cut off to terminate in a vertical or near-vertical surface.  The things are known also as the Kamm tail (K-tail).

1950s (the actual design first appearing in 1938): The construct was Kamm + back.  The surname Kamm (related to Kamp) was of Germanic or Jewish (Ashkenazic) origin and translates literally from the German as “comb”.  The German comb was from the Middle High German kamb, kambe, kam & kamme and the Yiddish kam (comb).  Genealogists conclude Kamm was probably an metonymic occupational surname for someone who either made or sold combs, a common tool used for grooming or for textile work such as carding or combing wool.  There’s also the possibility the name of some Kamm clans could have been of topographic origin because in German, Kamm can also mean “ridge” or “crest” of a hill, mountain or some other elevation; it could thus have referred to someone who lived near such a geographical feature.  Less likely is that some arose from nicknames based on physical features or personal characteristics with Kamm used to describe someone with hair resembling a comb or someone with a sharp or distinctive personality.  The surname emerged in the Middle Ages, a time when hereditary family names were becoming more common in German-speaking regions and in addition to the presence in Germany, exists at various scale in areas with a historic patter of German migration (notably the north-eastern US and South Australia.

Back was from the Middle English bak, from the Old English bæc, from the Proto-West Germanic bak, from the Proto-Germanic bakam & baką which may be related to the primitive Indo-European beg- (to bend).  In other European languages there was also the Middle Low German bak (back), from the Old Saxon bak, the West Frisian bekling (chair back), the Old High German bah and the Swedish and Norwegian bak; there are no documented connections outside the Germanic and in other modern Germanic languages the cognates mostly have been ousted in this sense by words akin to Modern English ridge such as Danish ryg and the German Rücken.  At one time, many Indo-European languages may have distinguished the horizontal back of an animal or geographic formation such as a mountain range from the upright back of a human while in some cases a modern word for "back" may come from a word related to “spine” such as the Italian schiena or Russian spina or “shoulder”, the examples including the Spanish espalda & Polish plecy.

Tail was from the Middle English tail, tayl & teil (hindmost part of an animal), from the Old English tægl & tægel (tail), from the Proto-Germanic taglaz & taglą (hair, fibre; hair of a tail) (source also of the Old High German zagal, the German Zagel (tail), the dialectal German Zagel (penis), the Old Norse tagl (horse's tail) and the Gothic tagl (hair), from the primitive Indo-European doklos, from a suffixed form of the roots dok & dek- (something long and thin (referring to such things as fringe, lock of hair, horsetail & to tear, fray, shred)), source also of the Old Irish dual (lock of hair) and the Sanskrit dasah (fringe, wick).  It was cognate with the Scots tail (tail), the Dutch teil (tail, haulm, blade), the Low German Tagel (twisted scourge, whip of thongs and ropes; end of a rope), the dialectal Danish tavl (hair of the tail), the Swedish tagel (hair of the tail, horsehair), the Norwegian tagl (tail), the Icelandic tagl (tail, horsetail, ponytail), and the Gothic tagl (hair). In some senses, development appears to have been by a generalization of the usual opposition between head and tail.  The Oxford English Dictionary (OED) suggest the primary sense, at least among the Germanic tongues, seems to have been "hairy tail," or just "tuft of hair," but already in Old English the word was applied to the hairless "tails" of worms, bees etc.  The alternative suggestion is that the notion common to all is that of the "long, slender shape."  It served as an adjective from the 1670s.  A long obsolete Old English word for tail was steort.  Kammback is a noun; the noun plural is kammbacks.  No lexicographer seems to have listed Kammbackesque, Kammbacklike or Kammbackish as standard adjectives but, given the extent of the deviances from Professor Kamm's original which are still labelled as “Kammbacks”, they might be useful forms.  Who wouldn't want to be able to use terms like the comparative “more Kammbackish” and the superlative “most Kammbackish”?

Some notable Kammbacks

The Kammback (also known as the Kamm tail) was named after German engineer & aerodynamicist Professor Wunibald Kamm (1893–1966) who during the 1930s pioneered the shape, his work assisted greatly by some chicanery within the Nazi military-industrial complex which enabled the FKFA (Forschungsinstituts für Kraftfahrwesen und Fahrzeugmotoren Stuttgart (Research Institute of Automotive Engineering and Vehicle Engines Stuttgart) institute he established in 1930s to secure funding to construct a full-sized wind tunnel equipped with a two-part steel treadmill in the floor and an 8.8 metre (350 inch) diameter axial fan, able to drive air at up to 400 km/h (250 mph).  What the two concentric floor turntables allowed was that as well as enabling turbulence to be studied from the side on the running steel belt, slip angles were also possible.   At the time, it was the most modern structure of its kind on the planet, the very existence of which was owed to the priority afforded by the Nazis to re-armament, especially the development of modern airframes, most of the money eventually coming from the Reichs-Luftfahrt-Ministerium (RLM, the State Air Ministry).

A classic Kammback on a 1970 Fiat 850 Coupé (1965-1973), one of the last of the generation of post-war mainstream rear-engined cars built in Western Europe.

While Professor’s Kamm’s work on automobile shapes continued, increasingly the facility became focused on military contracts, contributing to an extraordinary range of novel aircraft designs, some revolutionary and most of which would never reach production.  All of this ceased in July 1944 when the facility was severely damaged in air-raids by Royal Air Force (RAF) Bomber Command, a costly campaign in which one mission incurred a loss-ration of 20% and it wasn’t until the late 1940s that reconstruction began after it was acquired by Daimler-Benz AG which enlarged and modernized the machinery, the early fruits including the 300 SL (the W194, first gullwing coupé) which won the 1952 Le Mans 24 hour race and the W196R “streamliner” Grand Prix race cars which created such a sensation in 1954.  Although he wasn’t part of “Operation Paperclip” (the US project which secured (by various means including the military “smuggling” them into the country despite many being wanted by those investigating war crimes and crimes against humanity) Professor Kann was acknowledged as one of the world’s leading authorities on turbulence and between 1947-1953 was part of the team working at Wright-Patterson Air Force Base in Dayton, Ohio.  Some of what was undertaken then remains classified but it can be assumed it was all related to military projects and what would later become the space program.

The Kammback which really wasn't: 1976 Chevrolet Vega Kammback.

One often misunderstood aspect of the Kamm tail is that the aerodynamic benefits are realized only if the flat, vertical surface created was no more than about 50% of the total area of the vehicle (as viewed directly from the back).  That’s why even designs which don’t conform to the requirements are often casually referred to as “Kammbacks” and in the US, Chevrolet were cynically opportunistic when the Vega range (1970-1977) included what was nothing more than a two-door station wagon (estate), it was named “Vega Kammback”.  Actually, even the existence of the thing in the US was unusual because at that stage, General Motors (GM) really “didn’t like” small station wagons but many critics did agree the Kammback was the best looking of the Vega’s body-styles.

2023 Ford Mustang coupe (left) and convertible (right).  Three of the Mean Girls (2004) ensemble (Karen Smith (Amanda Seyfried (b 1985)), Gretchen Wieners (Lacey Chabert (b 1982)) & Cady Heron (Lindsay Lohan (b 1986)) in 2023 filmed a commercial for Pepsi Corporation, one of the props a 2023 Ford Mustang convertible.  So ubiquitous has the Kammback become that its now unnoticed (except in its absence), one quirk being that when convertibles are created from such a base, many of the aerodynamic advantages are lost, one reason why (all else being equal which is rarely the case) a convertible will tend to have slightly inferior performance and slightly higher fuel consumption.

The knowledge gained from aero-engine development during World War I (1914-1918) meant even the mainstream engines of the 1920s were developing much more power so the speeds of cars were rising.  Some intrepid types also took advantage of the number of huge, powerful aero-engines being sold cheaply as “war surplus”, installing them is powerboats and racing cars, resulting in some fast machines and not a few fatalities.  However, it became clear the law of diminishing returns applied as speeds rose because while an increase of 100 horsepower might make possible an increase in top speed from 100 to 120 mph, another 100 hp might yield only another 10 mph; wind resistance increasing too much for the power to overcome.  Thus the interest in aerodynamics, then usually called “streamlining” something which, coincidently, produced some memorable art deco designs buy the engineers were interested in higher speeds and lower fuel consumption for a given quantum of energy input (fuel consumption).

2014 Shelby American Cobra 427 50^th Anniversary Edition in aluminium (left) and 1964 Shelby Daytona Coupe (right).

The AC Shelby Cobra (1962-1967) was small, light and powerful which made it an instant success on the race tracks but, ruggedly handsome though it was, its aerodynamics limited the top speed and on the some fast, open European circuits it gave away as much as 50 km/h (30 mph) to less powerful but more streamlined machines.  More power wasn’t the solution but a new Kammback body was and the Daytona duly won its class in the 1965 World Sports Car Championship.  All used the 289 cubic in (4.7 litre) Ford Windsor V8 although one briefly was fitted with a 390 (6.5) FE V8 and the planned 427 (7.0) version (CSX3027, the so-called “Daytona Super Coupe”) was never completed until sold by Shelby some 17 years later in a “rummage sale”.  The Kammback Daytona was the work of US designer Pete Brock (b 1936) and in a macabre coincidence, his namesake, the Australian racing driver Peter Brock (1945–2006) was killed while competing (in retirement) in a replica Daytona Coupe during the now defunct Targa West (2005-2021) in Western Australia.

Before the Kammback, the state of the aerodynamic art was the airship-like "streamliner" which, although it probably didn't cross the engineers' minds, owed something to the train of a bride's gown.  1939 Lincoln Zephyr V12 Coupe (left) and 1937 Mercedes-Benz 540K (W29) Special Roadster (originally delivered to Mohammad Zahir Shah (1914–2007; the last King of Afghanistan 1933-1973) (right).

What soon became clear was that the shape of the dirigible (better known as the “airship” or “blimp”) was close to ideal and needed to be tweaked only by honing it into a “teardrop shape” with a rounded nose, extending to a long, tapered tail, a shape which in the 1930s caught the imagination of designers who rendered some memorable designs although the most famous were impractical and inefficient in terms of packaging, thus suitable only for the then small market niche which sought speed.  It was to try to gain the benefits of streamlining in a shape more suitable for mass production that Professor Kamm and others took their slide-rules to the wind tunnel began to experiment.  The solution which emerged was to terminate the lovely, long flowing roofline with an abrupt end at a surface which was either vertical or close to it, an unexpected benefit being an improvement in high-speed stability, obviating the need for (a usually central) stabilizing fin (a la an aircraft’s tail).  By 1938, BMW had produced a car with a Kammback and although World War II (1938-1945) interrupted development by the late 1940s the shape had begun to appear in showrooms and in little more than ten years it was common in specially bodied racing cars.  That didn’t mean the allure of the teardrop went away because the aerodynamicists (who now had both access to bigger wind tunnels in which higher speeds could be tested and the novelty of computers which could process previously unimaginable quantities of data) could still prove ultimate slipperiness could be attained only with the teardrop.

Pre-Kammback & non-Kammback.  Porsche 917LH (Langheck (long tail)) at Arnage, Le Mans 24 hour, 1969 (left) and 2020 McLaren Speedtail (right).  Such things are now possible.

It was this which convinced Porsche to use such a tail on their revolutionary 917 in 1969 and having encountered no stability issues on their test track, sent the car to the circuits where it proved as fast as expected.  Unfortunately, the size of the Porsche test facility limited the 917 to 290 km/h (180 mph) and when on the long straights of some European circuits when speeds exceeded 320 km/h, it was clear the thing was lethally unstable.  Although the drivers killed at the wheel of the early 917s didn’t die at such velocities, it was understood it would be only a matter of time so the rear bodywork was redesigned.  When in 2018 McLaren returned to the teardrop for the “Speedtail” (a car which sacrificed just about anything not mandated by law in the quest for top speed), it was able to achieve a safe (it’s a relative term) 400 km/h (250 mph) because advances in aerodynamics, computing, materials & hydraulics had made such things possible although the packaging inefficiencies remained, something not significant for the target market.

Endurance

Endurance (pronounced en-doo r-uhns or en-dyoo r-uhns)

(1) The fact or power of enduring or bearing pain, hardships, etc.

(2) The ability or strength to continue or last, especially despite fatigue, stress, or other adverse conditions; stamina.

(3) Lasting quality; duration.

(4) Something endured, as a hardship; trial.

1485-1495: From the Middle English enduren from the Old French endurer, from the Classical Latin indūrō (to make hard).  Enduren displaced the pre-900 Old English drēogan (congnate with the Gothic driugan (to serve in arms) which survives dialectally as dree (tedious; dreary)).  The meaning "ability to endure suffering" was first noted in the 1660s. The older forms, enduraunce, indurance, induraunce are all long obsolete.  Construct was endure + ance; the suffix –ance (a process or action) added to the stem of verbs to form a noun indicating a state or condition, such as result or capacity, associated with the verb, this especially prevalent with words borrowed from French.  Many words ending in ance were formed in French by alteration of a noun or adjective ending in ant; ance was derived from the Latin anita and enita.

Endurance Racing

There’s no precise definition of endurance racing, it's just a form of competition of greater duration of length than most.  It’s bounced around over the years but events now regarded as endurance races tend to be over a distance of 625 miles (1000 km) or twelve or twenty-four hours long.  Long races existed from the early days of motorsport, the first twenty-four hour event being on an oval circuit at Dayton, Ohio in 1905, followed soon by the opening event at the purpose-built Brooklands circuit in 1907.  One of the epic races was the Targa Florio, first run in 1906.  Held originally on public roads in the mountains of Sicily near the capital Palermo, it was for decades the oldest event for sports cars and a round of the World Sportscar Championship between 1955-1973.  The first few races were a lap of the whole island but as the volume of traffic and competitors increased, it became too disruptive and the track length was reduced to the 72 kilometre (45 mile) Circuito Piccolo delle Madonie, each Targa Florio run over eleven laps.  Safety concerns and the oil crisis conspired to remove it from the world championship after 1973 and it was finally cancelled in 1977.  A much toned-down event is now run annually as a round of the Italian Rally Championship.

Further north, the thousand-mile Mille Miglia, also run on public roads, was first staged in 1927 and although soon one of the classic events on the calendar, it's the 1955 race to which a particular aura still attaches.  Won by Stirling Moss (1929-2020) and  Denis Jenkinson (1920-1996), they used a Mercedes 300SLR, a car which technically complied with the sports car regulations but was actually the factory's formula one machine (W196) with a bigger engine and a streamlined body with seats for two.  It wasn't exactly a "grand prix car with headlights" as some claimed but wasn't that far off.  Officially the W196S (Sports) in the factory register, for marketing purposes it was dubbed (add badged) as the 300SLR to add lustre to the 300SL Gullwing coupé then on sale.

Mercedes-Benz W196S (300SLR), Mille Miglia, 1955.

The race was completed in 10 hours, 7 minutes and 48 seconds, a average speed of 157.650 km/h (97.96 mph) (the course was never exactly 1000 miles and that year was 1,597 km (992 miles) and at times, the 300SLR touched almost 305 km/h (190mph) which enabled Moss to cover the last 340 km (211 miles) at an average speed of 265.7 km/h (165.1) mph.  The record set in 1955 will stand for all time because the Italian government banned the Mille Miglia after two fatal crashes during the 1957 event, one of which killed nine spectators and a cursory glace at the photographs showing crowds clustered sometimes literally inches from the speeding cars might suggest it's surprising not more died.  Today, the name of the Mille Miglia endures as a semi-competitive tour for historic racing cars which, run since 1977.  By contrast, events run on closed courses have survived, the most famous of which is the 24 Heures du Mans (the Le Mans 24 Hour) and well-known 1000 km, 12 & 24 hour races have been run at Sebring, Laguna Seca, Daytona, Bathurst, the Nürburgring and Spa Francorchamps.

Endurance racing: Porsche 917Ks sideways in the wet; Vic Elford (1935-2022, right #11) and Pedro Rodriguez (1940-1971, left #10), BOAC 1000km, Brands Hatch, April 1970.  The race was the third round of the 1970 World Sports Car Championship.  Chris Amon (1943–2016) put a Ferrari 512S on pole but the 1000 was won (by 5 laps) by Pedro Rodríguez & Leo "Leksa" Kinnunen (1943–2017) in a Porsche 917K entered by John Wyer (1909–1989).  Amon was impressed by the speed maintained by Rodríguez in atrociously wet conditions (although much improved from the lethally unstable version seen a year earlier, even by 1970 the 917 could be difficult to handle even on a dry surface) and is said to have remarked to his pit crew: "Can somebody tell Pedro it's raining?"

Some endurance required: In 2023, the Dowse Art Museum in Wellington, New Zealand, staged the exhibition exploring the 2014 installation at Fort Delta, Melbourne in July 2014 in which New Zealand based artist Claire Harris (b 1982) watched Ms Lohan's entire filmography back to back in a live performance art work over 28 hours.  The issues discussed included “how” and “why” and there were practical tips on developing the stamina required for such feats of endurance.  The companion 34 page illustrated book Happy birthday Lindsay Lohan, 2011-2014 is available on request from the National Library of New Zealand.  The pages are unnumbered, the rational for which is not disclosed.

As a general principle, an "endurance event" tends to be a longer version of something so it’s thus a relative as well as an absolute term.  In sport, something like the Marathon, run over 42 kilometres (26 miles) is the endurance event of running where as the shorter contests are sprints (such as the 100 or 200 meters) or “distance” races (such as the 5,000 or 10,000 metres).  However, were the Marathon not to exist, then the 10,000 would be the “endurance” event of the Olympic Games, the tag attaching to whatever is the longest form.  In other fields, “endurance” can be more nuanced because what some find an “act of endurance” to sit through, others relish and long for more.  Richard Wagner’s (1813–1883)'s Der Ring des Nibelungen (The Ring of the Nibelung, 1876 (usually referred to as “The Ring Cycle”)) is an opera of epic length in cycle consisting of four separate pieces, each of the composer regarded as “an opera”:

Das Rheingold: (The Rhinegold; some 2½ hours with no intermission)
Die Walküre: (The Valkyrie; some 4½-5½ hours with intermissions)
Siegfried: (some 5-5½ hours with intermissions)
Götterdämmerung: (Twilight of the Gods; some 5-6 hours with intermissions)

So, a performance of the Ring Cycle absorbs between 15-17 hours and is thus usually spread over several days, some productions staging the event across a month, each performance (usually three or four) held on a weekend.  Grand Opera really is the West’s greatest artistic achievement and among the aficionados, the Wagnerian devotees are the most dedicated and passionate, some travelling the world to compare and contrast different productions of the Ring.  For them it’s not usually a test of endurance (although a production of which they don’t approve will be a long 17 hours) because they relish every moment but for others it’s probably unthinkable.  Although it’s long been attributed to him, the US humorist Mark Twain (1835-1910) may never have said: “Wagner’s music isn’t as bad as it sounds”, the back-handed compliment reflects the view of the majority, brought up on shorter, more accessible forms of entertainment.  For them, one hour of Wagner would be an endurance test.

The three later individual pieces of The Ring are themselves epic-length operas and Wagner wrote a number in this vein including Die Meistersinger von Nürnberg (The Master-Singers of Nuremberg, 1868; 5-6 hours), Parsifal (1882; 4-5 hours), Lohengrin (1850; 4 hours), Tannhäuser (1845; 4 hours) and the incomparable Tristan und Isolde (1965; 4-5 hours).  What came to define “epic length” in Opera was: (1) the typical length of other works and (2) the powers of endurance of those on stage, in the orchestra pit or in the audience.  Other composers did tend to write shorter operas although Giacomo Meyerbeer (1791–1864), Giuseppe Verdi (1813–1901), Richard Strauss (1864–1949), Gioachino Rossini (1792–1868) and Hector Berlioz (1803–1869) all produced works running over four hours and it was not unusual for there to be two or even three intermissions.  For profligacy with time however, none match Wagner although some modern composers have written very long operas although their length seems other to be their only memorable feature.

Epics: On vinyl, tracks did lengthen and if the physical limits of vinyl were exceeded, the piece could be spread over more than one disk.  Iron Butterfly’s In-A-Gadda-Da-Vida (1968, left) was 17:05 in length, Jethro Tull’s Thick as a Brick (1972, centre) was 43:46 (over two disks) while Rush’s 2112 (1976, right) was 20:33.

Cast adrift from the moorings of endurance by internet streaming making available infinite playing time, “songs” in the twenty-first century can last literally hours and an illustrative example is The Rise and Fall of Bossanova by PC III (Michael J Bostwick) which weighs in at a Wagarian 13 hours, 23 minutes, and 32 seconds.  It seems between 2016-2020 to have held the Guinness World Record as the longest song officially released although whether this should be thought a proud boast or admission of guilt will be up to those who listen.  Ominously, one of the implications of AI (artificial intelligence) is that in theory, someone could release a song which, without hesitation, deviation or repetition, goes on forever.

Andy Warhol's Empire is occasionally screened but always on the basis that viewers may "come and go" at any point in its eight hour run-time.

In pop music, the “epic length piece” was shorter by virtue of technological determinism.  Modern pop music (as the term is now understood) began in the 1950s and the standard form of distribution by the 1960s was the LP (long-playing) vinyl album, first released in 1948.  Because the technology of the time limited the duration of music which could fit on the side of a LP disk to about 27 minutes, that became the upper limit for a single song and at that length, it could be called “epic length” or just “an epic”.  Some bands and individuals did produce “epics” with varied results and some were probably better enjoyed (or endured) with drugs.  Not discouraged by the limitations of vinyl, others noted the possibilities offered by double (2 disks) or even triple (3 disks) albums and penned “rock operas”, the need to change disks a convenient operatic touch in that it provided a intermission.  Andy Warhol (1928–1987) took the idea of the endurance test to celluloid, in 1965 releasing Empire, a silent film shot in black & white showing New York’s Empire State Building at night (form a single aspect).  Running for some eight hours and designed to be viewed in slow-motion, it received critical praise from the usual suspects and little interest among even those who frequented art-house cinemas.  Warhol issued as statement saying the purpose was “to see time go by” and it can’t be denied he succeeded, perhaps even more convincingly than his earlier five hour epic Sleep (1964) which was an edited collection of takes of a man sleeping.  Similar scenes may have been found among those who found watching Empire beyond their powers of endurance.

Customer

Customer (pronounced kuhs-tuhm-ah)

(1) A habitual patron, regular purchaser, returning client; one who has a custom of buying from a particular business (obsolete in its technical sense).

(2) A patron, a client; one who purchases or receives a product or service from a business or merchant, or intends to do so.

(3) In various slang forms (cool customer, tough customer, ugly customer, customer from hell, dream customer etc), a person, especially one engaging in some sort of interaction with others.

(4) Under the Raj, a native official who exacted customs duties (historic use from British colonial India).

Late 1300s: From the Middle English customere & custommere (one who purchases goods or supplies, one who customarily buys from the same tradesman or guild), from custumer (customs official, toll-gatherer), from the Anglo-French custumer, from the Old French coustumier & costumier (from which modern French gained coutumier (customary, custumal)), from the Medieval Latin noun custumarius (a toll-gatherer, tax-collector), a back-formation from the adjective custumarius (pertaining to custom or customs) from custuma (custom, tax).  The literal translation of the Medieval Latin custumarius was “pertaining to a custom or customs”, a contraction of the Latin consuetudinarius, from consuetudo (habit, usage, practice, tradition).  The generalized sens of “a person with whom one has dealings” emerged in the 1540s while that of “a person to deal with” (then as now usually with some defining adjective: “tough customer”, difficult customer” et al) was in use by the 1580s.  Derived terms are common including customer account, customer base, customer care, customer experience, customer-oriented, customer research, customer resistance, customer service, customer success, customer support, direct-to-customer, customer layer, customer-to-customer, ugly customer, tough customer, difficult customer et al.  Customer is a noun; the noun plural is customers.

William Shakespeare (1564–1616) used the word sometimes to mean “prostitute” and in his work was the clear implication that a buyer was as guilty as the seller, the law both unjust a hypocritical, something which in the twentieth century would be rectified in Swedish legislation.

Shakespeare: All's Well That Ends Well (circa 1602), Act 5, scene 3

LAFEW:  This woman’s an easy glove, my lord; she goes off and on at pleasure.

KING: This ring was mine. I gave it his first wife.

DIANA: It might be yours or hers for aught I know.

KING (to attendants) Take her away. I do not like her now.  To prison with her, and away with him. Unless thou tell’st me where thou hadst this ring, Thou diest within this hour.

DIANA: I’ll never tell you.

KING: Take her away.

DIANA: I’ll put in bail, my liege.

KING: I think thee now some common customer.

DIANA (to Bertram): By Jove, if ever I knew man, ’twas you.

In Sweden, the law was amended in a way of which Shakespeare might have approved, Chapter 6, Section 11 of the Swedish Penal Code making it an offence to pay for sex, the act of “purchasing sexual services” criminalized, the aim being to reduce the demand for prostitution.  The law provides for fines or a maximum term of imprisonment for one year, depending on the circumstances of the case.  So selling sexual services is not unlawful in Sweden but being a customer is, an inversion of the model for centuries applied in the West.  Individuals who engage in prostitution are not criminalized under Swedish law, which is intended to protect sex workers from legal penalties while targeting the customers, now defined as those who “exploit them”.  The Swedish model aims to reduce prostitution by focusing on the demand side and providing support for those who wish to exit prostitution and as a statement of public policy, the law reform reflected the government’s view prostitution was a form of gender inequality and exploitation.  The effectiveness of the measure has over the years been debated and the customer-focused model of enforcement has not widely been emulated.

The customer is always right

Reliable return customer: Lindsay Lohan in the Chanel Shop, New York City, May 2013.

The much quoted phrase (which in some areas of commerce is treated as a proverb): “the customer is always right” has its origins in retail commerce and is used to encapsulate the value: “service staff should give high priority to customer satisfaction”.  It is of course not always literally true, the point being that even when patently wrong about something, it is the customer who is paying for stuff so they should always be treated as if they are right.  Money being the planet’s true lingua franca, variations exist in many languages, the best known of which is the French le client n'a jamais tort (the customer is never wrong), the slogan of Swiss hotelier César Ritz (1850-1918) whose name lived on in the Hôtel Ritz in Paris, the Ritz and Carlton Hotels in London and the Ritz-Carlton properties dotted around the world.  While not always helpful for staff on the shop floor, it’s an indispensible tool for those basing product manufacturing or distribution decisions on aggregate demand.  To these bean counters, what is means is that if there is great demand for red widgets and very little for yellow widgets, the solution is probably not to commission an advertising campaign for yellow widgets but to increase production of the red, while reducing or even ceasing runs of the yellow.  The customer is “right” in what they want, not in the sense of “right & wrong” but in the sense of their demand being the way to work out what is the “right” thing to produce because it will sell.

Available at Gullwing Motor Cars: Your choice at US$129,500 apiece.

The notion of “the customer is always right” manifests in the market for pre-modern Ferraris (a pre-1974 introduction the accepted cut-off).  While there nothing unusual about differential demand in just about any market sector, dramatically is it illustrated among pre-modern Ferraris with some models commanding prices in multiples of others which may be rarer, faster, more credentialed or have a notionally more inviting specification.  That can happen when two different models are of much the same age and in similar condition but a recent listing by New York-based Gullwing Motor Cars juxtaposed two listings which left no doubt where demand exists.  The two were both from 1972: a 365 GTC/4 and a Dino 246 GT.

Some reconditioning required: 1972 Ferrari 356 GTC/4

The 365 GTC/4 was produced for two years between 1971-1972 during which 505 were built.  Although now regarded as a classic of the era, the 365 GTC/4 lives still in the shadow of the illustrious 365 GTB/4 with which, mechanically, it shares much.  The GTB/4 picked up the nickname “Daytona”, an opportunistic association given 1-2-3 finish in the 1967 24 Hours of Daytona involved three entirely different models while the GTC/4 enjoyed only the less complementary recognition of being labeled by some il gobbone (the hunchback) or quello alla banana (the banana one).  It was an unfair slight and under the anyway elegant skin, the GTB/4 & GTC/4 shared much, the engine of the latter differing mainly in lacking the dry-sump lubrication and the use of six twin-choke side-draft Weber carburetors rather than the downdrafts, this permitting a lower bonnet (hood) line.  Revisions to the cylinder heads allowed the V12 to be tuned to deliver torque across a broad rev-range rather than the focus on top-end power which was one of the things which made the GTB/4 so intoxicating.

Criticizing the GTC/4 because it doesn’t quite have the visceral appeal of the GTB/4 seems rather like casually dismissing the model who managed only to be runner-up to Miss Universe.  The two cars anyway, despite sharing a platform, were intended for different purposes, the GTB/4 an outright high performance road car which could, with relatively few modifications, be competitive in racing whereas the GTC/4 was a grand tourer, even offering occasional rear seating for two (short) people.  One footnote in the history of the marque is the GTC/4 was the last Ferrari offered with the lovely Borrani triple-laced wire wheels; some GTB/4s had them fitted by the factory and a few more were added by dealers but the factory advised that with increasing weight, tyres with much superior grip and higher speeds, they were no longer strong enough in extreme conditions and the cast aluminum units should be used if the car was to be run in environments without speed restrictions such as race tracks or certain de-restricted public roads (then seen mostly in West Germany (FRG), Montana & Nevada in the US and Australia's Northern Territory & outback New South Wales (NSW)).  The still stunning GTB/4 was the evolutionary apex of its species; it can't be improved upon but the GTC/4 is no ugly sister and when contemplating quello alla banana, one might reflect on the sexiness of the fruit.

Gullwing’s offering was described as “a highly original unrestored example in Marrone Colorado (Metallic Brown) with a tan leather interior, factory air conditioning, and power windows; showing 48K miles (77K kilometres) on the odometer.  It has been sitting off the road for several years and is not currently running.”  It was certainly highly original and seemed complete but properly should be regarded as a “project” because of the uncertainty about the extent (and thus the cost) of the recommissioning.  At an asking price of US$129,500, it would represent good value only if it was mechanically sound and no unpleasant surprises were found under the body’s lovely curves although, given the market for 365 GTC/4s in good condition, it was a project best taken on by a specialist.

Some assembly required: 1972 Dino 246 GT by Ferrari

The days are gone when the Dino 246 was dismissed as “more of a Fiat than a Ferrari” and even if the factory never put their badge on the things (although plenty subsequently have added one), they are now an accepted part of the range.  The 246 replaced the visually almost similar but slightly smaller and even more jewel-like Dino 206, 152 of which (with an all-aluminium 2.0 litre (122 cubic inch) V6 rather than the V12s which had for some years been de rigueur in Ferrari’s road cars) were built between 1967-1969, all with berlinetta (coupé) bodywork.  Mass-produced by comparison, there were 3569 Dino 246s produced between 1969-1974, split between 2,295 246 GTs (coupés) & 1,274 246 GTSs (spyders (targa)).  Fitted with an iron-block 2.4 litre (147 cubic inch) V6, the Dinos were designed deliberately to be cheaper to produce and thus enjoy a wider market appeal, the target those who bought the more expensive Porsche 911s, a car the Dino (mostly) out-performed.  In recent decades, the Dino 246 has been a stellar performer in the collector market, selling typically for three times the price of something like a 365 GTC/4; people drawn to the seductive lines rather than the significantly better fuel consumption.

Most coveted of the 246s are those describe with the rhyming colloquialism “chairs and flares” (C&F to the Ferrari cognoscenti), a reference to a pair of (separately available) options available on later production Dino 246s.  The options were (1) seats with inserts (sometimes in a contrasting color) in the style used on the Daytona & (2) wider Campagnolo Elektron wheels (which the factory only ever referred to by size) which necessitated flared wheel-arches.  At a combined US$795.00 (in 1974), the C&F combination has proved a good investment, now adding significantly to the price of the anyway highly collectable Dino.  Although it's hard to estimate the added value because so many other factors influence calculation, all else being equal, the premium is usually between US$100-200,000 but these things are always relative; in 1974 the C&F option added 5.2% to a Dino GTS's list price and was just under a third the cost of a new small car such as the Chevrolet Vega.  It was a C&F Dino 246 GTS which in 1978 was found buried in a Los Angeles where it had sat for some four years after being secreted away in what turned out to be an unplanned twist to a piece of insurance fraud.  In remarkably good condition (something attributed to its incarceration being during one of California’s many long droughts), it was fully restored.

Not in such good condition is the post-incineration Dino 246 GT (not a C&F) being offered by Gullwing Motor Cars, the asking price the same US$129,500 as for the 365 GTC/4.  Also built in 1972, Gullwing actually describe this one as “a project”, probably one of history’s less necessary announcements.  The company couldn’t resist running the title “Too Hot to Handle” and described the remains as “…an original car that has been completely burnt.  Originally born in Marrone Colorado with beige leather.  It comes with its clear matching title and this car clearly needs complete restoration, but the good news is that it's certainly the cheapest one you will ever find.  The Dino market is hot and shows no signs of cooling. An exciting opportunity to own an iconic 246GT Dino. This deal is on fire!”  It’s still (sort of) metal and boasts the prized “matching numbers” (ie the body, engine & gearbox are all stamped with the serial numbers which match the factory records) so there’s that but whether, even at the stratospheric prices Dinos often achieve, the economics of a restoration (that may be the wrong word) can be rationalized would need to be calculated by experts.  As with the 365 GTC/4, Gullwing may be amenable to offers but rather that the customer always being right, this one needs "the right customer".

Aggregate demand: The highly regarded auction site Bring-a-Trailer (BAT, their origin being a clearing house for “projects” although most were less challenging than Gullwing’s Dino) publishes auction results (including “reserve not met” no-sales) and the outcomes demonstrate how much the market lusts for Dinos.  BAT also has a lively comments section for each auction and more than once a thread had evolved to discuss the incongruity of the prices achieved by Dinos compared with the rarer Boxer 365 & 512 BB (1973-1984) which was when new much more expensive, much faster and, of course, a genuine twelve cylinder Ferrari.  In such markets however, objective breakdowns of specifications and specific performance are not what decide outcomes: The customer is always right.

Scuttle

Scuttle (pronounced skuht-l)

(1) In nautical use, a small hatch or port in the deck, side, or bottom of a vessel; a cover for such a hatch; small opening in a boat or ship for draining water from open deck.

(2) A small hatch-like opening in a roof or ceiling that provides access to the roof from the interior of a building.

(3) In nautical use, deliberately to sink one's ship or boat by any means (eg by opening the sea-cocks), usually by order of the vessel's commander or owner.

(4) To abandon, withdraw from, or cause to be abandoned or destroyed (plans, hopes, rumors etc).

(5) To run with quick, hasty steps; scurry; a quick pace; a short, hurried run.

(6) A deep bucket for carrying coal.

(7) In northern British dialectal use, a broad, shallow basket, especially for carrying vegetables; a dish, platter or a trencher (sometimes called scuttle dish).

(8) The part of a motor-car body lying immediately behind the bonnet (hood), called the cowl in the US.

Pre 1050: From the Middle English scutel & scutelle (trencher) and scuttel (dish, basket, winnowing fan), from the Old English scutel (dish, trencher, platter), from the Latin scutella (serving platter; bowl), diminutive of scutra (shallow dish, pan) and (perhaps) the Latin scūtum (shield).  The Latin scutella was the source also of the French écuelle, the Spanish escudilla, the Italian scudella.  It was also a source of much Germanic borrowing, the source of the Old Norse skutill, the Middle Dutch schotel, the Old High German scuzzila and the German Schüssel (a dish).  The Meaning "basket for sifting grain" is attested from the mid-fourteenth century and as a "bucket for holding coal", use dates from 1849.

The sense of a “hole cut in a ship for some purpose” dates from 1490–1500, firstly as “skottell”: Of obscure origin, possibly from the Middle French escoutille, or from the Spanish escotar (to cut out) & escotilla (hatchway), the construct of which was escot & escote (a cutting of cloth) + -illa (a diminutive suffix of Germanic origin).  In the Gothic skaut meant “hem or seam).  Another possible link is to the Middle English scottlynge (scampering), a variant of scuddle and frequentative of scud.  The idea of hatches and holes in ships later extended to automobiles, the scuttle (cowl in the US) the space between the windscreen and bonnet (hood).  The sense of "cutting a hole in a ship to sink it" was first attested in the 1640s, an extension of use from the late-fifteenth century skottell (opening in a ship's deck), either from the French escoutille (which in Modern French is écoutille) or directly from the Spanish escotilla (hatchway), a diminutive of escota (opening in a garment), from escotar (cut out).  Scuttle & scuttling are nouns & verbs, scuttleful is a noun and scuttled is a verb; the noun plural is scuttles.

You're wrong.—He was the mildest manner'd man
That ever scuttled ship or cut a throat:
With such true breeding of a gentleman,
You never could divine his real thought;
No courtier could, and scarcely woman can
Gird more deceit within a petticoat;
Pity he loved adventurous life's variety,
He was so great a loss to good society.

Don Juan (1819–24) canto III, stanza XLI, by Lord Byron (1788–1824)

The figurative use to describe the sense of abandonment or destruction of the planning etc of something is recorded from 1888.  In military use this can be combined with the use of scuttle to describe a rapid, sometimes erratic crab-like walk suggestive of panic; the recent US evacuation from Kabul, would, in more robust times, have been called a scuttle.  The sense of "scamper; scurry" emerged in the mid-fifteenth century, probably related to the verb scud and perhaps influenced by the odd imperfect echoic.

A variation of the scuttle as a hole in the deck was scuttlebutt to describe a "cask of drinking water kept on a ship's deck, having a hole (scuttle) cut in it for a cup or dipper" is from 1805, supplanting the earlier (1777) “scuttle cask”.  Scuttlebutt is first recorded as meaning “rumor; gossip" in 1901 and was nautical slang before coming into general use late in World War I (1914-1918).  The modern corporate form, analogous with “gathering around the scuttlebutt” is the office “water-cooler” conversation.  The idea of information (accurate or otherwise) being associated with drinking water is doubtless as old as prehistoric people gathering at a drinking place and there’s the World War One era “furphy”, a descriptor of a rumor proved wrong, based on its origin being talk exchanged between soldiers having a yarn at one of the army’s Furphy brand water tanks.

Scuttle shake

The term scuttle shake is used to describe the shuddering displayed in many convertible cars, especially when traversing rough or uneven surfaces.   The vibrations happen because, without the strength provided by a fixed-roof, open-top automobiles generally are less structurally rigid than closed vehicles.  It’s called scuttle-shake because, although the scuttle (the area between the bonnet (hood) and the windscreen) is not the only place where the shuddering happens, it’s there where it’s usually most severe, often to the point where other vibrations tend not to be noticed.  The scuttle is affected because the erratic forces are generated through the tyres, to the chassis or frame to the point of the least structural rigidity: the bulkhead atop which sits the scuttle.  There is a transatlantic difference in that what most of the English-speaking world calls a scuttle is a cowl in US use.  Despite that, the term scuttle shake and cowl shake are both used in the US, probably because cars made there were always less susceptible to the phenomenon because the body-engineering standards were higher, Detroit always willing to add more bracing even at the cost of increasing overall weight.  It's speculative but perhaps it became so associated with foreign cars it was just natural to think scuttle and not cowl.

The archetypical scuttle shakers were the Triumph TR roadsters (TR2-TR6 1952-1976), the reputation gained because of the platform’s long life; although the TR6 bore no external resemblance to its earliest antecedents, much the same chassis and body structure underlay them all.  Many contemporaries of the TR2 and TR3 also suffered the problem but most manufacturers went through three or four generations in the quarter century the separate chassis TRs were produced, benefitting from the improvements in design and body engineering which passed by Triumph's aging roadster.  By the time the TR6 entered production in 1969, none of the competition still shook so much; that doesn’t mean that by the late twentieth century the problem went away but it was much ameliorated.  Notably, in the 1980s, generational shift, an improving economy and the non-appearance of the rumored US legislation which would have outlawed convertibles enticed some manufacturers back into the drop-top market so new models appears to demonstrate the difference.  Because volumes would be small, the development costs associated with new models was thought prohibitive so these were usually modified coupés.  Cutting the roof of a closed car is the classic recipe for scuttle shake but the techniques to strengthen structures had much improved over the years and the basic bodies were anyway inherently stronger because of the regulations imposed to improve crashworthiness.  Drivers could certainly tell the difference in body-rigidity but few were anything like a Triumph TR6 (unless it was a Saab 900; the Swedish car's convertible body was famously flexible).

Triumph TR2 (1953-1955).

After a similar looking prototype based on a pre-war platform was rejected, a redesign produced the TR2.  The specification was unpromising for a sports car; a hardly innovative ladder frame chassis, a two litre (122 cubic inch) engine based on one used in tractors (!), rudimentary weather protection and an already dated body but it was a success on both sides of the Atlantic.  On the road, it turned out to be greater than the sum of its parts, easily exceeding 100 mph (162 km/h) when that was something rare and, in the UK, it was the cheapest car which could make the claim.  Not delicate or in any way exquisite to drive ("agricultural" the usual description, perhaps a nod to the tractor engine), its characteristics were predictable by the standards of the time and it was soon effective in competition.  Over eight-thousand were built.

Triumph TR3 (1955-1962).

Essentially an updated TR2, the TR3 would be upgraded throughout its life in three identifiable generations although the factory regarded the changes as normal product development and never used different designations to distinguish between them (in the collector car market they're known as TR3, TR3A (1957) & TR3B (1962)).  Although still lacking many of the civilizing accruements buyers would soon expect, in its time the TR3 was a great sales hit and was campaigned successfully both by the factory teams and privateers in just about every category of competition for which it was eligible.  The advantages of using the tractor engine had become apparent in the TR2: the thing was both tuneable and close to indestructible if run by the book.  In the TR3, the usual English route to power (bigger carburetors, bigger valves, bigger ports and a more radical camshaft) was followed and 100 bhp (75 kw) was achieved.  Disk brakes, first used on the Factory Le Mans TR2s, were added to all but the earliest TR3s and the driving experience, despite the addition of rack and pinion steering, though offering nothing like the precision of the Italian competition, was rewarding if a little brutish (although the thing had gained respect and was now rarely called "agricultural").  Almost seventy-five thousand were built.

Triumph TRS with "sabrina" engine, Le Mans, 1960.

Like the TR2, the TR3 was a popular choice as a race car but by the late 1950s, the competitive cars from Britain, Italy and the US had been developed well beyond what the TR2 had tended to face earlier in the decade.  For various reasons, it wasn’t easy for European manufacturers to pursue the path to power and performance by adopting the American approach of big displacement so they chose the alternative: greater specific efficiencies & higher engine speeds.  In Italy, as early as 1954 Alfa Romeo had proved the once exotic double overhead camshaft (DOHC) configuration was viable in relatively low-cost, mass-production machines and even in England, MG’s MGA Twin Cam had been released, short-lived though it was.  Triumph’s cars had enjoyed much success, both in the marketplace and on racetracks but their engines were based on one used in a tractor and while legendary robust, it was tuneable only up to a point and that point had been reached, limiting its potential in competition.  The solution was a DOHC head atop the old tractor mill and this the factory prepared for their racing team to run in the 1959 Le Mans 24 Hour classic, naming the car in which it was installed the TR3S, suggesting some very close relationship with the road-going TR3 although it really was a prototype and a genuine racing car.  The engine used at Le Mans was called the “sabrina”.

Sabrina in some characteristic poses.

Norma Ann Sykes' (1936–2016 and better known by her stage name: Sabrina)  early career was as a model, sometimes in various stages of undress, but it was when in 1955 she was cast as a stereotypical “dumb blonde” in a television series she achieved national fame.  On stage or screen, she remained a presence into the 1970s and although without great critical acclaim although the University of Leeds did confer an honorary D.Litt (Doctor of Letters) for services to the arts so there was that.

The Le Mans campaigns with the sabrina Engine: TR3S (1959, left), TRS (1960, centre) and the TRS team crossing the line in formation for what was a "staged  photo-opportunity", none of the cars having completed the requisite number of laps to be classified a "finisher" (1960, right).  In 1961, all three went the distance, taking the "Teams Prize".  

Some resemblance in the mind's eye of an engineer: Sectional view of the sabrina.

The engine's original project code was 20X but an engineer's chance remark at the assembly bench caught on so "sabrina" it became.  Anatomically, the engineers were of course about right because the front sectional view of the sabrina engine’s internals do align with what Dr Vera Regitz-Zagrosek (b 1953; Professor of Cardiology at the University of Zurich), describes as “the bikini triangle”, that area of the female human body defined by a line between the breasts and from each breast down to the reproductive organs; it’s in this space that is found all the most obvious anatomical differences between male & female although the professor does caution that differences actually exist throughout the body, down to the cellular level.

Triumph used the sabrina engine for three consecutive years at Le Mans, encountering some problems but the reward was delivered in 1961 when all three cars completed the event with one finishing a creditable ninth, the trio winning that year’s team prize.  Satisfied the engine was now a reliable power-plant, the factory did flirt with the idea of offering it as an option in the TR sports cars but, because the differences between it and the standard engine were so great, it was decided the high cost of tooling up for mass production was unlikely to be justified, the projected sales volumes just not enough to amortize the investment.  Additionally, although much power was gained by adding the DOHC Hemi head, the characteristics of its delivery were really suited only to somewhere like Le Mans which is hardly typical of race circuits, let alone the conditions drivers encounter on the road.  As a footnote in Triumph’s history, it was the second occasion on which the factory had produced a DOHC engine which had failed to reach production.  In 1934 the company displayed a range-topping version of their Dolomite sports car (1934-1940), powered by a supercharged two litre (121 cubic inch), DOHC straight-8.  The specification was intoxicating and the lines rakish but, listed at more than ten times the price of a small family car, it was too ambitious for the troubled economy of the 1930s and only three were built.

Triumph TR4 (1962-1965).

Although the chassis and drive-train of the TR3 substantially were carried over, the TR4 received a new body, designed in Italy by Giovanni Michelotti's (1921–1980) design house, continuing what would prove a lucrative association for both the Italians and the British.  Modernised in function as well as form, the TR for the first time enjoyed wind-up windows and much improved ventilation as well as the novelty of the option of a kind of targa top, the first on the market although it was Porsche which decided to copyright the name.  To compensate for the increased weight, the engine was bored out to 2.1 litres (128 cubic inches) but the smaller version remained a factory option for those wished to run in competitions under the FIA’s 2.0 litre (122 cubic inch) rules, although, being a tractor engine and thus using wet cylinder liners, it wasn’t difficult for owners of a 2.1 to revert.

A 1965 Triumph TR4A appeared in Netflix's Lindsay Lohan film Irish Wish (2024) and the IMCDB (Internet Movie Cars Database) confirmed it was registered in Ireland (ZV5660, VIN:STC65CT17130C) as running the 2.1 litre version (17130C) of the engine.  The Triumph 2.1 is sometimes listed as a 2.2 because, despite an actual displacement of 2138 cm³, in some places the math orthodoxy is ignored and a "round up" rule applied, something done usually in jurisdictions which use displacement-based taxation or registration regimes, the "rounding up" sometimes having the effect of "pushing" a vehicle into a category which attracts a higher rate.  The lack of the "IRS" (independent rear suspension) badge on the trunk (boot) lid indicates the use of the live rear axle.

This time Triumph did create official version names as the specification changed.  In 1965, the TR4A was released, marked by a small power increase but, more significantly, independent rear suspension which necessitated a change to the rear of the chassis frame.  Improvements in tyre technology had increasingly exposed the limitations of the TR4’s live axle which, mounted on such a low chassis, offered only limited wheel travel, something disguised by the grip of the TR2-era tyres which tended predictably to slide but when fitted with modern radial-ply tyres, the loss of grip could be sudden and unexpected.  The IRS greatly improved the ride and raised the limits of adhesion, making for a safer road car but those using a TR4 in competition still opted for the live axle which offered more control in the hands of experts who preferred to steer with the throttle.  Many TR4As were actually fitted with the live axle, re-designed to accommodate the changes to the chassis.  Facing competition from much improved MG and Austin-Healy roadsters, sales suffered somewhat with around forty-thousand TR4s built.

Triumph TR5 (1967-1968 and sold in North America as the TR-250).

Visually almost identical to the TR4, the TR5 benefited from being powered by a 2.5 litre (153 cubic inch) version of Triumph’s (again almost indestructible) straight-six and in a first for a volume British manufacturer, it used Lucas mechanical fuel injection, tuned to a healthy 150 bhp (112 kw) (although even at the time many thought this seemed a little optimistic).  Again available with the clever targa (usually called the “Surrey Top” although the factory insisted the “surrey” was merely a the roof part of the whole system), the bigger engine meant the TR5 became a genuine 120 mph (195 km/h) car.

For the first time (and a harbinger of what lay ahead), TR5s built for the North American market differed significantly from most of those destined for the rest of the world.  Instead of fuel-injection, the new world cars breathed through a pair of Zenith-Stromberg carburetors and, to mark the debut of the 2.5 litre six, were named TR-250.  The combination of the loss of the fuel injection and the addition of the early anti-emissions plumbing did sacrifice power, the TR-250 rated at 111 bhp (81 kW) but performance was still slightly better than the TR4, the feeling being the US car’s official power was likely a more accurate number than the 150 bhp claimed for the TR5.  The TR5 was in production for only a short time and fewer than three-thousand were built, the importance of the US market illustrated by almost eight and a half thousand TR-250s being shipped during the same time.  The IRS was now fitted to all cars.

Triumph TR6 (1968-1976).

Like its predecessor, the TR6 was built with both fuel injection and carburetors but all were labelled TR6 regardless of destination, the US market and those with less developed infrastructure missing out on the newer system.  The car itself was almost unchanged underneath but new front and rear styling was grafted onto the TR4/TR5 centre section, styled this time by Karmann of Germany so it was English underneath, Italian in the middle and German to the front and rear.  The targa top was retired, replaced by a hardtop designed in-house and the restyle, universally praised as ruggedly handsome, was well received.

Although the factory labelled the whole run as TR6, such were the variations over the years that Triumph nerds differentiate several (informal) versions, some based on detail differences and some on significant changes in specification.  All models produced for the North-American market used carburetors (the mechanical fuel-injection system unable to comply with the more onerous emission rules), delivering 104 bhp (78 kw) and this configuration was used also in some export markets because of anticipated difficulties in servicing the Lucas equipment in countries with a less developed infrastructure.  The home market and most other export cars used fuel injection which, again rated at 150 bhp, delivered almost identical performance to the TR5.  In 1972, the fuel-injected cars were re-tuned with a milder camshaft, lower compression ratio and smaller inlet valves, the factory revising the claimed power to 125 bhp (94 kw) although performance barely suffered, hinting the new claim might be more accurate than the old.  The engine revisions suited the motoring conditions of the day, traffic volumes now much heavier and the re-tuned engine delivered its power over a wider range, the slight sacrifice in top-end performance noticed by few.

A home market 1974 TR6 in magenta, one of the more appealing of the wide range of color choices (some of the hues of brown not fondly remembered) British Leyland offered during the 1970s (left) and a 1976 US market TR6 (right).  The revised detailing at the front was a consequence of needing to install more substantial bumpers to comply with legislation, the rubber dagmars fitted also at the rear.  Unusually for the smaller British roadsters of the era, air-conditioning was sometimes fitted to the US market cars.

Compared with genuinely modern sports cars like the Datsun 240Z or even the flawed Jensen-Healy, the TR6 was antiquated but so immensely satisfying to drive, buyers seemed not to mind and sales remained strong, the end coming only because it was clear it soon would no longer be possible to modify the thing to meet upcoming US legislation.  At the end of its seven year run, it was the most successful of the traditional TRs, well over ninety-thousand made of which over eighty-three thousand were exported.  Although the TR6 was not visually recognizable as a descendent of the TR2, one thing remained constant throughout: scuttle shake.