Zephyr

Zephyr (pronounced zef-uhr (U) or zef-er (non-U))

(1) A gentle, mild breeze, considered the most pleasant of winds.

(2) By extension, any of various things of fine, light quality (fabric, yarn etc), most often applied to wool.

(3) In the mythology of Antiquity, the usual (Westernised) spelling of Ζεφυρος (Zéphuros or Zéphyros), the Greek and Roman god of the west wind, son of Eos & Astraeus and brother of Boreas; the Roman name was Zephyrus, Favonius.

(4) As a literary device, the west wind personified which should be used with an initial capital letter.

(5) In the mythology of Antiquity, as Zephyrette, a daughter of Aeolus; a tiny female spirit of the wind. 

(6) A model name used on cars of variable distinction produced by the Ford Motor Company (FoMoCo) and sold under the Ford, Mercury & Lincoln brands.

(7) A type of soft confectionery made by whipping fruit and berry purée (mostly apple purée) with sugar and egg whites, to which is added a gelling agent such as pectin, carrageenan, agar, or gelatine.  Often called zefir, the use was a semantic loan from the Russian зефи́р (zefír). 

Circa 1350: From the Middle English zeferus & zephirus, from the Old English zefferus, from the Latin zephyrus, from the Ancient Greek Ζέφυρος (Zéphuros or Zéphyros) (the west wind), probably from the Greek root zophos (the west, the dark region, darkness, gloom).  The Latin Zephyrus was the source also of zéphire (French), zefiro (Spanish) and zeffiro (Italian).  The feminine form zephyrette (capitalised and not) is rare and the alternative spellings were zephir & zefir, the latter (in the context of food) still current.  The casual use in meteorology dates from circa 1600 and the meaning has shifted from the classical (something warm, mild and occidental) to now be any gentle breeze or waft where the wish is to suggest a wind not strong and certainly not a gust, gale, cyclone, blast, typhoon or tempest.  Zephyr is a noun & verb, zephyred is a verb & adjective, zephyring is a verb and zephyrous, zephyrlike & zephyrean are adjectives; the noun plural is zephyrs.  The adverb zephyrously is non-standard.

Cupid and Psyche (1907) by Edvard Munch (1863–1944).

In Greek mythology, Ζεφυρος (transliterated as Zéphuros or Zéphyros) was the god of the west wind, one of the four seasonal Anemoi (wind-gods), the others being his brothers Notus (god of the south wind), Eurus (god of the east wind) and Boreas (god of the east wind).  The Greek myths offer many variations of the life of Zephyrus, the offspring of Astraeus & Eos in some versions and of Gaia in other stories while there were many wives, depending on the story in which he was featured.  Despite that, he’s also sometimes referred to as the “god of the gay”, based on the famous tale of Zephyrus & Hyakinthos (Hyacinthus or Hyacinth).  Hyacinth was a Spartan youth, an alluring prince renowned for his beauty and athleticism and he caught the eye of both of both Zephyrus and Apollo (the god of sun and light) and the two competed fiercely for the boy’s affections.  It was Apollo whose charms proved more attractive which left Zephyrus devastated and in despair.  One day, Zephyrus chanced upon the sight of Apollo and Hyacinth in a meadow, throwing a discus and, blind with anger, sent a great gust of wind at the happy couple, causing the discus to strike Hyacinth forcefully in the head, inflicting a mortal injury.  Stricken with grief, as Hyacinth lay dying in his arms, Apollo transformed the blood trickling to the soil into the hyacinth (larkspur), flower which would forever bloom in memory of his lost, beautiful boy. Enraged, Apollo sought vengeance but Zephyrus was protected by Eros, the god of love, on what seems the rather technical legal point of the intervention of Zephyrus being an act of love.  There was however a price to be paid for this protection, Zephyrus now pledged to serve Eros for eternity and the indebted god of the west wind soon received his first task.  There are other tales of how Cupid and Psyche came to marry but in this one, with uncharacteristic clumsiness, Cupid accidently shot himself with one of his own arrows of love while gazing upon the nymph Psyche and it was Zephyrus who kidnapped her, delivering his abducted prize to Cupid to be his bride.

Chloris and Zephyr (1875) by William-Adolphe Bouguereau (1825-1905), Musee des Beau-Arts of the Musées Mulhouse Sud Alsace.

Zephyros was in classical art most often depicted as a handsome, winged youth and a large number of surviving Greek vases are painted with unlabeled figures of a winged god embracing a youth and these are usually identified as Zephyros and Hyakinthos although, some historians detecting detail differences list a number of them as being of Eros (the god of Love) with a symbolic youth.  Although sometimes rendered as a winged god clothed in a green robe and crowned with a wreath of flowers, in Greco-Roman mosaics, Zephyros appears usually in the guise of spring personified, carrying a basket of unripened fruit.  In some stories, he is reported to be the husband of Iris, the goddess of the rainbow and Hera’s messenger and in others, Podarge the harpy (also known as Celano) is mentioned as the wife of Zephyrus but in most of the myths he was married to Chloris.  Chloris by most accounts was an Oceanid nymph and in the tradition of Boreas & Orithyia and Cupid and Psyche, Zephyrus made Chloris his wife by abduction, making her the goddess of flowers, for she was the Greek equivalent of Flora and, living with her husband, enjoyed a life of perpetual spring.

Standardized wind: The Beaufort wind force scale

With strategically placed palms, Lindsay Lohan resists a zephyr's efforts to induce a wardrobe malfunction, MTV Movie Awards, Los Angeles, 2008 (left) which may be C&Ced (compared & contrasted) with the stronger breeze (probably 3-4 on the Beaufort Scale) disrupting the modern art installation that is Donald Trump's (b 1946; US president 2017-2021 and since 2025) hair (right).

Beaufort Wind Scale, circa 1865.

The Beaufort wind force scale was devised because the British Admiralty was accumulating much data about prevailing weather conditions at spots around the planet where the Royal Navy sailed and it was noticed there was some variation in way different observers would describe the wind conditions.  In the age of sail, wind strength frequency and direction was critical to commerce and warfare and indeed survival so the navy needed to information to be as accurate an consistent as possible but in the pre-electronic age the data came from human observation, even mechanical devices not usually in use.  What Royal Navy Captain (later Rear Admiral) Sir Francis Beaufort 1774–1857) early in nineteenth century noticed was that a sailor brought up in a blustery place like the Scottish highlands was apt to understate the strength of winds while those from calmer places were more impressed by even a moderate breeze, little more than what a hardy Scots sold salt would call a zephyr.  Accordingly, he developed a scale which was refined until formally adopted by the Admiralty during the 1930s after he’d been appointed Hydrographer of the Navy.  The initial draft reflected the functional purpose, the lowest rating describing the sort of gentle zephyr which was just enough to enable a ship's captain slowly to manoeuvre while the highest was of the gale-force winds which would shred the sails.  As sails gave way to steam, the scale was further refined by referencing the effect of wind upon the sea rather than sails and it was adopted also by those working in shore-based meteorological stations.  In recent years, categories up to 17 have been added to describe the phenomena described variously as hurricanes, typhoons & cyclones.

The National Biscuit Company's Zephyrettes, circa 1915.

In the mythology of Antiquity, Zephyrette was a daughter of Aeolus and a tiny female spirit of the wind.  That the nymph's name was early in the twentieth century appropriated by the National Biscuit Company (1898–1971, Nabisco (1971–1985) & RJR Nabisco (1985–1999) and now a subsidiary of Mondelēz International) to describe a light, crisp cracker, recommended to be used for hors d'oeuvres might outrage feminists studying denotation and connotation in structural linguistics and the more they delve, the greater will be the outrage.  Mostly, the word "zephyr" now is used by novelists and poets because while indicative of the force of a wind, it's not defined and is thus not a formal measure so what's a zephyr in one poem might be something more or less in another.  In other texts, such inconsistencies might be a problem but for the few thousand souls on the planet who still read poetry, it's all part of the charm.

For good & bad: FoMoCo's Zephyrs

Lincoln Zephyr V12, 267 cubic inches (4.4 litre).  It was the last of the American V12s.

In the inter-war era, the finest of the big American cars, the Cadillacs, Lincolns, Packards and Duesenbergs, offered craftsmanship the equal of anything made in Europe and engineering which was often more innovative.  The 1930s however were difficult times and by mid-decade, sales of the big K-Series Lincolns, the KA (385 cubic inch (6.3 litre) V8) and KB (448 cubic inch (6.3 litre) V12) were falling.  Ford responded by designing a smaller, lighter Lincoln range to bridge the gap between the most expensive Ford and the lower-priced K-Series Lincolns, the intention originally to power it with an enlarged version of the familiar Ford V8 but family scion Edsel Ford (1893–1943; president of the Ford Motor Company (FoMoCo), 1919-1943), decided instead to develop a V12, wanting both a point of differentiation and a link to K-Series which had gained for Lincoln a formidable reputation for power and durability.  Develop may however be the wrong word, the new engine really a reconfiguration of the familiar Ford V8, the advantage in that approach being it was cheaper than an entirely new engine, the drawback the compromises and flaws of the existing unit were carries over and in some aspects, due to the larger size and greater internal friction, exaggerated.

Lincoln Zephyr V12, 292 cubic inches (4.8 litre).

The V12 however was not just V8 with four additional pistons, the block cast with a vee-angle of 75^o rather than the eight’s 90^o, a compromise between compactness and the space required for a central intake manifold and the unusual porting arrangement for the exhaust gases.  The ideal configuration for a V12 is 60^o and without staggered throws on the crankshaft, the 75^o angle yielded uneven firing impulses, although, being a relatively slow and low-revving unit, the engine was felt acceptably smooth.  The cylinder banks used the traditional staggered arrangement, permitting the con-rods to ride side-by-side on the crank and retained the Ford V-8’s 3.75 inch (90.7 mm) stroke but used a small bore of just 2.75 inches (69.75 mm), then the smallest of any American car then in production, yielding a displacement of 267 cubic inches (4.4 litres), a lower capacity than many of the straight-eights and V8s then on the market.

Because the exhaust system was routed through the block to four ports on each side of the engine, cooling was from the beginning the problem it had been on the Ford V8 but on a larger scale.  Although the cooling system had an apparently impressive six (US) gallon (22.7 litre) capacity, it quickly became clear this could, under certain conditions, be marginal and the radiator grill was soon extended to increase airflow.  Nor was lubrication initially satisfactory, the original oil pump found to be unable to maintain pressure when wear developed on the curfaces of the many bearings; it was replaced with one that could move an additional gallon (3.79 litre) a minute.  Most problems were resolved during the first year of production and the market responded to the cylinder count, competitive price and styling; after struggling to sell not even 4000 of the big KAs in 1935, Lincoln produced nearly 18,000 Zephyrs in 1936, sales growing to over 25,000 the following year.  Production between 1942-1946 would be interrupted by the war but by the time the last was built in 1948, by which time it had been enlarged to 292 cubic inches (4.8 litre (there was in 1946, briefly, a 306 cubic inch (5.0 litre) version) over 200,000 had been made, making it the most successful of the American V12s.  It was an impressive number, more than matching the 161,583 Jaguar built over a quarter of a century (1971-1997) and only Daimler-Benz has made more, their count including both those used in Mercedes-Benz cars and the the DB-60x inverted V12 aero-engines famous for their wartime service with the Luftwaffe and the Mercedes-Benz T80, built for an assault in 1940 on the LSR (Land Speed Record).  Unfortunately, other assaults staged by the Third Reich (1939-1945) meant the run never happened but the T80 is on permanent exhibition in the factory's museum in Stuttgart so viewers can ponder Herr Professor Ferdinand Porsche's (1875–1951) pre-war slide-rule calculations of a speed of 650 km/h (404 mph) (not the 750 km/h (466 mph) sometimes cited).

1939 Lincoln-Zephyr Three Window Coupe (Model Code H-72, 2500 of which were made out of the Zephyr’s 1939 production count of 21,000).  It was listed as a six-seater but the configuration was untypical of the era, the front seat a bench with split backrests, allowing access to the rear where, unusually, there were two sideways-facing stools.  In conjunction with the sloping roofline, it was less than ideal for adults and although the term “3+2” was never used, that’s probably the best description.  The H-72 Three Window Coupe listed at US$1,320, the cheapest of the six variants in the 1939 Zephyr range.

It may sound strange that in a country still recovering from the Great Depression Ford would introduce a V12 but the famous “Flathead” Ford V8 was released in 1932 when economic conditions were at their worst; people still bought cars.  The V12 was also different in that although a configuration today thought of as exotic or restricted to “top of the line” models, for Lincoln the Zephyr was a lower-priced, mid-size luxury car to bridge a gap in the corporate line-up.  Nor was the V12 a “cost no object” project, the design using the Flathead’s principle elements and while inaccurate at the engineering level to suggest it was the “Ford V8 with four cylinders added” the concept was exactly that and if the schematics are placed side-by-side, the familial relationship is obvious.  Introduced in November 1935 (as a 1936 model), the styling of the Lincoln Zephyr attracted more favourable comment than Chrysler’s Airflows (1934-1937), an earlier venture into advanced aerodynamics (then known as “streamlining”) and the name had been chosen to emphasize the wind-cheating qualities of the modernist look.  With a raked windscreen and integrated fenders, it certainly looked slippery and tests in modern wind tunnels have confirmed it indeed had a lower CD (drag coefficient) than the Airflows which looked something like unfinished prototypes; the public never warmed to the Airflows, however accomplished the engineering was acknowledged to be.  By contrast, the Zephyrs managed to cloak the functional efficiency in sleek lines with pleasing art deco touches; subsequently, New York’s MOMA (Museum of Modern Art) acknowledged it as “the first successfully streamlined car in America”.  So much did the style and small V12 capture the headlines it was hardly remarked upon that with a unitary body, the Zephyr was the first Ford-made passenger vehicle with an all-steel roof, the method of construction delivering the required strength at a lighter weight, something which enabled the use of an engine of relatively modest displacement.

The American Home Front 1941-1942 (2006) by Alistair Cooke (1908-2004),  The cover illustration was of him filling up the Zephyr's V12, Pasadena, California, 1942.

In 1942, just after the US had entered the war (thereby legitimizing the term “World War II” (1939-1945)) the expatriate (the apocope “expat” not in general use until the 1950s when Graham Greene's (1904-1991) novel The Quiet American (1955) appears to have given it a boost) UK-born US journalist Alistair Cooke began a trip taking from Washington DC and back, via Virginia, Florida, Texas, California, Washington state and 26 other states, purchasing for the project a 1936 Lincoln Zephyr V12, his other vital accessories five re-tread tyres (with the Japanese occupation of Malaya, rubber was in short supply and tyres hard to find), a gas (petrol) ration coupon book and credentials from his employer, the BBC (British Broadcasting Corporation).  It was a journalist’s project to “discover” how the onset of war had changed the lives of non-combatant Americans “on the home front” and his observations would provide him a resource for reporting for years to come.  Taking photographs on his travels, he’d always planned to use the material for a book but, as a working journalist during the biggest event in history, it was always something done “on the side” and by the time he’d completed a final draft it was 1945 and with the war nearly over, he abandoned the project, assuming the moment for publication had passed.  It wasn’t until two years after his death that The American Home Front 1941-1942 (2006) was released, the boxed manuscript having been unearthed in the back of a closet, under a pile of his old papers.

Cooke had a journalist’s eye and the text was interesting as a collection of unedited observations of the nation’s culture, written in the language of the time.  In the introduction Cooke stated: “I wanted to see what the war had done to the people, to the towns I might go through, to some jobs and crops, to stretches of landscape I loved and had seen at peace; and to let the significance fall where it might.”  During his journey, he interviewed many of the “ordinary Americans” then traditionally neglected by history (except when dealt with en masse), not avoiding contentious issues such as anti-Semitism and racism but also painted word-pictures of the country through which he was passing, never neglecting to describe the natural environment, most of it unfamiliar to an Englishman who’d spent most of his time in the US in cities on the east and west coasts.  As a footnote, although the Zephyr’s V12 engine has always been notorious for the deficiencies in its cooling system, at no time during the journey did Cooke note the car overheating so either the radiator and plumbing did the job or he thought the occasional boil-over so unremarkable he made no remark. 

1969 Ford (UK) Zephyr Zodiac Mark IV.

Lincoln ceased to use the Zephyr name after 1942, subsequent V12 cars advertised simply as Lincolns, distinguished in name only by the coachwork.  The Zephyr badge was in 1950 revived by Ford of England for their line of mainstream family cars, augmented after 1953 by an up-market version called the Zodiac, noted for its bling.  The first three generations (1950-1966) were well-regarded (the Mark III (1962-1966) in most ways a superior car to the contemporary US Ford Falcon) and enjoyed success in both the home and export markets but the Mark IV (1966-1972), despite a tantalizingly advanced specification and offering a lot of interior space and external metal for the money, proved so ghastly the name was retired when the range was replaced with something (the Mark 1 Granada (1972-1977) which was on paper less ambitious but was, on the road, much superior.  Not having suffered the tainted Mark IV Zephyrs, Ford felt it safe to recycle the Zephyr name in the US, firstly on the bland Mercury clone (1978-1983) of the (US) Ford Fairmont and finally, for two seasons (2005-2006), on an undistinguished Lincoln which with some haste was re-branded "MKZ".  On either side of the Atlantic, there have been no Zephyrs since.

 

1962 Ford Galaxie 500/XL Sunliner Convertible 390 (left), 1967 Ford Zodiac Executive (centre) and 1974 Leyland P76 V8 Executive (right). 

The Mark IV Zodiac's wheel covers (the design concept known as "starburst") had first been seen in the US on the 1962 Ford Galaxie and for Detroit's colonial outposts the use of components, years after they'd been discontinued in the US, was common.  In Australia, for the Fairlane and LTD, Ford at various times used the wheel covers introduced on the 1969 & 1970 Thunderbird (replacing the former with something flatter after owners reported vulnerability to damage from curbsides so either Australians were less competent at parking or the guttering designs used by cities was different) and some were still being fitted as late as 1982.  At least that was within the corporate family.  in 1973, Leyland Australia clearly so liked what ended up on the Zodiac they pinched the idea for the ill-fated P76 (1973-1976).  God punishes those who violate his seventh commandment but in fairness to Leyland (even in retrospect they need all the help they can get), the "starburst" motif had long been popular for wheelcovers, hubcaps (there is a difference) and aluminum wheels.

Starburst sea anemone (left), Kelsey-Hayes cast aluminum wheel for 1967 C2 Chevrolet Corvette (centre), the five-stud (option code N89) version unique to the 1967 range, replacing the knock off version (option code P48, 1963-1966) which had to be retired when US regulators passed rules restricting the use of the centre-lock, knock-off hubs.  To conceal the five studs, there was a "centre cap" (ie a hubcap in the classic sense) in the style of the wheel and these colloquially are known as "starbursts" (right).  The Corvette's wheels were manufactured by Western Wheel Corporation (a division of Kelsey-Hayes).

As a noun & verb, “starburst” widely has been used in slang and commerce but its origin is owed to astronomers of the 1830s and in the field it’s been used variously to describe (1) a violent explosion, or the pattern (likened to the shape of a star) supposed to be made by such an explosion and (2) a region of space or period of time (distinct concepts for this purpose) with an untypically or unexpectedly high rate of star formation.  In SF (science fiction), starbursts can be more exotic still and have described machines from light-speed propulsion engines to truly horrid doomsday weapons.  In typography, a starburst is a symbol similar in shape to an asterisk, but with either or both additional or extended rays and it’s used for a brand of fruit-flavored confectionery, the name implying the taste “explodes” in the mouth as one chews or sucks.  In corporate use, starburst is slang for the breaking up of a company (or unit of a company) into a number of distinct operations and in software it was in the early 1980s used as the brand name of an application suite (based around the Wordstar word-processor) which was (along with Electric Office) one of the first “office suites”, the model Microsoft would later adopt for its “Office” product which bundled, Word, Excel, the dreaded PowerPoint and such.  It was the name of a British made-portable surface-to-air missile (MANPADS) produced in the late twentieth century, in botany it’s a tropical flowering plant (Clerodendrum quadriloculare), the term applied also to a species of sea anemone in the family Actiniidae and, in human anatomy, certain cell types (based on their appearance).  In photography, the “starburst effect” refers to the diffraction spikes which radiate from sources of bright light.

 

2006 Lincoln Zephyr.

 

Available only in 2005-2006 before it was “refreshed” and renamed MKZ (2007-2012), the Lincoln Zephyr picked up its styling cues from a concept car displayed at the 2004 New York International Auto Show although with the lines tempered for production-line reality.  In a sign of the times, it replaced the rear wheel drive (RWD), V6 & V8 powered LS sedan (2000-2006, with one model sharing showrooms with the Zephyr for its final year) which had been well-reviewed in press reports but never succeeded as a challenger to the BMW 5-Series and Mercedes-Benz E-Class.  The twenty-first century Zephyr wasn’t a “bad” car in the sense the word is attached to the English Mark IV Zephyr & Zodiac but it was bland and built on the Mazda CD3 front wheel drive (FWD) platform which provided the underpinnings for also the Mazda 6, Ford Fusion and Mercury Milan; despite Lincoln’s efforts, had it not had the badges, most would have assumed the Zephyr was a fancy Ford or a Mercury, so closely did it resemble both.  Struggling to find some point of differentiation, journalists always mentioned the wood trim in the interior was “real timber”, quoting with approval from the document in the press-pack: “Ebony or maple wood inserts”.  Even that wasn't enough to persuade many it was worth some US$30,000, a US$6000-odd premium over the substantially similar Mercury Milan Premier V6.  It did though undercut by US$4000 what a basic V6 LS has cost the year before so the price of entry to Lincoln ownership became less but that also brought the usual marketing conundrum: “Lowering the price increases sales but tarnishes the perception of the brand as a prestige product”.

 

2012 Lincoln MKZ.

There was also the name.  The original Lincoln Zephyr had existed only between 1935-1942 and, except a as niche among collectors, had long ago faded from public consciousness, the same phenomenon which made the choice of “Maybach” by Mercedes-Benz so curious; Toyota’s decision to create “Lexus” was a much better idea and perhaps an indication Japanese MBAs were better informed than German MBAs.  For 2007 the Zephyr was renamed MKX and even that “naming strategy” (now an MBA fixation) may not within the corporation been well-communicated because initial suggestions for pronunciation included “Mark 10” & “Mark X”, picking up on the (actually quite muddled) history of Lincoln's “Mark” cars which, off & on, existed between 1956-1998 (although the label was in 2006-2007 revived for a pick-up truck(!)).  Neither caught on and before long, like everyone else, company executives were saying “em-kay-zee”.  The “Mark” moniker would have been tempting because, as the “Zephyr affair” demonstrated, despite a history stretching back to 1917, the only Lincoln brand names with any traction in the public imagination are “Continental” and “Mark something”.  When MKZ production ended in 2012, the demise wasn’t so much unlamented as unnoticed.

Macropterous & Brachypterous

Macropterous (pronounced muh-krop-ter-uhs)

(1) In zoology (mostly in ornithology, ichthyology & entomology), having long or large wings or fins.

(2) In engineering, architecture and design, a structure with large, untypical or obvious “wings” or “fins”.

Late 1700s: The construct was macro- +‎ -pterous.  Macro is a word-forming element meaning “long, abnormally large, on a large scale”, from the French, from the Medieval Latin, from the Ancient Greek μακρός (makrós), a combining form of makrós (long) (cognate with the Latin macer (lean; meager)), from the primitive Indo-European root mak (long, thin).  In English it is used as a general purpose prefix meaning “big; large version of”).  The English borrowing from French appears as early as the sixteenth century but it tended to be restricted to science until the early 1930s when there was an upsurge in the publication of material on economics during the Great Depression (ie as “macroeconomy” and its derivatives).  It subsequently became a combining form meaning large, long, great, excessive et al, used in the formation of compound words, contrasting with those prefixed with micro-.  In computing, it covers a wide vista but describes mostly relatively short sets of instructions used within programs, often as a time-saving device for the handling of repetitive tasks, one of the few senses in which macro (although originally a clipping in 1959 of “macroinstruction”) has become a stand-alone word rather than a contraction.  Other examples of use include macrophotography (photography of objects at or larger than actual size without the use of a magnifying lens (1863)), macrospore (in botany, "a spore of large size compared with others (1859)), macroeconomics (pertaining to the economy as a whole (1938), macrobiotic (a type of diet (1961)), macroscopic (visible to the naked eye (1841)), macropaedia (the part of an encyclopaedia Britannica where entries appear as full essays (1974)) and macrophage (in pathology "type of large white blood cell with the power to devour foreign debris in the body or other cells or organisms" (1890)).

The –pterous suffix was from the Ancient Greek, the construct being πτερ(όν) (pter(ón) (feather; wing), from the primitive Indo-European péthr̥ (feather) and related to πέτομαι (pétomai) (I fly) (and (ultimately), the English feather) +‎ -ous.  In zoology (and later, by extension, in engineering and design), it was appended to words from taxonomy to mean (1) having wings and (2) having large wings.  Later, it was used also of fins.  The –ous suffix was from the Middle English -ous, from the Old French –ous & -eux, from the Latin -ōsus (full, full of); a doublet of -ose in an unstressed position.  It was used to form adjectives from nouns to denote (1) possession of (2) presence of a quality in any degree, commonly in abundance or (3) relation or pertinence to.  In chemistry, it has a specific technical application, used in the nomenclature to name chemical compounds in which a specified chemical element has a lower oxidation number than in the equivalent compound whose name ends in the suffix -ic.  For example, sulphuric acid (H₂SO₄) has more oxygen atoms per molecule than sulphurous acid (H₂SO₃).  The comparative is more macropterous and the superlative most macropterous.  Macropterous & macropteran are adjectives and macropter & macroptery are nouns; the noun plural is macropters.

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

Brachypterous (pronounced bruh-kip-ter-uhs)

In zoology (mostly in ornithology & entomology), having short, incompletely developed or otherwise abbreviated wings (defined historically as being structures which, when fully folded, do not reach to the base of the tail.long or large wings or fins.

Late 1700s: The construct was brachy- + -pterous.  The brachy- prefix was from the Ancient Greek βραχύς (brakhús) (short), from the Proto-Hellenic brəkús, from the primitive Indo-European mréǵus (short, brief).  The cognates included the Sanskrit मुहुर् (múhur) & मुहु (múhu), the Avestan m̨ərəzu.jīti (short-lived), the Latin brevis, the Old English miriġe (linked ultimately to the English “merry”) and the Albanian murriz.  It was appended to convey (1) short, brief and (2) short, small.  Brachypterous & brachypteran are adjectives and brachyptery & braˈchypterism are nouns.  The comparative would be more brachypterous and the superlative most brachypterous but because of the nature of the base word, that would seem unnatural.  The noun brachypter does not means “a brachypterous creature; it describes taeniopterygid stonefly of the genus Brachyptera”.

The European Chinch Bug which exists in both macropterous (left) and brachypterous (right) form; Of the latter, entomologists also use the term "micropterous" and use does seem interchangeable but within the profession there may be fine distinctions. 

The difference in the use of macropterous (long wings or fins) and brachypterous (short wings) is accounted for less by the etymological roots than the application and traditions of use.  In zoological science, macropterous was granted a broad remit and came to be used of any creature (form the fossil record as well as the living) with long wings (use most prevalent of insects) and water-dwellers with elongated fins.  The word was applied first to birds & insects before being used of fish (fins being metaphorical “wings” and in environmentally-specific function there is much overlap.  By extension, in the mid-twentieth century, macropterous came to be used in engineering, architecture and design including of cars, airframes and missiles.

Brachypterous (short wings) is used almost exclusively in zoology, particularly entomology, the phenomenon being much more common than among birds which, being heavier, rely for lift on wings with a large surface area.  Short wing birds do exist but many are flightless (the penguin a classic example where the wings are used in the water as fins (for both propulsion and direction)) and this descriptor prevails.  Brachypterous is less flexible in meaning because tightly it is tied to a specific biological phenomenon; essentially a “short fin” in a fish is understood as “a fin”.  Cultural and linguistic norms may also have been an influence in that while “macro-” is widely used a prefix denoting “large; big”, “brachy-” has never entered general used and remains a tool in biology.  So, in common scientific use, there’s no recognized term specifically for “short fins” equivalent to brachypterous (short wings) although, other than tradition, there seems no reason why brachypterous couldn’t be used thus in engineering & design.  If so minded, the ichthyologists could coin “brachyichthyous” (the construct being brachy- + ichthys (fish)) or brachypinnate (the construct being brachy- + pinna (“fin” or “feather” in Latin)), both meaning “short-finned fish”.  Neither seem likely to cath on however, the profession probably happy with “short-fin” or the nerdier “fin hypoplasia”.

The tailfin: the macropterous and the brachypterous

Lockheed P-38 Lightning in flight (left) and 1949 Cadillac (right).

Fins had appeared on cars during the inter-war years when genuinely they were added to assist in straight-line stability, a need identified as speeds rose.  The spread to the roads came from the beaches and salt flats where special vehicles were built to pursue the world land speed record (LSR) and by the mid 1920s, speeds in these contests were exceeding 150 mph (240 km/h) and at these velocities, straight-line stability could be a matter of life and death.  The LSR crew drew their inspiration from aviation and that field also provided the motif for Detroit’s early post-war fins, the 1949 Cadillac borrowing its tail features from the Lockheed P-38 Lightning (a US twin-boom fighter first flown in 1939 and built 1941-1945) although, despite the obvious resemblance, the conical additions to the front bumper bar were intended to evoke the image of speeding artillery shells rather than the P-38’s twin propeller bosses.

1962 Ford (England) Zodiac Mark III (left) and 1957 DeSoto Firesweep two-door hardtop (right).

From there, the fins grew although it wasn’t until in 1956 when Chrysler released the next season’s rage that extravagance truly began.  To one extent or another, all Chrysler’s divisions (Plymouth, Dodge, DeSoto, Chrysler, Imperial) adopted the macropterous look and the public responded to what was being described in the press as “futuristic” or “jet-age” (Sputnik had yet to orbit the earth; “space-age” would soon come) with a spike in the corporation’s sales and profits.  The competition took note and it wasn’t long before General Motors (GM) responded (by 1957 some Cadillac fins were already there) although, curiously Ford in the US was always tentative about the fin and their interpretation was always rather brachypterous (unlike their English subsidiary which added surprisingly prominent fins to their Mark III Zephyr & Zodiac (1961-1966).

Macropterous: Lindsay Lohan with wings, generated with AI (artificial intelligence) by Stable Diffusion.

Even at the time the fins attracted criticism although it was just as part of a critique of the newer cars as becoming too big and heavy with a notable level of inefficiency (increasing fuel consumption and little (if any) increase in usable passenger space with most of the bulk consumed by the exterior dimensions, some created by apparently pointless styling features of which the big fins were but one.  The public continued to buy the big cars (one did get a lot of metal for the money) but there was also a boom in the sales of both imported cars (their smaller size among their many charms) but the corporation which later became AMC (American Motor Corporation) enjoyed good business for their generally smaller offerings.  Chrysler and GM ignored Ford’s lack of commitment to the macropterous and during the late 1950s their fin continued to grow upwards (and, in some cases, even outwards) but, noting the flood of imports, decided to join the trend, introducing smaller ranges; whereas in 1955, the majors offered a single basic design, by 1970 there would be locally manufactured “small cars”, sub-compacts”, “compacts” and “intermediates” as well as what the 1955 (which mostly had been sized somewhere between a “compact” and an “intermediate”) evolved into (now named “full-size”, a well-deserved appellation).

1959 Cadillac with four-window hardtop coachwork (the body-style known also as the "flattop" or "flying wing roof") (left) and 1961 Imperial Crown Convertible (right).

It was in 1959-1961 that things became “most macropterous” (peak fin) and the high-water mark of the excess to considered by most to be the 1959 Cadillac, east of the towering fins adorned with a pair of taillights often described as “bullet lights” but, interviewed year later, a member of the General Motors Technical Center (opened in 1956 and one of the mid-century’s great engines of planned obsolescence) claimed the image they had in mind was the glowing exhaust from a rocket in ascent, then often seen in popular culture including film, television and advertising.  However, although a stylistic high, it was the 1961 Imperials which set the mark literally, the tip of those fins standing almost a half inch (12 mm) taller and it was remembered too for the “neo-classical” touch of four free-standing headlights, something others in the industry declined to follow.

Tending to the brachypterous: As the seasons went by, the Cadillac's fins would retreat but would not for decades wholly vanish.

It’s a orthodoxy in the history of design that the fins grew to the point of absurdity and then vanished but that’s not what literally happened in all cases.  Some manufacturers indeed suddenly abandon the motif but Cadillac, perhaps conscious of having nurtured (and in a sense “perfected”) the debut of the 1949 range must have felt more attached because, after 1959, year after year, the fins would become smaller and smaller although decades later, vestigial fins were still obviously part of the language of design.  In Europe, others would also prune.

Macropterous to brachypterous.  Sunbeam Alpine: 1960 Series I (left) and 1966 Series V. 

Built in five series between 1959-1968, the fins on the Sunbeam Alpine would have seemed a good idea in 1957 when the lines were approved but trend didn’t persist and with the release in 1964 of the revised Series IV, the effect was toned down, the restyling achieved in an economical way by squaring off the rake at the rear, this lowering the height of the tips.  Because the release of the Series IV coincided with the debut of the Alpine Tiger (fitted initially with a 260 cubic inch (4.2 litre) V8 (and later a 4.7 (289)), all the V8 powered cars used the “low fin” body.

Macropterous to brachypterous. 1961 Mercedes-Benz 300 SE Lang (Long) (left) and 1971 Mercedes-Benz 280 SE 3.5 coupé.

Regarded by some as a symbol of the way the Wirtschaftswunder (the post war “economic miracle” in the FRG (Federal Republic of Germany, the old West Germany)) had ushered away austerity, the (slight) exuberance of the fins which appeared on the Mercedes-Benz W111 (1959-1968) & W112 (1961–1965) seemed almost to embarrass the company, offended by the suggestion they would indulge in a mere “styling trend”.  Although the public soon dubbed the cars the Heckflosse (literally “tail-fins”), the factory insisted they were 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.  That may have been true (the company has never been above a bit of myth-making) but when a coupé and cabriolet was added to the W111 & W112 range, the fins were noticeably smaller, achieving an elegance of line Mercedes-Benz has never matched.  Interestingly, a la Cadillac, when the succeeding sedans (W108-W109 (1965-1972) & W116, (1972-1979)) were released, both retained a small hint of a fin although by 1972 it wasn’t enough even to be called vestigial; the factory said the small deviation from the flat was there to increase structural rigidity.

Macropterous to brachypterous: 1962 Vanden Plas Princess 3 Litre (left) and 1967 Vanden Plas Princess 4 Litre R (right).

The Italian design house Pinninfarina took to fins in the late 1950s and applied what really were variations of the same basic design to commissions from Fiat, Lancia, Peugeot and BMC (British Motor Corporation, a conglomerate created by merger in 1952 which brought together Morris, Austin (and soon Austin-Healey), MG, Riley, Wolseley & Vanden Plas under the one corporate umbrella.  There were a several BMC “Farinas” sold under six badges and the ones with the most prominent fins were the “big” Farinas, the most expensive of which were Princess 3 Litre (1959-1960), Vanden Plas Princess 3 Litre (1960-1964) and Vanden Plas Princess 4 Litre R (1964-1968); the “R” appended to the 4 Litre’s model name was to indicate its engine (which had begun life as a military unit) was supplied by Rolls-Royce, a most unusual arrangement.  The 4 Litre used the 3 Litre’s body with a number of changes, one of which was a change in the shape and reduction in the size of the rather chunky fins.  Although the frumpy shell remained, the restyling was thought quite accomplished though obviously influenced by the Mercedes-Benz W111 & W112 coupés & cabriolets but if one is going to imitate, one should choose to emulate the finest.

Sable

Sable (pronounced sey-buhl)

(1) An Old World, small, carnivorous, weasel-like mammal, Mustela zibellina, of cold regions in Eurasia and the North Pacific Islands, valued for its fur which exists in shades of brown.  They are solitary & arboreal, with a diet largely of eat small animals and eggs.

(2) A marten, especially the Mustela americana & Martes zibellina.

(3) The fur of the sable.

(4) A garment made from sable (as descriptor or modifier)

(5) An artist's brush made from the fur of the sable.

(6) A type of French biscuit of a sandy texture and made with butter, sugar, eggs & flour.

(7) The stage name of Rena Marlette-Lesnar (née Greek, formerly Mero; b 1968), a US model & actress, best known for her career (1996-1999 & 2003-2004) as a professional wrestler.

(8) The color black, especially when in heraldic use.

(9) The color of sable fur (a range from yellowish-brown to dark brown).

(10) A locality name in North America including (1) a cape at the southern Florida (the southern-most point of the continental US and (2) the southernmost point of Nova Scotia, Canada.

(11) In the plural (as sables), black garments worn in mourning.

(12) In literary use, dark-skinned; black (archaic when used of people but used still in other contexts).

(13) In figurative use, a “black” or “dark” mood; gloominess (now rare).

1275–1325: From the Middle English sable, saibel, sabil & sabille (a sable, pelt of a sable; (the color) black), from the Old French sable, martre sable & saibile (a sable, sable fur), from the Medieval Latin sabelum & sabellum (sable fur), from the Middle Low German sabel (the Middle Dutch was sabel and the late Old High German was zobel), from a Slavic or Baltic source and related to the Russian со́боль (sóbol), the Polish soból, the Czech sobol, the Lithuanian sàbalas and the Middle Persian smwl (samōr).  Sable is a noun & adjective; the noun plural is sables or sable.

The modern funeral: @edgylittlepieces take on the sable.  Their funeral dress included a mode in which it could be “tightened up to make it super modest for the funeral”, later to be “loosened back down for the after-party.”  The promotional clip attracted many comments, some of which indicated scepticism about whether funerals had “after-parties” but the wake is a long-established tradition.  Wake (in this context) was from the Middle English wake, from the Old English wacu (watch), from the Proto-Germanic wakō and wakes could be held before or after the funeral service, depending on local custom.  In James Joyce's (1882–1941) Finnegans Wake (1939), Tim Finnegan's wake occurs before the funeral service so the young lady would have “loosened” first before “tightening” into “super modest” mode for the ceremony.  “Modest” is of course a relative term and it's literature's loss Joyce never had the chance to write about this sable although how he'd have interpolated it into the narrative of Finnegans Wake is anyone's guess but fragments from the text such as “…woven of sighed sins and spun of the dulls of death…” and “…twisted and twined and turned among the crisscross, kisscross crooks and connivers, the curtaincloth of a crater let down, a sailor’s shroud of turfmantle round the pulpit...” lend a hint.

In Western culture black is of course the color of mourning so funeral garments came to be known as “sables” but the curious use of sable to mean “black” (in heraldry, for other purposes and in figurative use) when all known sables (as in the weasel-like mammal) have been shades of brown (albeit some a quite dark hue) attracted various theories including (1) the pelt of another animal with black fur might have been assumed to be a sable, (2) there may in some places at some time have been a practice of dying sable pelts black or (3) the origin of the word (as a color) may be from an unknown source.  It was used as an adjective from the late fourteenth century and in the same era came to be used as a term emblematic of mourning or grief, soon used collectively of black “mourning garments”.  In the late eighteenth century it was used of Africans and their descendants (ie “black”) although etymologists seem divided whether this was originally a “polite” form or one of “mock dignity”.

AdVintage's color chart (left) and a Crusader Fedora hat in True-Sable with 38mm wide, black-brown grosgrain ribbon, handcrafted from Portuguese felt (right).

The phrase “every cloud has a silver lining” was in general use by the early nineteenth century and is used to mean even situations which seem bad will have some positive aspect and thus a potential to improve.  That’s obviously not true and many are probably more persuaded by the derivative companion phrase coined by some unknown realist: “Every silver lining has a cloud” (ie every good situation has the potential to turn bad and likely will).  “Every cloud has a silver lining” dates from the seventeenth century and it entered popular use after the publication of John Milton’s (1608–1674) masque Comus (1634) in which the poet summoned the imagery of a dark & threatening cloud flowing at the edges with the moon’s reflected light of the moon, symbolizing hope in adversity:

I see ye visibly, and now believe
That he, the Supreme Good, to whom all things ill
Are but as slavish officers of vengeance,
Would send a glistering guardian, if need were
To keep my life and honor unassailed.
Was I deceived, or did a sable cloud
Turn forth her silver lining on the night?
I did not err; there does a sable cloud
Turn forth her silver lining on the night,
And casts a gleam over this tufted grove.

Who wore the sable-trimmed coat better?  The Luffwaffe's General Paul Conrath (1896–1979, left) with Hermann Göring (1893–1946; leading Nazi 1922-1945, Hitler's designated successor & Reichsmarschall 1940-1945, centre), Soviet Union, 1942 and Lindsay Lohan at New York Fashion Week, September 2024.  Given modern sensibilities, Ms Lohan's “sable” presumably was faux fur and appeared to be the coat's collar rather than a stole but the ensemble was anyway much admired.  Count Galeazzo Ciano (1903–1944; Italian foreign minister 1936-1943) wasn’t an impartial observer of anything German but he had a diarist’s eye and left a vivid description of the impression the Reichsmarschall made during his visit to Rome in 1942: “At the station, he wore a great sable coat, something between what motorists wore in 1906 and what a high grade prostitute wears to the opera.”  Ciano was the son-in-law of Benito Mussolini (1883-1945; Duce (leader) & prime-minister of Italy 1922-1943) who later ordered his execution, a power doubtlessly envied by many fathers-in-law.

1996 Mercury Sable.  The styling of the third generation Sable (and the Ford Taurus) was upon its release controversial and, unlike some other designs thought “ahead of their time”, few have warmed to it.  To many, when new, it looked like something which had been in an accident and was waiting to be repaired.

Over five generations (1986–1991; 1992–1995; 1996–1999; 2000–2005 & 2008–2009), the Ford Motor Company (FoMoCo) produced the Mercury Sable, a companion (and substantially “badge-engineered”) version of the Ford Taurus (discontinued in the US in 2016 but still available in certain overseas markets).  Dreary and boring the FWD (front wheel drive) Taurus & Sable may have been but they were well-developed and appropriate to the needs of the market so proved a great success.  The Mercury brand had been introduced in 1939 to enable the corporation better to service the “medium-priced” market, its approach until then constrained by the large gap (in pricing & perception) between Fords and Lincolns; at the time, General Motors’ (GM) “mid-range” offerings (ie LaSalle, Buick, Oldsmobile & Pontiac (which sat between Chevrolet & Cadillac)) collectively held almost a quarter of the US market.  Given the structure of the industry (limited product ranges per brand) at the time it was a logical approach and one which immediately was successful although almost simultaneously, Ford added the up-market “Ford De Luxe” while Lincoln introduced the “Lincoln Zephyr” at a price around a third what was charged for the traditional Lincoln range.  It was a harbinger of what was to come in later decades when product differentiation became difficult to maintain as Ford increasingly impinged on Mercury’s nominal territory.  After years of decline, Ford took the opportunity offered by the GFC (Global Financial Crisis, 2008-2011) and in 2010 closed-down the Mercury brand.

Midler v. Ford Motor Co., 849 F.2d 460 (Ninth Circuit Federal Courts of Appeal, 1988)

Apart from the odd highlight like the early Cougars (1967-1970), Mercury is now little remembered and the Sable definitely forgotten but it does live on as a footnote in legal history which, since the rise of AI (Artificial Intelligence), has been revisited because of the advertising campaign which accompanied the Sable’s launch in 1996.  The case in which the Sable featured dates from 1988 and was about the protectability (at law) of the voice of a public figure (however defined) and the right of an individual to prevent commercial exploitation of their “unique and distinctive sound” without consent.  FoMoCo and its advertising agency (Young & Rubicam Inc (Y&R)) in 1985 aired a series of 30 & 60 second television commercials (in what the agency called “The Yuppie Campaign”, the rationale of which was to evoke in the minds of the target market (30 something urban professionals in a certain income bracket) memories of their hopefully happy (if often impoverished) days at university some fifteen years earlier.  To achieve the effect, a number of popular songs of the 1970s were used for the commercials and in some cases the original artists licenced the material but ten declined to be involved so Y&R hired “sound-alikes” who re-recorded the material.  One who rejected Y&R’s offer was the singer Bette Midler (b 1945).

Sable (the stage name of Rena Marlette-Lesnar (née Greek, formerly Mero; b 1968)); promotional photograph issued by WWE (World Wrestling Entertainment) to which she was contracted.

Y&R had from the copyright holder secured a licence to use the song, Do You Want to Dance which Ms Midler had interpreted on her debut album The Divine Miss M (1972) and neither her name nor an image of her appeared in the commercial.  Y&R’s use of the song was under the terms of settled law; the case hung on whether Ms Midler had the right to protect her voice from commercial exploitation by means of imitation.  At trial, the district court described the defendants' conduct as that “...of the average thief...” (“If we can't buy it, we'll take it”) but held there was no precedent establishing a legal principle preventing imitation of Midler's voice and thus gave summary judgment for the defendants.  Ms Midler appealed.

Years before, a federal court had held the First Amendment (free speech) to the US constitution operated with a wide latitude in protecting reproduction of likenesses or sounds, finding the “use of a person's identity” was central; if the purpose was found to be “informative or cultural”, then the use was immune from challenge but if it “serves no such function but merely exploits the individual portrayed, immunity will not be granted.”  Moreover, federal copyright law overlays such matters and the “...mere imitation of a recorded performance would not constitute a copyright infringement even where one performer deliberately sets out to simulate another's performance as exactly as possible.”  So Ms Midler’s claim was novel in that it was unrelated to the copyrighted material (the song), thus excluding consideration of federal copyright law.   At the time, it was understood a “voice is not copyrightable” and what she was seeking to protect was something more inherently personal than any work of authorship.  There had been vaguely similar cases but they had been about “unfair competition” in which people like voice-over artists were able to gain protection from others emulating in this commercial area a voice, the characteristics of which the plaintiffs claimed to have “invented” or “defined” (the courts never differentiated).

On appeal, the court reversed the original judgment, holding it was not necessary to “…go so far as to hold that every imitation of a voice to advertise merchandise is actionable.  We hold only that when a distinctive voice of a professional singer is widely known and is deliberately imitated in order to sell a product, the sellers have appropriated what is not theirs and have committed a tort in California.  Midler has made a showing, sufficient to defeat summary judgment, that the defendants here for their own profit in selling their product did appropriate part of her identity.”  What this established was an individual's voice can be as integral to their identity as their image or name and that is reflected in recent findings about AI-generated voices that mimic specific individuals; they too can infringe on similar rights if used without consent, particularly for commercial or deceptive purposes.  The “AI generated voice” cases will for some time continue to appear in many jurisdictions and it’s not impossible some existing (and long-standing) contracts might be declared void for unconscionability on the grounds terms which once “signed away in perpetuity” rights to use a voice will no longer enforced because the technological possibilities now available could not have been envisaged.