Bang

Bang (pronounced bhang)

(1) A loud, sudden, explosive noise (such as the discharge of a firearm).

(2) A resounding stroke or blow.

(3) In informal, use, a sudden movement, show of energy or instance of something suggesting great value, energy, vitality or spirit (source of many idiomatic forms such as “started with a bang”, “went off with a bang”, “great bang for the buck” etc).

(4) Suddenly and loudly; abruptly or violently.

(5) In figurative use, precisely; directly; right (such as “bang on” or “bang in the middle” (ie exactly correct” or “bang to rights” (caught red-handed; guilty as sin).

(6) In informal use, a sudden or intense pleasure; thrill or excitement (now less common).

(7) In slang, various senses of precision such as “bang off” (instantly; right away) or “bang on” (marvelous; perfect; just right).

(8) In vulgar slang, the act or instance of sexual intercourse (with many variants, the most infamous the gangbang).

(9) In the jargon of mining, civil engineering etc, the physical explosive product.

(10) In the slang of drug users, an injection or other form of dose of a narcotic; a shot of heroin which proved lethal.

(11) In US criminal class clang, to participate in street gang criminal activity.

(12) In the slang of typology & the printing trade, an exclamation point, a variant being the interrobang (a punctuation mark (‽) which merges the question mark (?) and the exclamation mark (!) to indicate a query made as an interjection).

(13) In Irish slang, a strong smell (often used of halitosis (chronic bad breath)).

(14) In regional slang (limited apparently to the New England region in the US), an abrupt left-turn by a road-user (Boston, Massachusetts) or a left, right or U-turn (more generalized); the typical use is “bang a left/right/uey”. The equivalent use in Australia & New Zealand is “hang a left/right/uey” although there a U-turn is known also as a “U-bolt”.

(15) In regional slang (limited apparently to urban areas in Nigeria), to fail an exam.

(16) In mathematics, a factorial (on the basis the factorial of n is often written as n!)

(17) In the jargon of financial markets, rapidly or in high volumes suddenly to sell (an equity, commodity, currency etc), causing prices to fall.

(18) In the jargon of hairdressing, as bangs, a number of variants of the fringe.

(19) In reggae music, an offbeat figure played usually on guitar and piano.

(20) In vulgar slang, to have sexual intercourse with (sometimes with the implication of “without consent”.

(21) To strike or beat resoundingly; to pound; to strike violently or noisily.

(22) To hit or painfully to pump.

(23) To throw or set down roughly; to slam.

1540-1550: From the Middle English bangen, from the Old English bangian or borrowed from the Old Norse banga (to pound, hammer), both from the Proto-Germanic bangōną (to beat, pound), from the primitive Indo-European ben- (to beat, hit, injure).  It was cognate with Scots bang & bung (to strike, bang, hurl, thrash, offend), the Icelandic banga (to pound, hammer), the Old Swedish bånga (to hammer (from which modern Swedish gained banka (to knock, pound, bang), the Danish banke (to beat) & bengel (club), the Low German bangen, & bangeln (to strike, beat) (the German dialect banken may originally have been imitative), the West Frisian bingel & bongel, the Dutch bengel (bell; rascal) and the German Bengel (club) & bungen (to throb, pulsate).  Bang is a noun, verb & adverb, banged is a verb & adjective, banger is a noun, banging is a noun, verb & adjective; the noun plural is bangs.

Of the universe

The origin of the term “Big Bang Theory” (which describes a model accounting for the origin and most of the dynamics of the (present) universe during the last 14 billion years-odd) is traced to a chance remark by English astrophysicist Sir Fred Hoyle (1915–2001) on BBC Radio in 1949 but it wasn’t until the late 1960s it came widely to be used in scientific circles and a few more years before it was part of the common public language.  Hoyle always denied he’d intended to be disparaging of what was then a theory some 30 years old and this most historians came to accept although certainly he was unconvinced of the idea’s soundness and for some decades clung to his preferred “steady state” model of the universe.  The steady state position is sometimes misunderstood as something like “twas ever thus” but is better understood as “constant process”, the crucial difference that while the steady staters held matter constantly was being created as the universe expands, the big bangers believed the distance between the matter which came into existence a fraction of a second after the big bang increased as the universe expanded from its one-time singularity.  Hoyle never quite became a big banger but as the evidence mounted, he modified his model to become what was dubbed “a quasi steady stater” although his increasingly convoluted explanations forcing observations to somehow fit his belief convinced few.  The criticism of Hoyle was he made cosmology into a kind of theology.

Noted golfer Paige Spiranac (b 1993) is active on Instagram and recently posted a “Life update” to her four million followers, advising “I have bangs now”.  Hopefully, she will keep us informed and there will be more to come.  For golfers, she has posted a set of invaluable short clips called Paige Quickies which are guides for both the experienced wishing to hone their techniques and those taking up the sport.  Being highly qualified, she filled one gap in the instructional market with a collection of tips for “busty golfers” (specific weight distribution a significant element as the body pivots when swinging a club).  On Instagram, in less than 24 hours, the clip garnered over 2.6 million views.

Hoyle's use of the term “big bang” while it did graphically emphasise the difference of opinion between the two schools of thought, was unfortunate as a contribution to public understanding because of the connotations of the words  “big” & “bang”, most imagining the origins of the universe as starting with a huge, noisy explosion whereas what was envisaged by the theorists was a sudden “cosmic inflation” (of space), a process which continues and was in the 1990s found to be accelerating although not everywhere equally.  The big bang theory is now the orthodoxy in the mainstream scientific community though some questions remain unanswered including the mystery of why, based on a number of calculations which explain many other things, over 90% of the universe’s matter is “missing” (or at least can’t be observed).  The fudge to “explain” that has been the twin concepts of “dark matter” and “dark energy” which are more “speculative concepts” than a theoretical model and best understood as an elegant way of saying “don’t know”.  There have been a number of suggestions to account for the “missing matter”, the most intriguing being the notion the calculated “matter number” might be too high because of “drag effect” created by the operation of time itself.  Time obviously is important otherwise everything would happen at the same time and who knows what else it does; recently, particle physicists reported having witnessed pinpricks of darkness moving faster than the speed of light without breaking the laws of relativity so there's much still to be understood.

Of cars

Big banger and old banger: John Greenwood (1945-2015) in “Spirit of ’76” Chevrolet Corvette, Le Mans 24 Hour, June 1976 (left) and a despondent Lindsay Lohan with Herbie while in “old banger” state, Herbie: Fully Loaded (2005), the Corvette an “8-banger” and the Beetle a “4-banger”.  The Corvette was powered by a 427 cubic inch (7.0 litre) big-block V8 and although forced to retire after a failure in the fuel delivery system, while it was running, nothing in the field could match the mark of 222 mph (354 km/h) it set thundering down the then 6 km (3.7 mile) Mulsanne straight.  In 1976, Mulsanne had yet to be distorted by the silly chicanes added in 1990 at the behest of the FIA (Fédération Internationale de l'Automobile (the International Automobile Federation, world sport's dopiest regulatory body)).

With cars, “banger” proved productive.  Because an ICE (internal combustion engine) always includes a “power stroke” (or its equivalence), in which the fuel-air mix explodes (the combustion causing “a bang” which sequentially is the sound from the exhaust system; to aficionados sometimes a pleasing tone, sometimes not), in slang, vehicles came to be described by the cylinder count thus (most frequently “4-banger”, “6-banger” or “8-banger”).  However, a car could also be a “big banger” (one with a large displacement ICE, usually a V8 with the appellation coming from the “big-block” era of the post-war years when Detroit mass-produced engines with pistons the size of paint cans) or an “old banger” (one old, worn out or battered”.  Old banger was synonymous with “clunker”, “beater”, “hooptie”, “jalopy”, “wreck”, “crock”, “shitbox”, “rustbucket” etc and the dubbing came either from the appearance (“banged up” in the sense of being dented or damaged) or the “banging” noise (backfiring, a damaged exhaust system etc) the dilapidated machines emanated.

Of sausages and such

Bangers & Mash by the Daring Gourmet.  Not everyone garnishes their B&M with chopped parsley.

Unrelated to ICEs, a banger could be (1) one who bangs (in any sense (sex, violence etc), (2) the penis (3) a sausage (the use reputedly based originally not on any resemblance to a penis but, dating from the time when they were produced by encasing the contents in the intestine casings of slaughtered animals (often sheep), the combination of excess water in the mix and the impervious skin making them susceptible to exploding if not punctured prior to being cooked), (4) the breasts of a female (and thus usually in the plural) and (5) in popular music a highly rated song (some of which would be enjoyed by (6) headbangers (that subset of music fans who “dance” by violently shaking their heads in time to the music)).

Rolling Stone magazine No.169, September 12, 1974.  Rolling Stone and Playboy magazine in the 1960s & 1970s attracted a large audience of the market segments attractive to advertisers and alongside the content with which both most were associated, they attracted respectable authors to write about politics and interview subjects such as celebrity philosophers and Nazi war criminals.

As well as being a noun plural “Bangs” is also a proper noun as a surname, the most noted being Lester Bangs (1948–1982) who in the late 1960s began to write reviews of popular music, prompted by an advertisement in Rolling Stone magazine inviting reader submissions.  He wouldn’t have thought what he criticized was “pop” and Rolling Stone magazine (first published in 1967) was one of a number of titles that created an ecosystem in which classifications proliferated with clear “hierarchies of respectability” evolving among those who regarded “pop” as a serious musical form and Bangs definitely was one of them; before the mid-1960s, popular music usually wasn’t written about with the tone of reverence afforded to jazz, opera, the avant-garde and such.  Bangs died a drug-related death although not the traditionally “messy” one associated with the field he critiqued.  Having contracted influenza, he was self-medicating with an opioid analgesic and a benzodiazepine; his overdose was ruled “accidental”.

Of hair

In hairdressing, the noun “bangs” is used to describe a number of variants of the fringe (or sections of hair) cut straight across the forehead, the derived verb used as “to bang the hair”.  Sometimes there are “left and right” bangs but even when a style wholly is a conventional fringe the convention is to speak of “bangs”, although hairdressers, especially when constructing something asymmetric, will refer to the “left” or “right” bang.  Although there are on the internet claims the use is based on the notion of a clipped hair “bursting out” (ie “explosively” in a figurative sense and thus based on “bang” in the sense of something sudden), verified evidence confirms “bangs” joined the rich jargon of hairdressing late in the nineteenth century as a clipping (get it?) of “bang-tail”, a term then used for decades in used in equestrian circles to described a horse’s tail being allowed to grow long and then cut (docked) straight across (the painless cut called a “bang-off”).  Apparently with origins in Scotland before spreading south and across the Atlantic, it joined “gee-up” as a phrase with equine roots enjoying a re-purposing for wider use.  The OED cites the first use of “bang” for the cutting of human hair to 1878 and within half-a-decade US newspapers and periodicals had adopted the plural form “bangs” when referring to a straight-across cut of hair on the forehead.  It was in the late 1880s the imaginative use “lunatic fringe” was coined (a century later to become a popular name for hairdressing salons) and “fringe” remained the dominate use in the UK and much of the Commonwealth while the US opted for the punchier “bangs”.  As a tool of US linguistic imperialism, the internet in the twenty-first century did its job and throughout the English-speaking world, bangs now peacefully co-exists with fringe with youth tending to the former.

Takes on Cleopatra with bangs long & short.

Elizabeth Taylor (1932–2011) in Cleopatra (1963, left) and Lindsay Lohan (b 1986) in Liz & Dick (2012).  Based on period sculptures, it seems likely the queen had curly hair but because of the prevalence of their appearance on women in surviving art from Ancient Egypt, bangs became entrenched in the public’s imagination of Cleopatra and film directors accordingly complied.  While it's true that the look (on men and women) does appear on much surviving imagery from Ancient Egypt it must be remembered that then, as now, public art was not necessarily representative of the appearance of the wider population although it probably did align with that of the elites.  Also, the as the archaeological records make clear, the consistency of style (straight-cut bangs (ie a horizontal fringe) across the forehead with hair apparently perfect (often shoulder-length and symmetrical) which appears dense, geometric, and highly regular was achieved with the use of wigs of human hair, wool, or plant fibres.  Carefully constructed and styled into clearly repeatable forms, the blunt bangs, at least among certain parts of society, must have been an enduring fashion statement.

The “bang” technique with origins in equine grooming is used with ponytails and is called the “straight blunt cut”; for this purpose the only substantive difference between a “pony's tail” and a “ponytail” is scale.

While, whether of human fringes or horses' tails, “bangs” might be a nineteenth century coining, the hair style is as ancient as humanity, the prehistoric origins doubtlessly a simple expedient to keep the hair from dangling in the eyes, the trim presumably a tiresome task in the era before scissors.  From that humble beginning evolved eventually the array of styles now available, at least some of which allegedly have been a political statements of group solidarity.  A fine “brief history of bangs” is maintained by Odele Beauty (their “Rinse Blog” an indispensable source of technical information) and there it’s claimed Cleopatra’s (Cleopatra VII Thea Philopator (Κλεοπάτρα Θεά Φιλοπάτωρ (“Cleopatra father-loving goddess” in the Koine Greek); circa 69 BC–circa 10 BC, Queen of the Ptolemaic Kingdom of Egypt from 51-30 BC and the last active Hellenistic pharaoh) “famous fringe is apparently a myth” although on the basis of surviving art, it seems likely Ancient Egyptians “wore blunt-cut bang wigs as early as 3000 BC” and whether or not they were the “influencers”, the look spread north to the Greece and Rome of Antiquity, Odele Beauty noting Augustus (Gaius Julius Caesar Augustus (known also as Octavianus (Octavian)); 63 BC-14 AD, founder of the Roman Empire (27 BC-476 AD) and first Roman emperor 27 BC-14 AD) “wore his hair combed into a short, forehead-framing fringe, setting a new trend (later dubbed the “Caesar cut”) that future emperors would follow.”  

Jeanne d'Arc (Joan of Arc, 1901), oil on canvas by Albert Lynch (1860–1950).  The short bangs were always present in older paintings of Joan of Arc but it wasn't unusual for modern artists to be influenced by contemporary trends.  Monsieur Lynch left no notes so it's not known if he had in mind the circa 1901 style what of what later would come to be known as a “bloshie young woman”.  Joan of Arc (circa 1412–1431) sometimes was depicted bangs blunt and not but artists had her variously blonde or brunette and with hair wild or coiffed and their images may reflect what male artists thought such a woman should look like.

Surviving European art from the Medieval to Modernity confirms bangs seem never to have gone away and the emergence of the word late in the 1800s suggests they must then have been a quite a thing.  By then, bangs had survived seventeenth century disapprobation of the church, priests finding fashion trends symbols of ungodly vanity and inappropriate for modest, pious women.  However what cemented bangs in their cultural place seems to have been the social ripples from World War I (1914-1918), the so called flappers of the “roaring twenties” taking to them as an adjunct to the other forms of fashion minimalism they adopted as earlier, restrictive conventions were shrugged-off.  Although it had earlier also enjoyed some less pleasing connotations, “flapper” in the sense of the “bright young things” of the era is thought a re-adaptation of the nineteenth century Northern English slang meaning “teen-age girl” and it referenced the hair not routinely being “put-up” in the adult manner and instead kept in plaits or braids, left to “flap about” as she moved.  The 1920s re-cycling of “flapper” retained the connection with “lively young girl” and had nothing to do with hair; bangs had been around for millennia before the flappers but they made them one of their signature looks.  Since the 1920s, trends have ebbed and flowed in the cyclical way fashion works and bangs variously have been softened, blunted, gained wispy curls (not to be confused with the dreaded “fly-away bits”), bulked up as “bumper bangs”, trimmed back to be the “baby bangs” of pixie cuts and evolved in the twin streams of the “curtain bangs” which seductively would drape over the eyes and the dramatic, “set piece installations” made famous by Farrah Fawcett (1947-2009) which for years provided hairdressers with a solid income stream as young ladies everywhere demanded the same thing.

Although it’s not uncommon to see headlines like “Bangs are back”, that’s misleading because they never went away; like hairdressers, headline writers have their own methods of operation.  It would be more accurate were the sites to headline which bangs are trending and that’s now a global thing because it matters not whether a trend is noted as happening in Seoul, Sydney, Seattle and Santiago because on the internet everything is happening at the same time and looks now wax, wane or die in global unison and while the imaginative can doubtless describe some variants, beyond than the basic, self-explanatory forms (short, straight, blunt), there are really five distinct bangs:

Air bangs (seen here in conjunction with long side bangs also favored by goths).

(1) Air bangs are characterized by being light and sparse.  First defined as an element of K-beauty (the aesthetic of South Korea which encompasses hair, clothes, cosmetics music) etc these are known also as “Korean bangs” but their alternative name (see-through bangs) better describes the look.  Despite the name, they are not ideally suited to those with thin or wispy hair and like just about every style, work best with thick locks which provide a better contrast and more scope for styling.  Professional stylists caution those at home crafting air bangs from a conventional fringe to do the process slowly because it's easy to over-estimate to much need to be cut (specialized tools are available).  One advantage of air bangs compare with a straight cut is that in using unequal-length strands, that aspect of precision is avoided but the look does work best if there's a perception of consistency in the spacing. 

Baby bangs: On Pinterest, this was described as a “statement cut” and on that the content provider didn't expand but one suggested statement might be: “admission of guilt”.  Still, the bangs do mean attention is drawn to her lovely sanpaku eyes so there's that.

(2) Baby bangs are short, straight or blunt-edged bangs which are used usually in coordination with the shorter flavours of bob, the reason for that being that if paired with more voluminous cuts, the bangs tend to “get lost” or worse, look like mistakes.  Micro bangs are also “bangs writ small” but differ in that the look is used with styles other than bobs and is identified by being ; not usually considered conventionally attractive, it appears more on catwalks and in photo-shoots than on the street although some do (unwisely) pick up the look.  Baby bangs really suit only a tiny sub-set of the population (most of whom are aged under 15) and should be thought the Pontiac Aztec (2001-2005) of hair-styles in that they're functional, offer good visibility and undeniably are distinctive but are ugly.  All that can be said for both is that on the inside, looking out, one doesn't have to see them. 

Lindsay Lohan with curtain bangs, done in the “twin-hemispheric” or “double polyspheric mode”.

(3) Curtain bangs are long bangs, parted in the centre (although there have been asymmetric interpretations) and designed to resemble a two-drape curtain tied at the side, partially to reveal the face.  The leading edges of the most artfully styled sit just at the point where the eye color is visible and devoted fashionistas wear them with a “curtain reveal top” in which the curve of the garment matches that of the bangs, something which can be as hard to achieve as it sounds.  With a change of as little as a half inch (12.5 mm), stylists can use curtain bangs to change the perception of the shape of a face, the most popular visual trick being elongation, making a “round” face appear something more sought (heart, diamond or inverted triangle).  Combined with skilfully applied makeup, the transformation can be dramatic. 

An emo selfie with classic emo bangs.  The expression is emoesque but the vibrancy of the colors on clothes and bandana is untypical, emos tending more to goth-flavored looks with black and gray although purple seems now less of an emo thing.

(4) Emo bangs are less concerned with shape and symmetry, the important thing being the sweep of hair from the forehead fully covering at least one eye and maybe partially obscuring the other.  Amateur psychiatrists and other students of the emo (a distinct sub-set of humanity) probably have their own thoughts on whether the emo’s goal is to limit what they see of the world or to limit how much others see of them.  Emos are however pragmatic and although their have the honor of an eponymous style, they're also sometimes seen with various bangs. 

There seems little to suggest bangs are a reliable marker of TERFdom and those wishing to assert where they stand on TERFness should probably don an appropriate T-shirt.

(5) Not all agree TERF bangs should be thought a distinct class but they are short, straight, blunt-edged bangs seen usually with shorter cuts (not necessarily bobs).  The term is said to have originated on the microblogging platform Tumblr (which vies with MySpace for as the social media site to have suffered the greatest loss between its high-valuation and most recent sale) when in 2014 a user posted the suggestion such bangs seemingly were exclusive to TERFs (Trans Exclusionary Radical Feminists).  That obviously was impressionistic and it was never clarified whether the suggestion was intended humorously but if not, it’s an example of a gaboso (pronounced gah-boh-so).  A gaboso (Generalized Association Based On Single Observation) (also as the verb gabosoed) is the act of taking one identifiable feature of someone or something and using it as the definitional reference for a group; it ties in with logical fallacies.  While it’s doubtful many professional hairdressers have TERF bangs in the lexicon, it seems novel enough to warrant a mention.

Foxbat

Foxbat or fox-bat (pronounced foks-bat)

(1) As Foxbat, the NATO (North Atlantic Treaty Organization) reporting name for the Soviet-era MiG-25 (Mikoyan-Gurevich MiG-25) high-altitude supersonic interceptor and reconnaissance aircraft.

(2) A common name for members of the Megachiroptera (the Pteropus (suborder Yinpterochiroptera), a genus of megabats), some of the largest bats in the world.

Fox is from the Middle English fox, from the Old English fox (fox), from the Proto-West Germanic fuhs, from the Proto-Germanic fuhsaz (fox), from the primitive Indo-European púḱsos (the tailed one), derive possibly from puḱ- (tail).  It was cognate with the Scots fox (fox), the West Frisian foks (fox), the Fering-Öömrang North Frisian foos, the Sölring and Heligoland fos, the Dutch vos (fox), the Low German vos (fox), the German Fuchs (fox), the Icelandic fóa (fox), the Tocharian B päkā (tail, chowrie), the Russian пух (pux) (down, fluff), the Sanskrit पुच्छ (púccha) (source of the Torwali پوش‎ (pūš) (fox) and the Hindi पूंछ (pūñch) (tai”).

Bat in the context of the animal was a dialectal variant (akin to the dialectal Swedish natt-batta) of the Middle English bake & balke, from the North Germanic. The Scandinavian forms were the Old Swedish natbakka, the Old Danish nathbakkæ (literally “night-flapper”) and the Old Norse leðrblaka (literally “leather-flapper”).  The Old English word for the animal was hreremus, from hreran (to shake) and it was known also as the rattle-mouse, an old dialectal word for "bat", attested from the late sixteenth century.  A more rare form, noted from the 1540s, was flitter-mouse (the variants were flinder-mouse & flicker-mouse) in imitation of the German fledermaus (bat) from the Old High German fledaron (to flutter).  In Middle English “bat” and “old bat” were used as a (derogatory) term to describe an old woman, perhaps a suggestion of witchcraft rather than a link to bat as "a prostitute who plies her trade by night".  It’s ancient slang and one etymologist noted the French equivalent hirondelle de nuit (night swallow) was "more poetic".  To “bat the eylids” is an Americanism from 1847, an extended of the earlier (1610s) meaning "flutter (the wings) as a hawk", a variant of bate.  Fox-bat is a noun; the noun plural is fox-bats.  When used of the MiG-25 (as "Foxbat", the NATO reporting name), it's a proper noun and thus used with an initial capital.

Fox-bat in flight.

The term fox-bat or flying fox, (genus Pteropus), covers some sixty-five bat species found on tropical islands from Madagascar to Australia and north through Indonesia and mainland Asia.  Most species are primarily nocturnal and are the largest bats, some attaining a wingspan of 5 feet (1.5 m) with an overall body length of some 16 inches (400 mm).  Zoologists list fox-bats as “Old World fruit bats” (family Pteropodidae) that roost in large numbers and eat fruit and are thus a potential pest, many countries restricting their importation.  Like nearly all Old World fruit bats, flying foxes use sight rather than echolocation, a physiological process for locating distant or invisible objects (such as prey) by means of sound waves reflected back to the emitter by the objects) to navigate, despite the largely nocturnal habit of most species.  In the database maintained by the International Union for Conservation of Nature and Natural Resources (IUCN), about half of all flying fox species are listed as suffering declining populations, 15 said to be vulnerable and 11 endangered. The fox-bats were previously classified in the suborder Megachiroptera, but most researchers now place them in the suborder Yinpterochiroptera, which also contains the superfamily Rhinolophoidea, a diverse group that includes horseshoe bats, trident bats, mouse-tailed bats, and others.

MiG-25 (Mikoyan-Gurevich MiG-25).

Once the most controversial fighter in the skies, there was so much mystery surrounding the MiG-25 that US, British and NATO planners spent years spying on it with a mixture of awe and dread.  Conceived originally by Soviet designers to counter the threat posed by Boeing’s B-70 Valkyrie bomber, development continued even after the B70 project, rendered redundant by advances in missile technology, was cancelled.  First flown in 1964 and entering service in 1970, nearly 1200 were built and were operated by several nations as well as the USSR.  Able (still) to outrun any other fighter, only the US Lockheed SR-71 Blackbird was faster but fewer than three dozen of those were built and those were configured only for strategic reconnaissance.  When first the West became aware of the Foxbat, it caused quite a stir because, combining stunningly high speed with high altitude tolerance and a heavy weapons load, it did appear to be the long-feared platform which would render Soviet airspace immune from US penetration.  It was the threat the Foxbat was thought to pose which was influential in the direction pursued by US engineers when developing the McDonnell Douglas F15.

A brunette-phase Lindsay Lohan in MiG-25 Foxbat T-shirt, rendered by Vovsoft as pen drawing.

The Foxbat however never realized its apparently awesome implications. Because the original design brief was to produce a device which could combat the fast, high-flying B-70, many of the characteristics desirable in a short-range interceptor were neglected in the quest for something which could get very high, very quickly.  At that it was a breathtakingly successful but there were compromises, the fuel burn was epic and, with a very high take-off and landing speed, it could operate only from the longest runways.  Still, at what it was good at it was really good and its very presence meant the US had to plan any mission within range of a Foxbat, cognizant of the threat it was thought to present.  Unbeknown to the West, at lower altitudes it presented little threat and was no dog-fighter; it was essentially a dragster built for the skies, faster in a straight line than just about anything but really not good at turning.  Its design philosophy was essentially the same as the Lockheed F-104 Starfighter, a US supersonic interceptor which first flew in 1954 with over 2,500 built and supplied to many air forces, the last of which wasn’t retired from active service until 2004.  An uncompromising machine built for speed, pilots dubbed it the “winged missile” and that assessment was not unrelated to it later gaining the nickname “widow-maker”; those who flew the thing described the characteristics it exhibited in low speed turns as: “banking with intent to turn”.

It wasn’t until 1976 when a Soviet defector landed a new Foxbat in Japan in 1976 that US engineers were able to examine the airframe and draw an understanding of its capabilities.  What their analysis found was that the limitations in Soviet metallurgy and manufacturing techniques had resulted in a heavy airframe, one which really couldn’t maneuver at high speeds, and handled poorly at low altitudes. The surprisingly primitive radar was of limited effectiveness in conventional combat situations against enemy fighters, which, combined with the low altitude clumsiness meant that its drawbacks tended to outweigh the advantage it had in sheer speed at altitude, something which meant less to the US since missiles had replaced the B-70 strategic bomber (which never entered production).

In its rare combat outings, those advantages did however confer the occasional benefit.  In 1971, a Soviet Foxbat operating out of Egypt used its afterburners to sustain Mach 3 for an extended duration, enabling it to outrun three pursuing Israeli F4-Phantoms and one downed a US Navy F/A-18 Hornet during the first Gulf War (1991).  During the Iran-Iraq War (1980-1988), the Iraqi Air Force found them effective against old, slow machinery but sustained heavy losses when confronted with the Iran’s agile F-14 but most celebrated was probably the Foxbat’s success during the Gulf War in claiming both of the last two American aircraft lost in air-to-air combat.  Otherwise, the Foxbat has at low altitude proved vulnerable, the Israeli Defense Force (IDF) shooting down several in the war over Lebanon (1981) although they have of late been used, most improbably, in a ground attack role in the Syrian Civil War, the Syrian Arab Air Force, lacking a more appropriate platform, pressing the Foxbats into a ground support role, in at least one case using air-to-air missiles to attack ground targets.  The Soviet designers took note of the operating environment when developing the Foxbat’s successor, the MiG-31 (NATO reporting name Foxhound), a variant which sacrificed a little of the pure speed and climb-rate in order to produce a better all-round fighter.

Usually unrelated: 1957 Morris Minor Traveller (left) and 1960 Jaguar XK150 FHC (right).  Stations wagons with wood frames (real and fake) are in the US called "woodies" but the spelling "woody" also appears in UK use.  Although between 1968-1973, there were “badge-engineered” Versions of the Minor’s commercial derivatives sold as the Austin 6cwt & 8cwt Van & Pick up, all the “woodies” were Morris Travellers.

Although for the whole of the Jaguar XK150’s production run (1957-1961) the Morris Minor Traveller (1952-1973) was also being made in factories never more than between 20-60 odd miles (32-100 km) distant, so different in form and function were the two it’s rare they’re discussed in the same context.  One was powered by an engine which had five times won the Le Mans 24 hour endurance classic while the other was one of several commercially-oriented variants of a small, post-war economy car, introduced in the austere England of 1948.  The Traveller did however have charm and it was also authentic in its construction, the varnished ash genuinely structural, an exoskeleton which provided the strength while the panels behind were there just to keep out the rain.  By contrast, by the mid-1950s, the US manufacturers had abandoned the method and produced “woodies” with a combination of fibreglass (fake timber) and DI-NOC, (Diurno Nocturna, from the Spanish, literally “daytime-nighttime” and translated for marketing purposes as “beautiful day & night”) appliqué, an embossed vinyl or polyolefin material with a pressure-sensitive adhesive backing produced since the 1930s and perfected by Minnesota Mining & Manufacturing (3M).

In phased releases over 1957-1958, Jaguar made available the usual three versions of its XK sports car, the DHC (drophead coupé, a style which elsewhere was usually called a cabriolet or convertible) and FHC (fixed head coupé, ie coupé), later joined by the more minimalist OTS (open two-seater, a roadster) and the line was a link between flowing lines of the inter-war years and the new world, celebrated by the E-Type (1961-1974) which created such a sensation upon debut at the 1961 Geneva Motor Show.  One sometimes unappreciated connection between the XKs (XK120: 1948-1954, XK140: 1954-1957 & XK150: 1957-1961) and E-Type is neither was envisaged as the long-term model both became.  The XK120 had been shown at the 1948 London Motor show with the purpose of drawing attention to the new XK straight-six (which would serve in vehicles as diverse as racing cars, limousines and fire engines until 1992) but such was the public response it was added to the factory catalogue, the early models hurriedly built in aluminium to satisfy demand.  Later, Jaguar hadn't believed there would be a market for more than a few hundred E-Types so it was not designed in a way optimized for mass-production which was embarked upon only because demand was so high.  Many of the car's quirks and compromises remained part of the structure until the end of production more than a decade later.   

Minor modification: 1960 Jaguar XK150 3.4 Shooting Brake (“Foxbat”).

The Morris Minor Traveller was the last true woodie in production and is now a thing in the lower reaches of the collector market but there's one less available for fans because of a sacrifice to a project by industrial chemist and noted Jaguar enthusiast, the late Geoffrey Stevens, construction undertaken between 1975-1977. He wanted the Jaguar XK150 shooting brake the factory never made so blended an XK150 FHC with the rear compartment of a Morris Minor Traveller of similar vintage.  Mr Stevens in 1976 dubbed his creation “Foxbat” because, just as a MiG-25 landing in Japan was an event so unexpected it made headlines around the world, he suspected that in the circles he moved, a timber-framed XK150 shooting brake would be as much a surprise.  In that he proved correct and the unique shooting brake has been restored as a charming monument to English eccentricity, even the usually uncompromising originality police among the Jaguar community (mostly) fond of it.  In a nice touch (and typical of an engineer’s attention to detail), a “Foxbat” badge was hand-cut, matching the original Jaguar script.  Other than the hybrid coach-work, the XK150 is otherwise “matching-numbers” (chassis number S825106DN; engine number V7435-8).   

On the Wings of a Russian Foxbat: Deep Purple bootleg, 1977.

The origin of the term “bootlegging” dates from the late eighteenth century when it was used by British customs and excise officers to describe the trick smugglers used hiding valuables in their large sea-boots.  Since then, it’s been applied variously including (1) the distilling, transporting and selling of unlawful liquor (2) unlicensed copies of software and (3) unauthorized recordings of music and film.  In music, bootleg recordings began to appear in some volume in the 1960s and originally were often from live performances.  Often created from tapes of dubious quality with little or no editing, these bootlegs generally were tolerated by the industry because they tended to circulate among fans who anyway purchased the official product and were thought of just a form of free promotional material.  Later, when things became more organized and bootleggers began distributing replicas of official releases, the attitude changed and for decades the software industry fought ongoing battles against bootleg copies (which in some non-Western markets represented in excess of 90% of installations).

On the Wings of a Russian Foxbat, re-released (in re-mastered form with bonus tracks) in 1995 as Live in California, Long Beach Arena, 1976.

Taken from a performance by the English heavy metal band Deep Purple at the Long Beach Arena, Los Angeles on 27 February 1976, the bootleg On the Wings of a Russian Foxbat was released in 1977 and was another example of the effect on popular culture of the Soviet pilot’s defection.  The link with the event in Japan was that the quality of the band’s performance was unexpectedly good, their reputation at the time not good (they would break-up only weeks after the Long Beach show).  Additionally, the sound quality was outstanding (certainly by the usual bootleg standards), something not then easy to achieve in an outdoor venue with a raucous audience.  Curiously, the original On the Wings of a Russian Foxbat bootleg used for the cover art a picture of unsmiling soldiers from the PLA (People’s Liberation Army) from the Republic of China (then usually called “Red China” or “Communist China); presumably the bootleggers decided the star on the caps was “sufficiently Russian”.  In 1995, re-mastered, the recording (with a few bundled “extras”) was re-issued as an “official” release, the fate of many a bootleg with a cult-following.  With memories of the diplomatic incident in 1976 having faded, although On the Wings of a Russian Foxbat still appeared on the cover, the album was marketed as Live in California, Long Beach Arena, 1976.

TikToker

TikToker (pronounced tik-tok-ah)

(1) One who is a regular or frequent viewer of the content posted on the short-form video (which, with mission-creep, can in certain circumstances now be up to sixty (60) minutes in duration) sharing site TikTok.com.

(2) One who is a regular or frequent content provider on the TikTok platform.

(3) With a variety of spellings (ticktocker, tictoker, tiktoka etc), a slang term for a clock or watch, derived from the alternating ticking sound, as that made by a clock (archaic).

(4) In computing, with the spelling ticktocker (or ticktocker), slang for a software element which emulates the sound of a ticking clock, used usually in conjunction with digitals depictions of analogue clocks.

2018: The ancestor form (ticktock or tick-tock) seems not to have been used until the mid-nineteenth century and was purely imitative of the sound of mechanical clocks. Tick (in the sense of "a quiet but sharp sound") was from the Middle English tek (light touch, tap) and tock was also onomatopoeic; when used in conjunction with tick was a reference to the clicking sounds similar to those made by the movements of a mechanical clock.  The use of TikToker (in the sense of relating to users (consumers & content providers) of the short-form video (which, with mission-creep, can be up to ten (10) minutes in duration) sharing site TikTok.com probably began in 2018 (the first documented reference) although it may early have been in oral use.  The –er suffix was from the Middle English –er & -ere, from the Old English -ere, from the Proto-Germanic -ārijaz, thought most likely to have been borrowed from the Latin –ārius where, as a suffix, it was used to form adjectives from nouns or numerals.  In English, the –er suffix, when added to a verb, created an agent noun: the person or thing that doing the action indicated by the root verb.   The use in English was reinforced by the synonymous but unrelated Old French –or & -eor (the Anglo-Norman variant -our), from the Latin -ātor & -tor, from the primitive Indo-European -tōr.  When appended to a noun, it created the noun denoting an occupation or describing the person whose occupation is the noun.  TikToker is a noun & adjective; the noun plural is TikTokers (the mixed upper & lower case is correct by commercial convention but not always followed).  The PRC- (People’s Republic of China) based holding company ByteDance is said to have chosen the name “TikTok” because it was something suggestive of the “short, snappy” nature of the platform’s content; they understood the target market and its alleged attention span (which, like the memory famously associated with goldfish might be misleading).

A blonde Billie Eilish, Vogue, June, 2021.

Those who use TikTok (whether as content providers or consumers) are called “tiktokers” and the longer the aggregate duration of one’s engagement with the platform, the more of a tiktoker one can be said to be.  The formation followed the earlier, self-explanatory “YouTuber” and the use for similar purposes (indicating association) for at least decades.  So, the noun tiktoker can be a neutral descriptor but it can be used also as a slur.   In February 2024, at the People’s Choice Awards ceremony held in Los Angeles, singer Billie Eilish (b 2001) was filmed leaning over to Kylie Minogue (b 1968), remarking sotto voce:“There’s some, like, TikTokers here…” with the sort of distaste Marie Antoinette (1755–1793; Queen Consort of France 1774-1792) might have displayed if indicating to her companion the unpleasing presence of peasants.  The clip went viral on X (formerly known as Twitter) before spreading to Tiktok.  Clearly there is a feeling of hierarchy in the industry and her comments triggered some discussion about the place of essentially amateur content creators at mainstream Hollywood (and such) events.  That may sound strange given a platform like TikTok would, prima facie, seem the very definition of the “people’s choice” but these events have their own history, associations and connotations and what social media sites have done to the distribution models has been quite a disturbance.  Many established players, even some who have to some extent benefited from the platforms, find disquieting the intrusion of the “plague of TikTokers”.

Pop Crave's clip of the moment, a brunette Billie Eilish & Kylie Minogue, People's Choice Awards ceremony, Los Angeles, February 2024.

There will be layers to Ms Eilish’s view.  One is explained in terms of mere proximity, the segregation of pop culture celebrities into “A List”, B List, C List” etc an important component in the creation and maintenance of one’s public image and an A Lister like her would not appreciate being photographed at an event with those well up (ie down) the alphabet sitting at the next table; it cheapens her image.  Properly managed, these images can translate into millions (and these days even billions) of dollars so this is not a matter of mere vanity and something for awards ceremonies to consider; if the TikTokers come to be seen as devaluing their brand to the extent the A Listers ignore their invitations, the events either have to move to a down-market niche or just be cancelled.  Marshall McLuhan’s (1911-1980) book Understanding Media: The Extensions of Man (1964) pre-dates social media by decades but its best-remembered phrase (“The medium is the message”) could have been coined for the era, the idea being the medium on which content is distributed should be the first point of understanding its significance, rather than actual content, the theory being the initial assessment of the veracity or the value of something relies on its source.  In the case of pop music, this meant a song distributed by a major label possessed an inherent credibility and prestige in a way something sung by a busker in a train station did not.  What the existence of YouTube and TikTok meant was the buskers and the artists signed to labels began suddenly to appear on the same medium, thus at some level gaining a sort of equivalency.  Viewing TikTok on a phone, tablet or laptop,  sharing the same screen-space, in a sense, all are rendered equal.

On trend: Lindsay Lohan announces she is now a Tiktoker.

Ms Eilish and her label have been adept at using the social media platforms as tools for this and that so presumably neither object to the existence or the technology of the sites (although her label (Universal Music) has only recently settled its dispute with TikTok over the revenue sharing) but there will be an understanding that while there’s now no alternative to, in a sense, sharing the digital space and letting the people choose, that doesn’t mean she’ll be happy about being in the same photo frame when the trophies are handed out.  Clearly, there are stars and there are TikTokers and while the latter can (and have) become the former, there are barriers not all can cross.

The Tic-Toc Tach

1967 Jaguar 340 (left), 1980 Mercedes-Benz 450 SLC 5.0 (centre) and 1970 Plymouth Superbird (right).  Only the Americans called the shared tachometer/clock a “Tic-Toc Tach”.

Since the inter-war years, Jaguar had included a small clock at the bottom of the tachometer but in 1966, phasing in the change as models were updated or replaced, began to move the device to the centre of the dashboard (in the case of the 420 & 420G putting it in a blister in the padded section which had replaced the timber top-rail).  By 1968 the horological shift was almost complete (only the last of the Mark IIs (now known as 240, 340) and & Daimler V8 250 models still with the shared dial) and it was then Chrysler adopted the idea.  An urban myth has long circulated that Chrysler, with a flair the British never showed, called the device the “Tic-Toc Tachometer” (“Tic-Toc Tach” the popular clipping).  However, the term was first used by GM (General Motors) and it never appeared in anything published by Chrysler which used only the equally informative but less catchy “Electric Clock/Tach”.

Tic-Toc Tach in 1968 Chevrolet Camaro Z/28.

Among the originality police who verity the authenticity of vehicles in the US muscle car ecosystem (1964-1974), the tachometer can be an item of interest because in some cases units with different redlines were fitted, depending on the engine specified.  For example, in 1968 Chevrolet Corvettes (for restorers a quirky beast with many single-season parts), the redline for the small block V8s could be 5300 or 6000 rpm (depending on output) and for the big blocks 5600 or 6500 (the latter for the most potent).  So, a mismatch between redline and engine installed is a flag a car may not have left the factory in its current form.  That is of course one of many things checked by the originality police and while re-production tachometers are available, they know how to pick those and are not fooled.  The only work-around for someone “creating authenticity” is to use a part-number from before or about the vehicle’s certified date of manufacture, a principle which works for most items where there’s no record of a part’s specific serial-number being associated with a particular VIN (vehicle identification number).

1967 Porsche 911S Soft Window Targa (left) and 2025 Porsche 911 Carrera T Coupe (right).  The enlarged, central  tachometer is still part of the Porsche shtick but the clock has now been relegated to a scalloped pod atop the dashpad.

The innovation proved proved popular and was adopted by other US manufacturers during the era, the attraction being an economical use of dash space, the clock fitting in a space at the centre of the tachometer dial which would otherwise be unused.  Although in Europe and the UK the standard arrangement of a matching speedometer & tachometer directly in the driver's line-of-sight had become familiar (though Porsche and liked to make a point with a larger dial for the tachometer and giving it pride of place), in the US, until the mid-1960s tachometers tended to be obviously "add-ons" located in various places (centre consoles a favorite) and other than quirky Studebakers, and Ford's Continental Mark II (1956-1967), few got a matching pair, even the Chevrolet Corvette not joining the trans-Atlantic mainstream until the release of the C2 (1963-1967.  Mercedes-Benz picked up Jaguar's now abandoned concept in 1971 when the 350 SL (R107, 1971-1989) was introduced and it spread throughout the range, almost universal (in cars with tachometers) after 1981 when production of the 600 (W100) ended; Mercedes-Benz would for decades use the shared instrument.  A tachometer (often called a “rev counter”) is a device for measuring the revolutions per minute (RPMs) of a revolving shaft such as the crankshaft of an internal combustion engine (ICE) (thus determining the “engine speed”).  The construct was tacho- (an alternative form of tachy-, from the Ancient Greek ταχύς (takhús) (rapid) + meter (the suffix from the Ancient Greek μέτρον (métron) (measure) used to form the names of measuring devices).

1967 Oldsmobile 4-4-2.

Nobody however crammed more into a tic-toc-tach than Oldsmobile which during the first generation (1964-1967) of its 4-4-2 also included a temperature gauge, ammeter and oil pressure gauge, something necessitated because the instrument panel the stylists were compelled to use contained only two pods.  When the second generation (1968-1972) was released, the dash included a third pod so the ancillary gauges were given their own space and a true tic-toc-tach was used.  Thankfully, nobody seems ever to have attempted to coin a term for five-function device on the early 4-4-2s so those who worry about such things must content themselves with choices like “enhanced tic-toc-tach” or “augmented tic-toc-tach”.  Buyers got the instrument with its “perimeter auxiliary gauges” by choosing option code U21 (Rallye Pac with Tachometer and Clock) for US$84.26 which sounds modest but at the time the bikini-clad and neoprene-tailed “mermaids” who splashed around the coral reef in the middle of Submarine Lagoon at California’s Disneyland Resort were paid US$65 week although male full-time weekly earnings may be a better comparison and in the era (depending on the details of the calculation) they were between US$100-125.  Making a virtue of necessity, Oldsmobile described the cluttered device as a “compact instrument cluster [which] lets driver monitor engine performance at a glance”, not burdening brochure readers with the fact the Rallye Pac wasn’t planned as part of the range and with only two pods on the dash, there was no other way elegantly to cram it all in.

It looked bigger in the brochure.

However, while the five-purpose combo device might have impressed efficiency experts (a field in the 1960s becoming quite a science) and pleased the accountants by avoiding a costly re-design of the dash, the functionalists at Car and Driver magazine were severe in their criticism.  Testing a 4-4-2 for their December 1966 edition, the editors generally were untypically lavish in their praise of a US-built car, the adoption of front disc brakes and the corporate Turbo-Hydramatic 400 automatic transmission welcomed as replacements for the obsolescent units previously used and the experience obviously was enjoyed: “The 4-4-2 is the best-handling car of its type we've ever tested, lacking the typical horrendous understeer generally found on domestic cars.”.  However nothing good could be found to be said of the busy instrument in the right-hand pod, the conclusion being: “The 4-4-2's interior is pleasant but not outstanding - mainly because it's a compromise between standard F-85 pieces and someone's idea of what a GT car's dashboard should look like.  It contains all the right instruments (if you specify the Rally Pack option), but they are condensed into one illegible dial flanking the speedometer on the left.  In the center of this dial is the smallest tachometer we've seen on any car, with oil pressure, water temperature and ammeter gauges spread around at 120^o intervals.  It looks more like a chrome-spangled battlefield than a serious attempt to convey information and is totally out of keeping with the quality of the engineering features on the rest of the car.”  The inclusion of a clock wasn’t mentioned; maybe it was thought just to add insult to injury and, given the critique, rating instrument legibility as “Fair” on the “Check List” must have seemed generous.

1967 Oldsmobile 4-4-2 Holiday Coupe W-30.

The 4-4-2 was Oldsmobile’s response to the Pontiac GTO, introduced in 1964 by the companion GM (General Motors) division.  The GTO (Pontiac shamelessly “borrowing” the name from Ferrari’s 250 GTO (Gran Turismo Omologato (ie car homologated for competition in the GT (grand-touring) category) was the template for the “muscle car” genre of the 1960s in that it used a big V8 from the full-sized range in the smaller, lighter, intermediate platform.  It was actually an old idea, practiced since the 1920s on both sides of the Atlantic, but the GTO institutionalized the concept and made it a commercial proposition on a scale never before known because of the then unique conjunction in 1960s America of a large cohort of males aged 17-25 with enough disposable income (or credit-worthiness) to pay for such things.  The GTO existed because Pontiac threaded the configuration through a loophole in the GM corporate rules designed to prevent such things being produced for road use but it sold in such volume at a pleasing profit margin that management’s scruples rapidly were discarded and the crazy years of the muscle car era lucratively began.  The GTO of course encouraged imitators from Ford, Chrysler and (eventually) even AMC but it also compelled three of GM’s other divisions (Chevrolet, Buick & Oldsmobile) to do their own interpretations.  Only Cadillac stood aloof but in 1970 they did put a 500 cubic inch (8.2 litre) V8 rated at 400 (gross) HP in the FWD (front-wheel-drive) Eldorado which sounds a daft idea but the engineers disguised its inherent tendencies very well and the delivery of the 400 HP was a very different experience than something like that of the 375 Ford in the same year modestly claimed for the Boss 429 Mustang.

1970 Oldsmobile 442 Convertible, Official Pace Car (Indianapolis 500) Edition.

Though not original, GTO was of course a great name and the best Oldsmobile’s product-planners could come up with was 4-4-2, an allusion to the configuration (front to rear) of a four barrel carburetor, a four-speed manual gearbox and dual-exhausts.  Once explained it made sense but it remained a flaky name, something suffered by later imitators, Dodge’s “Super Bee” as good a car as Plymouth’s Road Runner but with nothing like the same brand-appeal.  Like Pontiac’s GTO, the 4-4-2 was originally an option package but such was the market response both became regular production models.  As it turned out, 4-4-2 did become “just a name” rather than a promise because in 1965 when, in order to be advertise the things at a lower base-price, a three-speed gearbox became standard with the four-speed moved to the option list but there was no 4-3-2: 4-4-2 they all remained which made sense because at various times one could be ordered with two, three or four-speed gearboxes, two, four or six-barrel induction and duel or single exhausts yet none were ever dubbed 2-3-1, 6-4-2 or any other permutation.  However, in an inconsistency at the time not untypical in the industry, although in 1968 the badge was changed from “4-4-2” to “442”, both descriptions continued for years to appear in documents and sales literature.

What is in English called “semantic shift” happened a bit in the industry, the 442 not the only example of the phenomenon.  The first of Chrysler’s 300 “letter-series” (1955-1965) gained its name to mark the then impressive power rating of 300 HP but that was retained even as power over the years rose.  The Buick Electra 225 (1959-1980) was so named because of its 225.4 (5,725 mm) length but the designation endured despite subsequent models variously shrinking or growing.  In structural linguistics, the nerds call this “lexical fossilization” the numeric or descriptive element remaining but becoming remote from the original, literal meaning. This covers also the survival of terms like “tape” or “dial”; “cable” is a bit of a gray area because even wireless transmissions ultimately are dependent on miles of cabling somewhere. “Heritage names”, often are used for products far removed from their legacy.

1953 Kaiser Manhattan (left) and 1961 Chrysler 300G (left).

Although no other manufacturer put five separate functions in the one circular pod, others did do five-function clusters in a more elaborate housing but while Kaiser just appended a semi-circular surround for the ancillary gauges (fuel-level, coolant temperature, ammeter & oil pressure) Chrysler in 1960 introduced the “Astrodome”, the name one of many influenced by what was going on during the dawn of the space-age.  What the dramatic Astrodome did was offer the driver a “3D” effect by placing the four gauges in a staggered array on the steering column, using space usually taken by the transmission selector lever, that function moved to a push-button panel on the dashboard while the turn-signals were controled by a sliding lever; to complete the “space-race” look, buttons and knobs were prolific so although the ergonomics weren’t ideal, visually, the atmospherics were most fetching.

1961 Chrysler 300G.

The speedometer was calibrated to 150 mph (240 km/h) which was needed because, even in street trim, the most highly-tuned 300Gs easily could exceed 140 mph (225 km/h).  Despite the concerns sometimes expressed today, the tires of the era were safe to use at such speed (much had been learned from the tyres developed for use in aviation during World War II (1939-1945)) but the drum brakes of the era were inadequate.

Adding to the drama in 1960 was what Chrysler called “revolutionary Panelescent lighting” which was a fanciful term describing the use of electroluminescence (EL), an optical and electrical phenomenon, in which a material emits light in response to the passage of an electric current or to a strong electric field.  As implemented for the Panelescent system, as well as the soft blue backlighting, each gauge pointer was also an individual source of red light.  The Astrodome was used between 1960-1962 on a number of Chryslers including the “Letter-series” 300s and the New Yorker while EL remained in use until 1967; it was last seen on the first generation Dodge Charger (1966-1967).

Conventions in English and Ablaut Reduplication

In 2016, the BBC explained why we always say “tick tock” rather than “tock-tic” although, based on the ticking of the clocks at the time the phrase originated, there would seem to be no objective reasons why one would prevail over the other but the “rule” can be constructed thus: “If there are three words then the order has to go I, A, O.  If there are two words then the first is I and the second is either A or O which is why we enjoy mish-mash, chit-chat, clip-clop, dilly-dally, shilly-shally, tip-top, hip-hop, flip-flop, tic tac, sing song, ding dong, King Kong & ping pong.  Obviously, the “rule” is unwritten so may be better thought a convention such as the one which dictates why the words in “Little Red Riding Hood” appear in the familiar order; there the convention specifies that in English, adjectives run in the textual string: opinion; size; age; shape; colour; origin; material; purpose noun.  Thus there are “little green men” but no “green little men” and if “big bad wolf” is cited as a violation of the required “opinion (bad); size (big); noun (wolf)” wolf, that’s because the I-A-O convention prevails, something the BBC explains with a number of examples, concluding “Maybe the I, A, O sequence just sounds more pleasing to the ear.”, a significant factor in the evolution of much that is modern English (although that hardly accounts for the enduring affection some have for proscribing the split infinitive, something which really has no rational basis in English, ancient or modern.  All this is drawn from what is in structural linguistics called “Ablaut Reduplication” (the first vowel is almost always a high vowel and the reduplicated vowel is a low vowel) but, being English, “there are exceptions” so the pragmatic “more pleasing to the ear” may be helpful in general conversation.

Rolls-Royce, the Ford LTD and NVH

Rolls-Royce Silver Cloud II, 1959.  Interestingly, the superseded Silver Cloud (1955-1958) might have been quieter still because the new, aluminium 6¼ litre (380 cubic inch) V8 didn’t match the smoothness & silence of the previous cast iron, 4.9 litre (300 cubic inch) straight-six, despite the V8 being remarkably heavy for something made substantially from "light metal".

The “tick-tocking” sound of a clock was for some years a feature of the advertising campaigns of the Rolls-Royce Motor Company, the hook being that: “At 60 mph (100 km/h) the loudest noise in a Rolls-Royce comes from the electric clock”.  Motoring journalists did verify the claim (at least in ideal conditions) but given electric clocks can be engineered silently to function, the conclusion was the company deliberately fitted time-pieces which emitted an untypically loud “tick-tock”, just to ensure the claims were true.  The Silver Clouds were, by the standards of the time, very quiet vehicles but in the US, Ford decided they could mass-produce something quieter still and at the fraction of the cost.  Thus the 1965 Ford LTD, a blinged-up Ford (the add-on "gingerbread" in pre-bling days known as "gorp") advertised as: “Quieter than a Rolls-Royce”.

The test conditions were recorded as: “Dry, level, moderately smooth concrete divided highway; light quartering winds.  All cars operated at steady 20-, 40- and 60- mph with all vents closed”.  The two Rolls-Royces were both standard wheelbase Silver Cloud III saloons with the 6¼ litre (380 cubic inch) V8 and four-speed automatic transmissions while the three Fords (a Galaxie 500 LTD, a Galaxie 500/XL and a Galaxie 500 Four-Door Sedan) were all fitted with the 289 cubic inch (4.7 litre) V8 and three-speed Cruise-O-Matic automatic transmission.  The test results were certified by the USAC (United States Auto Club).

To ensure what must at the time have seemed an audacious claim couldn't be dismissed as mere puffery, J. Walter Thompson, then Ford’s advertising agency commissioned acoustical consultants Boldt, Beranek and Neuman to run tests, two brand new Rolls-Royce Silver Cloud III saloons purchased for the project.  What the engineer’s decibel (dB) meters revealed was that, under conditions that were controlled but representative of much of the driving experience in the US, the Galaxies were indeed quieter inside than a Rolls-Royce.  Because of the way the dB scale works, the differences (as great as 5.5 dB) were quite large and obvious to the human ear.  It was a reasonable achievement in engineering and Ford, anticipating the ensuing controversy, was uncharacteristically modest in claiming their 2.8 dB advantage at 60 mph was only “slight”, the numbers making the point with no need for exaggeration.  Ford didn’t mention the tick-tock of the clock.

Ford Galaxie 500/XL advertising, 1965.  In the West, advertising has long been an exception to the general prohibition of the use of "child labor" (Lindsay Lohan was signed to Ford Models at the age of three and soon got her first gig!).

Ford did though “stack the deck”, a bit in configuring the Galaxies with their mildly tuned 289 V8 with a two-barrel carburettor; had the test included another variation on the full-size line which used the 427 (7.0) V8, the results would have been different, the raucous 427 side oiler offering many charms but they didn't extend to unobtrusiveness.  Still, the choice was reasonable because the tune of the 289 was more representative of what most people bought.  Amusingly, it wasn't the first time Rolls-Royce was surprised by the way things were done in Detroit.  Years earlier, the company had obtained a licence to manufacture Cadillac's four-speed Hydramatic automatic transmission, then the benchmark of its type.  Disassembling one, the Rolls-Royce engineers were surprised at the “rough finish” on some of the internal components and resolved their version would be built to their standards of precision.  That done, a lovingly built Hydramatic was installed in a car and tested, the engineers surprised to find it didn't work very well and offered nothing like the smooth operation of the original.  They contacted Cadillac and were told the prototype Hydramatics produced with universally fine tolerances had also misbehaved and the “roughness” of certain components deliberately was introduced to ensure the optimal frictional resistance was obtained.     

Ford Galaxie 500 LTD advertising, 1965.

Not much noticed at the time was another intrusion.  Although the trend had for years been creeping through the industry, what the 1965 LTD did was make blatant Ford's incursion into the market territory once reserved for the corporate stablemate, Mercury, the "middle class" brand between Ford & Lincoln.  This intra-corporate cannibalism (which had already seen Chrysler shutter its DeSoto division) would have consequences, one of which was Mercury's eventual demise, another being Ford's competitors, noting the LTD's success, bringing their own interpretations to the market, the most successful of which was the Chevrolet Caprice (which enjoyed the same relationship to the Impala as the LTD had to the Galaxie 500).  Notably, the Caprice contributed to the later extinction of the once highly popular Oldsmobile, squeezed from its niche by Chevrolet (from below) and Buick (from above).  What were once gaps in the market, catered to by specific brands, ceased to exist. 

1965 Ford LTD (technically a “Galaxie 500 LTD” because in the first season the LTD was a Galaxie option, not becoming a stand-alone model until the 1966 model year).

Even before the LTD was released the full-sized cars produced by the US industry featured the world's finest engine-transmission combinations and Ford justly deserves credit for what was achieved in 1965 because it wasn’t an exercise merely in adding sound insulation.  The previous models had a good reputation for handling and durability but couldn’t match the smoothness and ride of competitive Chevrolets so within Ford was created a department dedicated to what came to be called HVH (Noise, Vibration & Harshness) and this team cooperated in what would now be understood as a “multi-disciplinary” effort, working with body engineers and suspension designers to ensure all components worked in harmony to minimize NVH.  The idea was to craft a platform which, at least on the billiard table like surfaces of the nations freeways, would match the powertrains for smoothness and that was a task which would absorb much time and effort because the mildly-tuned V8 engines most customers bough were unobtrusive in their delivery and the automatic transmissions didn't so much change gears as slur effortlessly between ratios.

Ford Galaxie 500 LTD (with "Body/Chassis Puck") advertising with , 1965.

What emerged was a BoF (Body on Frame) platform (a surprise to some as the industry trend had been towards unitary construction) to ensure the stiffest possible structure but the combination of the frame’s rubber body-mounts (which Ford dubbed "pucks" because of their similarity in size and shape to the rubber disks used in ice hockey), robust torque boxes and a new, more compliant, coil-spring rear suspension delivered what even the competition's engineers (though probably not the sales staff) acknowledged was the industry’s quietest, smoothest ride.  To solve the problem of troublesome vibrations, the material had before come to the rescue, a rubber layer for the carburettor mountings proving the solution to the resonance which, at certain road speeds, affected the flow of the fuel-air mix in the MGA Twin-Cam, resulting in pistons melting.  Alas, the fix was discovered too late and the MGA was doomed.  Norton had better luck with their Isolastic, a rubber-based engine mounting which disguised the chronic vibration on the Commando's 750 cm³ parallel twin, allowing the company (as something of a last gasp) to extract a (sometimes profitable) decade from what was an antiquated design.

Ford LTD advertising, 1980.  The choice of that Rolls-Royce was interesting, powder blue Silver Shadows not often seen.

In geopolitics and economics, much changed between 1965 and 1980.  Whereas Ford had once been able prove their Galaxie range (US$2,800-4,800) was quieter than a US$17,000 Rolls-Royce, by 1980 a LTD (the Galaxie name, dating from 1959 was retired after the 1974 season) sold typically for between US$6,400-8,000, reflecting the inflation which became entrenched during the 1970s.  That was representative of the effect on domestically produced cars but an "entry-level" (the concept really was used even of cars from the more exulted) Rolls-Royce Silver Shadow cost a minimum US$65,000-odd and if that wasn't thought sufficiently conspicuous consumption, there was rather ungainly the two-door Camargue (1975-1986) which listed at US$148,000.  That made even the blingiest (the stuff then still called "gingerbread", bling a coining from the late 1990s) LTD at US$8000 look good value although the few customers who bought Camargues (globally, barely more than 500 sold in a decade of leisurely production) probably weren't cross-shopping.  Ford in the era made a bit of a thing of comparing their locally produced machines with high-priced stuff from across the Atlantic, one campaign showing how closely the US Granada (1975-1982) resembled various Mercedes-Benz and visually (if not dynamically) the company had a point... up to a point.  These days it's Chinese designers who are accused of plagiarism although they often are more blatant in their copying, indeed, so shameless did things become that even the CCP (Chinese Communist Party) controlled courts granted relief to the Europeans.  Reckoning however what worked in 1965 would still strike a (quiet) chord 15 years on, Ford re-ran their tests and, in a regulatory environment which was rather more exacting on advertising claims, asserted only that "The 1980 Ford LTD rides as quietly as a $65,000 Rolls-Royce".  The tic-tock of the clock still didn't rate a mention.