Thinspo

Thinspo (pronounced thin-spoh)

(1) Material created, curated or used (distributed almost exclusively in digital form) to inspire thinness or weight loss.

(2) A sub-set of the pro-ana community which exists to support those on a spectrum ranging from obsessive dieters to those who have chosen as a lifestyle a managed form of anorexia nervosa.

2005–2010: The short form of thinspiration, the construct being thin +‎ (in)spiration.  Thin was from the Middle English thinne, thünne & thenne, from the Old English þynne, from the Proto-West Germanic þunnī, from the Proto-Germanic þunnuz (thin) (and related to þanjaną (to stretch, spread out)), from the primitive Indo-European ténhus (thin), from ten- (to stretch).  It was cognate with the German dünn, the Dutch dun, the West Frisian tin, the Icelandic þunnur, the Danish tynd, the Swedish tunn, the Latin tenuis, the Irish tanaí, the Welsh tenau, the Latvian tievs, the Sanskrit तनु (tanú) (thin) and the Persian تنگ‎ (tang) (narrow). A doublet of tenuis, it was related also to tenuous.  Inspiration was from the Middle English inspiracioun, from the Old French inspiration, from the Late Latin īnspīrātiōnem (nominative īnspīrātiō), from the Classical Latin īnspīrātus (past participle of inspīrō).  It displaced the native Old English onbryrdnes (literally “in-pricked-ness”).  Thinspo inspired others forms such as fitspo (encouraging fitness) and blondespo (advocating being blonde) and between thinspo and fitspo, critics noted some overlap, suspecting that in at least some cases the later identity is assumed as an attempt at disguise.  Thinspo & thinspiration are nouns; the noun plural is thinspos.  Derived forms like the nouns thinspirationist & thinspirationism do appear but are non-standard.

Thinspo's idealized bone definition.

The companion term ribspro (the short form of ribspiration (known also as bonespo)) is a particular genre within thinspo.  Whereas thinspo material can be long or short-form text, diagrams or images, ribspro is almost exclusively visual, the text limited to perhaps a few admiring or encouraging words and, as the names suggest, the focus is on ribcages or other bones proximately defined against taut skin.  Backbones, ribs, clavicles and hipbones seem the most favored, presumably because they tend to provide the most definitional contrast but there’s also the suspicion they're the particular aesthetic construct the thinspo community finds most attractive (unlike a knee or elbow which, however boney, seems not to be thought photogenic).  Another genre (a kind of applied thinspo) within the community is meanspo (the short form of mean inspiration), from the “tough love” or “cruel to be kind” tradition of weight loss and this school of thought advocates issuing critical and insulting comments to those considered “insufficiently thin enough”, the rationale being this will convince them to reduce intake, exercise more, purge and thus lose weight.  The thinspo ecosystem has also proliferated thematic variations such as “vegan thinspo” although that seems at least to some extent opportunistic given the most extreme of the thinspo operatives had long since banished animal products, regarding recommendations like “lean meat” or “chicken strips” as just so much fat.

Thinspo images often are rendered in grayscale, and that may have stated in in a nod to the aesthetic of art-house photography or simply because in monochrome the bone definition is more pronounced, a function of the contrast of light & shadow exploited by artists working with the chiaroscuro technique.  Whatever the origin, "black & white" became a thinspo motif although the B&A (before & after) posters appear to stick to original, full-color images. 

Like much in the pro-ana community, thinspo sites exist on a spectrum, those thought innocuous left to continue while any judged to be encouraging eating disorders subject to being shutdown although the efforts undertaken by (and sometimes imposed on) the platforms is a Sisyphean struggle, content shifting between hosts as required.  It’s also organic in that thinspo, like all that’s curated by the pro-ana community, is just another function of the supply & demand curve.  The supply of pro-ana content exists because of demand and in a manner familiar to behavioral economists, the ecosystem is symbiotic, the two forces acting upon and encouraging the growth of the other.  Like much that is on-line, some of the material blatantly is fake, something most obviously detected in the dubious B&A photos which appear with frequent duplication.  

Whether there were statistically significant differences in the nature of the content of thinspo and fitspo (a clipping of fitspiration (the construct being fit + (in)spiration) sites (featuring images and other material designed to trigger a motivation to exercise and enhance physical fitness) attracted academic interest and there were studies, the results differing in detail (there were widely divergent results depending on the platform analyzed which was thought to be a reflection more of the degree of success a platform achieved in enforcing its policies than any difference in the collective user profile) but displaying the same general trends: Thinspo sites portrayed body parts with more than twice the frequency of fitspo and posts highlighting bony body features and references to mental illness were overwhelmingly almost specific to thinspo.  Interestingly, the differences between fitspo & thinspo relating to sexually suggestive images, appearance comparison and messages encouraging restrictive eating were striking and almost wholly correlated with the platform on which they were posted.  The more extreme of the forks such as self harm (such as the cutter subset) also appear on thinspo sites.

Thinspo Rules

Thinspirationism: A blonde Lindsay Lohan during thinspo pin-up phase, 2005.

(1) Never eat something just because you want to finish it.  Eat only enough to stop the worst of the hunger pangs and don’t eat until sated; those extra bites add up.

(2) Don’t let emotions take over and eat only if hungry.  Stop yourself once you start eating if you know it’s for the wrong reasons.  The right reason is pangs of hunger; there is no other reason.

(3) If you catch yourself in a binge, stop the moment you realize.  Don’t forgive yourself for screwing up; it will only permit you to screw up again.  If you have binged, it must in some way be atoned for and than can be an increased energy burn (ie more exercise) or intake deprivation (eg skipping next meal).

(4) Every calorie counts so review every recipe and remove as many calories as possible.  Where available, choose the low cal version (but study nutritional-content labels because tags like "diet" or "97% fat-free" can be deceptive and misleading) and drink water (unmodified soda water is fine), black tea or black coffee instead of other beverages.  Avoid zero-cal sweeteners because (1) they’re a chemical cocktail and (2) the thinspo goal is completely to cure the body’s natural sugar addiction.  Artificial sweeteners may be equated with opioid substitutes such as methadone and while clinically there may be good reasons for a patient seeking to cease using heroin to be proscribed methadone, sugar is like nicotine: highly addictive but weak and able (chemically) to be withdrawn from within days.  Some will find the psychological addiction lingers longer but often that's associative (as it is with the social link between drinking alcohol and smoking).  The general principle is it's not good to replace one addiction with another so with added sugar the answer is "cold turkey", not packets of powdered chemicals.  The body does of course need sugar (it works essentially by converting intake into sugars the muscles, brain and other organs can use) but your intake should be exclusively in natural (unprocessed) sugars like those in green apples.    

(5) Don’t feel guilt about wasting food.  The undesirability on environmental grounds is noted but the sooner you change yourself, the better and as you hone your techniques, losses can be reduced to close to zero.  Set a goal always not to eat everything you’re served and gradually increase this quantity.  Before long, you’ll be throwing away food without barely a thought and if you have a garden or outdoor pot-plants, most organic waste can be chopped up or mushed to be mixed with water and added to the soil (plants will use the nutrients and eventually, the residue become soil).

(6) Eat slowly, savoring each bite.  Thinspo does not mean ceasing to enjoy food; it means the opposite because it makes every bite a rare and valued treat.  Thinspo life is like a rugby test in which only one try is scored but it is celebrated whereas "normal" life is like a rugby sevens game in which there may be two-dozen trys: after the first few they cease to be exceptional.  We evolved quickly (in biological terms) from creatures which had to hunt or gather every bite of the fat, salt & sugar we craved to survive but, with the same biology, we now live often sedentary lives among shelves laden with fat, salt & sugar, all within reach and sometimes packaged conveniently for instant consumption.  It is the curse of plenty. 

(7) Drink water during meals, as much as you can manage but, as a general principle, don't go beyond 6 litres (1.3 gallons (UK) 1.6 (US)); this is well short of of water's toxicity threshold but there's both a law of diminishing returns and a point at which water-intake becomes counter-productive.  Water curbs hunger, is filling, aids in digestion and maintains hydration which has many benefits.  Water has zero calories and can be taken as ice.

(8) Chew food more, taking at least one full breath after every bite.  While it will vary according to what’s being eaten, as a guide, chew 20-30 times for each mouthful. This not only assists digestion but slows the pace of eating, reducing consumption.

(9) Cut food into smaller pieces which (1) slows the process of eating, (2) can make you think you’re eating more (there's nothing wrong with fooling yourself if self-aware) and (3) it will make other people think you ate more (in some circumstances it can be helpful to fool others).

Thinspirationist: Actor Lily Collins (b 1989) in a semi-sheer white Calvin Klein ensemble, the cropped spaghetti-strap top and knee-length pencil skirt, both embellished with scale sequins, New York Fashion Week, New York City, September, 2025.  Note the pleasing definition of the sinews (arrowed, centre).  The hair-style is a chin-length bob.

(10) Associate unhealthy food with something else: ice cream with saturated fat, bread with carbs, juice with sugar etc.  Concrete visual examples are also helpful: imagine cake as fat sitting in and adding bulk to your thighs, chips as a permanent lining adding mass to the stomach etc.

(11) Learn from other people eating because while there are individual variations, overall, the patterns should be consistent.  Watch skinny people and apply their principles to your own diet; watch fat people with disgust and revulsion, avoiding what they do.

(12) Decide beforehand how much you are going to eat and never eat more.  If cooking, cook only one serving, so you can’t eat anymore.  The ideal model is to have no food in the house and each day buy only what you’re that day allowed.  It can at first be difficult but can be done and if stuck to, it’s a foolproof diet because you cannot eat what's not there.  If on the day you've not been able to buy food, you must fast and take in only water or black tea and coffee.  You won't enjoy it but it's good for you and may inspire you to add one or two "fast days" to the weekly cycle.

Lindsay Lohan shopping on Melrose Avenue, Los Angeles, 2009.  Her thinspo pin-up career long out-lasted her blonde phase.

(13) Always remind yourself of your goals and rewards.  Keep track of daily nutrient and food goals (some use a diet minder journal or tracking app but the best method is whatever works for you).  Weigh yourself twice a day (before morning coffee and just before going to bed), the goal being always to see a lower number than previous weigh-in.  If you have achieved a target weight and operate within a daily variation of +/- 100g, that is acceptable although that's also technologically deterministic: if your digital scales report in 50g increments, reduce your acceptable variability to that level for if God has given us such scales, She's trying to tell us something.

(14) Don’t eat 2½ hours before bed.  This time window can be increased but not reduced.

(15) You’ll be sometimes compelled to eat with friends or family so develop techniques surreptitiously to dispose of food.  You’ll get good at knowing where to sit so one hand can always be unseen and a good trick is to wear clothes with big pockets you can line with plastic bags.  Sit somewhere which makes disposal simple (open windows ideal, large pot plants can work) and develop a suite of reasons to ask to sit in certain spots.

(16) Don't be tempted to take up smoking or vaping.  While it can't be denied smoking often works as an appetite suppressant (all those commendably slender catwalk models can't be wrong), inhaling a known carcinogen is unwise because not only does it shorten lifespan (it seems on average by about a decade although the numbers do bounce around) but even while one remains alive it can induce or worsen many illnesses and other conditions.  While in the long run we're all dead and one should die thin, the object is to live thin for as long as life remains enchanting and what smoking does is tend to reduce life expectancy.  The numbers need to be understood because while dying at 75 rather that 85 may not (vied from decades afar) sound that bad, smoking directly can kill those in their twenties or thirties.  There are better ways (see 1-15 above) to lose weight and the evidence on vaping is mixed.  It's too soon to tell what the long-term health outcomes will be but there is anecdotal evidence flavored vapes can stimulate one's appetite and that makes sense because so many use tastes the mind associates with "sweet".  There's only one acceptable form of addiction: diet & exercise.     

Phreak

Phreak (pronounced freek)

(1) Illicitly to tamper with or connect to various systems using telephones (in the sense of phone phreaking.

(2) To act as a phone phreak.

1972: An altered spelling of freak, applied by, to and of the "phone phreakers",  the construct being Ph(one) + (f)reak.  Phone (a clipping of "telephone" and in use at least since the early 1880s) was from the Ancient Greek φωνή (phōnḗ) (sound).  Freak was first used circa 1560 in the sense of a "sudden change of mind or something done on a whim" and is of uncertain origin but thought probably from a dialectal word related to the Middle English frekynge (capricious behaviour; whims) and friken & frikien (briskly or nimbly to move) from the Old English frician (to leap, dance) or Middle English frek (insolent, daring) from the Old English frec (desirous, greedy, eager, bold, daring).  The ultimate root may be the Proto-Germanic frekaz & frakaz (hard, efficient, greedy, bold, audacious) in which case, it would be related to the phreak as a noun.  Related were the Old High German freh (eager) and the Old English frēcne (dangerous, daring, courageous, bold).  In linguistics, words like phreak are known as a sensational spelling and the trend continued in the post-web world from the 1990s onwards with creations such as phat and phishing.  Phreak is a noun & verb, phreaker is a noun and phreaked & phreaking are verbs; the noun plural is phreaks.

The phone phreakers

Digilog Systems Telecomputer II (315), circa 1976, a briefcase-housed acoustic coupler.

Phone phreaking was a term coined to describe the activities of the sub-culture of people who explored and exploited public telephone networks.  The term first referred to groups which, since the late 1950s, had reverse engineered the analogue system of audio tones used to route long-distance calls.  By re-creating these tones, phreaks could switch calls from the handset, allowing free calls to be made around the world; this at a time when even local calls could cost money and long distance or international calls could cost hundreds of dollars per hour.  Electronic tone generators known as blue boxes soon became available, making phreaking possible even for those without much technical knowledge.  This early aspect of phreaking effectively ended by the 1980s as most phone networks switched from acoustic tones to digital computer systems.  The 1960s were something of a "golden age" for hacking for its own sake (rather than for malice or illicit profits) and the hackers are best remembered for their early "break-ins" to the big mainframes of operations like NASA, the Pentagon and the CIA.  The hackers were pleased to find a military mainframe might be in a secure facility with industrial strength air-conditioning & power supply systems behind doors with armed guards yet be hard-wired to the public telephone network.

Lindsay Lohan with cell phone, looking outraged.

The idea of phone phreaking has survived phonetically as the phone freak-out and there are there are are public freak-outs and private freak-outs' those who have private freak-outs can subsequently make them public by posting content somewhere.  hone freak-outs can relate to the device, the connection (or lack of connectivity), the content received or the content sent.  Device related freak-outs include (1) misplacing one's phone, (2) forgetting to bring one's phone, (3) dropping one's phone (into waterways or smashing it on a hard surface among the worst of this type), (4) phone failure (hardware, firmware or software) and (5) the "shock of the new" which describes an iOS user trying for the first time to use and Android phone.  The shock of the new is a documented phenomenon and many tech sites have concluded iOS and Android users are two separate populations and even dating (much less marriage) between them is likely to end badly.  Connectivity-related freak-outs are induced by (1) an inability to connect to a telco (telephony company) or ISP (internet service provider) or (2) an erratic or slow connection.  In the second decade of the twenty-first century, expectations of the speed and reliability of wireless connections had been raised and below a certain age (or degree of prosperity) that expectation is something like "instantaneous", wryly noted even by those whose memories don't stretch back to terminals and 300 baud modems.  A content-related freak out can be induced by being offended, shocked, outraged etc by something one sees on one's phone X (formerly known as Twitter), the usually cited example of "an outrage generator" but there are plenty of others.  The phenomenon is here to stay because the advertisement-centric dynamic of sites like X is dependent on generating and spreading outrage.  Until the advent of social media, a business model based on attracting customers anxious to find ways to be offended might have seemed improbable but it has become Western civilization's latest instance of determinism.  The classic phone phreak-out is of course the type a staple of many Reddit subs: people shouting into their phones, preferably on subways, in airport departure areas, at Walmart, or in a fast food outlet.

Quaker State’s Cap’t Crunch breakfast cereal (left & centre left), the infamous whistle (centre right) and modern reproductions (right).  Cap’t Crunch was introduced in 1963, a time when it was good marketing practice to advertise a produce aimed at children as “Sugar-sweet cereal”.  Not until 1973 would manufacturers be compelled to include on packaging a breakdown of the ingredients, another reform for which Richard Nixon's (1913-1994; US president 1969-1974) administration receives scant credit.

The legend in the hacking community is phreaking began in the early 1960s when a child playing with a toy whistle noticed the similarity in sound with that he’d (in the story it’s always a boy) heard on pay-phones.  Sure enough, his modest plastic toy produced a tone which replicated the 2600 Hz pitch used in phone signalling systems in the US.  Whether it really happened that way isn’t certain but the whistle cited did enable phone freaking (and thus phone-fraud).  Parents might have been dismayed the gift was a noisy device like a “bo’sun whistle” but AT&T (American Telephone and Telegraph Company, better known as “Ma Bell”, a reference to the old American Bell Telephone Company) soon had cause to be more upset as Cap’t Crunch munchers (and may others) were soon costing the company millions in revenue by using generated tones to “fool” their automated system into connecting calls “for free”.

Cap’t Crunch's current nutritional facts.

Although in the 1960s the breakdown of the ingredients seems never to be published, it's believed the modern version (as for most cereals) contains less sugar.  The law requiring these labels (listing fat, salt, sugar, chemicals, vitamins) on the packaging of processed food was passed during the Nixon administration (1969-1974) so all in the pro ana community and other calorie-counters are indebted to Richard Nixon. 

In the 1960s, folk getting free phone calls was quite something because not only were calls then expensive (charged by the minute) but just about every connection beyond a “local call” was then subject to a tool and the greater the distance (which could be the next suburb) the higher the charge.  Most phone phreaking wasn’t done with the whistles but by the use of purpose-built electronic tone generators (known a “blue (or black, green, red etc) box”), many of which were produced in some volume and traded on a vibrant black market.  Predictably, universities were a hotbed of phreaking because in such places there was a (1) a large number of young people often far from family and friends and (2) easy access to the expertise and components needed to build the boxes.  Although they can no longer be used to defraud telcos, as a nostalgia piece reproductions of the whistles are now available in twenty-first century designer colors and they retain the same capacity to annoy parents.

Pagophagia

Pagophagia (pronounced pag-off-faghia)

(1) The excessive and constant eating of ice, often as part of extreme dieting.

(2) A craving to eat ice, sometimes associated with iron-deficiency anemia.

Pre 900: A compound word, the construct being págo(s) + -phagia.  Págos is from the Byzantine Greek, the perfective stem of ἔφαγον (éphagon) (I ate; I devoured), singular first-person aorist active indicative form (by suppletion) of ἐσθίω (esthíō) (I eat; I devour).  Phagia is from the Ancient Greek πάγος- (phag-) (stiff mass; frost; ice) from pēnunai, (to stick, stiffen), from the primitive Indo-European root pag.  It was used also in a derogatory, figurative sense to describe a cold, unfriendly person (in the sense of one metaphorically cold like ice).  The nouns pagophile & pagophily and the adjective pagophilic reference species which prefer (ie are adapted to) ice as a habitat.  Pagophagia is a noun and pagophagic is a noun & adjective; the noun plural is pagophagics.

Ice, diet and the DSM

Pagophagia (the excessive consumption of ice or iced drinks), is often regarded as a recent phenomenon and a novel manifestation of pica (a disorder characterized by craving and appetite for non-edible substances, such as ice, clay, chalk, dirt, or sand and named for the jay or magpie (pīca in Latin), based on the idea the birds will eat almost anything) but in texts from Classical Greece are warnings in the writings of both the physician Hippocrates (circa 460–circa 370 BC) and the polymath Aristotle (384–322 BC) concerning the dangers of the excessive intake of cold or iced water.  The cause of the death of Theophilus (Byzantine (Eastern Roman) Emperor 829-842) was officially dysentery but, based on the original texts of Byzantine historians and chroniclers of the era, modern researchers speculate the cause of death may have been related to Theophilus' pagophagia (snow eating), a long-time habit he indulged to relieve the symptoms of gastric inflammation.  In the medical literature, from the sixteenth century on, there are discussions and illustrative case histories about the detrimental effect of immoderate usage of cold water, ice and snow, frequently in the context of eating disorders, another range of conditions with a long history.

A noted feature of the fifth edition of the American Psychiatric Association's (APA) Diagnostic and Statistical Manual of Mental Disorders (DSM-5 (2013)), was the more systematic approach taken to eating disorders, variable definitional criteria being defined for the range of behaviours within that general rubric.  What may have appeared strange was including the ice-eaters within the psychological disorder Pica which is characterized by the manifestation of appetite for non-nutritive substances including sharp objects (acuphagia), purified starch (amylophagia), burnt matches (cautopyreiophagia), dust (coniophagia), feces (coprophagia), sick (emetophagia), raw potatoes (geomelophagia), soil, clay or chalk (geophagia), glass (hyalophagia), stones (lithophagia), metal (metallophagia), musus (mucophagia), ice (pagophagia), lead (plumbophagia), hair, wool, and other fibres (trichophagia), urine (urophagia), blood (hematophagia (sometimes called vampirism)) and wood or derivates such as paper & cardboard (xylophagia).  DSM-5 also codified the criteria for behaviour to be classified pica.  They must (1) last beyond one (1) month beyond an age in infancy when eating such objects is not unusual, (2) not be culturally sanctioned practice and (3), in quantity or consequence, be of sufficient severity to demand clinical intervention.  Interestingly, when the text revision of DSM-5 (DSM-5-TR, 2022) was released, the sentence “individuals with atypical anorexia nervosa may experience many of the physiological complications associated with anorexia nervosa” was added to the description of the atypical anorexia nervosa example to clarify that the presence of physiological consequences during presentation does not mean that the diagnosis is the (typical) anorexia.  However, it must be remembered the DSM is a tool for the clinician and, while it can be a useful source document for the lay-reader, there are other publications better suited to those self-diagnosing or informally assessing others.  An individual for whom the only symptom of pica is abnormally high and persistent ice consumption doesn’t of necessity need to be subject to the treatment regime imposed on more undiscriminating consumers.

One of the reasons pagophagia is one of the more-researched and better-documented examples of pica is its strong association with iron deficiency anemia (the word in modern use unrelated to ischemia (local disturbance in blood circulation) which well into the twentieth century was sometimes a synonym), something which manifests especially in women as one of the consequences of the menstrual cycle.  The research has established there’s a high prevalence of pagophagia in patients with iron deficiency which tends to disappear once treated although the mechanism isn’t fully understood.  One theory is chewing ice temporarily increases alertness in those with iron-deficiency–related fatigue, possibly by improving cerebral blood flow or nerve conduction.  Pagophagia is thus unusual among the picas in that it’s a “red-flag symptom” in hematology whereas the others tend to be of interest to nutritionists and the psychiatric community.  The correlation is not absolute because not all pagophagics suffer an iron deficiency; for some it’s the pleasure or the crunch, the oral stimulation or merely a habit but if the craving is strong or compulsive, the usual recommendation is the use of supplements (ferritin, serum iron, transferrin saturation, hemoglobin).

One cube at a time.

The pro-ana community does recommend the eating of ice, not merely as a food substitute but because the body needs to burn energy both to melt the ice and subsequently restore the body to its correcting operating temperature.  With frozen water, this effect is greatest in negative calorie terms but the discount effect applies even to iced confections.  If a frozen confection is listed as containing a calorie content of 100 (25 grams of carbohydrate @ 4 calories per gram), this does not include the energy the body expends to melt the ice and the net consumption is actually around 72 calories.

All things in moderation: Lindsay Lohan enjoying ice-cream and (an allegedly virgin) iced mojito, Monaco 2015.

Pro-ana does NOT however approve of frozen confections, the preferred one litre of frozen water containing zero calories yet demanding of the body a burn of around 160 calories to process, the energy equivalent of running one mile (1.6 km).  The practical upper limit per day appears to be between 3-5 litres (.67 / .8-1.1 / 1.3 (US / Imperial) gallons) depending on the individual and it’s speculated a daily intake much over eight litres may approach toxicity, essentially because the localized symptoms would be similar to hypothermia and some organs fail optimally to work when body temperature drops too much.  Paradoxically, pro-ana also notes, ice shouldn’t be eaten when one is too hot.  After running, the body actually exerts energy through the active effort of dissipating excess heat and if one were to ingest large amounts of ice as one was cooling off, some of the heat generated would be neutralized by the coolness of the ice, minimizing some of the energy burning benefits.  There’s also the need to avoid dental damage; pro-ana recommending it be allowed to melt in the mouth or consumed as shaved ice.

Bugeye & Frogeye

Bugeye (pronounced buhg-ahy)

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

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

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

Frogeye (pronounced frog-ahy or frawg-ahy)

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

(2) A plant disease so characterized.

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

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

Bugeye or frogeye: The Austin-Healey Sprite

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

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

1963 Lightburn Zeta (left) 1964 Lightburn Zeta Sports (centre) & Lightburn Zeta Sports with "sports lights" (right).  Not everything in the 1960s was groovy. 

1949 Crosley Hotshot.

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

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

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

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

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

The class-winning Austin-Healey Sprite, Coupe des Alpes rally, 1958.  With its goofy bugeyes and "grinning grill", the Sprite was often anthropomorphized.  It was part of the little machine's charm and, cheap to run and easy to tune, Sprites were for decades a mainstay of entry-level motorsport and still appear in historic categories.  For years they were cheap so predictably were repowered by more powerful engines including V8s, the transplantation of which could be challenging, as was the subsequent driving experience.

An Italian Bugeye: Pininfarina's Ferrari 330 GTC Speciale

1968 Ferrari 330 GTC.

Introduced at the 1966 Geneva Auto Show, the 330 GTC was an important model for Ferrari and something of a watershed, the model defining the template which would be used for a succession of grand touring models which profitably could be manufactured and sold in volumes which, by Ferrari’s historic standards, constituted mass-production.  Between 1966-1968 597 were built (the of-quoted 598 said to be a double-counting of one chassis number), buyers attracted not only by the style but also creature comforts like air-conditioning and electric windows.  Additionally, there had been refinements to extend the appeal beyond those drawn to the faster but more raucous sports cars, independent rear suspension meaning the ride was softer and the attention paid to NVH (noise, vibration and harshness although the acronym wasn’t then in use in Italy where all three qualities still had a following) meant merely the thing was less tiring (noise is a source of stress); the 330 GTC was said to be the first Ferrari in which the radio genuinely was usable.  Styled by Pininfarina, taking cues from the 500 Superfast (1964-1966) at the front and the 275 GTS (1964-1966) to the rear, it shared the 2,400 mm (94½ inch) wheelbase of the 275 GTB (1964-1968).  A lovely, elegant shape which aged well, it wouldn’t seem to need enhancement but Pininfarina did just that, using the 330 GTC as a test-bed for a number of design studies, some of the details almost imperceptible and some obvious.

1964 Ferrari 330 GT 2+2 (left) and 1967 Ferrari 365 California Spyder (right). 

Of the latter, the most obvious was the addition of a pair of Supervis (super vision) driving lights in retractable housings, as used on the Ferrari 365 California Spyder (1966-1967).  By the mid 1960s, integrated quad headlights had for a decade been a part of mainstream design but their appearance on a Ferrari  had not met with universal praise, the 330 GT 2+2 (1964-1967) produced for its first two seasons with four but reverting to what was judged a more aesthetically accomplished pair for the rest of its run.  Speeds however were rising and the networks of European roads designed for high speed cruising rapidly were being extended and the need for better headlights was acknowledged.  Soon, technology would provide that but in the short term the solution was to add another pair and the retractable units on the Superfast were a way to do that without compromising the marque’s recognizable design language.  It was only on the Superfast the Supervis lights were standard equipment and they appeared on only two of the four 330 GTC Speciales along with a handful of regular production 330 GTC (fitted upon customer request, most sources suggest only three took up the option) and the clearly limited demand, coupled with the labor-intensive installation process, dissuaded Ferrari from extending availability as early as 1965 they appear to have vanished from the option list.  Not until compelled by US regulators a half-decade later would the factory return to retractable headlights, by then in a symmetrical quad.

Ferrari 330 GTC Speciale (serial number 8727, Pininfarina construction number CO 004, left) and in bug-eye mode (right).  This does hint why rarely are the the 365 California Spyders photographed with headlights raised. 

The brace of Supervis on chassis 8727 had a history.  Sometime prior to 1988 the front of the car had been damaged and when repairs were effected, the bug-eye lights simply were removed, the suddenly gaping apertures covered with a plug from sheet aluminium; once painted, the nose again resembled that of the standard 330 GTC the car had once been.  It was only during a later restoration the plugs were discovered and information was sought from Pininfarina which provided details of the history.  Obviously the rotating mechanisms were no longer available so those on one of the 14 365 California Spyders were removed and disassembled, allowing every part exactly to be duplicated, a process as expensive as it sounds and, adding to the cost, it was necessary to fabricate a new nose-cone because the existing metal surrounding the plugs had become too fragile to support the weight.

Skinnytoker Trindalyn Mackenzie skinnysplaining that "skinny isn't owned, it's rented".

The bug-eye look was adopted by the skinnytokers (the skinnytok community said to be "the acceptable pro ana") because the exaggerated size of the frames and lens creates the visual illusion of making the face appear thinner although Trindalyn Mackenzie seems anyway splendidly slender.  

A French bugeye: The Matra 530SX

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

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

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

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

Vis-à-vis: Matra 530: The LX (left) and the SX (right).

Using three-numeral numbers for car names is not unusual but usually the reference is to engine capacity (in the metric world a 280 being 2.8 litres, a 350, 3.5 litres etc while in imperial terms 350, 427 etc stood as an indication of the displacement in cubic inches).  Buick proved a contrarian, their 445 V8 gaining the name from its torque rating and the company used 225 in honor of the impressive 225 inch (5.7 m) length of the the 1959 Electra (Jayne Mansfield (1933–1967) died in a 225), sticking to to it for years even as the thing grew and shrunk and there have been many three-digit numbers which indicated a model's place in the hierarchy, the choice sometimes seemingly arbitrary.  Porsche in 1963 thought 901 was innocuous but Peugeot objected, claiming an exclusive right (for cars sold in France) to the use of three digit numbers with a central "0".  At that point Mercedes-Benz had in France been for a decade been selling the 300 and were about to release the 600 so it seemed an ambitious claim but, given the advice the case would be heard in a French court (which meant the French would win), Porsche renamed the thing 911 and the rest is history.  The "Letter Series" Chrysler 300 gained the name from its industry-leading 300 horse power, 331 cubic inch (5.4 litre) V8 and such was the reputation the thing soon established that even though over the following eleven years displacement and power both rose, the "300" model designation was retained, the allure so strong there was a twenty-first century revival.  Even now, 300 sounds an impressive number if linked to horsepower while the "110" used by both Austin and Wolseley doesn't stir the imagination, even though it denoted a useful 11% jump in horsepower from the previous 99.  The three-dozen odd models of the French Monica (1971-1975) were all called "560" because although Chrysler invoiced the company for "340 cid" (cubic inch displacement) V8s, to have called it the 340 would have baffled many in Europe for whom inches were mysterious so 560 it was, a familiar allusion to its 5.6 litres.  Unfortunately, after the ripples of the first oil shock washed over Europe after 1973, engines of that size become suddenly unfashionable and Monica was doomed along with most of the once lucrative trans-Atlantic ecosystem.  

1971 Chrysler (Australia) VG Valiant Regal 770 Hardtop.

Perhaps because 220, 440, 330 and such can be multiples of amicable numbers (and thus possess a beauty for mathematicians), they seem to have been used as model designations unrelated to the three numeral string’s usual function of (usually with some rounding up or down) indicating engine displacement (Kawasaki 440=440 cm3; Mercedes-Benz 220=2.2 litres; Oldsmobile 330=330 cid etc). AMC (American Motor Corporation) had the most complete sequence, using 220, 330, 440, 550, 660, 770, 880 & 990 to tag a model’s place in the hierarchy and in Australia Chrysler used 660 and 770 for their blinged-up Hillman Hunter and Valiant respectively; they also called the Hunter a “Royal” in case 660 was too abstract for the colonials. There, Ford's Mark 1 Cortina was sold as a 220 (the so-called "poverty" model which was a two-door without even a standard heater so it could be advertised at the lowest possible price) & 440 (the better equipped four-door version).  When a two door version with the 440 equipment levels was released, instead of 330 it was called 240. Confusingly, in the US during the late 1960s and early 1970s, some of Chrysler Corporation's models used 440 as a trim level designation at the same time their 440 cubic inch (7.2 litre) V8 was widely available although the 440 V8 wasn't available in the "440" models; that must have made sense to someone on the executive floor.  550 is also a footnote because the Mercedes-Benz R230 (2001-2011) was unusual because of the quirk of the SL 550 (2006-2011), a designation used exclusively in the North American market, the RoW (rest of the world) cars retaining the SL 500 badge even though both used the 5.5 litre (333 cubic inch) V8 (M273).

1989 ZIL-41052 presidential limousine (one of 13 built) used by both comrade Mikhail Gorbachev (1931–2022; Soviet leader 1985-1991) and former comrade Boris Yeltsin (1931–2007; President of Russia 1991-1999).  Comrade Gorbachev is standing third from left.

Apparently, the number "7" is among people with a preference for such things the "most popular number" and this seems to be neither culturally no gender nor specific.  Having a "favorite number" for reasons unrelated to connection with anything else is a real phenomenon and is not restricted to synesthetes although presumably their experiences provide at least some empirical rationale for a preference.  Historically there are things in seven ("seven seas", "seven wonders of the ancient world" etc) and Christianity, as well as assuring us God rested on the seventh day after creating all in six, lists the "seven deadly sins" for us to avoid, lest we been damned for eternity to Hell.  Mathematicians note that of the ten numerals it has certain unique properties but this isn't thought to account for the attraction and it may be nothing more than the character "7" being thought visually attractive and the pronunciation of "seven" being pleasing.  Since 1995 Boeing has produced the 777 airliner and as well Chrysler and AMC, there have been other cars called 770, including one which became infamous for its later association with Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945): The Mercedes-Benz 770 & 770K, produced in two generation (W07, 1930-1938 & W150, 1938-1943), known also as the Grosser (grand) Mercedes.  The 770's gained their name from the 7.7 litre (468 cubic) inch straight-eight engines (many of which were supercharged) although when the Soviet 7.0 litre (425 cubic inch) V8 ZIL 117 was upgraded (as the 4104) to a 7.7 litre V8, there was no use of "7" in the title and only one did one appear in the nomenclature used for its successors (1985-2010).

Hongqi CA770 four-door cabriolet with comrade chairman Mao Zedong (standing centre) holding the "handle-bar"); comrade vice charman Lin Biao to his left.  The image was taken at the dawn of the Cultural Revolution (1966-1976), Tiananmen Square, Peking (Beijing), 1966.

The big ZILs were allocated almost exclusively to senior figures in the Communist Party and that was true of its Chinese counterpart, the Hongqi CA770; like the Soviet ZILs, the Honqqis owed much (borrowed, stolen, copied) to the West and in some case the Chinese even used some US built-V8 engines.  Among the most photographed of the CA770s were the four-door cabriolets (complete with suicide doors) in which would stand CCP (Chinese Communist Party) worthies like comrade Chairman Mao Zedong (1893–1976; CCP chairman 1949-1976), comrade Lin Biao (1907–1971; CCP vice chairman 1958-1971) and comrade Zhou Enlai (1898–1976; premier of the People's Republic of China (PRC) 1949-1976), waiving to dutifully assembled peasants, hopefully grateful for being able to buy their bicycles.  Neither the CA770 or its successors used engines as large as the Mercedes-Benz or the ZILs but all consumed fossil fuel and discharged greenhouse gasses in volumes which would have appalled Greta Thunberg (b 2003).

Nor is a link with the materiel of the military unusual, the names of warships have been borrowed and Chevrolet used Corvette as a deliberate allusion to speed and agility but an air-to-air missile was an unusual source although Dodge did once display a Sidewinder show car.  Eventually the Corvette did live up to its name although the humble Triumph Spitfire was a far cry from the fighter aircraft which became famous in the Battle of Britain (1940).  At the time though, it wasn't the Matra's name which attracted most comment.  There have been quite a few French cars which looked weirder than the 530 but the small, mid-engined sports car was visually strange enough although, almost sixty years on, it has aged rather well and the appearance would by most plausibly be accepted as something decades younger.  The automotive venture wasn’t a risk for Matra because it was a large and diversified industrial conglomerate with profitable interests in transport, telecommunications, aerospace and of course defence (missiles, cluster-bombs, rockets and all that).  As things transpired, the automotive division would for a while prove a valuable prestige project, the participation in motorsport yielding a Formula One Constructors’ Championship and three back-to-back victories in the Le Mans 24 hour endurance classic.

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

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

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

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

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

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

1955 Mi-Val Mivalino with PAV 40 Trailer (left & right).  The frog (centre) is a ceramic by Fantastic Froggos.

Founded in 1950 in Gardone, Valtrompia, Italy to produce economical transport vehicles for the home market, Mi-val (Metalmeccanica Italiana Valtrompia) in 1953 gained a licence from FRG (Federal Republic of Germany, the old West Germany) manufacturer Messerschmitt to produce a version of their three-wheel micro-car.  Although using an Italian engine (an air cooled, 2-stroke, 171.7cm³ (10.5 cubic inch) single-cylinder unit) and a number of locally produced trim parts, most of the components were supplied as a kit to be assembled in Gardone but although the construction quality was high, demand never matched what Messerschmitt achieved in the FRG and the last of the 100-odd Mivalinos was made in 1955.

Ready to take to the Autobahn in pursuit of Porsches: Messerschmitt KR175 Kabinenrollers.

In the aftermath of World War II (1939-1945), there was a resolve among the victorious allied powers that Germany should be prevented from again building the military capacity to threaten the peace in Europe as had happened twice in the twentieth century, each time resulting in history’s most destructive wars.  Among the many restrictions imposed on German industry was a prohibition on the manufacture of aircraft, a technology which had emerged as a decisive strategic weapon and at the time the only creditable delivery system for the then novel atom bomb.  Germany’s surviving aircraft industry thus turned to other sectors, choosing where possible products most suited to their experience, plant and workforce, cars an obvious venture.  Like others, Messerschmitt had expertise in steel fabrication, the use of aluminium and advanced aerodynamics and there being a demand for small, economical and low-cost vehicles, the company created a “micro-car”, a three-wheeler which was a kind of motorcycle with enveloping bodywork, designed to accommodate two or three (although, as the contemporary photographs confirm, often more were crammed in).  The aptly-named Messerschmitt Kabinenroller (Cabin Scooter) was produced in both three and four wheeled form between 1953-1956 and although the engines were small, the performance was adequate even for Autobahn use because, reflecting the experience in aviation, the small machines were light and drag was low, the aerodynamics sound.  The most distinctive feature was the Perspex canopy, recalling the company’s wartime fighter aircraft and it afforded outstanding all-round visibility but on sunny days the heat build-up created a mini-greenhouse effect so removable shades were soon popular.

1959 Fahrzeug- und Maschinenbau (Messerschmitt) “Tiger” Tg500.

It wasn’t long after the end of hostilities that the threat of the Soviet Union’s divisions (and after 1949 its nuclear arsenal) replaced the fear of a resurgent Germany as the West’s strategic world view and in 1955, the FRG was admitted to membership of NATO (North Atlantic Treaty Organization, 1949).  One implication of all this was that West Germany was allowed to re-enter the aviation business so the Kabinenroller business was in 1956 sold to Fahrzeug und Maschinenbau which, in even reducing volumes, continued production until 1964.  By then, demand for micro-cars had fallen below the level required for profitability, the quirky sector suffering not only from the effects of the increasing prosperity delivered by the FRG’s post-war Wirtschaftswunder (economic miracle) but also the new generation of small cars such as the BMC (British Motor Corporation) Mini (1959-2000) and Fiat 500 (1957-1975) which, for only slightly more money, were perceived as scaled-down versions of “real cars” rather than a motorcycle with a body.