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).

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) 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 it wasn't initially realized that 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 some 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.

The 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.

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 et al stood as an indication of the displacement in cubic inches).  Buick used 225 in honor of the impressive 225 inch (5.7 m) length of the the 1959 Electra, 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.  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.  At the time though, it wasn't the Matra's name which attracted most comment.  There have been 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 labelled 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.

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 actually much-admired), 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.

Sinecure

Sinecure (pronounced sahy-ni-kyoor or sin-i-kyoor)

(1) An office or paid position requiring little or no work, often one with no formal duties (historically sometimes as sinecure post).

(2) An ecclesiastical benefice without cure of souls (a clerical appointment to which no spiritual or pastoral charge was attached (obsolete)).

(3) Figuratively, something having the appearance of functionality without being of any actual use or purpose.

1655–1665: From the Medieval Latin phrase beneficium sine cūrā (a benefice granted without cure of souls (care of parishioners), the construct being benefices + sine (without) + cūra (care).  The construct of the Latin benefium (beneficent) was bene- (well, good) +‎ -ficus (the suffix denoting making) + -ium.  The –ium suffix (used most often to form adjectives) was applied as (1) a nominal suffix (2) a substantivisation of its neuter forms and (3) as an adjectival suffix.  It was associated with the formation of abstract nouns, sometimes denoting offices and groups, a linguistic practice which has long fallen from fashion.  In the New Latin, it was the standard suffix appended when forming names for chemical elements.  The derived forms include sinecureship, sinecurism, sinecural & sinecurist; the noun plural is sinecures.

The sinecure was a creation of medieval ecclesiastical law and referred to a situation in which the rector (with an emolument) of a parish neither resided in nor undertook the liturgical and pastoral functions of a cleric in the benefice but had a vicar serving under him, endowed and charged with the cure (pastoral care) of the parishioners.  From this the secular world borrowed the word to refer to an office or appointment which yields a revenue to the incumbent, but makes little or no demand upon their time or attention.  In ecclesiastical usage a sinecure was (1) a benefice of pecuniary value, a rectory, or vicarage, in which there is neither church nor population, (2) a benefice in which the rector receives the tithes, though the cure of souls, legally and ecclesiastically, belongs to some clerk or (3) a benefice in which there are both rector and vicar, in which case the duty commonly rests with the vicar, and the rectory is called a sinecure; but no church in which there is but one incumbent is properly a sinecure.  Presumably to avoid any clerical rorting of the system, as a technical point, ecclesiastical law noted that were a church to cease to exist or a parish become destitute of parishioners, a sinecure would not be created because the incumbent remained under obligation to perform divine service if the church should be rebuilt or the parish become inhabited.

Sinecures were for centuries a feature of the operation of Church and State in England and, as a useful form of patronage (and sometimes blatant corruption), they lasted until abolished by parliament in 1840.  They’d any way by then substantially fallen into disuse, few existing after the reform acts of the 1830s although they remained a favorite of novelists who enjoyed the possibilities their absurdity offered as a literary device, Anthony Trollope (1815–1882) in Barchester Towers (1857) memorably recounting the tale of the prebendary Dr Vesey Stanhope who spent a dozen years in Italy recovering from a sore throat, his time absorbed in catching butterflies.  Although sinecures vanished from ecclesiastical law, they remained an aspect of ecclesiastical life, under-employed clerics sometimes the subject of the same acerbic comments indolent tenured professors attract in campus fiction. 

In politics, sinecures evolved along three forks.  The first was as a formal device to allow political formations to coalesce, sinecures (the most obvious of which is the seemingly mysterious “minister without portfolio”) handy appointments when the need existed to pad out a ministry to fulfil the agreements entered into to form the coalitions necessary to secure a majority.  The second use of sinecures some claim are actually a form of corruption.  There are appointments made for base political reasons such as a means of disposing of someone suddenly inconvenient or as payment for political favors; such “jobs for the boys” (a few of which are “given” to women and the gender-neutral form “jobs for mates” is now preferred) are an integral part of modern politics.  In the Australian state of New South Wales (NSW), one premier was actually compelled to resign after an enquiry found one such appointment constituted corruption (a finding later overturned but many found the somewhat expanded definition of what actually constituted corruption to be compellingly convincing).  The sinecure also has a technical use in the operation of the UK parliament.  For historical reasons, members are not allowed to resign from the House of Commons but nor are members allowed simultaneously to hold what is termed “an office of profit under the Crown” and the conflictual interaction of these two provisions provide the mechanism by which a member may depart, the hollow shell of an ancient sinecure maintained for the purpose; once a member is appointed to the sinecure, their seat in parliament is declared vacant.

John Barilaro (b 1971) member of the NSW Legislative Assembly (Monaro) 2011-2021; cabinet minister 2014-2021 and Leader of the National Party (ex-Country Party) and thus deputy premier of NSW 2016-2021).  Mr Barilaro is pictured here with his family, May 2020.

In June 2022, Dominic Perrottet (b 1982, premier of NSW (Liberal) since 2021) announced the appointment of former deputy premier John Barilaro as NSW trade commissioner to the Americas, based in the US.  Responding to criticism this was another case of "jobs for mates", Mr Perrottet said Mr Bartilaro’s background and experience made him ideal for the role and he’d been selected not by the government but by recruitment firm NGS Global which conducted a "rigorous global talent search".  He was “…by far the most outstanding candidate" Mr Perrottet added.  Mr Barilaro seemed to agree, saying he would “…continue to build on what had already been achieved”.  One achievement of note was that the position of trade commissioner (believed to include an annual salary of Aus$400,000 and an expense account of a further Aus$100,000) was created while Mr Barilaro while a member of the NSW government although he insists this was entirely an inititive of the NSW Treasury.

Whether Mr Barilaro's appointment should be thought an example of horizontal or vertical integration attracted some interest but it certainly provides inspiration for politicians pondering their retirement planning (a task some suspect constitutes the bulk of most parliamentary careers): (1) create a number of highly paid statutory appointments (ie in the gift of a minister with no need to advertise the vacancy), (2) ensure the jobs don't require any skills or qualifications, (3) make sure at least some are based in a pleasant city in a first-world country, (4) design a job description that is vague and has no measure of success or failure & (5) arrange one's own appointment to the most desirable (methods will vary according to factional arrangements, favors owed etc).  Some probably consider this a plan B retirement scheme but it can be a lower-profile alternative to plan A which is (1) do some deal by which public assets are (sold, leased or in some advantageous way) made available to a corporation, individual, national entity etc & (2) do so in secret exchange for a lucrative (and especially undemanding) sinecure after retirement from politics.           

The reaction to the premier’s statement does illustrate the way the perception of a job can be changed according to circumstances of the appointment.  A job such as a trade commissioner would nominally be regarded as a conventional public service role, had it been filled by someone with an appropriate academic background or experience in trade or foreign relations but if given to an ex-politician, it can look like a sinecure, a nice retirement package with no expectation that KPIs or any of the other fashionable metrics of performance measurement will be much analyzed, either in New York or Sydney.

Still, Mr Barilaro has shown a flair for media management which would be handy in any foray into international relations.  In October 2021 he announced his separation from his wife of 26 years and it later transpired he was in a relationship with his former media adviser, such couplings apparently a bit of a National Party thing.  A few weeks later he concluded his valedictory speech in the NSW Parliament with the words "…one piece of advice: Be kind to each other. If we have learned anything over the past two years it is to be kind to each other."

On 30 June, following interesting revelations at a parliamentary enquiry convened to examine the processes which secured his appointment, Mr Barilaro announced he would not be taking the job.  "It is clear that my taking up this role is now not tenable with the amount of media attention this appointment has gained." he said in a written statement, adding "I believe my appointment will continue to be a distraction and not allow this important role to achieve what it was designed to do, and thus my decision."  In conclusion, he stated "I stress, that I have always maintained that I followed the process and look forward to the results of the review."

To the extent possible, he followed the politician's three-step playbook of how to try to extricate one's self from a tricky situation of one's own making: (1) blame the unfair media coverage, (2) assert there's been no wrong-doing but to avoid becoming a distraction for the party (usually expressed as "the government", "the state" etc) I am (withdrawing, resigning, standing aside etc) & (3) I am looking forward to spending more time with my family.  In the circumstances, he chose not to invoke step (3), that perhaps a bit much, even for Mr Barilaro.  The parliamentary enquiry however remains afoot (as does an internal review which may have a different agenda) and its findings should make interesting reading, students of the manufacture of sausages expected to be amused, if not surprised.

Velocity

Velocity (pronounced vuh-los-i-tee)

(1) Rapidity of motion or operation; swiftness; a certain measurement of speed.

(2) In mechanics and physics, a measure of the rate of motion of a body expressed as the rate of change of its position in a particular direction with time.  It is measured in metres per second, miles per hour etc.

(3) In casual, non technical use, a synonym for speed.

1540-1550: From the Middle French vélocité, from the Latin velocitatem (nominative vēlōcitās) (swiftness; speed), from vēlōx (genitive velocis) (swift, speedy, rapid, quick) of uncertain origin.  It may be related either to volō (I fly), volāre (to fly) or vehere (carry) from the primitive Indo-European weǵh- (to go, move, transport in a vehicle) although some etymologists prefer a link with the Proto-Italic weksloks from the primitive Indo-European weg-slo-, a suffixed form of the root weg- (to be strong, be lively). Although in casual use, velocity and speed are often used interchangeably, their meanings differ.  Speed is a scalar quantity referring to how fast an object is moving; the rate at which an object covers distance.  Velocity is the rate at which an object changes position in a certain direction. It is calculated by the displacement of space per a unit of time in a certain direction. Velocity deals with direction, while speed does not.  In summary, velocity is speed with a direction, while speed does not have a direction.  Velocity is a noun; the noun plural is velocities.

Great moments in velocity stacks

Velocity stacks (also informally known as trumpets or air horns) are trumpet-shaped devices, sometimes of differing lengths, fitted to the air entry of an engine's induction system, feeding carburetors or fuel injection.  Velocity stacks permit a smooth and even flow of air into the intake tract at high velocities with the air-stream adhering to the pipe walls, a process known as laminar flow.  They allow engineers to modify the dynamic tuning range of the intake tract by functioning as a resonating pipe which can adjust the frequency of pressure pulses based on its length within the tract.  Depending on the length and shape of the stack, the flow can be optimized for the desired power and torque characteristics, thus their popularity in competition where the quest is often for top-end power but the flow can also be tuned instead to produce enhanced low or mid-range performance for specialized use.

1973 McLaren M20C.

The 1968 McLaren M8A was built for the Canadian-American Challenge Cup (the Can-Am) and used a new aluminum version (later sold for street use as the ZL1) of the 427 cubic inch (7.0 litre) big-block Chevrolet V8.  Dry sumped and fuel injected, it was rated at 625 bhp.  A series for unlimited displacement sports cars, the wonderful thing about the Can-Am was the brevity of the rules which essentially were limited to (1) enclosed body work and (2) two seats (one of which was close to a fake).  With engines eventually growing to 509 cubic inches (8.3 litres) and reaching close to 800 horsepower, the McLarens dominated the series for five years, their era ended only by the arrival of the turbo-panzers, the turbocharged Porsche 917s which in qualifying trim generated a reputed 1500 horsepower.  The McLarens remained competitive however, the final race of the 1974 series won by a McLaren  M20.    

1970 Ferrari 512S.

Ferrari built 25 512S models in 1969-1970 to comply with the FIA’s homologation rules as a Group 5 sports car to contest the 1970 International Championship for Makes.  It used a five-litre V12 and was later modified to become the 512M which, other than modified road cars, was the last Ferrari built for sports car racing, the factory instead focusing on Formula One.

1965 Coventry Climax FWMW flat-16 prototype.

Coventry Climax developed their FWMW between 1963-1965, intending it for use in Formula One.  A 1.5 litre flat-16, both the Brabham and Lotus teams designed cars for this engine but it was never raced and the engines never proceeded beyond the prototype stage.  Like many of the exotic and elaborate designs to which engineers of the era were attracted, the disadvantages imposed by the sheer bulk and internal friction were never overcome and the promised power increases existed in such a narrow power band it’s usefulness in competition was negligible.  Even on the test-benches it was troublesome, the torsional vibrations of the long crankshaft once destroying an engine undergoing testing.  It was Coventry at its climax; after the débacle of the FWMW, the company withdrew from Formula One, never to return.

1970 Porsche flat-16 prototype.

Porsche developed their flat-16 in the search for the power needed to compete with the big-capacity machines in the Can-Am series.  Unable further to enlarge their flat-12, their solution was to add a third more cylinders.  As an engine, it was a success and delivered the promised power but the additional length of the engine necessitated adding to the wheelbase of the cars and that upset their balance, drivers finding them unstable.  Porsche mothballed the flat-16 and resorted instead to forced-aspiration, the turbocharged flat-12 so effective that ultimately it was banned but not before it was tweaked to deliver a reputed 1500+ horsepower in Can-Am qualifying trim and, in 1975, at the Talladega raceway it was used to set the FIA closed course speed record at 221.160 mph (355.923 km/h); the mark stood for five years.

1966 Ford 289 V8 in GT40 Mk 1.

Not all the Ford GT40s had the photogenic cluster of eight velocity stacks.  When the Ford team arrived at Le Mans in 1966, their Mk II GT40s were fitted with a detuned version of the 427 cubic inch (7.0 litre) big-block FE engines used on the NASCAR circuits and instead of the multiple twin-choke carburetors with the velocity stacks familiar to the Europeans, it was fed by a single four barrel unit under a fairly agricultural looking air intake.  On the GT40s, the velocity stacks looked best on the 289 and 302 cubic inch (4.7 & 4.9 litre) small-block Windsor V8s, the ones built with the four downdraft Weber carburetors thought most charismatic.

1967 BRM H-16.

In typically English fashion, the 1949 BRM V16 is celebrated as a glorious failure.  In grand prix racing, it failed for many reasons but in one aspect, it was a great success: the supercharged 1.5 litre engine generated prodigious, if hard to handle, power.  Not discouraged, when a three litre formula was announced for 1966, BRM again found the lure of sixteen cylinders irresistible though this time, aspiration would be atmospheric.  It actually powered a Lotus to one grand prix victory in Formula One but that was its sole success.  Although nice and short, it was heavy and it was tall, the latter characteristic contributing to a high centre of gravity, exacerbated by the need to elevate the mounting of the block to make space for the exhaust system of the lower eight cylinders.  It was also too heavy and the additional power it produced was never enough to offset the many drawbacks.  Withdrawn from competition after two seasons and replaced by a more conventional V12, the FIA later changed the rules to protect BRM from themselves, banning sixteen cylinder engines.

1969 Ferrari 312P.

Build to comply with Group 6 regulations for prototype sports cars, the Ferrari 312 P was raced by the factory towards the end of the classic era for sports car racing which dated back to the early 1950s.  Fielded first with a three litre V12, it was re-powered with a flat-12 in 1971 and has often been described as the Ferrari Formula One car with bodywork and while a simplification, given the engineering differences between the two, that was the concept.  It appeared on the grid to contest the World Sportscar Championship in 1969, a return from a year of self-imposed exile after one of Enzo Ferrari's many arguments with the FIA.  Needing reliability for distance racing, the Formula One engine was slightly detuned and, as in the open wheeler on which it was based, acted as an integral load-bearing part of the structure.  Unlike Ferrari's earlier sports cars, this time the classic array of Webber carburetors was eschewed, the velocity stacks sitting atop Lucas mechanical fuel-injection.

Albert Einstein, Lindsay Lohan and velocity

Velocity plays is a critical component in Albert Einstein’s (1879-1955) Special (1905) & General (1915) Theories of Relativity.  , profoundly influencing our understanding of space, time, and gravity.  In the Special Theory of Relativity, there is an explanation of the perception of “simultaneity”: events simultaneous in one frame of reference may not be simultaneous in another frame moving at a different velocity.  The critical implication of this wais that time was absolute but depends on the relative motion of observers.  This means a moving clock runs slower than one which is static (relative to the observer).  History’s second most quoted equation (number one said to be “2+2=4” although this is contested) is Einstein’s expression of mass-energy equivalence (E=mc²) which shows that mass and energy are interchangeable.  The significance in that of velocity is that as an object's velocity approaches the speed of light, its relativistic mass increases, requiring more energy to continue accelerating.  From this Einstein deduced the speed of light was the “universal speed limit” because for this eventually to be exceeded would require the input of an infinite amount of energy.  Whether such a state might have been possible in the first fraction of a second during the creation of the current universe remains a matter of speculation but as it now exists, the limit remains orthodox science.

The role of velocity in the General Theory of Relativity remains fundamental but is more complex still.  In addition to the dilation of time sue to relative motion, there is also “Gravitational Time Dilation” (due to relative motion, gravity itself causes time to dilate).  Objects moving in strong gravitational fields experience time more slowly than those existing in weaker fields.  Radically, what Einstein did was explain gravity not as a force (which is how we experience it) but as a curvature of space-time caused by the effects of mass & energy and the motion (and thus the velocity) of objects is is influenced by this curvature.  The best known illustration of the concept is that of “Geodesic Motion”: In curved space-time, a free-falling object moves along a geodesic path (the straightest possible between the points of departure & arrival). The velocity of an object influences its trajectory in curved space-time, and this motion is determined by the curvature created by mass-energy.

Two of Lindsay Lohan’s car most publicized car accidents.  All else being equal (which, as Albert Einstein would have explained, probably can’t happen), if an object is travelling at a higher velocity (in the casual sense of "speed"), the damage will be greater.  In these examples, at the point of impact, the Porsche 911 (997) Carrera S (2012, left) was travelling at a higher velocity than the Mercedes-Benz SL 65 AMG roadster (2005, right).

In classical (pre-Einstein) mechanics, the explanation would have been an object traveling at a higher velocity would have its kinetic energy increase quadratically with velocity (ie double the velocity and the kinetic energy increases by a factor of four.  In relativistic physics, as an object's velocity approaches the speed of light, its relativistic mass increases with velocity and relativistic mass contributes to the object's total energy.  For velocities much less than the speed of light (non-relativistic speeds (a car, even with Lindsay Lohan behind the wheel)), the increase in mass is negligible, and the primary difference is the increase in kinetic energy which follows the classical equation.  However, at velocities approaching the speed of light, both the kinetic energy and the relativistic mass increase significantly.  In a car crash, the main determinate of an impact's severity (and thus the damage suffered) is the kinetic energy:  A car traveling at a higher velocity will have significantly more kinetic energy, so any impact will be more destructive; the kinetic energy is determined by the square of the velocity meaning small a small increase in velocity results in a large increase in energy.  So, on the road, it’s really all about energy because the velocity attainable (relative to what’s going to be hit) means any increase in mass is going to be negligible.  However, were a car to be travelling at close to the speed of light the relativistic mass greatly would be increased, further contributing to the energy of the crash and making things worse still.

Meddle

Meddle (pronounced med-l)

(1) To involve oneself in a matter without right or invitation; to interfere officiously or unwantedly.

(2) To intervene, intrude or pry.

(3) To interest or engage oneself; to have to do (with), in a good sense (obsolete).

(4) To mix something with some other substance; to commingle, combine, blend (an obsolete form used between the fourteenth & seventeenth centuries by apothecaries and others (the synonyms being bemix & bemingle)).

(5) To have sex (a fourteenth century euphemism now obsolete except as in US regional slang, south of the Mason-Dixon line, also in the variant “ming”).

1250–1300: From Middle English medlen (to mingle, blend, mix), from the Anglo-Norman medler, a variant of Anglo-Norman and Old North French medler, a variant of mesler & meller (source of the Modern French mêler), from the Vulgar Latin misculō & misculāre, frequentative of the Latin misceō & miscēre (to mix).  The Vulgar Latin was the source of the Provençal mesclar, the Spanish mezclar and the Italian mescolare & meschiare), ultimately from the primitive Indo-European root meik- (to mix).  The similar noun mélange (a mixture, a medley (usually in the sense of "an uncombined mingling on elements, objects, or individuals”)) dates from the 1650s, from the fifteenth century French mélange, from mêler (to mix, mingle), from the Old French mesler (to mix, meddle, mingle).

The word began in the sense of “to mix” and was used by many in professions which dealt with the mixing of stuff (apothecaries, bakers, chefs et al) and for the late fourteenth century came to be used to mean "to busy oneself, be concerned with, engage in" which soon gained the disparaging sense of "interfere or take part in inappropriately or impertinently, be officious, make a nuisance of oneself", which was the idea of meddling too much, the surviving sense of the word.  Similarly, the noun meddler (agent noun from the verb meddle), evolved over the same time from a "practitioner" to "one who interferes with things in which they have no personal or proper concern; a nuisance".

The mid-fourteenth century noun meddling (action of blending) was a verbal noun from the verb meddle which evolved with the newer meaning "act or habit of interfering in matters not of one's proper concern"; it has been used as a present-participle adjective since the 1520s, most famously as “meddling priest”, a phrase which described the habit of Roman Catholic clergy to assume the right to intrude uninvited into affairs of state or the lives of individuals.  There appears to be no record of meddle being applied as a collective noun but “meddle of priests” is tempting (though suggestions for a clerical collective are many).

Meddle & meddled meddling are verbs, meddling is a verb & adjective, meddler is a noun and meddlingly an adverb.  Words which can to some degree be synonymous with meddle include to some degree includes hinder, impede, impose, infringe, intrude, tamper, advance, encroach, encumber, inquire, interlope, interpose, invade, kibitz, molest, obtrude, pry, snoop & trespass.  The derived forms include meddlement & meddlesome.

Three popes attended by a meddle of meddling priests during an ad limin.  Pope Saint John Paul II (1920–2005; pope 1978-2005) in 2004 (left), Pope Benedict XVI (b 1927; pope 2005-2013, pope emeritus since) in 2012 (centre) & Pope Francis (b 1936; pope since 2013) in 2019.  The ad limina visits (from the Latin ad limina apostolorum (to the threshold of the apostles) are obligatory pilgrimages to Rome made by all bishops, during which they pray at the tombs of Saint Peter & Saint Paul before meeting with the pope and Vatican officials.  During their ad limina, bishops present a quinquennial report of matters in their respective diocese, considered usually to represent the truth if not the whole truth.

One of the more memorable expressions of the tension between secular and ecclesiastical authority on Earth was "Will no one rid me of this turbulent priest?" (sometimes as "meddlesome priest" or "troublesome priest"), attributed to Henry II (1133–1189; King of England 1154-1189) and held to be the phrase which inspired the murder in 1170 of Saint Thomas Becket (circa 1120–1170; Archbishop of Canterbury 1162-1170).  Henry’s rant was a reaction to being told Becket had excommunicated some bishops aligned with the king and like the legendary invective of some famous figures (Oliver Cromwell, Adolf Hitler et al), are probably not a verbatim record of his words but certainly reflect his mood.  The familiar version dates from a work of history published in 1740, the influence apparently biblical, the debt owed to Romans 7:24: "O wretched man that I am! who shall deliver me from the body of this death? (King James Version (KJV 1611) and the work of subsequent authors does suggest Henry’s words were from the start understood as being a complaint to his staff that none of them appeared to have the initiative needed to act against the wrongs of the archbishop.  While not literally perhaps an order to commit murder, it seems at least to have been an inducement because it prompted four knights to travel to Canterbury Cathedral where they killed the archbishop either deliberately or as a consequence of him resisting attempts to drag him off to face Henry’s wrath.  The chain of events has been used to illustrate contexts as varied as chaos theory, plausible deniability and working towards the leader.

Chaos theory explores the idea that something apparently insignificant can trigger a chain reaction of events which conclude with something momentous.  The theory can be mapped onto any sequence of events, the interest being in tracking lineal paths in behavioral patterns which might appear random.  The sequence which lay between Henry’s words and the decapitation of the saintly archbishop was, by the standards of some of what’s been explored by chaos theory, simple and to some degree perhaps predictable but there was nothing wholly deterministic.

Some nefarious activity is wrongly attributed to the US Central Intelligence Agency (CIA) but it seems that genuinely they did coin the phrase plausible deniability.  It emerged in the post Dulles (Allen Dulles, 1893–1969; US Director of Central Intelligence (DCI) 1953-1961) aftermath to the Bay of Pigs fiasco and was a collection of informal protocols whereby senior government officials (particularly the president) were “protected” from responsibility by not being informed of certain things (or at least there being no discoverable record (a la the smoking gun principle)) which could prove transmission of the information.  Henry II’s "Who will rid me of this turbulent priest?" is a variation in that it once deconstructed, it can be interpreted as a wish the archbishop should in some way be “disappeared” yet is sufficiently vague that a denial that that was the intention is plausible.

It’s related too to “working towards the Führer” an explanation English historian Sir Ian Kershaw (b 1943) most fully developed as part of his model explaining the structures and operation of the Nazi state.  For decades after the war, there were those who claimed that because, among the extraordinary volume of documents uncovered after the end of the Third Reich, nothing had ever been found which suggested Adolf Hitler (1889-1945; Nazi dictator 1933-1945) had ever issue the order which triggered the Holocaust.  To emphasize the basis of their claims in this matter, some who wrote attempting to exonerate Hitler of his most monstrous crime styled themselves as “archivists” rather than historians, the heavy-handed hint being they were relying wholly on evidence, not speculative interpretation.  Kershaw’s arguments proved compelling and now few accept the view that the absence of anything in writing is significant and there’s no doubt Hitler either ordered or approved the Holocaust in its most fundamental aspects.

The “working towards the Führer” model did however prove useful in understanding the practical operation (rather than the theoretical structures) of the Führerprinzip (leader principle).  Throughout the many layers of the party and state which interacted to create the Third Reich, it’s clear that not only did Hitler’s words serve to inspire and justify actions of which the Führer was never aware but that much of what was done was based on what people thought he would have said had he been asked.  Hitler didn’t need to order the Holocaust because those around him worked towards what they knew (or supposed) his intent to be.

SLAPP

SLAPP (pronounced slap)

1980s: An acronym: Strategic Lawsuit Against Public Participation.  A lawsuit filed strategically by a corporation against a group or activist opposing certain action taken by the corporation, often to retaliate against an environmental protest.

The purpose of filing a SLAPP is to censor, intimidate, and silence critics by burdening them with the cost of a legal defense until they abandon their criticism or opposition.  Such lawsuits have been made illegal in many jurisdictions on the grounds they impede freedom of speech.  In legal terms, a suit found to be a SLAPP can be dismissed as an “abuse of process”.

The acronym was coined in the 1980s by two University of Denver academic lawyers.  It meant originally a “lawsuit involving communications made to influence a governmental action or outcome, which resulted in a civil complaint or counterclaim filed against nongovernment individuals or organizations on a substantive issue of some public interest or social significance."  The idea that a government contact had to be about a public issue, protected by the First Amendment, was later dropped and in the US, different jurisdictions attach different definitions, some even having legislated that it includes suits about speech on any public issue.  In Australia, the Protection of Public Participation Act (2008), unique to the Australian Capital Territory (essentially Canberra), protects conduct intended to influence public opinion or promote or further action in relation to an issue of public interest.  SLAPP suits existed long before the acronym was coined, the oldest involving the right to petition government in tenth century Britain and there is a clear nexus between First Amendment rights in the US and the seventeenth century English Bill of Rights.  Later, in the American colonies, the Declaration of Rights and Grievances (1765) emerged as an outgrowth of the reaction to the hated Stamp Act (1765), and included the right to petition King and Parliament.

The US Institute for Free Speech's (IFS) 2023 map of US states which have enacted "functionally robust" anti-SLAPP laws.  The IFS report card rated the states using the tradition school marking system (from "A" (excellent) to "F" (fail (in this instance "non-existent")) and interestingly, there is no clear Republican state / Democratic state divide.  The trend is though encouraging because in 2024 Maine, Minnesota and Pennsylvania have all enacted robust anti-SLAPP statutes.

Lalochezia

Lalochezia (pronounced lăl′ō-kē′zē-ə)

The emotional relief or satisfaction gained by using indecent or vulgar language; the use of vulgar or foul language to relieve stress or pain.

The construct was lalo(s) + -chezia.  Lalo was from the Ancient Greek λαλέω (laléō) (I talk, chat, prattle), from λάλος (lálos), thought probably of imitative origin and compared in that sense to the German lallen (to babble).  It may have been a reduplicated form of the primitive Indo-European lehz-, the cognates including the Latin lallō, the Lithuanian laluoti, the German lallen, the English loll & the Welsh llolian but etymologists caution that’s speculative and it may be merely onomatopoeic.  The English suffix –cheziz represented the Ancient Greek χέζω (khézō) (I defecate) + -ῐ́ᾱ (-íā), the suffix forming abstract nouns.

Lalochezia is a simple construction, the Greek lalos (talkative, babbling and loquacious) + khezo (I defecate) (which became the English suffix -chezia (defecation)).  The idea is thus the universally understood “talking shit” in the sense of filthy language.  Other similar constructions, both of which are probably as rare as lalochezia, include allochezia (either (1) expelling something other than feces from the anus or (2) expelling feces from somewhere other than the anus (curiously, two very different experiences described by the same word)) and dyschezia (a difficult or painful defecation).  Lalochezia is rare word certainly but when needed, nothing else works so well or with such economy of expression. 

If the word is rare, what is describes is anything but and there have been academic studies which confirm the effect is real: swearing or cursing in reaction to stress or pain does appear to reduce discomfort, the effect described as a form of stress-induced analgesia, the swearing due to a painful stimulus being a form of emotional response.  However, it remains unclear what the mechanism is which swearing induces to achieve the physical effect although it’s speculated swearing in response to pain or stress may activate the amygdala (one of the two regions of the brain, located as a pair in the medial temporal lobe, believed to play a key role in processing emotions (fear, pleasure et al) in both animals and humans) which in turn triggers a fight-or-flight response, this leading to a surge in adrenaline, a natural form of pain relief.

Lindsay Lohan, Los Angeles, 2010.

Lalochezia is of course inherently verbal but need not be oral and can even be nikehedonic (relief or satisfaction gained for an act done in anticipation of its effect).  In July 2010, Lindsay Lohan returned to court in the matter of an alleged violation of the terms of a probation order and it didn’t go well, a jail sentence of 90 days imposed which was bad but, due to chronic over-crowding in Los Angeles corrective facilities, she was released after a few hours which was good.  What attracted some interest was her manicure, the nails painted in a playful pastel psychedelia but what stood out was the middle finger where written in black was "fuck U", the “U” in what appeared to be upper-case script taken to be a hint at the intended emphasis.  The photos taken during the proceedings show her with the offending hand often covering the mouth, leading commentators to suggest the silent sentiment was aimed at the bench.  Whether this was an inventive form of visual dialogue (albeit one presumably scaled to be not within the judge’s field of view) or, as she subsequently claimed "a joke with a friend", regardless of the protection offered by the First Amendment, it’s a fashion choice few defense lawyers would suggest their clients should follow.