Talisman

Talisman (pronounced tal-is-muhn or tal-iz-muhn)

(1) A stone, ring, or other object, usually engraved with figures or characters supposed to possess occult powers and worn as an amulet or charm; believed to protect the wearer from evil influences

(2) Any amulet or charm.

(3) Anything or anyone, the presence of which exercises a remarkable or powerful influence on human feelings or actions.

(4) A trim option offered on the Cadillac Fleetwood (1974-1976).

1630–1640: From the French or Spanish talisman, partly from Arabic طِلَسْم‎ (ṭilasm), from the Late Greek télesmon (completion, performance, consecrated object), and partly directly from the Byzantine Greek τέλεσμα (télesma) (talisman, religious rite, completion), from τελέω (teléō), (to perform religious rites, to complete), from τέλος (télos) (end, fulfillment, accomplishment, consummation, completion”).  The Arabic word was also borrowed by Turkish, Persian & Hindi and the only explanation for the -n in western European languages is replicated error.  Derived forms are the adjectives talismanic & talismanical and the adverb talismanically.  The correct noun plural is talismans (talismen is non-standard).

Lindsay Lohan wearing "Evil Eye" talisman, Los Angeles, March 2011.

The Evil Eye is a talisman (or amulet), or talisman which is said to afford the wear protection against the forces of evil.  Examples of Evil Eye talismans have for some three-thousand years existed in many cultures and are documented in early examples of the art of Judaism, Islam, Hinduism, Buddhism and Christianity, the forms including the Hebrew Ayin Ha’ra, the Turkish Nazar Boncugu, the Italian Mal Occhio, the Farsi Bla Band, the Arabic Ayin Harsha, the Scots Droch Shuil, the Spanish Mal Ojo (or El Oja), the French Mauvais Oeil, the German Busen Blick and the Roman Oculus Malus.  The imagery is particularly ingrained in the Republic of Türkiye where the symbolism is visible on symbol on currency, in architecture and interior design and one is often hung from the necks of new-born children and even farm animals.

Freemason Evil Eye talisman.

Also known as the “Eye of Providence”, the symbol is not only part of Masonic ritualism but it appears on both the reverse of the US dollar bill (in a pyramid’s top cap) and the nation’s Great Seal.  Although many of the founding fathers of the US were confessed Freemasons, the official line is the unfinished pyramid was intended to symbolise “strength and duration”, with the 13 levels representing the original states which formed the US while the eye was there to acknowledge God’s sympathetic oversight of the fledgling nation.  It’s claimed the Freemasons had no involvement in these choices and that they didn’t even begin publicly to display the evil eye until well into the eighteenth century.  Whether prior to that they used it in secret is of course unknown and also a mystery is whether every member of the Secret Society of the Les Clefs d’Or is required to wear a concealed Masonic talisman.  It’s never been denied and unless there’s a defection from the cult, that too may remain a secret.

The Cadillac Fleetwood Talisman, 1974-1976

1971-1976 Cadillac Fleetwood.

Even by the standards of the American automobile of the time, the 1971 Cadillac was big.  Replacing the previous range which had run from 1965-1970, engineering innovations were limited and the changes were mostly cosmetic, much of the manufacturer’s attentions now devoted to conforming with the onrush of safety and pollution control legislation being imposed by governments.  In 1971 however, although somewhat detuned, the 472 cubic inch (7.7 litre) V8 was still rated at 365 gross horsepower and, with the emission controls still only rudimentary, retained the characteristics which by the early 1960s marked Detroit’s full-sized cars as having the world’s finest engine-transmission combinations.  Even though typically weighing over 5000 lbs (2300 KG) and built with few concessions to aerodynamic efficiency, Cadillacs had power enough for performance to be described usually as effortless.  Production volumes dropped in 1971 but that was because of difficulties in industrial relations and once new agreements were in place, sales quickly rebounded, records set in 1972 and again in 1973, Cadillac for the first time, producing more than three-hundred thousand cars.  There were however warning signs on the 1973 cars.  Although not yet the battering-rams which would later be bolted on, the bumper bars had grown bigger and heavier and for the first time, the emission controls began to be noticed, becoming intrusive by 1974, drivability suffering, power down and fuel consumption up.  The typical Cadillac owner might not have much noticed the additional fuel cost but they certainly noted, and complained about, the loss of power and occasionally stuttering engines.  Much worse was to come.

1973 would be the last good year for the “old” American economy which, sustained by the unusual circumstances of the post-war boom had, with the odd minor glitch, maintained an unprecedented general prosperity for over twenty years.  A generation now existed which knew no other world but the world shifted on 17 October 1973 when the first oil embargo was imposed, ending the boom which had been fed by cheap, limitless energy.  Suddenly, in the US, not only was gas (petrol) more expensive, the cost of a barrel of oil having quadrupled overnight, but there were, at least briefly, genuine shortages.  Even Cadillac owners with money enough to pay for a tank of gas found themselves in long queues, sometimes even unable to find any for sale.

1972 Oldsmobile 98 Regency interior in tufted, loose pillow style.

It was a short, sharp shock.  Oil supplies began again to flow within months but prices remained high.  Cadillac sales fell twenty-odd percent in 1974 but it was actually a good result, the company continuing to dominate its market sector, its results better than many.  The performance of the cars was less impressive, the bumpers ever bigger, the power lower and the driveability issues caused by the emission control devices worse.  At the time, there wasn’t much Cadillac could (or was prepared) to do about these things but resources were found to add even more luxury.  For years, the industry had been creating ever fancier versions of its lines, even the lower-priced being augmented with luxury versions, sometimes called “Brougham”, a moniker which came to be attached to the whole era.  Cadillac had long faced competition from Lincoln and Imperial but what must have been galling was the threat from within.  Oldsmobile, two notches down the GM pecking list from Cadillac, in 1972 introduced their “Regency” option, a package which essentially out-did Cadillac’s interiors with not just tufted velour upholstery but finished in a loose pillow style.  Cadillac had nothing like it but scrambled to respond, offering in 1973 the d'Elegance package, a US$750 option which included pillow-style velour seating as well as a more plush carpeting and bundled a few of the otherwise optional features.

1974 Cadillac Fleetwood Talisman rear compartment in Medium Saddle leather.

However, all the d'Elegance stuff did was match what others were doing and there was still the corporate memory of the Cadillac mystique, a hankering for the time when Cadillac had been the “standard of the world”, a reputation built in the 1930s on basic engineering such as almost unique sixteen cylinder engines and maintained a generation later with cars such as the Eldorado Brougham, times when the name stood for something truly impressive.  By 1974 the world had changed and such extravagances were no longer possible but what could still be done was to add more gingerbread and for 1974, Cadillac announced the Talisman package.  Much more expensive than the d'Elegance and consequently more exclusive, the Talisman included an extended centre console, the front section housing an illumined writing tablet, the rear a storage compartment.  This had been done before but never with this opulence although it had the effect of reducing the huge car, a size which historically been a six-seater, into something strictly for four.  The interior was available in four colors in "Medici" crushed velour at US$1800 or in two shades in leather at US$2450 at a time when the Chevrolet Vega, GM’s entry-level automobile of the era cost US$2087.  The Talisman additionally gained matching deep-pile interior carpeting and floor-mats, a fully padded elk grain vinyl roof, exterior badge identifications, a stand-up, full-colour wreath and crest hood ornament and unique wheel-covers.  For those who needed more, for an additional US$85, a matching pillow and robe was available although the robe unfortunately wasn't cut in leather.  Optioned with the leather package, a 1974 Cadillac Talisman cost about US$13,200, matching what the company charged for the even bigger Fleetwood Seventy-Five limousines.  The additional gingerbread wasn’t all that expensive to produce; what Cadillac was selling was exclusivity and the market responded, 1898 Talismans coming off the production line that year, all sold at a most impressive profit.  Most prized today are the relative handful trimmed in leather, the urban legend being all were in medium saddle with none in the dark blue which was listed on the option list.  If any were sold with the blue leather, none appear now to exist and Cadillac’s records don’t record the breakdown.

1975 Cadillac Fleetwood Talisman front compartment in rosewood velour.

The leather in either color didn’t anyway survive to the new model year, four colors of velour the only Talisman choices in 1975 and gone too was the rear-console extension, reportedly because of feedback from owners who either didn’t see the point or would have preferred the flexibility to carry an additional passenger.  It was an era of high inflation so the deletion of the hardware secured only a two-dollar reduction in price and in the gloomy economic climate of 1975, 1238 were sold.  The cars themselves were in their last days, huge dinosaurs unable to adapt to the shock of the new world they found around them though there were minor improvements.  Although engine size had been increased to 500 cubic inches (8.2 litres), output was down to 190 horsepower (although this was less of a drop from the 365 of 1971 because of the change in quoting power from gross to net) but the addition of catalytic convertors and later in the year, fuel injection, did allow some retuning, improving drivability.  The bumpers were the biggest yet and fuel economy, although improved, remained dire.

1974 Cadillac Fleetwood Talisman rear compartment in blue velour with optional pillows.  The pillows (which many would have described as "cushions") were also available on the Talismans trimmed in leather.  The world should have more leather pillows.

The end of the line came in 1976, the final year for the big Cadillacs which had evolved over three quarters of a century.  With so much corporate energy devoted to the new, smaller cars, little time was devoted to the dinosaurs, changes restricted to trim and details although the newly-legal rectangular headlights, adopted throughout the industry to permit lower bonnet lines and thereby slipperier aerodynamics, were spliced in.  Inside, new interior colors were offered and fake Rosewood replaced the simulated distressed pecan vinyl appliqués on the instrument panel, doors, and rear quarter trim.  Inspired by the Oldsmobile Regency which had caused such a stir in 1972, soft, thickly pillowed seats were now standard and the d'Elegance package with its accoutrements could still be added but bowing out after 1976 would be both the 500 cubic inch V8 and the Talisman package, available for its swansong in five colors at US$1813.  GM made no secret this was the last year of the big Cadillacs and sales spiked, a new record of 309,139 cars of which 1200 were Talismans.

Elite

Elite (pronounced ay-leet (U) or e-leet (non-U))

(1) The choice or best of anything considered collectively, as of a group or class of persons (often used with a plural verb).

(2) Historically, persons of the highest class (used with a plural verb).  Once associated mostly with high birth or social position (the aristocratic or patrician), it’s now a much applied and contested concept.

(3) A group of persons exercising the major share of authority or influence within a larger group.

(4) A typeface, approximately 10-point in printing-type size, widely used in typewriters and having 12 characters to the inch and now included in many digital font sets.

(5) Representing the most choice or select; best; of, relating to, or suitable for an elite; exclusive

1350–1400: From the Middle English (in the sense of "a person elected to office"), from the Middle French e(s)lit (chosen), feminine past participle of e(s)lisre & e(s)lire (to choose), from the Latin ēligere (to elect), the past participle electus; the source of the modern elect, election & related forms.  Variations are created as required such as anti-elite, global-elite, non-elite, power-elite & super-elite.  Words in a similar sense include exclusive, silk-stocking, aristocracy, celebrity, establishment, society, choice, cool, crack, elect, noble, pick, super, top, best, cream & gentility.  The alternative spelling is the French élite and use of the French pronunciation the "U" ay-leet rather than the "non-U" e-leet is one of the "class-identifiers" on which readers of publications like Country Life focus when meeting folk.

Use in English became more frequent after 1823 in the sense of "a choice or select body, the best part".  Earlier, in fourteenth century Middle English it had been borrowed from French with the meaning "chosen person" (and was used much in ecclesiastical documents to describe a bishop-elect) but had died out by the middle of the next century.  Elite was re-introduced to general use when it appeared by in Lord Byron's (1788-1824) epic poem Don Juan (1819-1824); it caught on and was by 1852 an adjective.  The noun elitism (advocacy of or preference for rule or social domination by an elite element in a system or society; attitude or behavior of persons who are or deem themselves among the elite) dates from 1951 and is an early example of the development of the language of critical theory which emerged, encouraged by the vast increase in the social sciences in the expanded universities of the post-war years.

IBM 12 Point Pitch 96 character "Golf Ball" Prestige Elite font for Selectric III Typewriter.

Introduced in 1961, the IBM Selectric (a portmanteau of select(ive) + (elect)ric)) was a landmark of modern industrial design and the last major advance in desktop document production before the word processor.  Built to the high standard for which IBM was once renowned, it allowed users to change font sets within seconds, simply by swapping the "element" which everybody except IBM staff (always in blue suits and white shirts) called "golf balls".  At the time the concept of a swappable character set was actually decades old and systems using flat, rotating "wheels" were the usual alternative approach but the Selectric did it best and in the 1960s there was still a enticing allure to the IBM name.  The most popular of the early fonts were Elite, Gothic & Courier (all available in several variations.  The first Elite typeface was released in 1920 and used by both typewriters and hot metal typesetting.  Prestige Elite (usually referred to as “Prestige” or “Elite”), was a monospaced typeface, created in 1953 for IBM and among the most popular of those available for the Selectric.  Optimized for the particular technology of the typewriter, Prestige Elite was characterized by the large x-height and moderate stroke thickness suitable for ribbon-based impact printing.  Unlike the similar Courier, the Elite sets did not transition to the digital age although TrueType, PostScript and other formats of variations of Elite are commercially available.

The rise in use of the adjective elitist (advocating or preferring rule or social domination by an elite element in a system or society; deeming oneself to be among the elite) is noted from the same era, the original adjectival examples including Sigmund Freud (1856-1939), Friedrich Nietzsche (1844–1900), and Thomas Carlyle (1795–1881).  The nous use quickly followed although some dictionaries insist it’s not attested until 1961.  The concept attracted much attention from sociologists exploring structures of power and the relationships between them, much discussed in Michael Young’s (1915-2002) The Rise of the Meritocracy (1958) although, while intended as a critique of a society increasingly divided between a skilled power-holding elite and a disenfranchised underclass of the less qualified, meritocracy, to the author’s disquiet, meritocracy (and meritocratic) evolved into a word with at least neutral and often positive connotations.

Shoes for elite feet: Lindsay Lohan in Isabel Marant Poppy Elite Suede Pumps in beige, New York City, August 2015.  Jeans for the elite now can affect the look of the tatterdemalion ("distressed" the industry term) which once was a mark of the clothing of the poor but they should include a label confirming their US$800 + cost, a particular art of "implied price-taggery". 

Charles Wright Mills (1916–1962 and usually styled C Wright Mills) was an American sociologist who published the much criticized but also influential The Power Elite (1956) which appears to have introduced the term to political criticism.  Mills took a structuralist approach and explored the clusters of elites and how their relationships and interactions works to enable them to exert (whether overtly or organically) an essentially dictatorial control over US society and its economy.  Mills, while acknowledging some overlap between the groups, identified six clusters of elites: (1) those who ran the large corporations, (2) those who owned the corporations, (3) popular culture celebrities including the news media, (4) the upper-strata of wealth-owning families, (5) the military establishment (centred on the Pentagon’s Joint Chiefs of Staff) and (6), the upper echelons of government (the executives, the legislatures the judges, the senior bureaucracy and the duopoly of the two established political parties.  The overlaps he noted did not in any way diminish the value of his description, instead illustrating its operation.

Although criticized as being more a left-wing polemic than conventional academic research (something from which Mills really didn’t demur), The Power Elite aged well and influenced many, the famous caution President Eisenhower (1890–1969; president of the US 1953-1961) issued in his valedictory address warning of the “military-industrial complex” was quite Millsian and a helpful contribution to the library of structuralism.  Generations of sociologists and others would develop his idea of the new and shifting construct of a ruling class and culture.  In recent years, elite has become a term used (usually between elites) as an accusation; elite populists finding their base responsive to the label being applied to those of whom they're anyway most suspicious: journalists, scientists, academics etc. 

The Lotus Elite

1959 Lotus Elite S1.

The design of the Lotus Elite (Type 14, 1957-1963) was a catalogue of innovation, some of which would have an immediate effect on the industry though some would proved too difficult to implement in mass-production and, except for the most expensive, impossible profitably to pursue on a smaller scale.  Most distinctive was a technique borrowed from aviation, the stressed-skin glass-fibre unibody which obviated entirely the need for a chassis or space-frame, the body an integrated, load-bearing structure.  The only substantial steel components were a sub-frame supporting the engine and front suspension and a hoop to which was attached the windscreen, door hinges and jacking points.  In an indication of how much things have changed, the hoop was the extent of passenger protection.

Club sandwich: The Elite's triple-layer monocoque.

Even had all the components been produced in accordance with the specification, many parts of the structure were so close to the point of failure that some revisions to the design would anyway have been necessary but the early cars were far from perfect.  The contact for the fabrication of the bodies had been won by a boat-builder, then one of the few companies with much experience in molding fibreglass.  However, the Elite was a more complex design than a boat hull and fibreglass was still a novel material, even Chevrolet in the United States, with access to the financial and engineering resources of General Motors, found early in the production of the Corvette there were lessons still to be learned.  After the first 250-odd were built, Lotus became aware there were problems, the need for a fix urgent.  Cleverly, the body consisted of three stressed-fiberglass layers which, when joined in a monocoque, created the bulkheads and eight torsion boxes gave the structure its strength and stiffness although the success was something of a surprise.  The designer, working in the pre-CAD era and with no experience of the behavior of fibreglass, had doubted the material would be strong enough so had the first prototype built with some steel and aluminum plates sandwiched between the layers with mounting brackets bonded in points at the rear to support the suspension and differential mountings.  In subsequent tests, these proved unnecessary but so poorly molded were many of the layers that structural failures became common, the resin porings of inconsistent thickness creating weaknesses at critical points, suspension struts and differentials known to punch themselves loose from mountings or even tear away chunks of the supposedly supporting fibreglass.

1962 Lotus Elite S2.

Needing an operation more acquainted with the tight tolerances demanded in precision engineering, Lotus switched suppliers, the molding contract granted to the Bristol Aeroplane Company. This transformed quality control and the remaining 750-odd Elites carried an S2 designation, the early cars retrospectively (but unofficially) dubbed S1.  Even so, despite the improved, lighter and stiffer shell, it would be another generation before the structural implications of fibreglass would fully be understood and the flaws inherent in the design remained, suspension attachment points sometimes still prone to detachment, Lotus content to the extent it now happened only under extreme loading rather than habitually.

Coventry Climax FWE, 1962 Lotus Elite S2 SE.

Improbably, the power-plant was the 1.2 litre Coventry Climax FWE (Fire-Water-Elite), an all-aluminum inline four cylinder engine which began life as the FWA (feather weight automotive), derived from a water-pumping unit for the UK Government’s fleet of fire-trucks but, small, light and robust, when tuned, it proved ideally suited to motorsport.  The first derivative for competition was the FWB, the unexpected fork prompting Coventry-Climax to rename to versions still used on fire-trucks to FWP (P=Pump).  The FWE was produced especially for the Elite but its qualities attracted a number of specialist race-car builders and in historic racing, the little powerhouse remains competitive to this day.

Nürburgring 1000 km, May 1962 (Hunt / Buxton (DNF)).

The combination of light-weight, a surprisingly powerful engine and a degree of aerodynamic efficiency which few for decades would match delivered a package with a then unrivalled combination of performance and economy.  On the road, point-to-point, it was able to maintain high average speeds under most conditions and only in then unusual places like the German autobahns with their unlimited speeds could heavier, more powerful machines assert their advantage.

Le Mans 24 Hour, June 1959.  Lotus Elite #41 leads Ferrari 250TR #14. The Ferrari (DNF) retired after overheating, the Elite finishing eighth overall, winning the 1.5 litre GT class.

On the circuits, it enjoyed an illustrious career, notable especially for success in long-distance events at the Nürburgring and Le Mans.  The frugal fuel consumption was an important factor too, as well as claiming five class trophies in the Le Mans 24 hour race, the Elite twice won the mysterious Indice de performance (an index of thermal efficiency), a curious piece of mathematics actually designed to ensure, regardless of other results, a French car would always win something.

Lotus Elite (Leo Geoghegan), Phillip Island, 1960.  That year an Elite would win the Australian GT Championship, contested on the Mount Panorama circuit at Bathurst. 

One problem however was never solved: profitability.  It was something which would plague the UK’s low-volume manufacturers throughout the 1960s, for, whatever the design and engineering prowess available, there was often a lack of financial acumen and accounting skills, many companies never fully evolving from their cottage-industry origins in a back shed, their administrative structures still close to the family business they had once been.  Whether Lotus lost quite as much per Elite as the legend suggests isn’t known but it certainly wasn’t profitable.  Those lessons were learned and the replacement, while less intriguing a design, would be easier to build, more reliable in operation and, compared to the Elite, mass-produced.  The replacement was called the Elan.

1975 Lotus Elite 503 (Type 75).

The Elite name was reprised.  Between 1974-1982, the Elite (Types 75 & 83) was one of a number of the then fashionable wedge-shaped designs which would litter the decade.  Effectively replacing the Elan +2, the new Elite was big and heavy by earlier standards, its performance in some aspects inferior to the Elan but it was a difficult era and many manufacturers with more resources did worse.  Later variations of this were called the Eclat and Excel but, like much of what was done in the 1970s, none are remembered with great fondness.

Lotus Elite Concept, 2010.

More promising was the Elite Concept, shown in 2010.  Hardly original, and actually derivative in just about every way, it nevertheless tantalized all with a specification list including Toyota’s fine 5.0 litre Lexus V8 but any hope of a production version vanished after one of the many corporate restructures undertaken in the wake of the global financial crisis (GFC, 2009-2011).

Elan

Elan (pronounced ay-lahn (U) or e-lan (non-U))

(1) Dash; impetuous ardor; a combination of style and vigour.

(2) In astronomy, as ELAN, the acronym of Enormous Lyman-Alpha Nebula (large gas cloud (nebula) larger than galaxies, found in intergalactic space).

1875–1880: From the Modern French, from the Middle French eslan (a dash, rush), noun derivative of éslancer to (dart).  Élan was thus a deverbal of élancer, the construct being é- (from the Old French es-, from Latin ex- & ē- (the prefix indicating away, moving away from) +‎ lan(cer) (from Old French lancier, from the Late Latin lanceāre, present active infinitive of lanceō, from the Latin lancea.  It was related to the Catalan llançar, the Italian lanciare, the Occitan and Portuguese lançar and the Spanish lanzar.  The sense is best understood by comparison with the French élancer (to throw forth) from the Classical Latin lancea (lance), the Roman auxiliaries' short javelin; a light spear or lance.  Ultimate root is thought to be Celtic/Celtiberian, possibly from the primitive Indo-European plehzk- (to hit) and connected also to the Ancient λόγχη (lónkhē).

Lindsay Lohan in hijab and halal make-up at the inaugural London Modest Fashion Week (LMFW), staged by London-based fashion house Haute Elan, February 2018.

Haute Elan is an interesting example of the novel corporate structures made possible by the distributed connectivity of the internet, acting as an umbrella organization for designers and distributers (output) and a kind of clearing house, offering a conduit for access and enquiries by media and customers (input).  For designers, the attraction is the association with a platform which can reduce the cost of promotional activities while allowing a brand to be built.  Pragmatically, it also reduces the cost of failure.

The companion word is the noun éclat (brilliant display or effect), also used by Lotus as a model name (Types 76 & 84; 1975-1982).  For elan, there’s really no exact single-word synonym in English, the closest including animation, ardor, dash, flair, impetus, life, oomph, panache, spirit, style, verve, vigor, vim, zest, zing, brio, esprit & impetuosity.  The usual spelling in English is elan and it’s often used with a modifier (eg “a certain elan”); the alternative spelling is the French élan.  The alternative spelling is the French élite and use of the French pronunciation the "U" ay-lahn rather than the "non-U" e-lan is one of the "class identifiers" on which readers of publications like Country Life focus when meeting folk.

The Lotus Elan

1962 Lotus Elan S1 DHC.

Lotus introduced the Elan in 1962, production continuing in four series until 1973, a companion four-seat (though really a 2+2) version made for a further two years.  Unlike the its predecessor, the exquisite Elite, the Elan would be offered as a convertible, the range adopting the English nomenclature of the time, the roadster a drop-head coupé (DHC, Type 26 (later 45)) and the closed version, introduced in 1966, a fixed-head coupé (FHC, Type 36).  

Lotus Elan chassis.

Abandoning the expensive and troublesome monocoque shell of the Elite, the Elan used a steel backbone chassis, the body this time a multi-piece affair, made again from fibreglass but using techniques which made it cheaper to manufacturer while maintaining quality; Lotus would use this method of construction for almost three decades.  Just as important was that for the first time, there would be imposed some rigor in standardization and production-line rationalization.  Profits flowed. 

Mrs Emma Peel (Diana Rigg (1938–2020)) in The Avengers (1965–1968).  1966 Lotus Elan S3 DHC. 

Overcoming the fragility of the Elite did come a cost and that was weight, the 1,500 lb (680 kg) Elan heavier by about 385 lb (175 kg) but by any other standard, the new car was still lithe and to compensate, there was more power.  One prototype Elite had been built the new 1.5 litre "Lotus Twin Cam" engine, based on the mundane but lively and tough Ford Kent four-cylinder unit, transformed by the addition of an in-house designed, aluminum double overhead camshaft (DOHC) head and this was adopted as the Elan’s power-plant.  In the Lotus community, some regard the two-dozen odd 1.5 litre cars built as something like prototypes, all subsequent Elans built with 1.6 litre engines although the specifications and power outputs would vary according to improvements made and detuning demanded by emission control laws in some markets.   Like the Kent itself, the DOHC would enjoy a long life in both Ford and Lotus vehicles.

1968 Lotus Elan S3 FHC.

Dynamically, the Elan was from the start acclaimed, even compared to more expensive machines, the performance, handling and economy were the best compromise of the era, the steering especially praised; indeed, that’s one aspect of the Elan which has rarely been matched.  The more professional approach to cost-control and production line efficiencies brought benefits beyond the quality of the cars, Lotus for the first time a genuinely profitable operation, the revenue generating funds not only new models but also the Formula One program of the 1960s which would be the company’s golden era, yielding multiple driver’s and constructor’s championships.  The corollary of being a successful road car however meant it had to be built to appeal to a wider market than the highly strung Elite which had been more at home on the track than the street.  Accordingly, Lotus never envisaged a racing career for the new car, its suspension tuned softly enough to cope with the bumps and undulations of the real world better than the dainty Elite which was at its best exploring its limits on the billiard table-like surface of a racetrack.

1965 Lotus Type 26R.

Owners were however convinced of its potential and around the world, in both standard and unmodified form, the Elan was soon a popular race-car and the factory began to receive requests for parts suitable for competition.  The customer being always right, Lotus responded, factory support soon forthcoming, culminating as early as 1964 in a racing version, the type 26R which featured lighter components, a strengthened drive-train, stiffer suspension, better brakes and more horsepower from a BRM-built engine.

1971 Lotus Elite Sprint DHC.

For the road cars, upgrades were frequent, a detachable hardtop soon offered and luxuries inconceivable in the Elite, such as lush carpeting, walnut trim and electric windows appeared at intervals.  Power increases over the years appear modest, the early versions rated at 105 bhp (78 kW) and the most potent at 126 bhp (94 kW) and there were variations as laws changed but the general trend was upwards.

1975 Lotus Elan +2S 130/5.

The Elan had been very much in the cottage-industry Lotus tradition, offered even in kit form for owners to assemble themselves, a practice which lasted until 1973 when changes to the UK’s value added tax (VAT, the UK’s consumption tax) rendered the practice unviable.  Very different and a harbinger of the Lotus of the 1970s was the Elan +2 (Type 50), introduced in 1967.  Available only as a FHC, although visually inspired by the Elan, the +2 was wider, built on a longer wheelbase and included two rear seats, although the legroom meant they were suitable only for young children.  That however was the target market: the young men (and increasingly, even then, women), for whom a newly arrived family would otherwise have compelled a purchase from another manufacturer after outgrowing their Elan.  Never a big seller, it filled the same niche as Jaguar’s 2+2 E-Type and was popular enough to remain on sale for two years after Elan production ended in 1973, the last versions the most desirable, fitted with the five-speed gearbox included on a handful of the final Elan Sprints.

Well made imitation, the 1989 Mazda Maita (MX-5).

The Elan name was revived for a run of sports cars produced between 1989-1995 which were said to be very good but, being front-wheel drive with all that implies, didn’t capture the imagination in the same way.  The Elan was also the template for Mazda’s very successful MX-5 (labelled in some markets variously as the Roadster or Miata), one of the more blatant pieces of far-east plagiarism, Mazda’s design centre known to have obtained at least two original Elans to study.  A typical Japanese product, the 1989 MX-5 corrected all the Elan’s faults and is probably as close to perfect as any car ever made.

Eschatology

Eschatology (pronounced es-kuh-tol-uh-jee)

(1) Any system of doctrines concerning last, or final, matters, as death, final judgments or the future state.

(2) The branch of theology dealing with such matters.

(3) Of or pertaining to the end of times, notably in Jewish, Christian and Islamic theology and in Christianity, associated particularly with the second coming of Christ, the Apocalypse or the Last Judgment.

1844: From the Greek ἔσχατον (éskhaton), neuter of ἔσχατος (éskhatos) (last, furthest, uttermost, extreme, most remote), the construct being was éschato(s) + logy.  Origins were in academic theology, the study of the four last things: death, judgment, heaven & hell.  Eschatology, eschatologism & eschatologist are nouns, eschatological & eschatologic are adjectives and eschatologically is an adverb; the noun plural is  eschatologies.

Most interesting aspect of the etymology is the -logy suffix.  Although use has extended, -logy originates with loanwords from the Greek, usually via Latin and French, where the suffix - λόγος (lógos) is an integral part of the word loaned, a sixteenth century English example being astrology, from astrologia.  The French -logie was a continuation of the Latin -logia, also ultimately from the Greek -λογία (-logía).  Within Greek, the suffix is an abstract from Ancient Greek λόγος (lógos) (account, explanation, narrative), itself a verbal noun from λέγω (légō) (I say, speak, converse, tell a story).  In English, the suffix quickly became productive, applied particularly to the sciences, often analogous to names of disciplines borrowed from the Latin, such as the earlier mentioned astrology and geology from geologia.  By the later eighteenth century, it became applied to compositions of terms with no precedent in Greek or Latin, sometimes imitating French or German templates such as insectology (1766) after the French insectologie or terminology (1801) from the German terminologie.  Linguistic promiscuity soon followed with the rapid application to words long wholly absorbed into English; undergroundology was noted in 1820 and hatology in 1837.  The form -ology is also used when including the connecting vowel -o- that is frequently used in connecting two elements of Greek origin.

The Four Horsemen of the Apocalypse

The Four Horsemen of the Apocalypse are written of in the Book of Revelation, the last book of the New Testament which tells of God summoning four beings who ride out on white, red, black, and pale horses. The four riders are usually described as symbolizing Pestilence (black), War (red), Famine (black) and Death (pale) and in Christian eschatology are sent by God to deliver upon the earth a divine apocalypse as harbingers of the Last Judgment.

The Four Horsemen of the Apocalypse (circa 1496), woodcut by Albrecht Durer (1471–1528).

Jewish and Christian eschatology differ but whatever the theological divergence, there are structural similarities in the visions of the Old and New Testaments.  In Ezekiel 1:5-14, God summons another quadrumvirate:

5: And from the midst of it there came the likeness of four living creatures. And this was their appearance: They had the likeness of a man.

6: And every one had four faces, and every one of them had four wings.

7: And their feet were straight feet, and the sole of their feet was like the sole of a calf's foot; and they sparkled like the sight of burnished bronze.

8: And the hands of a man were under their wings on their four sides. And the four of them had their faces and their wings thus:

9: Their wings were joined one to another; they did not turn as they went; each went straight forward.

10: As for the likeness of their faces, they had the face of a man; and the four of them had the face of a lion on the right side, and the four of them had the face of an ox on the left side, and the four of them had the face of an eagle.

11: And thus their faces were. And their wings were spread out upward; two wings of each were joined one to another, and two covered their bodies.

12: And each went straight forward; wherever the Spirit was to go, they went; they did not turn as they went.

13: As for the likeness of the living creatures, their appearance was like burning coals of fire, like the appearance of torches; the fire went to and fro among the living creatures, and the fire was bright; and out of the fire went forth lightning.

14: And the living creatures ran to and fro like the appearance of a lightning bolt.

Amateur painter George W Bush (George XLIII, b 1946; US president 2001-2009) putting the finishing touches to his take on the Four Horsemen of the Apocalypse.  Mr Bush wasn’t noted for his subtle irony so he probably was thinking only of the Book of Revelation when he depicted Pestilence, War, Famine & Death although for many the sight of the painting might summon memories of (1) the former president, (2) Dick Cheney (born 1941; US vice president 2001-2009), (3) Condoleezza Rice (b 1954; US secretary of state 2005-2009) and (4) Donald Rumsfeld (1932–2021: US defense secretary 1975-1977 & 2001-2006).  The art and theology departments in some (liberal) university should include an exam question inviting students to explain which horse each neocon best represented, points to be deducted for anyone who took the easy option and called Dr Rice “Pestilence”.

Polka

Polka (pronounced pohl-kuh or poh-kuh)

(1) A lively couple dance of Bohemian origin, with music in duple meter (three steps and a hop, in fast duple time).

(2) A piece of music for such a dance or in its rhythm.

(3) To dance the polka.

(4) As polka dot (sometimes polka-dot), a dot or round spot (printed, woven, or embroidered) repeated to form a pattern on a surface, especially textiles; a term for anything (especially clothing) with this design.

1844: From the French polka, from the German Polka, probably from the Czech polka, (the dance, literally "Polish woman" (Polish Polka), feminine form of Polak (a Pole).  The word might instead be a variant of the Czech půlka (half (půl the truncated version of půlka used in special cases (eg telling the time al la the English “half four”))) a reference to the half-steps of Bohemian peasant dances.  It may even be influenced by or an actual merger of both.  The dance first came into vogue in 1835 in Prague, reaching London in the spring of 1842; Johann Strauss (the younger) wrote many polkas.  Polka was a verb by 1846 as (briefly) was polk; notoriously it’s often mispronounced as poke-a-dot.

Lindsay Lohan in polka dot dress, Los Angeles, 2010.

Polka dot (a pattern consisting of dots (usually) uniform in size and arrangement) is used especially on women’s clothing (men seem permitted accessories such as ties, socks, scarves, handkerchiefs etc) and is attested from 1851 although both polka-spot and polka-dotted are documented in 1849.  

Why the name came to be associated with the then widely popular dance is unknown but most speculate it was likely an associative thing, spotted dresses popular with the Romani (Roma; Traveller; Gypsy) girls who often performed the polka dance.  Fashion journals note that, in the way of such things, the fad faded fast but there was a revival in 1873-1874 and the polka dot since has never gone away, waxing and waning in popularity but always there somewhere.

In fashion, it’s understood that playing with the two primary variables in polka dot fabrics (the color mix and the size of the dots) radically can affect the appeal of an outfit.  The classic black & white combination of course never fails but some colors just don’t work together, either because the contrast in insufficient or because the mix produces something ghastly.  Actually, combinations judged ghastly if rendered in a traditional polka dot can successfully be used if the dots are small enough in order to produce something which will appear at most angles close to a solid color yet be more interesting because of the effect of light and movement.  However, once dots are too small, the design ceases to be a polka dot.  It’s not precisely defined what the minimum size of a dot need to be but, as a general principle, its needs to be recognizably “dotty” to the naked eye at a distance of a few feet.

There’s also the sexual politics of the polka dot, Gloria Moss, Professor of Marketing & Management at Buckinghamshire New University and a visiting professor at the Ecole Superieure de Gestion (ESG) in Paris exploring the matter in her book Why Men Like Straight Lines and Women Like Polka Dots: Gender and Visual Psychology (Psyche Books, 2014, pp 237).  An amusing mix which both reviews the academic literature and flavors the text with anecdotes, Dr Moss constructs a thesis in which the preferences of men and their designs lie in the origins of modern humanity and the need for hunters to optomize their vision on distant horizons while maintaining sufficient peripheral vision to maintain situational awareness, threats on the steppe or savannah coming from any direction.  So men focus of straight line, ignoring color or extraneous detail unless either are essential to the hunt and thus survival, perhaps of the whole tribe.  By contrast, women’s preferences are rooted in the daily routine of the gatherer those millions of years ago, vision focused on that which was close, the nuts and berries to be picked and the infants with their rounded features to be nurtured.  From this came the premium afforded to responsiveness to round shapes, color contrasts and detail.  Being something of an intrusion into the world of the geneticists and anthropologists, reaction to the book wasn't wholly positive but few can have found reading it dull or unchallenging.  Of course, it won't surprise women that in men there is still much of the stone age but, for better or worse, Dr Moss finds some of them belongs there too.