Fug

Fug (pronounced fuhg)

(1) Stale air, especially the humid, warm, ill-smelling air of a crowded room, kitchen etc; a hot, stale or suffocating atmosphere (mainly British).

(2) A type of flying boot (fug boot) worn by World War One British Royal Flying Corps (RFC) aviators.

1885–1890: Of obscure origin although there was the earlier English slang fogo (stench) and links have been suggested to both fog and ugly, fug perhaps a blend which emerged from these sources.  The adjective is fuggy.

Royal Flying Corps Fug boots, 1918.

The aviator boots were officially known as “Boots, Thigh”, based upon the item’s listing in retail catalogues and first appeared in December 1916.  Devised to replace earlier attempts at equipping flying personnel with footwear was suitable for the conditions they encountered at altitude, fug boots were fleece-lined, brown suede boots with outer adjustable straps at the top and other straps and buckles at the foot and lower calves.  Sold originally with buff leather toe caps and heels with orange-coloured rubber soles, they were made by by Harrods, which labeled them the Charfor boot, they soon became universally known as “fug boots”, the military legend being the name came from the description pilots gave to any room in which recently worn pair was left.  The more recent suggestion that fug was a shortened version of “flying ugg boots” is thought commercial opportunism.  It received no scholarly support although etymologists note “ugh” (a commonly used interjection of disgust or dislike) dates from 1837 but add there’s no evidence to suggest any connection.

Lindsay Lohan in Ugg Boots and puffer vest with faux fur-edged hoodie.

The origin of the term "ugg" is also unclear. The trademark "Ugh-Boots" was registered in Australia in 1971 but others claimed to have named them “Ugg” as long ago as 1958, literally as something suggestive of “ugly” and the original may even have been the contraction “ug”.  By the 1990s, "ugg boot" was a generic term for sheepskin boots and the source of trademark disputes with contradictory rights granted in several jurisdictions.  There are recorded accounts of sheepskin boots recognizably uggish since the late nineteenth century but the ubiquity of the sheep in many places suggests doubtlessly the warmth offered by the fleece for thousands of years been thought something good for clothing and footwear.  The earliest documented commercial manufacturing of the boot was in 1933 by the Blue Mountains Ugg Boot Company in Australia, followed by the Mortel’s Sheepskin Company in the 1950s which operates still today.  Mortel’s claim that the name “Ugg Boot” was chosen because the company founder’s wife suggested they were “"ugly" isn’t supported by the evidence.

Britney Spears in Ugg boots with Fanta.

In 1971, noting their popularity with Australian surfers, one of their number applied for and was granted a local trademark for “Ugh-Boot”.  The product spread world-wide, firstly through surfing communities and later to the general market.  In the way of such things, in 1995 the US registration of the trademark ended up, after many twists and turns, in the hands of a US holding company which, beginning in 1999, secured registration in many countries and began asserting claims of right through cease and desist letters to manufacturers in many jurisdictions including Australia.  Thus began the dispute which would drag on until 2006 when the Federal Court of Australia ruled against the US rights holder in their action against a local manufacturer, based on the trademark’s history of ownership.  The US producer continues to enjoy an exclusivity of rights in many other countries but can no longer challenge use of the term within Australia.  However, in 2021 the US Supreme Court declined to hear an appeal from a lower court which ruled that the Australian manufacturer must pay a fine of some millions on the basis of a half-dozen Australian Uggs being purchased by US customers.

Pamela Anderson in Ugg boots with Baywatch script.

Its waterproof relative, the wellington (or gumboot), because of the association with the smart set on country jaunts, had long been classless but the ugg boot never enjoyed the same critical leeway, labelled helpfully by some detractors as the “slag wellie”, the reputation probably not enhanced by recent commercial success said to have been prompted by Pamela Anderson’s imprimatur in 1994.  Despite that, they endure with an appeal across classes, retailers happy to service every price-point.  Neither a status symbol nor conventionally attractive, the ugg survives (and thrives) because it offers a comfort which must seem blissful to someone just liberated from a day in stiletto heels.

Paris Hilton in Ugg Boots with Louis Vuitton Marie cloth travel bag, Heathrow Airport, London, February 2006.

It's presumably a trick of shadow and light but the bag does look well-used.  Interestingly, a secondary market does exist for obviously worn, high priced accessories such as bags because there are those who wish to convey the impression of long-term ownership of such assets.  Such segmentation of markets is familiar in many fields including among car collectors, some of who will buy "driver quality" cars with higher mileage and some wear & tear because such machines can actually regularly be driven, unlike a low-mileage original or something immaculately restored to as-new-condition, both of which need to be pampered and stored if their value is not to diminish.  In the snobby (and still extant) world of the English class system, "buying old" (houses, furniture etc) can be an attempt not to appear "recently rich" but it rarely fools the people the buyer is attempting to ape who use the phrase "the sort of fellow who has to buy his own chairs".  The establishment of course inherit their chairs.  

Sometimes however, the recently rich start to believe their own publicity.  Alan Clark (1928–1999) was a military historian and Conservative MP now best remembered for his acerbic diaries (covering 1972-1999 and published in three volumes (1993, 2000 & 2003)) and in one entry noted a Tory of bourgeois background saying of then deputy prime-minister Michael Heseltine (Baron Heseltine, b 1933): "The trouble with Michael is that he had to buy all his furniture".  Such views of those in the Tory party not of quite the "right" background are still known but one of Clark's enemies (and there were a few) enjoyed pointing out with some glee that that Clark's father (Kenneth Clark (Baron Clark 1903–1983, the art historian remembered for the TV series and book Civilisation (1969)) "had to buy his own castle".

Cosmopolitan

Cosmopolitan (pronounced koz-muh-pol-i-tn)

(1) One free from local, provincial, or national ideas, prejudices, or attachments; an internationalist.

(2) One with the characteristics of a cosmopolite.

(3) A cocktail made with vodka, cranberry juice, an orange-flavored liqueur, and lime juice.

(4) Sophisticated, urbane, worldly.

(5) Of plants and animals, wildly distributed species.

(6) Common name for the vanessa cardui butterfly. 

1828:  An adoption in Modern English, borrowed from the French cosmopolite (citizen of the world), ultimately derived from the Ancient Greek kosmopolitēs (κοσμοπολίτης), the construct being kósmos (κόσμος) (world) + politēs (πολίτης) (citizen); word being modeled on metropolitan.  The US magazine Cosmopolitan was first published in 1886.

An aspect of Soviet Cold War policy under comrade Stalin

The phrase rootless cosmopolitans was coined in the nineteenth century by Vissarion Belinsky (1811-1848), a Russian literary critic much concerned about Western influences on both Russian literature and society.  He applied it to writers he felt “…lacked Russian national character” but as a pejorative euphemism, it’s now an anti-Semitic slur and one most associated with domestic policy in the Soviet Union (USSR) between 1946 and comrade Stalin’s death in 1953.  Stalin (1878–1953; leader of the USSR 1922–1953) liked the phrase and applied it to the Jews, a race of which he was always suspicious because he thought their lack of a homeland made them “mystical, intangible and other-worldly”.  Not a biological racist like Hitler and other rabid anti-Semites, Stalin’s enemies were those he perceived a threat; Leon Trotsky (1879-1940), Grigory Zinoviev (1883–1936) and Lev Kamenev (1883–1936) were disposed of not because they were Jewish but because Stalin thought they might threaten his hold on power although the point has been made that while it wasn’t because he was Jewish that Trotsky was murdered, many Jews would come to suffer because Stalin associated them with Trotsky.

Comrade Stalin signing death warrants.

It was the same with institutions.  He found disturbing the activities of Moscow’s Jewish Anti-Fascist Committee (JAC) and did not approve them being accepted by Western governments as representing the USSR.  Further, he feared the JAC’s connections with foreign powers might create a conduit for infiltration by Western influences; well Stalin knew the consequences of people being given ideas; the campaign of 1946-1953 was thus more analogous with the Chinese Communist Party’s (CCP) opposition to the Falun Gong rather than the pogroms of Tsarist times.  Authoritarian administrations don’t like independent organisations; politics needs to be monolithic and control absolute.  In a speech in Moscow in 1946, he described certain Jewish writers and intellectuals, as “rootless cosmopolitans” accusing them of a lack of patriotism, questioning their allegiance to the USSR.  This theme festered but it was the creation of the state of Israel in 1948, fostering as it did an increased self consciousness among Soviet Jews, combined with the Cold War which turned Stalin into a murderous anti-Semite.

Rootless cosmopolitan Comrade Trotsky, murdered with an ice axe on comrade Stalin's orders.

Before the formation of the state of Israel, Stalin's anti-Semitism was more a Russian mannerism than any sort of obsession.  For years after assuming absolute power in the USSR, he expressed no disquiet at the preponderance of Jews in the foreign ministry and it was only in 1939, needing a temporary diplomatic accommodation with Nazi Germany, that he acted.  Having replaced the Jewish Foreign Commissar, Maxim Litvinov (1876–1951; People's Commissar for Foreign Affairs of the Soviet Union 1930–1939) with Vyacheslav Molotov (1890-1986; USSR Minister of Foreign Affairs 1939-1949 & 1953-1956), he ordered him to purge the diplomatic corps of Jews, his memorable phrase being "clean out the synagogue".  Concerned the presence of Jews might be an obstacle to rapprochement with Hitler, Stalin had the purge effected with his usual efficiency: many were transferred to less conspicuous roles and others were arrested or shot.

Meeting of minds: Joachim von Ribbentrop (left), comrade Stalin (centre) and comrade Molotov (right), the Kremlin, 23 August 1939.

Negotiations began in the summer of 1939, concluding with German Foreign Minister Joachim von Ribbentrop (1893–1946; Nazi foreign minister 1938-1945) leading a delegation to Moscow to meet with Molotov and Stalin.  It proved a remarkably friendly conference of political gangsters and agreement was soon reached, the German-Soviet Nonaggression Pact (usually called the Nazi-Soviet Pact or Molotov-Ribbentrop Pact) being signed on 23 August.  The pact contained also a notorious secret protocol by which the two dictators agreed to a carve-up of Poland consequent upon the impending Nazi invasion and the line dividing Poland between the two was almost identical to the Curzon Line, a demarcation between the new Polish Republic created in the aftermath of World War I (1914-1918) and the emergent Soviet Union which had been proposed by Lord Curzon (1859–1925; UK foreign secretary 1919-1924).  At the Yalta Conference in 1945, during the difficult negotiations over Polish borders, Molotov habitually referred to "the Curzon Line" and the UK Foreign Secretary, Anthony Eden (1897–1977; thrice UK foreign secretary & prime minister 1955-1957), in a not untypically bitchy barb, observed it was more common practice to call it the “Molotov-Ribbentrop line”.  "Call it whatever you like" replied Stalin, "we still think it's fair and just".  Comrade Stalin rarely cared much to conceal the nature of the regime he crafted in his own image.  When asked by Franklin Roosevelt (FDR, 1882–1945, US president 1933-1945) if Molotov had been to New York during his visit to the US, Stalin replied: "No, he went to Chicago to be with the other gangsters".

Whatever the motives of Stalin, rootless cosmopolitans has joined the code of dog-whistle politics, a part of the core demonology to label the Jews a malign race, a phrase in the tradition of Christ killer, Rothschild-Capitalist and Untermenschen (the sub-humans).  Despite that, there are always optimists, Jewish writer Vincent Brook (b 1946), suggesting the term could convey the positive, a suggestion the Jews possess an “adaptability and empathy for others”.  It’s not a view widely shared and rootless cosmopolitan remains an anti-Semitic trope although it's not unknown for Jews to use it ironically.

Lindsay Lohan, Cosmopolitan, various international editions: April, May & June, 2006.

Cosmopolitan Magazine was launched in 1886 as a family journal of fashion, household décor, cooking, and other domestic interests.  It survived in a crowded market but its publisher did not and within two years Cosmopolitan was taken over by another which added book reviews and serialized fiction to the content.  This attracted the specialist house founded by John Brisben Walker (1847-1931), which assumed control in 1889, expanding its circulation twenty-fold to become one of America’s most popular literary magazines.  The Hurst Corporation acquired the title in 1905, briefly adding yellow-journalism before settling on a format focused on short fiction, celebrities and public affairs.  The formula proved an enduring success, circulation reaching two million by 1940 and this was maintained until a decline began in the mid 1950s, general-interest magazines being squeezed out by specialist titles and the time-consuming steamroller of television.

It was the appointment in 1965 of Helen Gurley Brown (1922–2012) as editor which signalled Cosmopolitan’s shift to a magazine focused exclusively on an emerging and growing demographic with high disposable income: the young white women of the baby boom.  In what proved a perfect conjunction, a target market with (1) economic independence, (2) social freedom, (3) an embryonic feminist awareness and (4) the birth control pill, the magazine thrived, surviving even the rush of imitators its success spawned.  Gurley Brown had in 1962 published the best seller advice manual, Sex and the Single Girl and Cosmopolitan essentially, for decades, reproduced variations on the theme in a monthly, glossy package.  It was clearly a gap in the market.  The approach was a success but there was criticism.  Conservatives disliked the choices in photography and the ideas young women were receiving.  Feminists were divided, some approved but others thought the themes regressive, a retreat from the overtly political agenda of the early movement into something too focused on fun and fashion, reducing women yet again to objects seeking male approbation.

Still published in many international editions, Cosmopolitan Australia was one casualty of market forces, closed after a final printing in December 2018.  However, surprising many, Katarina Kroslakova (b 1978) in April 2024 announced her publishing house KK Press, in collaboration with New York-based Hearst Magazines International, would resume production of Cosmopolitan Australia as a bi-monthly, the first edition of the relaunched version scheduled for release in August 2024.  Other than appearing in six issues per year rather than the traditional twelve, the format is expected to be much the same, echoing Elle Australia which reappeared on newsstands in March, ending a four-year hiatus.  Both revivals would have surprised industry analysts as recently as 2023 when the conventional wisdom was the post-Covid, social media age was no longer the place for time consuming and expensive glossy titles.  Ms Kroslakova clearly sees a business model and was quoted as saying print magazines are “the new social media” which was an interesting way of putting it but she explained the appeal by adding: “We need that 15 minutes to drop everything and actually have something tangible and beautiful in our hands to consume.  If we can present content which is multi-layered and deep and has authenticity and connection with the reader – that’s a really excellent starting point.”  She may have a point because in an age where screen-based content is intrinsically impermanent, the tactile pleasure of the traditional glossy may have genuine appeal, at least for an older readership who can remember the way things used to be done, something perhaps hinted at by her “15 minutes” reference, now regarded by many media analysts as a long-term connection.  The revival of the print editions of Elle and Cosmopolitan will be an interesting experiment in a difficult economic environment which may get worse before it gets better.  Whether the novelty will attract enough of the "affluent readers" (what used to be called the A1, A2 & B1 demographic) to convince advertisers that it's a place to run their copy will likely decide the viability of the venture and while it's not impossible that will happen, Cosmopolitan is a couple of points down from the "prestige" titles which have maintained an advertising base.   

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).