Can

Can (pronounced kan)

(1) A sealed container for food, beverages etc, by convention made from aluminum, iron coated with tin or another metal (has now become a common form even on parts of the English-speaking world where “tin” was the traditional use (the form “tin can” covering all bases).

(2) A receptacle for garbage, ashes, etc (often as “trash can”)

(3) A bucket, pail, or other container used usually for holding or carrying liquids.

(4) A drinking cup; a tankard.

(5) A shallow, cylindrical (usually aluminum, cardboard or plastic) container made in various sizes and used for storing and handling film on cores or reels (often used in the phrase “in the can” to indicate the completion of something).

(6) In slang (mildly vulgar), of US military origin, the latrine; the toilet.

(7) In slang, jail; prison (often in the phrase “in the can”).

(8) In slang (mildly vulgar), the buttocks (always in the plural).

(9) In audio engineering, a set of headphones which cover the ears (always in the plural).

(10) In admiralty slang, a depth charge (in the US Navy used also as a slang term for a destroyer, the “utility” warship in size historically between a frigate and cruiser).

(11) In slang, to discard something; to throw away.

(12) In slang, to throw something away;

(13) In slang, to stop something (a project, discussion etc).

(14) In many places, an alternative to “canx” as an abbreviation for “cancelled” (notably by those who have standardized on three-character codes)

(15) In military ordnance, a standard abbreviation for “canon”.

(16) For some purposes, the abbreviation for “Canada” & “Canadian”.

(17) To be able to; to possess the necessary qualifications, skill or knowledge; to know how to; to have the power, authority or means to.

(18) To have the possibility.

(19) To know (obsolete).

(20) To seal a substance (usually food) in a can; to preserve by sealing in a can (can also be used of substances stored in glass jars etc.

(21) In slang, to dismiss from employment; to fire.

(22) In film & television, to record on film, tape or some other medium (based on the physical “cans” in which films were stored).

Pre 900: From the Middle English, from the Old English cunnan (to know, know how) and cognate with the German & Gothic kann (know), the Old Norse kunna, Old High German kunnan, the Latin cognōscere (to know) and the Sanskrit jānāti (he knows).  The use to describe the receptacle emerged some decades later and was from the Middle English canne, can & cane, from the Old English canne and cognate with the German Kanne, the Old Norse and Old High German kanna, the Irish gann and the Swedish kana, all of which may be of West Germanic origin.  In the Late Latin, a canna was a “small drinking vessel”.  Can is a verb & noun, canned & canning are verbs; the noun plural is cans.

In Singlish, “can” is a versatile word.  Singlish (the construct a portmanteau of Sin(gapore) + (Eng)lish)) is still known by some language specialists as Colloquial Singaporean English but the blend is a more popular description and aligns the variation with flavors like Spanglish (Spanish influenced English), Hinglish (Hindi influenced English) & Konglish (Korean influenced English).  In Singapore, Singlish is used in parallel with Singaporean Standard English (differing usually from British English only in the accents although standards in the Far East tend generally to be higher) and it’s been documented since the 1960s although the linguistic tradition is much older.  In Singlish, the meaning of “can” can vary according to the relationship between the speakers and the tone of voice used although essentially it means “yes”, the nuances learned through use. For example Can or not? means “Can you do this?” to which the reply is Can (yes).  As a politeness, that might be responded to by Can meh? (Are you sure?), the expected answer being Can lah! (Yes of course!).  Inevitably, that begat Cannot lah!

In idiomatic use, a “can of worms” is a complicated, difficult, distasteful problem and if applied in retrospect it’s often of something which proved insoluble.  To “carry the can” is to take responsibility for something (particularly if challenging or troublesome); when used in the form “left carrying the can” it implies the task has been “dumped on one”, all others having evaded task.  It’s believed “carry the can” has its origin in the undesirable task of “latrine duty” in the military which required one literally to carry away from the temporary latrines “cans of shit” (also the origin of “can” as a slang word for “toilet”.  To “kick the can down the road” is delay dealing with a problem, the idea being of not then picking up the can as one eventually must.  “In the can” indicates something is complete, arranged, agreed or finalized and was from film production, the cores or reels of processed and edited films being stored “in the can” (a shallow, cylindrical (usually aluminum, cardboard or plastic) container made in various sizes to suit different film stocks.  To be a “can do” sort of person is to be dynamic, positive and anxious to accept a challenge.  The politician Campbell Newman (b 1963; premier of the Australian state of Queensland 2012-2015) described himself as “Can do Campbell” and enjoyed a fine election victory but it ended badly; in the next he suffered one of the bigger landslides in modern political history losing even his own seat.  “Canned laughter” was the process by which “laughter tracks” were spliced into the recordings of television comedies for subsequent broadcast, emulating a live (and appreciative) audience.  It’s often been regarded cynically but all the research suggests it really did work.  The popular phrase ”no can do” indicates an inability or unwillingness to do something.

Yes we can

Barack Obama (b 1961; US president 2009-2017) more than once observed he thought the speeches he wrote were better than any which came from his speechwriters and one can see his point but one of the reasons his presidency is regarded as insubstantial is that his words were more impressive than his deeds.  He was elected president and awarded the Nobel Prize for the same reason: He wasn’t George W Bush (George XLIII, b 1946; US president 2001-2009).  He promised much, exemplified by the phrase “…yes, we can” which expertly he worked into a speech he delivered in Nashua, New Hampshire on 8 January 2008, during the Democratic primaries while campaigning against crooked Hillary Clinton (b 1947; US secretary of state 2009-2013) for the party’s nomination:

…and tonight, I think about all that she's seen throughout her century in America — the heartache and the hope; the struggle and the progress; the times we were told that we can't and the people who pressed on with that American creed: Yes, we can.

At a time when women's voices were silenced and their hopes dismissed, she lived to see them stand up and speak out and reach for the ballot. Yes, we can.

When there was despair in the Dust Bowl and depression across the land, she saw a nation conquer fear itself with a New Deal, new jobs and a new sense of common purpose. Yes, we can.

When the bombs fell on our harbor and tyranny threatened the world, she was there to witness a generation rise to greatness and a democracy was saved. Yes, we can.

She was there for the buses in Montgomery, the hoses in Birmingham, a bridge in Selma and a preacher from Atlanta who told a people that "We Shall Overcome." Yes, we can.

A man touched down on the moon, a wall came down in Berlin, a world was connected by our own science and imagination. And this year, in this election, she touched her finger to a screen and cast her vote, because after 106 years in America, through the best of times and the darkest of hours, she knows how America can change. Yes, we can.

America, we have come so far. We have seen so much. But there is so much more to do. So tonight, let us ask ourselves: If our children should live to see the next century; if my daughters should be so lucky to live as long as Ann Nixon Cooper, what change will they see? What progress will we have made?

This is our chance to answer that call. This is our moment. This is our time — to put our people back to work and open doors of opportunity for our kids; to restore prosperity and promote the cause of peace; to reclaim the American Dream and reaffirm that fundamental truth that out of many, we are one; that while we breathe, we hope, and where we are met with cynicism, and doubt, and those who tell us that we can't, we will respond with that timeless creed that sums up the spirit of a people: Yes, we can.

As a rhetorical device, the repetition of “yes we can” worked well and he deserves credit also for the skill with which it was delivered; few US politicians since Ronald Reagan (1911-2004, US president 1981-1989) have shown such a flair for timing and effect and Reagan had the advantage of decades of practice under the tutelage of some of the best film directors.  But in office, reality bit and Obama soon understood why so many of his predecessors had commented that one surprise as president was how difficult it was to get anything done and the more that involved change, the harder it was.  On the night, “yes we can” thrilled many but among Republicans and even some factions in his own party, the spirit was somewhere between “no we probably shouldn’t” and “no we won’t”.  Still, he may have convinced himself because in his farewell address in Chicago in January 2017 he reprised “yes we can” before pausing for effect and adding “…yes we did”.  Dutifully, the audience applauded.

Soda agnostic Lindsay Lohan with (clockwise from top left) can of Rehab, can of Coca-Cola, can of Red Bull, Can of Pink Ginseng, can of Sunkist Soda & can of Pepsi Cola.  The car in the "Rehab" shot is a 2006 Mercedes-Benz SL 65 (R230; 2004-2011) which, flachkühlered, would later feature in the tabloids after a low-speed crash.

In the matter of can & may.

"Can" and "may" are modal verbs and the grammar Nazis police their use with some relish and for those who care about such things, there are frequent instances of misuse.  Can & may are sometimes interchangeable: just about anywhere on the planet it can at some time rain but it’s as correct to say it may at some time rain.  In some cases too, neither can nor may might be the appropriate word to use even if both are grammatically correct:  It’s really not helpful to ask: “Can I believe anything said by crooked Hillary Clinton?” or “May I believe anything said by crooked Hillary Clinton?” because the better choice is “Should I believe anything said by crooked Hillary Clinton?”  The answer is of course: “No”.  Still, the general principle is “can” is used of possibilities and “may” of permissions”, illustrated by the companion sentences “I can swim” & “May I go swimming”.  One of the quirks of English which may account for some the undue popularity of “can” is that while can’t has since the eighteen century been one of the language’s most commonly used contractions, “mayn’t is listed by most authorities as rare or archaic (though extinct might more reflect reality).  That was probably because can’t more effortlessly rolls from the tongue.

Campbell's Soup Cans (1962), acrylic with metallic enamel paint on canvas by Andy Warhol (1928–1987).

One of the landmarks of pop-art, Warhol’s Campbell's Soup Cans (1962), is a piece which depends for its effect, not on its content but its intent and there was a randomness of chance in the choice of subject.  The artist explained it by revealing for some twenty years he’d been having a can of the stuff for his lunch, thereby accounting for the motif of “the same thing over and over again”, a idea he’d reprise with variations for the rest of his life.  Had his habit been to enjoy sardines for lunch instead, the painting would have looked different but the meaning would not have changed.  It’s was also an coincidence of capitalism that 32 cans appear, that happening because at the time the company offered that many flavors but had they offered 36, the work would have contained that many.  Presumably, had the range been 29, 31 or some other number symmetrically more challenging things might have differed in detail but the concept would have survived.  Repeating the nearly identical image, the canvases stress the uniformity and ubiquity of the product’s packaging and subvert the idea of painting as a medium of invention and originality.  Although pop-art had at the time a newness about it, Campbell's Soup Cans was another step in the path art had taken since 1917 when Marcel Duchamp (1887–1968) had submitted a porcelain urinal for display in an art gallery, his purpose being to have people question whether art was defined by what it was or the context in which it appeared.  Does anything become art if it's put in an art gallery?  It was an confronting question and we’ve been living with its implications since, none more so than Ted Cruz (b 1970; US senator (Republican-Texas) since 2013), cans of "Campbell's Big'n Chunky Soup" his favorite food.  In 2016 he told US Weekly: "When I'm away from the family, in Washington DC, my dinner is a can of soup.  I have dozens in the pantry" and in that count he may be being untypically modest; his wife revealed that after their honeymoon, he returned from a trip to the grocery store with (literally) 100 cans. 

Campbell's Soup (Limited Editions).

On several occasions, the Campbell brand has taken advantage of the famous association and produced editions of soup cans with Warhol style labels complete with the artist's printed signature.  The first two runs used color schemes close to those which appeared in the 1962 work but the most recent was rather more garish with some changes to the layout.  A notable difference was the customers weren’t required to purchase 32, the cans sold individually.  In a development which Warhol would doubtless have applauded, the cans soon appeared on sites like eBay for three figure US$ sums, a healthy appreciation for their original RRP between US$1-2. 

Fishnet

Fishnet (pronounced fish-net)

(1) A net for catching fish.

(2) A fabric with an open mesh, resembling a fishnet.

(3) Being of an open-mesh weave.

(4) In fashion as a clipping of “fishnet stockings” & “fishnet tights”, usually in the form “fishnets”.

(5) In math, geometry and mapping, as “fishnet grid”, a grid of equally-sized (usually square or rectangular) cells which can be overlaid onto another representations (graphs, chart-lines, maps etc) for various purposes.  

Pre 1000: from the Middle English, from the Old English fiscnett, the construct being fish + net.  Fish was from the Middle English fisch, from the Old English fisċ (fish), from the Proto-West Germanic fisk, from the Proto-Germanic fiskaz (fish).  It may be compared with the West Frisian fisk, the Dutch vis, the German Fisch, the Danish, Norwegian & Swedish fisk and the Icelandic fiskur, from the primitive Indo-European peysḱ- (fish) (the equivalent form in was iasc and in Latin piscis.  Net was from the Middle English nett, from the Old English net & nett, from the Proto-West Germanic nati, from the Proto-Germanic natją, from the primitive Indo-European ned- (to turn, twist, knot).  It was cognate with the West Frisian net, the Low German Nett, the Dutch net, the German Netz, the Danish net and the Swedish nät.  Fishnet is a noun & adjective and fishnetted & fishnetty are adjectives; the noun plural is fishnets.

The most obvious “fishnet grid” is of course the fishnet, used by fishers to harvest seafood and one of the oldest technologies still in use with its essential design unchanged although much has changed in terms of materials, scale and techniques of use, some now highly controversial.  The same design (a grid structure with equal sized cells) is used in various field including (1) concreting where the steel reinforcing for slabs is used in this form, either in pre-made sections or assembled on-site.  (2) In agriculture, the grids are used as a support structure for climbing plants like beans which grow up the grid, gaining enhanced exposure to airflow and sunlight; ultimately, the arrangements also make harvesting easier and cheaper.  Made now with slender, strong, cheap and lightweight plastic strands which don’t absorb moisture, like the nets used to harvest fish, the agricultural mesh is produced in a variety of cell sizes, the choice dictated by the crop. (3) In architecture and interior decorating, grids are common design element, sometimes integrated into structural members and sometimes merely decorative.  (4) In fashion, the most famous fishnet grids are of course those used on stockings & tights where the most frequently seen patterns are diamonds or squares displayed with points perpendicular.  When used of other garments, the orientation of the cells can vary. (5) In industrial design, fishnet grids made of durable materials like steel or synthetic fibers are widely used, providing structures which can be lighter than those made with solid materials yet, in a seeming paradox, be stronger, at least in the direction of the stresses to which they’ll be exposed.  Such constructions are often used in support structures, fencing and other barriers.

North America with the lines of latitude & longitude as traditionally depicted in maps using a fishnet grid (left) and in a form which reflects the effects of the curvature of the earth.

In cartography, the most famous fishnet grid is that made up from the lines of latitude & longitude which, east & west, north & south, encircle the globe and have for centuries been used for navigation.  However, the familiar representation of the lines of latitude and longitude as a fishnet grid is illusory because the common, rectangular map of the world is just a two-dimensional rendering of a three dimensional sphere.  For most purposes, the flat map is ideal but when lines of latitude & longitude were added, so were distortions because the lines of longitude converge at the poles, becoming progressively closer as they move away from the equator.  Never parallel on the sphere which is planet Earth, on a map the lines are exactly parallel; a perfect fishnet grid.

The politics of the Mercator Map

The Mercator projection was developed in 1568 by Flemish geographer, cosmographer & cartographer Gerardus Mercator (1512–1594) as a navigation tool with spherical planet earth depicted on a flat rectangular grid with parallel lines of latitude and longitude.  Its functionality was such that in the west, it became the standard technique of projection for nautical navigation and the de facto standard for maps and charts.  For seafarers it was invaluable; all they needed do was follow the line on the chart and, barring accidents, they would arrive where intended.  However, the Mercator map is a most imprecise representation of the precise shapes and relative sizes of land masses because the projection distorts the size of objects as the latitude increases from the Equator to the poles, where scale becomes infinite.  That’s why land-masses such as Greenland and Antarctica appear much larger than they actually are, relative to equatorial areas such as central Africa.

The Mercator map (left), the distorting effect of the Mercator projection with the real size in the darker shade (centre) and the actual geography of Earth's land masses (right).

In the twentieth century, that distortion attracted criticism on the grounds the projection tended to increase the size of the land-masses of the European colonial powers while reducing those in the colonized south.  However, neither Gerardus Mercator nor other cartographers had social or political axes to grind; the geographical distortion was an unintended consequence of what was designed as a navigational device and it's anyway impossible accurately to depict the surface of a sphere as a two-dimensional rectangle or square (the so-called "orange-segment" renditions are dimensionally most accurate but harder to read).  The Mercator map is no different from the map of the London Underground; a thing perfect for navigation and certainly indicative but not to exact scale.  Modern atlases generally no longer use the Mercator map (except for historical or artistic illustrations) but they’re still published as wall-maps.

The Tube

The classic "map" of the London underground is an ideal navigational aid but, conceptual rather than being drawn to scale, applying a fishnet grid would be both pointless and without meaning.  Professional cartographers refer to such things as "diagrams" or "mud maps", the latter a colloquial term which began life in the military and was a reference to the improvised "maps" drawn in the soil by soldiers in the field.  While not precise, to scale or a detailed representation of an area, they were a simple visual aid to assist in navigation.

Fishnet fan Lindsay Lohan: Confessions of a Teenage Drama Queen (2004), (left), Elle Style Awards, London, February 2015 (centre) and Cannes Film Festival, May 2017 (right).  

There are both fishnet tights and fishnet stockings and unless worn in a manner to permit an observer to discern which, whether it’s one or another is often known only to the wearer, the distinction blurred further by manufacturers being sometimes inclined to be a bit loose with their labeling.  While both items of leg-wear, there are technical differences in the construction, coverage and style.  Tights should be made of a thicker, more opaque material which affords complete coverage from the waist to the toes.  Although a fashion item, the historic purpose of tights was to keep the legs warm in cold weather and they were a garment of some importance when there were dress codes which denied women the right to wear trousers.  Constructed almost always in one piece, tights have an elastic waistband which has the primary purpose of keeping them in place but there are some tights which technically are “shapewear”, the midsection an expanded, all-round elastic panel which has a mild compression effect on the areas around and immediately above the hips, rendering a more trim silhouette.  Except for a handful of high-priced products, tights use relatively thick materials like nylon or spandex (sold as lycra in some markets).  There are also composite materials now available which has meant the range of thicknesses, colors and patterns offered has been expanded and the finishes range from semi-sheer to opaque, making them suitable for casual and formal occasions while still providing protection from the cold.  The essential difference between tights and leggings is the later are shorter, stopping anywhere from the ankle to the upper calf (although some specialized sports leggings extend only to somewhere above the knee).

Australian architect & multi-media installation Bianca Censori (b 1995), Instagram post, May 2025.

Ms Censori is one of the industry's leading practitioners of minimalist fashion and on this occasion paired a fishnet top with sheer tights, sunglasses the only visible accessory.  Wearing unobtrusive mules rather than the fishnet’s clichéd stilettos was a nice juxtaposition and the background was well-chosen, proving the value of a trained architect's eye.

Classically, stockings were designed to cover only the legs between the upper-thigh and the toes.  Made typically from a sheer material, they are held in place by a device called a “garter belt” or “suspender belt” which sits around the hips, two (sometimes three) elastic “suspender slings” (a marvelous name) are attached to each side at the ends of which are metal clips into which a rubber or silicone disc is inserted through the stocking material, holding it permanently in place.  Usually sheer in a color spectrum from black to white (with a solid emphasis of “skin tone” although sensitivity to the implications of that term means it now less used), patterns are also available and among the most popular is the single, emulated “seam” running vertically up the back of the leg.  Until the mid twentieth century, stockings were made almost exclusively from silk are they remain available but the majority use some form of synthetic, either nylon or a nylon-mix and are thought to impart both a more delicate and refined look and are thus associated with formal attire.  The modern hybrid which has since the 1970s captured most of the stocking market is “pantyhose” (the construct being a portmanteau of the modified clippings of panties (panty) + hosiery (hose).  Pantyhose used the design of tights and the sheer material of stockings, the obvious advantage being the convenience of not needing the belt apparatus with its alluring but fiddly “suspender slings”.  Fishnet pantyhose are available.

Dame Jilly Cooper (1937–2025), in the 1980s, in fishnets.

Bonkbuster is a literary genre first defined in the late 1980s as meaning “novels with more emphasis on the sex than the romance and enjoying (ore expecting” best-seller status and like likelihood of adaptation in some form for the screen”.  The construct was bonk + (block)buster, the latter element used to describe highly successful book, films, albums etc.  In the literary genre Dame Jilly was the UK’s most accomplished author, something she attributed, at least in part to her “diligent research on the topic”.  Her novels were churning fantasies of smouldering glances, polo ponies, country houses and corporate back-stabbing, always with an undercurrent of infidelity, often in the green and pleasant land of the English countryside.  Before in 1975 she turned to fiction (albeit with much content drawn from he own active life), she’d spent years as a newspaper columnist where she’s offer practical advice to the modern women such as: “If you amuse a man in bed, he's not likely to bother about the mountain of dust underneath it.”  Although she always, accurately, described herself as “upper-middle class”, her novels tended up rather than down the class system and were studded with titles, money and privilege but the turn of phrase she’d honed within the tight word limits imposed on columnists never deserted her, a protagonist in one novel observing: “I don’t expect fidelity from my husbands, but I demand it from my lovers.”

The obsessive fear of nets (as opposed to mere sensible caution) is amphiblestronophobia and this would include those with a morbid aversion to fishnets although, depending on the evidence presented, a clinician might give the patient a diagnosis of textophobia (the irrational fear of certain fabrics).  There seems in the literature no mention of specific phobia tied exclusively to a fear of fishnets; while there may be a few whose experiences have led them to fear those who wear fishnets, that’s not quite the same thing.  That notwithstanding, the non-standard nouns fishnetism and fishnetists are there for those who self-identify as fishnetophiles.  The American Psychiatric Association's (APA) Diagnostic and Statistical Manual of Mental Disorders (DSM) does sometimes include discussions of specific objects and devices but fishnets seem never to have been mentioned.  Obviously though, fishnet clothing could be an element in a paraphilic disorder, a category of eight updated in the DSM’s fifth edition (DSM-5, 2013).  These disorders are characterized by intense and recurrent urges or fantasies focused on atypical sexual objects, situations, or non-consenting individuals and while those which cause significant distress or impairment can come to the attention of clinicians, there are presumably many individuals who either successfully self-manage or actively cherish their paraphilias, something no longer thought requiring clinical intervention provided the practices are “victim free”.

(1) Voyeuristic Disorder: Sexual arousal from observing others without their knowledge or consent.  This would include those aroused by the sight of fishnet garments being worn “in the wild”.

(2) Exhibitionistic Disorder: Sexual arousal from exposing one's genitals to unsuspecting strangers.

(3) Frotteuristic Disorder: Sexual arousal from touching or rubbing against a non-consenting person.

(4) Sexual Masochism Disorder: Sexual arousal from being humiliated, beaten, bound, or otherwise made to suffer.  Fishnet garments may be involved because they’re a stereotypical part of the “uniform” worn in the BDSM (Bondage; Discipline (dominance and submission); SadoMasochism) community but they would be an incidental element.

(5) Sexual Sadism Disorder: Sexual arousal from inflicting pain or humiliation on others.  Again, fishnets may be present but merely coincidental to the condition.

(6) Pedophilic Disorder: Sexual arousal from a desire to have sexual contact with a child who is not of legal age of consent.

(7) Fetishistic Disorder: Sexual arousal from non-living objects, non-genital body parts, or a combination of both.  Fishnet garments would be a classic example of a particular clothing fetish but the fondness is a spectrum and of clinical significance only if causing a patient distress or impairment.

(8) Transvestic Disorder: Sexual arousal from dressing in clothing associated with the opposite sex, particularly when not related to a transgender identity.  Fishnet garments could be an element in this but are not essential.

Targa

Targa (pronounced ta-gah)

(1) A model name trade-marked by Porsche AG in 1966.

(2) In casual use, a generic description of cars with a removable roof panel between the windscreen and a truncated roof structure ahead of the rear window.

1966 (in the context of the Porsche): From the Targa Florio race in Sicily, first run in 1906 and last staged in its classic form in 1973.  In many European languages, targa (or derivatives) existed and most were related to the Proto-Germanic targǭ (edge), from the primitive Indo-European dorg- (edge, seam), from the Old Norse targa (small round shield) and the Old High German zarga (edge, rim).  The modern Italian targa (plate, shingle; name-plate; number plate or license plate; plaque; signboard; target (derived from the rounded oval or rectangle shield used in medieval times)) was ultimately from the Frankish targa (shield).  In the Old English targa (a light shield) was also from the Proto-Germanic targǭ and was cognate with the Old Norse targa and the Old High German zarga (source of the German Zarge); it was the source of the Modern English target.  The Proto-Germanic targǭ dates from the twelfth century and “target” in the sense of “round object to be aimed at in shooting” emerged in the mid eighteenth century and was used originally in archery.  Targa is a noun; the noun plural is targas.

1974 Leyland P76 Targa Florio in Omega Navy, Aspen Green & Nutmeg (without the side graphics).

Although, especially when fitted with the 4.4 litre (269 cubic inch) V8, it was in many ways at least as good as the competition, the Australian designed and built Leyland P76 is remembered as the Antipodean Edsel; a total failure.  It was doomed by poor build quality, indifferent dealer support and the misfortune of being a big (in local terms) car introduced just before the first oil shock hit and the world economy sunk into the severe recession which marked the end of the long, post war boom.  It vanished in 1975, taking with it Leyland Australia but it did have one quixotic moment of glory, setting the fastest time on Special Stage 8 of the 1974 World Cup Rally, run on the Targa Florio circuit in Palermo, Sicily.  The big V8 machine out-paced the rest of the field by several minutes and to mark the rare success, Leyland Australia built 488 "Targa Florio" versions.  Available in Omega Navy, Aspen Green or Nutmeg (a shade of brown which seemed to stalk the 1970s), the special build was mechanically identical to other V8 P76s with automatic transmission but did include a sports steering wheel and aluminium road wheels, both intended for the abortive Force 7, a two-door version which was ungainly but did offer the functionality of a hatchback.  In a typical example of Leyland's mismanagement, the Force 7 was being developed just as the other local manufacturers were in about to drop their big two-doors, demand having evaporated after a brief vogue.  Leyland do however deserve credit for their plans to name the luxury version of the Force 7 the Tour de Force.

Except for those which (usually) stick to numbers or alpha-numeric strings (Mercedes-Benz the classic example), coming up with a name for a car can be a tricky business, especially if someone objects.  In 1972, Ford of England was taken to court by Granada Television after choosing to call their new car a “Granada” though the judge gave the argument short shrift, pointing out (1) it was unlikely anyone would confuse a car with a TV channel and (2) neither the city nor the province of Granada in Spain’s Andalusia region had in 1956 complained when the name was adopted for the channel.  The suit was thrown out and the Ford Granada went on to such success the parent company in the US also used the name.

Spot the difference.  1966 Ford Mustang Fastback (left) and 1966 Ford T5 Fastback (right).

In Cologne, Ford’s German outpost in 1965 had less success when trying to sell the Mustang in the FRG (Federal Republic of Germany, the old West Germany (1949-1990)) because Krupp AG held (until December 31 1979) exclusive rights to the name which it used on a range of heavy trucks including some configured as fire engines.  A Mustang couldn’t be confused with a truck (though some snobby types in France might have suggested otherwise) but Ford’s legal advice was to settle rather than sue so they attempted to buy the rights.  Their offer (a reputed US$10,000) was rebuffed so for years Mustangs in the FRG were sold as the “T5” which was the car’s project name during its development.  Almost identical to the US version but for the badges, it was one of the most popular US cars sold in Europe, aided by the then attractive US$-Deutsche Mark exchange rate and its availability in military PX (Post Exchange) stores, service personnel able to buy at a discount and subsequently have the car shipped back to the US at no cost.

The badges: As they appeared on the early (1964-1966) Mustangs in most of the world (left), the T-5 badge used on early Mustangs sold in Germany (centre) and the (non-hyphenated) T5 used in Germany between 1967 and 1979

Visually, the changes which distinguished a T5 from a Mustang were slight and included (1) wheel covers with a plain black centre. (2) the word “Mustang” being removed from horn ring & gas (petrol) cap and (3) a “T5” badge replacing the “Mustang” script on the flanks.  Other than these cosmetic items, mechanical changes were limited to suspension settings (including adding the shock-tower cross-brace fitted to the Shelby GT350s) to better suit continental roads and the fitting of European-specification lighting.  Curiously, although Ford obviously didn’t make any effort when coming up with the “T5” name, it did for 1965 create a “T-5” badge (part number C5ZZ-6325622A) to replace the “Mustang” script on the front fenders and it was thought necessary later to do a re-design, the new one (part number CZZ-16098C) dropping the hyphen and placing the centred characters vertically.  Apparently content, the new badge was used until 1979 when Krupp’s copyright expired and the Mustang’s badges became global.  As was common, there were also running changes, a dash bezel above the glove box (with the T5 designation) introduced during 1967 and continued the next year while the 1971 range received a new dash emblem which sat in the centre, above the radio and heater controls.  However, anyone driving or sitting in a T5, unless they were an expert in such things or unusually observant, probably wouldn’t have noticed the car was in any way different from a Mustang of that vintage.

Scenes from Rote Sonne (1970, promotional poster, centre): A 1966 Ford T5 (left) and some of the cast (right) with a (circa 1966) Volkswagen Type 1 (Beetle).  Note the jackboots.

Directed by Rudolf Thome (b 1939), the plotline of Rote Sonne revolves around four young Fräuleins (Peggy, Sylvie, Christine & Isolde) who have entered into a mortiferous pact to use their charms to lure men into their grasp as a prelude to murdering them.  Although criticized as an example of the “pornography of violence” the film genuinely did fit into the contemporary feminist narratives of the FRG (Federal Republic of Germany, the old West Germany), a place in which ripples from the street protests which swept Germany in 1968 were still being felt and it was in 1970 the terrorist collective Rote Armee Fraktion (Red Army Faction (RAF)) was formed; In the English-speaking world it’s better (if misleadingly) known as the Baader–Meinhof Gang.

1962 Daimler SP250 (née Dart).

The Daimler SP250 was first shown to the public at the 1959 New York Motor Show and there the problems began.  Aware the sports car was quite a departure from the luxurious but rather staid line-up Daimler had for years offered, the company had chosen the attractively alliterative “Dart” as its name, hoping it would convey the sense of something agile and fast.  Unfortunately, Chrysler’s lawyers were faster still, objecting that they had already registered Dart as the name for a full-sized Dodge so Daimler needed a new name and quickly; the big Dodge would never be confused with the little Daimler but the lawyers insisted.  Imagination apparently exhausted, Daimler’s management also reverted to the engineering project name and thus the car became the SP250 which was innocuous enough even for Chrysler's attorneys.  The Dodge Dart didn't for long stay big, the name in 1964 re-used for a compact line although it was the generation made between 1967-1977 which was most successful and almost immediately Chrysler regretted the decision to cease production, the replacement range (the Dodge Aspen & Plymouth Volaré (1976-1980)) one of the industry's disasters.  The name was revived in 2012 for a new Dodge Dart, a small, front wheel drive (FWD) car which was inoffensive but dreary and lasted only until 2016.  The SP250 was less successful still, not even 3000 made between 1959-1964, something attributable to (1) the unfortunate styling, (2) the antiquated chassis, (3) the lack of development which meant there were basic flaws in the body engineering of the early versions and (4) the lack of interest by Jaguar which in 1960 had purchased Daimler, its interest in the manufacturing capacity acquired rather than the product range.  It was a shame because the SP250's exquisite 2.6 litre (155 cubic inch) V8 deserved better.  

Lindsay Lohan with Porsche 911 Targa 4 (997), West Hollywood, 2008.  The Targa was reportedly leased by her former special friend, DJ Samantha Ronson (b 1977).

Sometimes though, numbers could upset someone.  Even in the highly regulated EEC (European Economic Community, the origin of the European Union (EU)) of the 1960s, a company in most cases probably couldn’t claim exclusive rights to a three number sequence but Peugeot claimed exactly that when Porsche first showed their new 901 in 1963.  Asserting they possessed the sole right to sell in France car with a name constructed with three numbers if the middle digit was a zero, the French requested the Germans rename the thing.  It was the era of Franco-German cooperation and Porsche did just that, announcing the new name would be 911, a machine which went on to great things and sixty years on, remains on sale although, the lineage is obvious, only the odd nut & bolt is interchangeable between the two.  So all was well that ends well even if the French case still seems dubious because Mercedes-Benz had for years been selling in France cars labelled 200 or 300 (and would soon offer the 600). Anyway, this time, it was the project name (901) which was discarded (although it remained as the prefix on part-numbers) and surviving examples of the first 82 cars produced before the name was changed are now highly prized by collectors.

Sometimes however, the industry uses weird names for no obvious reason and some of the cars produced for the JDM (Japanese domestic market) are, to Western ears, truly bizarre though perhaps for a Japanese audience they’re compellingly cool.  Whatever might be the rationale, the Japanese manufacturers have give the world some memorable monikers including (1) from Honda the Vamios Hobio Pro & the That's, (2) from Mazda the Titan Dump, the Scrum Truck & the Bongo Brawny, (3) from Mitsubishi the Super Great, the eK-Classy, the Town Box, the Mirage Dingo Teddy Bear & the Homy Super Long, (4) from Suzuki the Solio Bandit & the Mighty Boy, (5) from Toyota the Royal Lounge Alphard, (6) from Subaru the Touring Bruce, (7) from Nissan the Big Thumb, the Elgrand Highway Star & the Cedric and (8) from Cony, the Guppy.

1964 Porsche 901 (left), 1968 Porsche 911L Targa (soft window) (centre) and 1969 Porsche 911S Targa (right)

Compared with that lot, Porsche deciding to call a car a Targa seems quite restrained.  Porsche borrowed the name from Targa Florio, the famous race in the hills of Sicily first run in 1906 and where Porsche in the 1950s had enjoyed some success.  Long, challenging and treacherous, it originally circumnavigated the island but the distance was gradually reduced until it was last run in its classic form in 1973 although in even more truncated form it lingered until 1977.  The construct of the name of the Targa Florio, the race in Italy from which Porsche borrowed the name, was Targa (in the sense of “plate” or “shield” + Florio, a tribute to Vincenzo Florio (1883-1959), a rich Sicilian businessman, automobile enthusiast and scion of a prominent family of industrialists and sportsmen; it was Vincenzo Florio who in 1906 founded the race.  Porsche won the race seven times between between 1963-1970 and took victory in 1973 in a 911 Carrera RSR, the car which in its street-legal (the Carrera RS) form remains among the most coveted of all the 911s and many replicas have been created.  Porsche didn't make any 1973 Carrera RS Targas; all were coupés.

1976 Porsche 914 2.0 with factory-fitted heckblende in Nepal Orange over black leatherette with orange & black plaid inserts.  All the mid-engined 914 built for public sale had a targa top although for use in competition the factory did a few with a fixed roof to gain additional rigidity.  The 914 was the first of a number of attempts by Porsche’s engineers to convince customers there were better configurations than the rear-engine layout used on the 911 & 912.  The customers continued to demand 911s and, the customer always being right, rear-engined 911s remain available to this day.

1938 Packard 1605 Super Eight Sedanca de Ville by Barker.

The idea of a vehicle with a removable roof section over the driver is more ancient even than the Porsche 911.  Now, a “town car” is imagined as something small and increasingly powered in some Greta Thunberg (b 2003) approved way but in the US, what was sold as a “Town Car” used to be very big, very thirsty (for fossil fuels) and a prodigious emitter of greenhouse gasses.  The idea had begun in Europe as the coupé de ville, deconstructed as the French coupé (an elliptical form of carosse coupé (cut carriage)) and the past participle of couper (to cut) + de ville (French for “for town”).  So, it was, like the horse-drawn coupé carriage, a smaller conveyance for short-distance travel within cities, often just for two passengers who sat sometimes in an enclosed compartment and sometimes under a canopy while the driver was always exposed to the elements.  In the UK, the style was often advertised as the clarence carriage.  The coach-builders of the inter-war years created naming practices which were not consistent across the industry but did tend to be standardized within individual catalogues.  In the US, reflecting the horse-drawn tradition, the coupé de ville was Anglicized as coupe de ville and appeared as both “town brougham” and “town car”, distinguished by the enclosed passenger compartment (trimmed often in cloth) and the exposed driver who sat on more weather resistant leather upholstery.

1974 Lincoln Continental Town Car.  The big Lincolns of the 1970s are about as remote as can be imagined from the original idea of something small and agile for use in congested cities but Ford also called this body style the "pillared hardtop" so by then, linguistic traditions clearly meant little.

Dating from the 1920s, a variant term was “Sedanca de ville”, briefly used to describe a particular configuration for the roof but so attractive was the word it spread and soon there appeared were Sedancas and Sedanca coupés.  Like many designations in the industry, it soon ceased to carry an exact meaning beyond the front seats being open to the skies although by the 1920s there was usually a detachable or folding (even some sliding metal versions were built) roof and windscreens had become a universal fitting.  For a while, there probably was (unusually in an industry which often paid scant attention to the details of etymology) an understanding a Sedanca de ville was a larger vehicle than a Sedanca coupé but the former term became the more generally applied, always on the basis of the ability of the driver’s compartment to be open although it’s clear many of the vehicles were marketed towards owner-drivers rather than those with chauffeurs, that cohort having moved towards fully enclosed limousines.  It’s from the Sedanca tradition the US industry later picked up the idea of the “town car” although the association was vague and had nothing to do with an open driver’s cockpit; it was understood just as a model designation which somehow implied “prestige”.

1968 Triumph TR5 with “Surrey Top”.

Porsche had since the late 1940s been building roadsters and cabriolets but while the 911 (then known internally as Project 901) was under development, it was clear US regulators, in reaction to a sharply rising death toll on the nation’s highways, were developing some quite rigorous safety standards and a number of proposals had been circulated which threatened to outlaw the traditional convertible.  Thus the approach adopted which, drawing from the company’s experience in building race cars, essentially added a stylized roll-over bar which could accommodate a detachable roof-section over the passengers and a folding rear cover which included a Perspex screen (the solid rear glass would come later).  Actually, the concept wasn’t entirely novel, Triumph introducing something similar on their TR4 roadsters (1961-1967) although their design consisted of (1) a half-hard top with an integral roll-bar & fixed glass rear window and (2) two detachable (metal & vinyl) panels which sat above the passengers.  Customers universally (and still to this day) referred to this arrangement as the “Surrey Top” although Triumph insisted only the vinyl insert and its supporting frame was the “Surrey” while the rest of the parts collectively were the “Hard Top kit”.  The targaesque top was available on the TR5 (1967-1969), a de-tuned version of which was sold in North America as the TR250 with twin carburetors replacing the Lucas mechanical fuel-injection used in most other markets, the more exotic system then unable to comply with the new emission standards.

1953 Ford X-100 with roof panel retracted (left), the Quincunxed five carburetor apparatus atop the 317 cubic inch (5.2 litre) Lincoln Y-Block V8 (centre) and the built-in hydraulic jacking system in use (right).

However, long before Porsche told us there were Targa and a decade before even Triumph’s Surrey, Ford had displayed a two-seat “targa”.  In the years to come, things like the 1953 Ford X-100 would be called “concept cars” but that term didn’t then exist so Ford used the more familiar “dream car” and that does seem a more romantic way of putting it.  Reflecting the optimistic spirit of the early post-war years, the X-100 included a number of innovations including the use of radial-ply tyres, a built-in hydraulic jacking system, a rain-sensor which automatically would trigger an electric motor to close the sliding plexiglass roof panel, a built-in dictaphone, a telephone in the centre console and the convenience of heated seats and an electric shaver mounted in the glove compartment.  Some of the features became mainstream products, some not and while the “variable volume horn” wasn’t picked up by the industry, one did appear on the Mercedes-Benz 600 (W100; 1963-1981) although that was a rare supportive gesture.  It was also an age of imaginative labels and Ford called their quincunx induction system the “Multi-Plex”; while the engineering proved a cul-de-sac, the name did later get picked up by multi-screen suburban cinema complexes.  For the X-100, Ford used what was then a popular technique in the lunatic fringe of the burgeoning hot rod: an induction system using five carburettors in a Quincunx pattern.  Inherent difficulties and advances in engineering meant the fad didn’t last but the apparatus remins pleasing to those with a fondness of unusual aluminium castings and intricate mechanical linkages.  X-100 still exists and is displayed at the Henry Ford Museum in Dearborn, Michigan.

1969 Mercury Marauder X-100.  In 1969, the blacked-out trunk (boot) lid and surrounds really was done by the factory.  During the administration of Richard Nixon (1913-1994; US president 1969-1974), things were not drab and predictable.

In a number of quirky coincidences, the name X-100 seems to once have been an industry favourite because as well as the 1953 Ford “dream car”, it was the US Secret Service’s designation for the 1961 Lincoln Continental parade convertible in which John Kennedy (JFK, 1917–1963; US president 1961-1963) was assassinated in Dallas, Texas.  One might have thought that macabre association might have been enough for the “X-100” tag to not again be used but, presumably because the Secret Service’s internal codes weren’t then general public knowledge, in 1969 Ford’s Mercury division released an X-100 as an up-market version of its second generation (1969-1970) Marauder.  Notionally, the X-100 was a “high performance” version but its 365 (gross) horsepower 429 cubic inch (7.0 litre) V8 was an option in lesser priced Marauders which meant the X-100, weighed down by the additional luxury fittings, was just a little slower than the cheaper models with the 429.  The market for “full-sized” high performance cars was anyway by 1969 in the final stages of terminal decline and although an encouraging 5635 were sold in 1969, sales the next year fell to 2646 and the X-100 was retired at the end of the 1970 and not replaced.  Most bizarre though was project X-100, a US$75 million (then a lot of what was at the time borrowed money) contract in 1943 awarded to Chrysler to design, machine and nickel-plate the inner surfaces of the cylindrical diffusers required to separate uranium isotopes.  Part of the Manhattan Project which built the world’s first atomic bombs, Chrysler built over 3,500 diffusers used at the plant in Oak Ridge, Tennessee and many were still in service as late as the 1980s.  Not until after the first A-bomb was used against Hiroshima in August 1945 did most of the X-100 project’s workers become aware of the use being made of the precision equipment they were producing.

Built by Ferrari: 1973 Dino 246 GTS with "chairs & flares" options.  The "GTS" stood for "Gran Tourismo Spider" but it was a true targa in the sense codified by Porsche.

The rhyming colloquialism “chairs and flares” (C&F to the Ferrari cognoscenti and these days the early Dinos are an accepted part of the family) is a reference to a pair of (separately available) options available on later production Dino 246s.  The options were (1) seats with inserts (sometimes in a contasting color) in the style used on the 365 GTB/4 (Daytona) & (2) wider Campagnolo Elektron wheels (which the factory only ever referred to by size) which necessitated flared wheel-arches.  In the early 1970s the factory wasn’t too punctilious in the keeping of records so it’s not known how many cars were originally built equipped with the wider (7½ x 14” vs 6½ x 14”) wheels but some privately maintained registers exist and on the basis of these it’s believed production was probably between 200-250 cars from a total run of 3569 (2,295 GT coupés & 1,274 GTS spiders (targa)).  They appear to have been most commonly ordered on UK & US market cars (although the numbers for Europe are described as “dubious” and thought an under-estimate; there are also an unknown number in other countries), the breakdown of verified production being:

246 GT: UK=22, Europe=5, US=5.
246 GTS: UK=21, Europe=2, US=91.

The “chairs and flares” cars are those which have both the Elektron option and the Daytona-style seats but because they were available separately, some were built with only one of the two, hence the existence of other slang terms in the Dino world including “Daytona package”, “Sebring spiders” and, in the UK, the brutish “big arches”.  In 1974, the Dino's option list (in US$) comprised:

Power windows: $270.00
Metallic paint: $270.00
Leather upholstery: $450.00
Daytona type central seat panels: $115.00
Air-conditioning: $770.00
14 x 7½ wheels & fender flares: $680.00
AM/FM/SW radio: $315.00
Electric antenna & speakers: $100.00

At a combined US$795.00, the C&F combo has proved a good investment, now adding significantly to the price of the anyway highly collectable Dino.  Although it's hard to estimate the added value because so many other factors influence calculation, all else being equal, the premium would seem to to be well over US$100,000.  Because it involves only wheels, upholstery and metal, the modifications are technically not difficult to emulate although the price of a modified vehicle will not match that of an original although unlike some of the more radical modifications to Ferraris (such as conversions to roadsters), creating a C&F out of a standard 246 seems not to lower its value.  These things are always relative; in 1974 the C&F option added 5.2% to the Dino GTS's list price and was just under a third the cost of a new small (in US terms a "sub-compact") car such as the Chevrolet Vega (1970-1977).

An enduring design: 2023 Porsche 911 Targa 4 (992).

Porsche didn’t complicate things, in 1966 offering the Targa as an alternative to the familiar coupé, then in series production since 1964.  Briefly, the company flirted with calling the car the 911 Flori but ultimately Targa was preferred and the appropriate trademarks were applied for in 1965, the factory apparently discovering targa in Italian means “number plate” or “license plate” only that year when the translators were working on international editions of the sales brochures.  The now familiar fixed, heated rear screen in safety glass was first offered in 1967 as an alternative to the one in fold-down plastic one and such was the demand it soon became the standard fitting.  The Targa carried over into the 911’s second and third generation being, re-designed for 1993 in a way that dispensed with the roll bar and it wouldn’t be until 2011 the familiar shape returned.

1970 Iso Grifo Targa (Series I, 350 cubic inch (5.7 litre) Chevrolet V8, left) and 1971 Iso Grifo Can-Am Targa (Series II, 454 cubic inch (7.4 litre) Chevrolet V8, right).  The raised centre section on the hood (bonnet) of the big-block Grifos was known informally as the "penthouse"; it was required because the induction system sat higher than on the small-block cars.  Not all approved of the penthouse because they found it discordant with the otherwise flowing lines but its brutish functionalism seems a fitting tribute brute force beneath.

Among the small volume manufactures which in the post-war years found a lucrative niche in combining sensuous European coachwork with the cheap, powerful and robust American V8s, there was a focus on two-door coupés because (1) this was the example set by Ferrari and (2) there most demand in the segment clearly existed.  The ecosystem was sent extinct by the first oil shock of the early 1970s but in the era, some did offer convertibles and where not, there were specialists prepared to help.  There was though, the odd targa.  The achingly lovely Iso Grifo spyder (roadster) shown at the Geneva Motor Show in 1964 never reached production but in 1966, less than two years into the Grifo’s life (during which almost 100 had been made), the factory put a targa version on their stand at the Turin Motor Show.  It was only ever available to special order on a POA (price on application) basis and between then and the shuttering of the factory in 1974, only 17 were built, four of which were the Series II Can-Ams with the big-block Chevrolet V8.