Ash

Ash (pronounced ash)

(1) The powdery, nonvolatile products and residue formed when matter is burnt; that which remains after burning; any of certain compounds formed by burning.

(2) In geology, finely pulverized lava thrown out by a volcano in eruption (technically volcanic ash).

(3) In chemistry, the non-aqueous remains of a material subjected to any complete oxidation process.

(4) Human (or animal) remains after cremation and either buried, scattered or stored in a crypt or container (usually styled as an “urn” regardless of style (always in the plural).

(5) Figuratively, mortal remains in general (always in the plural).

(6) Figuratively, the residue of anything (structures, institutions, movements, ideas, hopes etc), especially following disasters or catastrophes.

(7) In arboreal classification, any of the various oleaceous trees of the genus Fraxinus, of the olive family (especially F. excelsior of Europe and Asia or F. americana (white ash) of North America), having opposite, pinnate leaves, winged seeds and purplish flowers in small clusters.

(8) In arboreal classification, any of several trees resembling the ash, such as the mountain ash (and in Australia, any of several trees resembling the ash, especially of the eucalyptus genus).

(9) The tough, straight, close-grained wood of any of these trees, highly valued as timber because of its durability, widely used for the handles of tools (shovels, pick-axes etc) and once the choice material for the frames of many early automobiles.

(10) The largely archaic æsc (the symbols Æ & æ) (ash) from the Old English (the plural æscas).  The digraph æ represents a front vowel approximately like that of the “a” in the Modern English “hat” and the character is used also used to represent this sound in the International Phonetic Alphabet (IPA).

(11) A light silvery grey colour, often with a brownish tinge.

(12) As the ash-blonde hair color, a spectrum expressed in solid and variegated forms which blends or interpolates various classic blondes, silver-greys, and the lighter shades of brown.

(13) The acronym for Action on Smoking & Health, non-governmental organizations (NGO) in eth UK, Ireland & New Zealand, chartered as a charities (though through interaction with government they function sometimes in a way similar to QANGOs).

(14) To removed the burned tobacco from the end of a burning cigar or cigarette (usually by “flicking”, “tapping” or tapping the unburned section on the rim of an ashtray  The used to describe emptying the ask from the bowl of an extinguished pipe is less common.

(15) In agriculture, to cover newly-sown fields of crops with ashes.

Pre 950: From the Middle English asshe & aisshe (powdery remains of fire), from the Old English asce & æsce, from the Proto-West Germanic askā, from the Proto-Germanic askǭ, from the primitive Indo-European hes-.  It was cognate with the Frisian esk, the Dutch asch, the Swedish aska, the Danish & Norwegian aske, the Old Norse & Old High German aska (from which German gained German Asche) and the Gothic azgo (from the unattested Germanic askōn- (though the evolution of the Gothic is murky).  It was akin to the Latin ārēre (to be dry) (from which English ultimately gained arid) and āra (altar), the Oscan aasaí (on the altar), the Tocharian ās- (dry out; to get dry), the Sanskrit ā́sa- (ashes) and the Hittite hassi (on the hearth), from the primitive Indo-European root as- (to burn, glow).  The Spanish and Portuguese ascua (red-hot coal) are Germanic loan-words.  Ash is a noun & verb, ashiness is a noun, ashed is a verb, ashing is a noun & verb, ashen is an adjective & verb and ashless is an adjective; the noun plural is ashes.  The UK dialectal plural axen was from the Middle English axen & axnen, from the Old English axan & asċan (ashes) and was the plural of the Old English axe or æsċe (ash).  Some dictionaries do list it as rare but for (non-historic) purposes it’s archaic.

The various trees gained the common name ash from the Old English æsc, which was related to the primitive Indo-European word for the tree, while the generic name originated in Latin from a primitive Indo-European word for birch.  Both words were also used to mean “spear” & “shaft” in their respective languages because the straight, tough and durable timber was ideal for such purposes.  From the Old High German asc was derived the German Esche, with an altered vowel from the adjectival derivative eschen (which in Middle High German was eschîn.  It was akin to the Latin ornus (wild mountain ash), the Welsh onnen, the Ancient Greek ὀξύα (oxúa) (beech), the Old Armenian հացի (hacʿi), the Russian yáseń, the Polish jesion, the Czech jasan, the Lithuanian úosis, the Armenian hatsi and the Albanian ah (beech), all ultimately from the primitive Indo-European ōs (ash (tree)).  Although the close-grained timber of the ash is tough, it also has outstanding elasticity which allows it to be formed into shapes so was the preferred wood for spear-shafts and later came to be favored by coach-builders, many of the early automobiles also constructed with ash frames.

Forms have been coined as needed (as a portmanteau or with or without the hyphen) including ash-gourd, ash-pan, ashtray, ashcan, ash-pit fly-ash, ash-borer, pearl-ash, pot-ash & soda ash.  Potash (a class of potassium minerals of similar applicability to potassium carbonate and widely used in the production of fertilizers) is one of the most extensively mined minerals in the world.  One inventive use was noted in 1945 when the US military designated their internment camp for suspected Nazi war criminals as “Ashcan”; impressed, the British dubbed their holding facility “Dustbin”.  The ash-bin (receptacle for ashes from a fire and other refuse) seems not to have been recorded until 1847 although such devices would have been in use for centuries.  Similarly, the word ash-tray (reusable receptacle for the the ashes of the tobacco of smokers) first appears only in 1851 although they were doubtlessly among the first companion products after tobacco was introduced to the Western world after the early European exploration of the Americas in the late fifteenth century.  The ash-heap (stack or pile of ashes or other refuse) dates from the 1640s and seems to have been invented by foundry workers, who presumably produced more ash than most, at a time when their processes were mostly wood-fired.  The ash-pit (repository for ashes, especially in the lower part of a furnace) was first recorded in 1797 and reflected the increasing size of furnaces technological progress made possible; it was the “big brother” to the earlier ash-hole, in use since the 1640s, which continued to be used to describe the architecture of smaller installations.  It’s not known if regional variations in pronunciation meant “ash-hole” sometimes cause problems.

Lindsay Lohan imagined as an ash-blonde.

The phrase “ashes to ashes” is from the Church of England’s (Anglican) burial ritual, mentioned first in the Book of Common Prayer (1549) as part of the service's committal: “Forasmuch as it hath pleased Almighty God of his great mercy to take unto himself the soul of our dear brother [or sister] here departed, we therefore commit his body to the ground; earth to earth, ashes to ashes, dust to dust.”  It’s an echo of biblical passage from Genesis 3:19: “In the sweat of thy face shalt thou eat bread, till thou return unto the ground; for out of it wast thou taken: for dust thou art, and unto dust shalt thou return.”  Over time, “ashes to ashes” transcended its religious origin and has come to be used to allude to the cyclical nature of life and the inevitability of death.  Long pre-dating Christianity, ashes, as a reminder of finality, had been an ancient symbol of grief or repentance, their presence a part of pagan rituals and the early Church picked this up, the tradition beginning when Pope Gregory I (circa 540–604; usually styled Saint Gregory the Great, pope 590-604) sprinkled ashes on the heads of penitents on the first day of Lent although it wasn’t formalized in the ecclesiastical calendar until the fourteenth century, “ashes” having come to mean “the mortal remains of a person” by at least the late thirteenth century and alluded to the ancient custom of cremation.  The use to refer to the finely pulverized lava ejected from volcanoes dates from the 1660s.

Craftspersons (and some these days are other than male) in the Morgan factory at Malvern Link, Worcestershire in the UK, fashioning & fabricating ash frames (left) and 1973 Morgan +8 (right).

With only detail changes, the appearance of the roadsters (and the underlying ash frame, the patterns for which haven’t changed since 1937) in 2023 has little changed since the 1950s and the ancestry of the machines from the 1930s is obvious, the similarities out-numbering the differences.  It’s a persistent myth that under the skin, the Morgan’s platform is made entirely of wood but the truth is the chassis has always been rendered in steel & aluminum onto which is mounted the ash frame, to which the aluminum external panels are attached.  Each roadster takes three weeks to complete.

The “Ashes obituary”, 1882.

The Ashes is the (usually biannual) test cricket series conducted between Australia and England (who toured as the MCC (Marylebone Cricket Club) until 1970).  The term “The Ashes” dates from a satirical obituary published in a UK newspaper in 1882, the day after Australia recorded its first test victory on English soil.  The “obituary” noted the death of English cricket and that “the body will be cremated and the ashes taken to Australia”.  The idea caught on and as a prelude to the MCC’s next tour of Australia in 1882–1883, the press frequently mentioned the importance of regaining “those ashes”.  This the MCC’s captain vowed to do and after taking an unassailable 2-0 lead in the three-match series the job was done and some ladies presented him with a small urn (of unknown provenance although it may have been used for scent) said to contain the ashes of a wooden bail, humorously referred to as “the ashes of Australian cricket”.  Although it took some years before the contest between the teams was institutionalized as “the Ashes” since the 1920s that’s how they’ve been known.

Former England captain Mike Brearley (b 1942) with the Ashes urn, 1977.

The actual “ashes”, the original urn which has rarely left the MCC Museum at Lord's Cricket Ground in London since being presented to the club in 1927, is tiny, just over four inches (105 mm) high which is remarkable for a trophy which is of such significance to both nations.  It’s something like the sense of English understatement expressed when one compares No 10 Downing Street to something like the Élysée Palace which isn’t a wholly fair juxtaposition but they are, in a sense, comparable national symbols.  Certainly, the modest Ashes urn (originally a mass-produced, terracotta item little different from the thousands sold at the time in seaside souvenir shops) has about it noting of the grandeur of something like the America’s Cup (known as the Auld Mug; 1.1m (43 inches) high and weighing in at a hefty 14 kg odd (30+ lb) or any number of trophies in sports like rugby, football, tennis et al.  As a consolation for the original remaining locked up the MCC, in recent series, larger trophies with designs which acknowledge the little urn are now awarded to the victorious team.

Sir Lewis Hamilton contemplating a "plastic" trophy, Silverstone, 2014.

So trophies don’t have to be imposingly large or obviously expensive to be sought after as long as they’re vested with an appropriate history.  However, there can be some expectation of bling for those won by those contesting one-off events of some significance and Formula One driver Sir Lewis Hamilton (b 1985), prompted apparently by being awarded a “plastic” trophy after winning the 2014 British Grand Prix at Silverstone, later suggested it looked like it might be worth about £10, rather less than the traditional RAC (Royal Automobile Club) Gold Cup (he was subsequently presented with the cup at a press conference).  Warming to the topic though, Sir Lewis said he’d noted an obvious decline in the quality of the trophies awarded to Grand Prix winners and that he’d brought the matter to the attention of the then head of the F1 Bernie Ecclestone (b 1930).  It’s estimated the Ashes urn in 1882 would have been purchased for less than whatever was the equivalent then of £10 in 2014 so history and aura can be worth more than bling.

Lindsay Lohan with some trophies.  Sir Lewis might reflect things could have been worse.

Ashplant

Ashplant (pronounced ash-plahnt (U) or ash-plant (non-U))

(1) A walking stick made from an ash sapling (mostly Irish)

(2) An ash sapling.

(3) A stick kept for administering corporal punishment, a cane.

(4) The construct was ash +‎ plant

Ash was from the pre-900 Middle English asshe, from the Old English æsc.  It was cognate with the Frisian esk, the Middle Low German & Middle Dutch asch, the Old Saxon & Old High German asc (the German Esche, with an altered vowel from the adjective derivative eschen (the Middle High German eschîn) and the Old Norse askr (akin to the Latin ornus, the Welsh onnen, the Russian yáseń, the Polish jesion, the Czech jasan, the Lithuanian úosis, the Armenian hatshi, the Albanian ah (beech), from the unattested primitive Indo-European ōs & os (ash (tree).  The rare plural axen was from the Middle English axen & axnen, from the Old English axan & asċan (ashes) (the plural of the Old English axe & æsċe (ash)).  Ash in the sense of (residue after burning; remains) was from the circa 950 Middle English aisshe & asshe, from the Old English asce& æsċe, from the Proto-West Germanic askā, from the Proto-Germanic askǭ (related to the Frisian esk, the West Frisian jiske, the Dutch asch & as, the Old Norse & Old High German aska (source of the modern German Asche), the Low German Asch, the Danish aske, the Swedish aska and the Norwegian ask), from the primitive Indo-European hehs.  The Gothic azgo, although apparently from the unattested Germanic askōn-, remain mysterious.  The European forms were akin to the Latin ārēre (to be dry) (related to the modern “arid”) & āra (altar), the Oscan aasaí (on the altar), the Tocharian ās- (to get dry; to dry out), the Sanskrit ā́sa- (ashes), the Hittite hassi (on the hearth), from the unattested primitive Indo-European root as- (to burn, glow).  Plant was from the Middle English plante, from the Old English plante (young tree or shrub, herb newly planted), from the Latin planta (sprout, shoot, cutting).  The extended sense of "vegetable life, vegetation " was from the Old French plante.  Plant was a doublet of clan, borrowed from Celtic languages.  The verb was from the Middle English planten, from the Old English plantian (to plant), from the Latin plantāre (later influenced by the Old French planter).  It was related to the Dutch planten (to plant), the German pflanzen (to plant), the Swedish plantera (to plant) and the Icelandic planta (to plant).

An Irish ashplant.

Except in Ireland and within the Irish diaspora, ashplant is an unfamiliar word and rarely heard except among the Joycians because it’s so memorably a part of James Joyce’s (1882-1941) Ulysses (1922).  In Ulysses, the ashplant is of course a walking stick fashioned from an ash sapling but Joyce uses it to symbolize the holder’s divinity by linking him to the natural and supernatural.  A simple growth from the a tree uprooted from the soil, it’s used both to provide a balance to that ground and as a kind of wand used in religious and quasi-religious rituals; certainly, it’s owner believes it vested with magical powers.  Beyond that, the Joycians have made much of it as an allegorical device but in this, opinions vary, one Joycian often able to find a meaning hidden to others.

The ashplant is probably best remembered for its place in the brothel scene in “Circe” where it’s part of the “dance of death” after which it’s used to smash a chandelier in an act of rebellion against God.  Joyce uses the ashplant also in the literary and historical allusion with which the work is peppered.  In “Proteus” it becomes a Roman "augur's rod of ash" (a curved stick with powers of divination delivered by interpreting the will of the gods by observing the flight of birds) while in the brothel scene it transforms into Nothung, Siegfried's magical sword from the Norse myths familiar from Richard Wagner's (1813–1883) Ring cycle (Der Ring des Nibelungen (The Ring of the Nibelung) (1869-1876)).  Permeating the entire text is the idea of the ashplant representing the cross carried by Christ but, more practically, the author notes it’s handy to have to protect one against the attacks of wild dogs.

Soda

Soda (pronounced soh-duh)

(1) In science and industry, a common verbal shorthand for various simple inorganic compounds of sodium (sodium carbonate (washing soda), sodium bicarbonate (baking soda), and sodium hydroxide (caustic soda) etc).

(2) A common clipping of "soda water" or "soda drink".

(3) A fizzy drink made with carbonated water (water impregnated with pressurized carbon dioxide, originally made with sodium bicarbonate), flavoring (such as fruit or other syrups) and often ice cream, milk etc (once exclusively North American use, now more common); a shortening of the original "soda-pop".

(4) In the game of faro, the top card in the pack, discarded at the start, the game played with 51 cards.

(5) In Australian slang, something easily done (obsolete).

1490s:  From the Italian sida (sodium carbonate; an alkaline substance extracted from certain ashes), from the Medieval Latin soda (a kind of saltwort (sodanum barilla; a plant burned to obtain a type of sodium carbonate)) of uncertain origin.  It was once thought to have been from the Arabic suwwādah (a similar type of plant) but this is now discounted by most but may be from the Catalan sosa, first noted in the late thirteenth century.  There is also the speculative suggestion there may be some connection with the Medieval Latin sodanum (a headache remedy), ultimately from the Arabic suda (splitting headache).  Soda, sodalite, sodagate & sodaholic are nouns, sodalicious, sodaesque, sodaic, sodalike & sodaless are adjectives; the noun plural is sodas.

Care must be taken when using sodamide (plural sodamides), in chemistry a term for sodium amide.  Sodalicious (an especially delicious sola) is jocular term whereas sodagate and sodaholic are quasi-humorous.  Sodagate (one of many formations on the model of the “Watergate scandal” (1972-1974) dates from 2013 and refers to a NBA (National Basketball Association) game between the Brooklyn Nets and Los Angeles Lakers, in which a player deliberately spilled a cup of soda to delay the game.  A sodaholic (on the model of chocaholic and ultimately from alcoholic) is a person who consumes large volumes of soda-drinks, the problem not the carbonation but the high sugar content.  Whether sodaholics can be said to be “addicted” as clinicians would use the word is dubious and the state is better thought of as “excessive fondness” but in recent decades sugar intake and consequent problems (mainly obesity and diabetes) have emerged as major issues in public health, addressed with “sugar taxes” designed to increase the cost of the most sugar-dense processed foods & beverages, an approach enjoying some success in the UK and Mexico but resisted by the manufacturers enchanted by being able to sell a product (sugar) which is (1) cheap, (2) lawful and (3) “addictive”.  In many jurisdictions, using their usual methods, the industry lobbyists have succeeded in preventing or “watering down” legislation.

Soda is found naturally in alkaline lakes, in deposits where such lakes have dried, and from ash produced by burning various plants close to sources of salt-water.  It was one of the most traded commodities in the medieval Mediterranean and manufacture of it at industrial scale began in France in the late eighteenth century and the smaller operations gradually closed as transportation links improved.  .  The metallic alkaline element sodium was named in 1807 by English chemist Humphry Davy (1778-1829), so called because the element was isolated from caustic soda (sodium hydroxide); the chemical symbol Na is from natrium, the alternative name for the element proposed by Swedish chemist Jöns Jacob Berzelius (1779–1848) from natron (a naturally occurring mixture of sodium carbonate decahydrate (Na₂CO₃·10H₂O).

A "soda spiral".

The soda-cracker, first sold in 1863, has baking soda as an ingredient.  Although modern, commercially bottled soda water now rarely contains soda (in any form), the name is a hangover from 1802 when “soda water” was first used to describe water into which carbonic acid had been forced under pressure, the meaning “"carbonated water" dating from 1834.  In the mid-nineteenth century, it became popular to flavor soda water with various sweetened concoctions (typically fruits rendered with sugar syrup) and after 1863 these were often called soda pop, the clipping “soda” (flavored, sweetened soda water) the most common use of the word in North America (it quickly supplanted “pop”, one of the occasions where a two-syllable slang was preferred over a shorter form).  The soda fountain dates from 1824 and originally described a counter in a shop at which sodas, ice-creams etc were prepared and served; later it was used of the self-serve machines which dispensed fizzy drinks at the push of a button.  Someone employed to run such a counter was described first (1883) as soda-jerker, the slang clipped to soda-jerk in 1915.  The colloquial pronunciation sody was noted in US Midwestern use at the turn of the twentieth century.  Synonyms for the drink includes: carbonated drink, fizzy drink, fizz (UK), (fizzy) pop (Northern US, Canada), soda pop (US), soft drink, lemonade and (the colloquial) thirst-buster.

The extraordinary range of derived terms (technical & commercial) includes: soda glass, Club Soda, cream soda, Creaming Soda, ice-cream soda, muriate of soda, nitrate of soda, soda-acid, soda ash, soda biscuit, soda cracker, soda bread, soda cellulose, soda counter, soda fountain, sodaic, soda jerk, soda jerker, soda lake, soda-lime glass, sodalite, soda lye, sodamide, soda niter, soda nitre, diet soda, soda paper, soda pop, lite soda, soda prairie, ginger soda, soda process, soda pulp, soda siphon, Soda Springs, soda waste, soda water, sodium, sulfate of soda, sulphate of soda, sulfite of soda, sulphite of soda, washing soda, baking soda & caustic soda.

The Soda Geyser Car.

For girls and boys who wish to explore the possibilities offered by the chemical reaction between soda and Mentos®, the Soda Geyser Car is available for US$22.95, offering both amusement and over a dozen experiments with which to demonstrate Newton's laws of motion.  In its default configuration it will travel over 200 feet (60 metres) (the warning label cautioning it's not suitable for those aged under three and that it may upset pet cats etc) but for those prepared to take the risk, it's possible to concoct more potent fuels, a recipe for the ominous sounding “Depth Charger” included.  Tinkerers can adapt this technology to experiment with their own rockets and the kit includes:

Mentos® Soda Car
Turbo Geyser Tube.
Roll of Mentos®
2 Liter Bottle.
Inflation Needle.
Nose Cone.
Geyser Rocker Car Frame.
Flagpole.
Decals.
Velcro Straps.
Experiment and activity guide.

Dirty Soda

The Doctrine and Covenants (the D&C (1835)) and usually referred to as the Word of Wisdom) is the scriptural canon of the Church of the Latter Day Saints (the Mormons), section 89 of which provides dietary guidelines which prohibit, inter-alia, the consumption of alcohol, tobacco, and hot drinks (ie tea & coffee).  This index of forbidden food accounts not only for why noted Mormon Mitt Romney usually looks so miserable but also why manufacturers of chocolate, candy & soda have long found Utah a receptive and lucrative market; other than joyful singing, the sugary treats are among their few orally enjoyed pleasures.  It therefore surprised few that it was between two Utah-based operations that law suits were exchanged over which owned the right to sell “dirty sodas”.  Mormons aren’t allowed to do anything “dirty” (though it's rumored some do) so the stakes obviously were high, a dirty soda as close to sinfulness as a reading of the D&C will seem to permit.  A dirty soda is a soda flavored with “spikes” of cream, milk, fruit purees or syrups and is a kind of alcohol-free mocktail and the soda shops Sodalicious and Swig had both been active promoters of the sugary concept which had proven increasingly profitable.

Mitt Romney (b 1947; Republican nominee in the 2012 US presidential election, US senator (Republican-Utah) since 2019), loading up his cart with 12-packs of Caffeine Free Diet Coke and Wild Cherry Diet Pepsi, Hunter's Shop and Save, Wolfeboro, New Hampshire, August 2012.  Mitt knows how to have a good time.

In documents filed in court in 2015, Swig had accused Sodalicious of copying their trademarked “dirty” idea, even replicating the frosted sugar cookies sold alongside the spiked drinks.  Both shops had become well-known for their soda mixology, Swig’s concoctions including the Tiny Turtle (Sprite spiked with green apple and banana flavors) and the company sought damages and a restraining order, preventing Sodalicious from using descriptions or signage with any similarity to Swig’s.  Sodalicious counter-sued, claiming “dirty” is a longtime moniker for martinis and other cocktails, noting the product differentiation in their names for dirty sodas such as “The Second Wife” (a daring allusion to the polygamous past of the Mormons) and the “The Rocky Mountain High”, made by adding cherry and coconut caffeine-free Cola.  The case concluded with an out-of-court settlement, neither side seeking costs and no details of the terms were revealed.

Long time Pepsi consumer, Lindsay Lohan.

In December 2022, as a holiday season promotion, the Pepsi Corporation teamed with Lindsay Lohan to promote Pilk.  A Pilk is a mix of Pepsi Cola and milk, one of a class of dirty sodas created by PepsiCo which includes the Naughty & Ice, the Chocolate Extreme, the Cherry on Top, the Snow Float and the Nutty Cracker.  All are intended to be served with cookies (biscuits) and although Ms Lohan confessed to being “…a bit skeptical when I first heard of this pairing”, she was quickly converted, noting that “…after my first sip I was amazed at how delicious it was, so I’m very excited for the rest of the world to try it.”  Tied in nicely with her current Netflix movie “Falling for Christmas”, the promotional clip explores the pilk as a modern take on the traditional milk & cookies left in thanks for Santa Claus and the opportunity to don the Santa outfit from Mean Girls (2004) wasn’t missed, the piece concluding with the line : “This is one dirty soda Santa”.

Santa Redux: A Mean Girls moment celebrated with a pilk, PepsiCo dirty soda promotion, 2022.   

PepsiCo provided other dirty soda recipes:

(1) The Naughty & Ice: For a pure milk taste that's infused with notes of vanilla, measure and combine 1 cup of whole milk, 1 tablespoon of heavy cream and 1 tablespoon of vanilla creamer.  From there, pour the mixture slowly into 1 cup of Pepsi (the brand's hero product) and consume it with a chocolate chip cookie.

(2) The Chocolate Extreme: Blend a third of a cup of chocolate milk and 2 tablespoons of chocolate creamer together, transfer the mixture to 1 cup of smooth & creamy Pepsi Nitro to enjoy the richness of the flavor atop of a frothy foam head.  This "Pilk" will satisfy the chocoholic in you, especially by pairing it with a double chocolate cookie.

(3) The Cherry on Top: A hint of cherry always sweetens the deal.  Combine ½ cup of 2% milk, 2 tablespoons of heavy cream and 2 tablespoons of caramel creamer.  To bring the complex flavors to life, place the mixture into 1 cup of Pepsi Wild Cherry while pairing the drink with a gingerbread cookie.

(4) The Snow Fl(oat): An oatmeal-based cookie loaded with raisins is sure to complement an oat milk "Pilk".  Start by taking ½ cup of oat milk and adding 4 tablespoons of caramel creamer.  Then, slowly pour the sweet mixture into a glass filled with 1 cup of Pepsi Zero Sugar.

(5) The Nutty Cracker: Combine ½ cup of almond milk & 4 tablespoons of coconut creamer, then place mixture atop a pool of smooth & creamy Nitro Pepsi Vanilla.  For true richness, pair with a coated peanut butter cookie.

Historically, PepsiCo’s advertising always embraced DEI (diversity, equity and inclusion), depicting blondes, brunettes and redheads.  They needed just to be white, slender and attractive.

PepsiCo dirty soda promotion, 2022.

7up advertising from the 1950s.

The idea of combining milk and soft-drinks has a history in the US and it may have been a cultural practice although given there seems nothing to suggest it ever appeared in depictions of popular culture, it may have been something regional or occasionally faddish.  The 7up corporation in the 1950s used advertising which recommended adding the non-caffeinated soda to milk as a way of inducing children who "won't drink milk" to up their dairy intake.  The reference in the copy to "mothers know" does suggest the idea may have been picked up from actual practice and although today nutritionists and dentists might not endorse the approach, there are doubtless other adulterations of milk worse for children to take.

Quartervent

Quartervent (pronounced kwawr-ter-vent)

A small, pivoted, framed (or semi-framed) pane in the front or rear side-windows of a car, provided to optimize ventilation.

1930s: The construct was quarter + vent.  Dating from the late thirteenth century, the noun quarter (in its numerical sense) was from the Middle English quarter, from the Anglo-Norman quarter, from the Old French quartier, from the Latin quartarius (a Roman unit of liquid measure equivalent to about 0.14 litre).  Quartus was from the primitive Indo-European kweturtos (four) (from which the Ancient Greek gained τέταρτος (tétartos), the Sanskrit चतुर्थ (caturtha), the Proto-Balto-Slavic ketwirtas and the Proto-Germanic fedurþô).  It was cognate to quadrus (square), drawn from the sense of “four-sided”.  The Latin suffix –arius was from the earlier -ās-(i)jo- , the construct being -āso- (from the primitive Indo-European -ehso- (which may be compared with the Hittite appurtenance suffix -ašša-) + the relational adjectival suffix -yós (belonging to).  The suffix (the feminine –āria, the neuter -ārium) was a first/second-declension suffix used to form adjectives from nouns or numerals.  The nominative neuter form – ārium (when appended to nouns), formed derivative nouns denoting a “place where stuff was kept”.  The Middle English verb quarteren, was derivative of the noun.  Dating from the mid fourteenth century, vent was from the Middle English verb venten (to furnish (a vessel) with a vent), a shortened form of the Old French esventer (the construct being es- + -venter), a verbal derivative of vent, from the Latin ventus (wind), in later use derivative of the English noun.  The English noun was derived partly from the French vent, partly by a shortening of French évent (from the Old French esvent, a derivative of esventer) and partly from the English verb.  The hyphenated form quarter-vent is also used and may be preferable.  Quarter-vent is a noun; the noun plural is quarter-vents.  In use, the action of using the function provided by a quarter-vent obviously can be described with terms like quarter-venting or quarter-vented but no derived forms are recognized as standard.

1959 Cadillac Eldorado Biarritz.

Like almost all US passenger cars, the post-war Cadillacs all had quarter-vents (“vent windows” or “ventiplanes” to the Americans) and on the most expensive in the range they were controlled by an electric motor, a feature optional on the lesser models.  This was a time when the company's slogan “Standard of the World” really could be taken seriously.  In 1969, with General Motors (GM) phasing in flow-through ventilation, Cadillac deleted the quarter-vents, meaning purchasers no longer had to decide whether to pay the additional cost to have them electrically-activated (a US$71.60 option on the 1968 Calais and De Ville).  GM's early implementation of flow-through ventilation was patchy so the change was probably premature but by 1969 the system was perfected and as good as their AC (air-conditioning), famous since the 1950s for its icy blast.    

The now close to extinct quarter-vents were small, pivoted, framed (or semi-framed) panes of glass installed in the front or rear side windows of a car or truck; their purpose was to provide occupants with a source of ventilation, using the air-flow of the vehicle while in motion.  The system had all the attributes of other admirable technologies (such as the pencil) in that it was cheap to produce, simple to use, reliable and effective in its intended purpose.  Although not a complex concept, GM in 1932 couldn’t resist giving the things an impressively long name, calling them “No Draft Individually Controlled Ventilation” (NDICV being one of history’s less mnemonic initializations).  GM’s marketing types must have prevailed because eventually the snappier “ventiplanes” was adopted, the same process of rationality which overtook Chrysler in 1969 when the public decided “shaker” was a punchier name for their rather sexy scoop which, attached directly to the induction system and, protruding through a carefully shape lacuna in the hood (bonnet), shook with the engine, delighting the males aged 17-39 to whom it was intended to appeal.  “Shaker” supplanted Chrysler’s original “Incredible Quivering Exposed Cold Air Grabber” (IQECAG another dud); sometimes less is more.  Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945) suggested a good title for his book might be Viereinhalb Jahre [des Kampfes] gegen Lüge, Dummheit und Feigheit (Four and a Half Years of Struggle against Lies, Stupidity and Cowardice) but his publisher thought that a bit ponderous and preferred the more succinct Mein Kampf: Eine Abrechnung (My Struggle: A Reckoning) and for publication even that was clipped to Mein Kampf.  Unfortunately, the revised title was the best thing about it, the style and contents truly ghastly and it's long and repetitious, the ideas within able easily to be reduced to a few dozen pages (some suggest fewer but the historical examples cited for context do require some space).

The baroque meets mid-century modernism: 1954 Hudson Italia by Carrozzeria Touring.  

Given how well the things worked, there’s long been some regret at their demise, a process which began in the 1960s with the development of “through-flow ventilation”, the earliest implementation of which seems to have appeared in the Hudson Italia (1954-1955), an exclusive, two-door coupé co-developed by Hudson in Detroit and the Milan-based Italian coachbuilder Carrozzeria Touring.  Although some of the styling gimmicks perhaps haven’t aged well, the package was more restrained than some extravagances of the era and fundamentally, the lines were well-balanced and elegant.  Unfortunately the mechanical underpinnings were uninspiring and the trans-Atlantic production process (even though Italian unit-labor costs were lower than in the US, Touring’s methods were labor-intensive) involved two-way shipping (the platforms sent to Milan for bodies and then returned to the US) so the Italia was uncompetitively expensive: at a time when the bigger and more capable Cadillac Coupe de Ville listed at US$3,995, the Italia was offered for US$4,800 and while it certainly had exclusivity, it was a time when there was still a magic attached to the Cadillac name and of the planned run of 50, only 26 Italias were produced (including the prototype).  Of those, 21 are known still to exist and they’re a fixture at concours d’élégance (a sort of car show for the rich, the term an un-adapted borrowing from the French (literally “competition of elegance”) and the auction circuit where they’re exchanged between collectors for several hundred-thousand dollars per sale.  Although a commercial failure (and the Hudson name would soon disappear), the Italia does enjoy the footnote of being the first production car equipped with what came to be understood as “flow-through ventilation”, provided with a cowl air intake and extraction grooves at the top of the rear windows, the company claiming the air inside an Italia changed completely every ten minutes.  For the quarter-vent, flow-through ventilation was a death-knell although some lingered on until the effective standardization of AC proved the final nail in the coffin.

1965 Ford Cortina GT with eyeball vents and quarter-vents.

The car which really legitimized flow-through ventilation was the first generation (1962-1966) of the Ford Cortina, produced over four generations (some claim it was five) by Ford’s UK subsidiary between 1962-1982).  When the revised model displayed at the Earls Court Motor Show in October 1964, something much emphasized was the new “Aeroflow”, Ford’s name for through-flow ventilation, the system implemented with “eyeball” vents on the dashboard and extractor vents on the rear pillars.  Eyeball vents probably are the best way to do through-flow ventilation but the accountants came to work out they were more expensive to install than the alternatives so less satisfactory devices came to be used.  Other manufacturers soon phased-in similar systems, many coining their own marketing trademarks including “Silent-Flow-Ventilation”, “Astro-Ventilation” and the inevitable “Flow-thru ventilation”.  For the Cortina, Ford took a “belt & braces” approach to ventilation, retaining the quarter-vents even after the “eyeballs” were added, apparently because (1) the costs of re-tooling to using a single pane for the window was actually higher than continuing to use the quarter-vents, (2) it wasn’t clear if there would be general public acceptance of their deletion and (3) smoking rates were still high and drivers were known to like being able to flick the ash out via the quarter-vent (and, more regrettably, the butts too).  Before long, the designers found a way economically to replace the quarter-vents with “quarter-panes” or “quarter-lights” (a fixed piece of glass with no opening mechanism) so early Cortinas were built with both although in markets where temperatures tended to be higher (notable South Africa and Australia), the hinged quarter-vents remained standard equipment.  When the Mark III Cortina (TC, 1970-1976) was released, the separate panes in any form were deleted and the side glass was a single pane.

Fluid dynamics in action: GM's Astro-Ventilation.

So logically a “quarter-vent” would describe a device with a hinge so it could be opened to provide ventilation while a “quarter-pane”, “quarter-light” or “quarter-glass” would be something in the same shape but unhinged and thus fixed.  It didn’t work out that way and the terms tended to be used interchangeably (though presumably “quarter-vent” was most applied to those with the functionality.  However, the mere existence of the fixed panes does raise the question of why they exist at all.  In the case or rear doors, they were sometimes a necessity because the shape of the door was dictated by the intrusion of the wheel arch and adding a quarter-pane was the only way to ensure the window could completely be wound down.  With the front doors, the economics were sometimes compelling, especially in cases when the opening vents were optional but there were also instances where the door’s internal mechanisms (the door opening & window-winding hardware) were so bulky the only way to make stuff was to reduce the size of the window.  In some cases, manufacturers "solved" the problem by making rear side glass fixed which lowered their costs but it was never popular with customers.

1976 Volkswagen Passat B1 (1973-1980 (1988 in Brazil)) without quarter-vents, the front & rear quarter-panes fixed.

The proliferation of terms could have come in handy if the industry had decided to standardize and the first generation Volkswagen Passat (1973-1980) was illustrative of how they might been used.  The early Passats were then unusual in that the four-door versions had five separate pieces of side glass and, reading from left-to-right, they could have been classified thus: (1) a front quarter-pane, (2) a front side-window, (3) a rear side-window, (4) a rear quarter-pane and (5) a quarter-window.  The Passat was one of those vehicles which used the quarter-panes as an engineering necessity to permit the rear side-window fully to be lowered.  However the industry didn’t standardize and in the pre-television (and certainly pre-internet) age when language tended to evolve with greater regional variation, not even quarter-glass, quarter-vent, quarter-window & quarter-pane were enough and the things were known variously also as a “fly window”, “valence window”, “triangle window” and (possibly annoying architects) “auto-transom”, the hyphen used and not.

1960 Bentley S2 Continental Flying Spur by H.J. Mulliner (Design 7508 with Van Gerbig rear quarter-windows, left), the "Van Gerbig" quarter-window (centre) and the Flying Spur's (Six Light) standard rear quarter pane (right).

In 1960, cars with rear quarter windows which pivoted open were not uncommon so it may seem strange such a fitting can attract comment.  However, much prized in the rarefied world of coach-built Rolls-Royces and Bentleys are the little quirks and oddities which can make the bespoke creations “even more unique” (a phrase which will annoy the grammar Nazis but in this context it’s handy verbal shorthand).  H.J. Mulliner bodied an estimated 125 Bentley S2 chassis with the Flying Spur four-door sports saloon coachwork (Design 7508 “Six Light” saloon) but only three were fitted with the “Van Gerbig-style pop-open rear quarter lights (following Design 6110)”.  Of the three “Van Gerbig Flying Spurs” two were built with LHD (left hand drive) and one was RHD (right hand drive).  The otherwise unexceptional quarter-vents gained the name from Peter Van Gerbig (b 1934), a New York socialite who specified the feature in a Flying Spur he ordered for US delivery.

PA Vauxhall Velox (1957-1962): 1959 (left) and 1960 (right).  The one-piece rear window was introduced as a running-change in late 1959.

Before flow-through ventilation systems and long before AC became ubiquitous, quarter-vents were the industry standard for providing airflow to car interiors and it was common for them to be fitted on both front and rear-doors and frequently, the rear units were fixed quarter-panes (the lowering of the side window thing).  A special type of fixed quarter-pane were those used with rear windows, originally an economic imperative because initially it was too expensive to fabricate one piece glass to suit the “wrap-around styles becoming popular.  Improved manufacturing techniques let the US industry by the early 1950s overcome the limitations but elsewhere, the multi-piece fittings would continue to be used for more than a decade.

1957 Mercury Turnpike Cruiser (left), details of the apparatuses above the windscreen (centre) and the Breezeaway rear window lowered (right)

The 1957 Mercury Turnpike Cruiser was notable for (1) the truly memorable model name, (2) introducing the “Breezeway" rear window which could be lowered and (3) having a truly bizarre arrangement of “features” above the windscreen.  Unfortunately, the pair of “radio aerials” protruding from the pods at the top of the Mercury’s A-pillars were a mere affectation, a “jet-age” motif decorating what were actually air-intakes.

Brochure for 1957 Mercury Turnpike Cruiser promoting, inter-alia, the Breezeway retractable rear window.

A three-piece construction was however adopted as part of the engineering for the “Breezeway”, a retractable rear window introduced in 1957 on the Mercury Turnpike Cruiser.  It was at the time novel and generated a lot of publicity but the concept would have been familiar to those driving many roadsters and other convertibles which had “zip-out” rear Perspex screens, allowing soft-top to remain erected while the rear was open.  Combined with the car’s quarter-vents, what this did was create the same fluid dynamics as flow-through ventilation.  The way Mercury made the retractable glass work was to section the window in a centre flat section (some 80% of the total width), flanked by a pair of fixed quarter-panes.  After the run in 1957-1959, it was resurrected for use on certain Mercury Montclairs, Montereys and Park Lanes.

1958 (Lincoln) Continental Mark III Convertible (with Breezeway window).  The platform was unitary (ie no traditional chassis) which with modern techniques easily was achievable on the sedans and coupes but the convertible required so much additional strengthening (often achieved by welding-in angle iron) that a Mark III Convertible, fueled and with four occupants, weighed in excess of 6000 lb (2720 kg). 

Ford must have been much taken with the feature because it appeared also on the gargantuan “Mark” versions of the (Lincoln) Continentals 1958, 1959 & 1960, dubbed respectively Mark III, IV, & V, designations Ford shamelessly would begin to recycle in 1969 because the corporation wanted the new Mark III to be associated with the old, classic Continental Mark II (1956-1957) rather than the succeeding bloated trio.  The “Breezeway” Lincolns also featured a reverse-slanted rear window, something which would spread not only to the Mercurys of the 1960s but also the English Ford Anglia (105E, 1959-1968) and Consul Classic (1961-1963) although only the US cars ever had the retractable glass.  The severe roofline was used even on the convertible Continentals, made possible by them sharing the rear window mechanism used on the sedan & couple, modified only to the extent of being retractable into a rear compartment.

1974 Lincoln Continental Town Car with mini vents.

Very cool front quarter-vents on the last of the “big” Lincolns; in the explanatory document for dealers they were called “mini-vents” and they raised and lowered separately from the main side-glass.  Smoking was at the time socially acceptable (in some circles it seemed to verge on obligatory) and there was a lot of it about so that engineers devoted time to finding a better way for those wanting to “flick ash out the window” while running the AC wasn’t surprising.  Those visualizing a “flick” in progress might be surprised such a thing existed because in a modern vehicle (the body honed in wind-tunnels and computer simulations), what likely would happen is “blowback”.  That’s because aerodynamically the shape is efficient (with a “buffer zone” very close to the surface) and disrupting that by lowering a window shifts the inside pressure from positive to negative, ash thus prone to being “sucked-in”.  However, on something like a 1970s Continental (that conceptually can be imagined as one brick sitting atop two), the buffer zone can (depending on speed) extend as much as 3 feet (close to a metre) from the body.  This meant ash was flicked into the “buffer zone” and didn’t blowback into the cabin.  The vents didn’t last (another casualty of the quest for lower drag) but as late as 1985 they appeared as a US$72 extra and were known in the industry as the “smoker's option”.  For those who wish to discover the way things (for a brief, shining moment) used to be done, there’s nothing quite like the land yachts of the 1970s and although a breed in which specific efficiencies were rare, the mini-vents were an inspired design.

1967 Chevrolet Camaro 327 Convertible with vent windows (left), 1969 Chevrolet Camaro ZL1 without vent windows (centre) and Lindsay Lohan (b 1986) & Jamie Lee Curtis (b 1958) in 1969 Chevrolet Camaro Convertible during filming of the remake of Freaky Friday (2003), Los Angeles, August 2024.  Freakier Friday is slated for release in August, 2025).

Through Chevrolet's COPO (Central Office Production Order) system, 69 1969 Camaros were built with the ZL1, an all-aluminum version of the 427 cubic inch (7.0 litre) big-block V8.  The COPO had been established as an efficient way to coordinate the production of fleet orders (law enforcement agencies, utility companies etc) for runs of vehicles in a certain specification but the drag racing community and others worked out it could be used also as “back-door” way to order small runs of cars with otherwise unavailable high-performance engines.  The Freakier Friday Camaro (badged as a 396 SS but several were used during filming including at least one with a roll-over bar for the stunt work) lacks the vent windows which were deleted from the range after 1967 when “Astro-Ventilation” (GM’s name for flow-through ventilation) was added.  In North American use, the devices typically are referred to as “vent windows” while a “quarter light” is a small lamp mounted (in pairs) in the lower section of the front bodywork and a “quarter-vent” is some sort of (real or fake) vent installed somewhere on the quarter panels.  As flow-through ventilation became standardized and AC installation rates rose, Detroit abandoned the quarter-vent which pleased industry because it eliminated both parts and labor, lowering the cost of production (the savings absorbed as profits rather than being passed to the customers).  On the small, cheap Ford Pinto (1971-1980), removing the feature saved a reported US$2.16 per unit but, being small and cheap, AC rarely was ordered by Pinto buyers which was probably a good thing because, laboring under the 1970s burdens of emission controls, the weight of  impact-resistant bumper bars and often an automatic transmission a Pinto was lethargic enough with out adding power-sapping AC compressor and plumbing.  Responding (after some years of high inflation) to dealer feedback about enquires from Pinto customers indicating a interest in the return of vents, Fords cost-accountants calculated the unit cost of the restoration would be some US$17.

1961 Maserati 3500 GTi with single (front) quarter-vent.

With the coming of flow-through ventilation and in increasing up-take of AC, the US manufacturers welcomed being able to eliminate quarter-vents because it meant fewer parts, less material and some minutes of labor saved during assembly.  The process also worked the other way which resulted in some Maserati 3500 GTs (Tipo 101, 1957-1964) being a rare example of a car with front and rear quarter-vents fitted to the same door.  Between 1947-1956, Maserati had sold various versions of its A6 as road cars but, with a design based on the principles used in racing as well as many components from the competition department, none were ideally suited to volume (or even series) production.  Noting the success Ferrari was enjoying with the road-going variants of their 250 series sports cars, Maserati resolved to emulate the business model and developed a platform which was something of a “parts bin special”, components from many European manufacturers bought “off the shelf” as a way of lowering costs; in the usual manner of the low-volume Italian specialists in the post war-era, coachbuilders were asked to submit designs for the bodywork and ultimately, the contract was awarded to Carrozzeria Touring of Milan.  Like Ferrari, Maserati used a derivative of one of their racing engines and although the 3.5 litre (213 cubic inch) straight-6 neither looked or sounded as exotic as Ferrari’s charismatic V12s, it was a reliable, well-proven unit with power and torque characteristics better suited to a wide range of buyers (many of whom appreciated the ease with which the straight-6 could be serviced).  As a relic of its days in Formula One and sports car racing, Maserati did have a V12 but it was bulky and in output offered little more than the six, certainly for road use (Remarkably, the ancient V12, heavily revised, briefly would enjoy some success in 1966 when it was one of the few fully-developed engines available when the new 3.0 litre (183 cubic inch) rules took effect in Formula One).

1962 Maserati 3500 GTi with front & rear quarter-vents.

Almost all the 3500 coupés were bodied by Touring using their patented Superleggera (super light) technique of construction, the method involving the fabrication of a structural framework of small diameter steel tubes that conformed to the body shape, this skeletal frame then covered by an aluminium outer skin.  The result was something both light and rigid. In the late 1950s, the 3500 GT was the right car for the time and was company’s first truly successful road car, the profits from the model for the first time putting things on a stable financial footing; almost 2000 coupés and some 250 Spyders (roadster), mostly by Carrozzeria Vignale, leaving the factory between 1957-1964 and the memorable, bespoke 5000 GTs (1959-1966) were developed on the same platform with Maserati 5.0 litre (301 cubic inch) (the original “big bore” units later replaced by “long stroke” versions better suited to road use).  In 1959-1962, the 5000 GT was probably the fastest car on sale but was so expensive only 32 were built.

1962 Maserati 3500 GTi; the quarter-vents were opened and closed using knurled, stainless steel knobs.

The 3500 GT was however a design of its time and although in some ways mechanically advanced, was in other aspects little different from the way things were done in the 1930s, including the cabin ventilation, the extent of the sophistication being the ability to wind down the windows (power windows were standard on all but the earliest models).  So, in a 3500, things could get hot and stuffy and, in late 1961, the first were built with air-flow augmented by second, rear-mounted quarter-vent.  What that did was emulate exactly the fluid dynamics of flow-thru ventilation and the reason it was done that way was simple economics: to add a pair of quarter-vents was simple and cheap whereas the addition of an integrated flow-thru ventilation system would be demanding of time and resources and thus expensive.  In one review, it was reported such an upgrade would cost more than three times the budget the factory allocated for the introduction of Lucas mechanical fuel-injection to replace the triple Weber carburetors.  The engineers did implicitly acknowledge the second quarter-vent was an unhappy, if necessary, compromise, all subsequent Maseratis including an integrated flow-thru system.  

Ford Australia’s early advertising copy for the XA Falcon range included publicity shots both with and without the optional quarter-vents (left) although all sedans & station wagons had the non-opening, rear quarter-panes, fitted so the side window completely could be lowered.  One quirk of the campaign was the first shot released (right) of the “hero model” of the range (the Falcon GT) had the driver’s side quarter-vent airbrushed out (how “Photoshop jobs” used to be done), presumably because it was thought to clutter a well-composed picture.  Unfortunately, the artist neglected to defenestrate the one on the passenger’s side.

Released in Australia in March 1972, Ford’s XA Falcon was the first in the lineage to include through-flow ventilation, the previously standard quarter-vent windows moved to the option list as RPO (Regular Production Option) 86.  Because Australia often is a hot place (and now getting hotter) and many Falcons were bought by rural customers, Ford expected a high take-up rate of RPO 86 (it was a time when AC was expensive and rarely ordered) so the vent window hardware was stockpiled in anticipation.  However, the new flow-through ventilation system was effective and the option didn’t prove popular but with a warehouse full of the parts, they remained available on the subsequent XB (1973-1976) and XC (1976-1979) Falcons although the take-up rate never rose, less the 1% of each range so equipped and when the XD (1979-1983) was introduced, there was no such option and this continued on all subsequent Falcons until Ford ceased production in Australia in 2016, by which time AC had long been standard equipment.

Great moments in tabloid journalism: Sydney's Sun-Herald, Sunday 25 June, 1972.  The Sun-Herald was then part of the Fairfax group, proving Rupert Murdoch (b 1931) can't be blamed for everything.

The infrequency with which RPO 86 was ordered has been little noted by history but on one car the fixtures did become a element which enabled a owner to claim the coveted “one-of-one” status.  In August 1973, near the end of the XA’s run, with no fanfare, Ford built about 250 Falcons with RPO 83, a bundle which included many of the parts intended for use on the stillborn GTHO Phase IV, cancelled (after four had been built) in 1972 after a tabloid newspaper generated one of the moral panics of which they're so fond, this time about the “160 mph super cars” it was claimed the local manufacturers were about to unleash and sell to males ages 17-25.  Actually, none of them were quite that fast but not often has the tabloid press been too troubled by facts and the fuss spooked the politicians (it's seldom difficult to render a "minister horrified").  Under pressure, Holden cancelled the LJ Torana V8, Ford the GTHO Phase IV and Chrysler reconfigured it's E55 Charger 340 as a luxury coupé, available only with an automatic transmission and no high-performance modifications.

The “quarter-vent XA RPO 83 GT”: 1973 Ford Falcon XA GT sedan (Body Identification: 54H; Model Code: 18238) in Calypso Green (code J) with Onyx Black (code B) accents over Black Vinyl (Code B) with 351 4V V8 (Code T) and four-speed manual transmission (Code L).  It’s the only one produced with both RPO 83 (a (variably fitted) bundle of parts left-over from the aborted GTHO Phase IV project) and RPO 86 (front quarter-vent windows).  In the collector market they're referred to usually as “the RPO83 cars”.

So in 1973 Ford's warehouse still contained all the parts which were to be fitted to the GTHO Phase IV so they’d be homologated for competition and although the rules for racing had been changed to ensure there was no longer any need to produce small batches of “160 mph [257 km/h] super cars”, Ford still wanted to be able to use the heavy-duty bits and pieces in competition so quietly conjured up RPO 83 and fitted the bundle on the assembly line, most of the cars not earmarked for allocation to racing teams sold as “standard” Falcon GTs.  Actually, it’s more correct to say “bundles” because while in aggregate the number of the parts installed was sufficient to fulfil the demands of homologation, not all the RPO 83 GTs received all parts so what a buyer got really was “luck of the draw”; with nobody being charged extra for RPO 83, Ford didn’t pay too much attention to the details of the installations and many who purchased one had no idea the parts had been included, the manual choke's knob the only visually obvious clue.  Ford made no attempt to publicize the existence of RPO 83, lest the tabloids run another headline.  It’s certain 250 RPO 83 cars were built (130 four-door sedans & 120 two-door Hardtops) but some sources say the breakdown was 131 / 121 while others claim an addition nine sedans were completed.  Being a genuine RPO 83 car, the Calypso Green GT attracts a premium and while being only RPO 83 with quarter-vent windows is not of any great significance, it does permit the prized “one-of-one” claim and not even any of the four GTHO Phase IVs built (three of which survive) had them.  In the collector market, the “one-of-one” status can be worth a lot of money (such as a one-off convertible in a run of coupés) but a Falcon’s quarter-vents are only a curiosity.

The Bathurst 1000 winning RPO 83 Falcon GTs, 1973 (left) & 1974 (right).

All else being equal, what makes one RPO83 more desirable than another is if it was factory-fitted with all the option's notional inventory and most coveted are the ones with four-wheel disk brakes.  Because the project was focused on the annual endurance event at Bathurst's high-speed Mount Panorama circuit, the disks were as significant as an additional 50 horsepower and a few weeks before the RPO 83 run they'd already been fitted to the first batch of Landaus, which were Falcon Hardtops gorped-up (what bling used to be called) with hidden headlights, lashings of leather, faux woodgrain and a padded vinyl roof, all markers of distinction in the 1970s; unusually, there was also a 24 hour analogue clock.  Essentially a short wheelbase, two-door LTD (which structurally was a Falcon with the wheelbase stretched 10 inches (250 mm) to 121 (3075 mm)), the Landau was not intended for racetracks but because it shared a body shell and much of the running gear with the Falcon GT Hardtops, Ford claimed Landau production counted towards homologation of the rear disks.  Fearing that might be at least a moot point, a batch were installed also on some of the RPO 83 cars and duly the configuration appeared at Bathurst for the 1973 event, their presence of even greater significance because that was the year the country switched from using imperial measures to metric, prompting the race organizers to lengthen the race from 500 miles (804 km) to 625 (1000), the Bathurst 500 thus becoming the Bathurst 1000.  RPO 83 Falcon GTs won the 1973 & 1974 Bathurst 1000s.

The “quarter-vent XB GT”: 1973 Ford Falcon XB GT sedan (Body Identification: 54H; Model Code: 18338) in Polar White (Code 3) with Onyx Black (code B) accents over Parchment Vinyl (Code P) with 351C 4V V8 (Code T) and four-speed manual transmission (Code L).  This is the only XB GT ordered with RPO 86 (front quarter-vent windows).

So with a large stock sitting in the warehouse, despite the dismally low take-up rate, the quarter-vents remained available when the XB Falcon (1973-1976) range was released and of the 1952 XB GT sedans sold (there were also 949 two-door Hardtops) a single buyer ticked the RPO 86 box.  Again, while granting the coveted “one-of-one” status, it’s not something of great significance although the car to which the pair of vents was fitted is one of the more desirable XB GTs because it was one of the 139 XB GTs built with the combination of the “4V Big Port” 351 V8 and four-speed Top Loader manual transmission.  The first 211 XB GTs received the fully-imported 351 4V Clevelands, “using up” what was in stock, subsequent models switching to the locally made variant.

US Built 351C-4V in 1973 XB Falcon GT.

Ford Australia had been importing from the US the high-performance 351C-4V V8 for use in the GT but when advised US production of that configuration was ending, the decision was taken to produce a local “high-performance” version of the 351 using the 351C 2V “small port” cylinder heads with “open” combustion chambers and a four-barrel carburetor; Ford Australia only ever manufactured the “small port” heads.  That means the Australian nomenclature “351C-4V” (small ports & four barrel carburetor) differs in meaning from that used in the US where it translated to “big ports & four barrel carburetor”.  It sounded a retrogressive step and while there was some sacrifice in top-end power, the antipodean combo turned out to be ideal for street use because the fluid dynamics of the flow rate through the smaller ports made for better low and mid-range torque (most useful for what most drivers do most of the time) whereas the big-port heads really were optimized for full-throttle operation, something often done on race tracks but rarely on public roads… even in the Australia of the early 1970s.  Still, some did miss the responsiveness of the high-compression US-built engine, even if the difference was really apparent only above 80 mph (130 km/h).  Ford's "2V" & "4V" nomenclature came to mislead some because the terms later were adopted to differentiate between cylinder heads using two (intake) and four (exhaust) valve configurations in the cylinder head(s).  Why Ford decided to use "venturi" rather than the more usual "barrel", "throat" or "choke" doesn't seem to be documented but it must at the time have seemed a good idea.  Ford Australia's hybrid interpretation of the Cleveland (the 2V heads & 4V carburetor combo) must have baffled the Americans which only ever assembled their 351s in matching form.      

The other ceremony that happened in Australia on 11 November, 1975: Ford Australia's photo shoot, Melbourne, Victoria.

Although only 2,901 XB GTs were produced, as the “halo” model it was an important image-maker and the XB range proved successful with almost 212,000 sold over its 34 month life (over 18 months in a generally more buoyant economy XA production had reached over 129,000).  Stylistically, the XB was an improvement over the poorly detailed XA and much was made (among Ford's claimed 2,056 changes from the XA) of the headlight’s high-beam activation shifting from a foot-operated button to a steering column stalk which, thirty-odd years on from the achievement of nuclear fission, doesn’t sound like much but motoring journalists had for years been advocating for “a headlight flasher”, having been impressed by the “safety feature” when being “flashed” on the German Autobahns by something about to pass at high speed.  More welcome still were the GT’s four-wheel disk brakes, acknowledged as good as any then in volume production.  The success of the XB coincided with Ford Australia’s two millionth vehicle leaving the assembly line so on Tuesday 11 November, 1975, Ford’s public relations office invited journalists and camera crews to a ceremony to mark the occasion, laying on the usual catering (including free cigarettes!) to ensure a good attendance.

Ford Australia pre-release publicity shot for the XB range release (embargoed until 15 September 1973).

1973 Ford Falcon XB GT Hardtop (Body Identification: 65H; Model Code: 18318) in Yellow Blaze (Code M) with Onyx Black (code B) accents over Black Vinyl (Code B) with 351C 4V V8 (Code T) and three-speed T-Bar automatic transmission (Code B).  Because the various side windows used by the Hardtop, Ute and Panel Van derivatives were different to fit the door and roof shapes, the quarter-vents were never offered on those and RPO 86 on the Hardtops was the dreaded vinyl roof in tan.  The sunroof (RPO 10) was a rarely (168 Falcons and 244 Fairmonts) specified option.

Unfortunately, the pictures of the dutifully polished XB Fairmont (a Falcon with some gorp) sedan didn’t generate the publicity expected because the next editions of the daily newspapers (there were then a lot of those and they sold in big numbers) had a more sensational story to cover: On that Tuesday, Sir John Kerr (1914–1991; governor-general of Australia 1974-1977) had dismissed from office Gough Whitlam (1916–2014; prime minister of Australia 1972-1975) and his troubled administration.  It was the first time the sovereign's reserve powers had been invoked to sack a prime minister since William IV (1765–1837; king of the UK 1830-1837) in 1834 dismissed Lord Melbourne (1779–1848; prime minister of the UK 1834 & 1835-1841) and although in 1932 Sir Philip Game (1876–1961; governor of NSW 1930-1935) had sundered the commission of Jack Lang (1876–1975; premier of New South Wales 1925-1927 & 1930-1932), the few Australians who pondered such things believed the days of meddling viceroys were done.  Sir John however proved the royal prerogative still existed (although paradoxically perhaps now only in the hands of a monarch’s representative rather than their own) and a certain XB Fairmont making a footnote in the history of Australian manufacturing passed almost unnoticed.