Newmanesque

Newmanesque (pronounced new-min-esk)

The feelings of wonderment, awe, fear and enchantment induced in one when looking to the stars.

1860: From the writings of Cardinal Saint John Henry Newman (1801-1890), the construct being Newman + esque.  The -esque suffix was from the French -esque (-ish, -ic, -esque), from the Italian -esco, from the Latin -iscus, of Germanic origin, from the Lombardic -isc (-ish), from the Proto-West Germanic -isk, from the Proto-Germanic -iskaz (-ish), from the primitive Indo-European -iskos.  It was cognate with the Old High German -isc (from which German gained -isch), the Old English –isċ, the Old Norse –iskr and the Gothic -isks.   It was appended to nouns (particularly proper nouns) to form adjectives in the sense of (1) resembling or tending towards and (2) in the style or manner of.  English picked up the suffix directly as –ish; the -esque suffix technically means a stronger association than -ish or -ite but is often anyway preferred for literary effect.   

Saint John Henry Newman (1801-1890).

John Henry Newman was a poet and theologian, first an evangelical Anglican priest (albeit one gradually assuming a higher ecclesiastical tone) who later, despite having once described the Roman church as "…polytheistic, degrading and idolatrous" became a Roman Catholic cardinal.  This appears to have happened because Newman the younger became haunted by the fourth century words of Saint Augustine of Hippo (354–430), Securus judicat orbis terrarum!, usually translated by scholars as “the verdict of the world is conclusive” and by theologians as “wherefore the entire world judges out of security, they are not good who separate themselves from the entire world, in whatever part of the entire world”.

To structuralists, it means “it is good to keep the sinners in our midst if this is the way we may convert them”.  Newman dwelt on this for some time, an indication it’s not good for impressionable souls to read Augustine at too young an age.  Among the laity, Newman is most remembered for what’s called the newmanesque or the newmanist: the sense of awe wonderment even atheists might feel when gazing at the stars.  In July 2019, Pope Francis (b 1936; pope since 2013) announced at the Consistory of Cardinals that Newman would be created a saint and his canonisation was formally announced on 13 October, thus becoming the first English saint since the seventeenth century.  It’s a long process: Newman was proclaimed "Venerable" by the Congregation for the Causes of Saints in 1991 and was beatified in 2010.  Canonisation was the final step.

The Newmanesque: Look back in awe

Hubble Space Telescope Image NGC 6302 (butterfly nebula), 27 July 2009.

Image NGC 6302, commonly called the butterfly nebula, was taken by the Hubble telescope on 27 July 2009.  Something of a celestial Rorschach test card, cosmic reality belies the delicate appearance of this butterfly, those fragile-looking wings actually boiling cauldrons of gas, swirling at some 36,000^o F (20,000^o C) and travelling through space at 600,000 mph (960,000 km/h), fast enough to travel between earth and the moon in little more than twenty minutes.  The butterfly is in our Milky Way galaxy, some 3800 light-years distant in the constellation of Scorpius, the glowing gas the star’s outer layers, expelled over two millennia, the wingspan more than two light-years across.

At the centre lies a dying star once five times the mass of the Sun but, with its envelope of gases ejected, it’s now unleashing the stream of ultraviolet radiation that gives the cast-off material its glow.  The central star can’t be seen because of the surrounding thick belt of dust which constricts its outflow, creating the classic “bipolar” or hourglass shape shared with many planetary nebulae.  The data from Hubble do however allow scientists to construct a picture with the surface temperature estimated to be over 400,000^o F (220,000^o C), making it one of the Milky Way’s hotter stars.  Before losing the extended outer layers, the star had evolved into a red giant, with a diameter a thousand times that of the Sun, some of the cast-off gas creating the doughnut-shaped ring while other gas was ejected perpendicular to the ring at higher speeds, producing the butterfly’s elongated wings.  Later, as the star heated, a faster stellar wind (a stream of charged particles), ploughed through the structure, again modifying the shape.

Chaste

Chaste (pronounced cheyst)

(1) Refraining from sexual intercourse, either by choice or to conform to some imposed system of morality or religion; to be virtuous.

(2) Not engaging in sexual relations; the state of voluntary celibacy.

(3) A virgin.

(4) In conduct, literature etc, free from obscenity; decent.

(5) By extension, anything define as pure (white snow, certain grades of stainless steel, architecture simple in style and not needlessly embellished or excessively ornamented etc).

(6) An unmarried female (obsolete).

1175–1225: From the Middle English chaste (virtuous, pure from unlawful sexual intercourse (as defined by the Church)), from the Old French chaste (morally pure), from the Latin castus (clean, pure, morally pure), the verbal adjective from the same root as careō (I lack), possibly from the primitive Indo-European ḱes- (to cut).  The most common modern use (one who refrains from sexual intercourse) is the transferred sense of "sexually pure" which had emerged by the fifteenth century (although chaste as a noun meaning (a virgin person) had been in use from the early fourteenth century).  The meaning was by the 1620s extended to conduct or language “free from obscenity”, and in general to artistic or literary styles which were “simple and unadorned” by the 1750s.  “Chaste architecture” (that with pure lines and without needless embellishments) became an (admiring) term describing the built environment in the early nineteenth century but should not be confused with the later schools of functionalism and brutalism.  The adjective unchaste first appeared in the late fourteenth century.  Depending on context, the synonyms can include continent, clean, decorous, proper, unsullied, celibate, virginal and virtuous or unaffected, unadorned & neat.  The antonyms can include immoral, promiscuous, coarse, rococo or ornate.  The verbs chasten, chastening & chastened do have an archaic sense related sexual purity but are most often used as forms of chastise (to punish, scold, censure or castigate).  Chaste, chaster & chastest are adjectives, chasten, chastening & chastened are verbs chastely is an adverb and chastity, chasteness & chastenedness are nouns; the most common (though rare) noun plural is chastities.  Chasity is also a (rare) proper noun when used as a female given name.  When Chastity Bono (b 1969; the only child of 1960s pop-music husband & wife duo Sonny (b 1935) & Cher (b 1946) Bono) transitioned to become a trans-man, he chose the name Chaz.

The Chastity Belt

Lindsay Lohan announcing (the resumption of) her chasteness, 2018.

There must be few medieval accessories which have been as well documented and displayed as the chastity belt which, according to legend, was a device men would have their wives wear during those weeks, months or even years while they were off somewhere performing military service.  The term “belt” is a little misleading because the “belt” component was there merely to ensure the vital components remained in place and couldn’t be removed or otherwise penetrated, a key-lock system included; they key of course held by the travelling husband.  The vital components were fashioned usually in metal (there are some accounts of those made using a thick leather) and were designed to make sexual intercourse anatomically impossible.

However, like much that in the centuries after the Renaissance came to be regarded as historical “fact”, the tale that the origins of the chastity belt was as an anti-temptation device during the Crusades has been discredited and there is no credible evidence the things even existed prior to the fifteenth century and that although they were certainly documented in the 1500s, they appears to have been much discussed but little used although there are references in medical texts to women fashioning such things (though perhaps not of metal) for their own protection against rape.  Intriguingly too, there are records of one being found on the skeleton of a young woman in her grave, fitted presumably to protect her virtue on her path to heaven or wherever else she was headed.  The great flourishing in chastity belt production actually happened in the nineteenth century when there was demand from museums and travelling exhibitions for such things and, because real relics were rare to the point of non-existence, fakes were needed.  Just as many of the gruesome and supposedly “Medieval” torture devices were products of the Victorian imagination, the chastity belts were equally bogus, although as curators of such things have noted, many were a tribute to the skills of the craftspeople (and women really were involved in artisan work) who not only managed to make convincing “artefacts” but rendered the patina of centuries.

The nineteenth century also saw the beginnings of psychiatry as it would now be understood and one of the orthodoxies of the age was that masturbation was harmful.  Psychiatrists (mostly) didn’t claim masturbation made people go blind but they assembled plenty of other reasons the practice was so undesirable it should be avoided and as in many things, suggestions of abstinence were doubtlessly understood to be ineffective so physical devices were often recommended.  Interestingly, many were aimed at the parents of female adolescents and latter-day feminist criticism has suggested this emphasis was because it was feared if girls learned about the pleasures of sex it might lead them to promiscuity, the implication that self-administration was likely to be a more pleasant experience than sex with most men.  In the medical literature, it wasn’t until the late 1920s that the general disapprobation of masturbation was relaxed and only in the post-war years did the idea fade from mainstream psychiatry (although the churches often continued to believe the old ways were best).  Chastity belts haven’t entirely gone away and every now and then, in the parts of the internet where bizarre and salacious stories are the best click-bait, there will be reports of them being worn (often unwillingly); many of these tales seem to come from east of Suez.  In the world of consensual depravity that is the BDSM (bondage and discipline, domination and submission, sadism and masochism), chastity belts are a niche device; the purposes of use presumably vary.

Congress of Berlin (1881), oil on canvas by Anton von Werner (1843–1915).  Lord Salisbury is the tall, bearded figure, third from the right.

The Congress of Berlin (13 June-13 July 1878) was held to re-organize the arrangement of states in the Balkans after the Russo-Turkish War of (1877–1878).  It was convened in Berlin because (1) the Russians would have been unwilling to attend elsewhere (especially London) and (2) because Otto von Bismarck (1815-1989; Chancellor of the German Empire 1871-1890) did not want anything to be agreed which might lead to war or anything else which might disrupt his intricate system of interlocking treaties and alliances which maintained a general peace in Europe.  The language of diplomacy was then still French so Bismarck insisted on all discussions being conducted in French (even though) the French representatives were there as little more than observers.  The UK's prime-minister, Benjamin Disraeli (1804-1881, UK prime-minister Feb-Dec 1868 & 1874-1880) didn’t speak French so the transaction of the substantive matters fell to the foreign secretary, Lord Salisbury (1830–1903; UK Prime Minister for thirteen years variously 1885-1902 ("prime-minister since God knows when" in Churchill's words)).  Under Bismarck’s strict chairmanship, the congress proceeded with a rare efficiency, concluding in a month, securing peace for a generation and gaining the crumbling Ottoman Empire a final four decades of existence.  Salisbury regarded the outcome of the conference as most satisfactory but what gave him the greatest amusement was when, at the final ceremony, the Sultan of Turkey presented Lady Salisbury with “The Order of Chastity, Third Class” which the marchioness accepted gracefully.  Lord Salisbury was later told by the protocol staff that only the wives of crowned monarchs received The Order of Chastity, First Class while other royal ladies received the Second Class and the wives of diplomats the Third Class.

Director

Director (pronounced dih-rek-ter or dahy-rek-ter)

(1) A person or thing that directs others or other things (Director of Engineering, Director of Sales et al).

(2) In corporate law, one of a group of persons chosen to control or govern the affairs of a company or corporation, usually as a member of a board of directors and sometimes also including executive functions.

(3) The person responsible for the interpretive aspects of a stage, film, or television production; the person who supervises the integration of all the elements, as acting, staging, lighting etc.

(4) In musical or other artistic productions (stage, art galleries, opera etc) one in charge of all artistic (and sometimes administrative) matters (in larger operations the roles sometimes specialized: sound director, script director etc).

(5) The manager or chief executive of certain schools, institutes, government bureaux etc.

(6) In military use, a mechanical or electronic device which continuously calculates firing data for use against an airplane or other moving target, configured usually to display graphical information about in real time the targets of a weapons system.

(7) In chemistry, the common axis of symmetry of the molecules of a liquid crystal.

(8) In music, a synonym for conductor (US use, now less common).

(9) A counsellor, confessor, or spiritual guide (now less common).

1470-1480: The construct was direct(us) + -or.  A borrowing in the sense of “a guide” from the Anglo French directour & the French directeur the agent noun from the Latin dirigere (set straight, arrange; give a particular direction to) and its source, the Late Latin directorem, from the Latin dīrectus, the perfect passive participle of dīrigō (straighten, direct), the construct being dis- (asunder, in pieces, apart, in two) + regō (to direct, to guide, keep straight; make straight; rule), from the primitive Indo-European root reg (move in a straight line).  The -or suffix was from the Middle English -our, from the Old French -eor, from the Latin -ātor and reinforced by the Old French -or and its source, the Latin -tor & -tōrem.  It was used to create an agent noun, often from a verb, indicating a person or object (often machines or parts of them) that do the verb or part of speech with which they are formed.  In electrical engineering it has the specific use of being appended to the names of members of classes of components, especially those that have an extensive property name of the same root suffixed with -ance (eg to convey the sense that resistors possess resistance and inductors possess inductance).  The alternative spelling directour became rare in the late eighteenth century and is long obsolete.  Director, directorate & directorship are nouns, directing is a verb, directed is a verb & adjective, directorial is an adjective and directorially is an adverb; the noun plural is directors.  The feminine forms of the noun (directress & directrix) were always rare and are now thought extinct (and certainly proscribed).

Lindsay Lohan with Spanish fashion designer Estrella Arch (b 1974), on the catwalk at the conclusion of Emanuel Ungaro's Spring-Summer show in Paris, October 2009.  Ms Lohan was employed as a creative director at the House of Emanuel Ungaro, founded in 1965 by French fashion designer Emanuel Ungaro (1933–2019)

The noun director (corporate sense of “one of a number of persons having authority to manage the affairs of a company” was known as early as the 1630s; the theatrical sense of “the leader of a company of performers” dates from 1911 and if was from here the use was picked up by those in charge of the artistic or technical aspects of movie-making.  The noun directorship (condition or office of a director) has been in use since the 1720s, the adjective directorial (that directs) known since 1770.  The noun directorate was used first in 1834 of “a body of directors” and may immediately have be used individually of the “office of a director” but this was certainly first documented in 1837.  Director is a word defined both by its history of use (film director, director of football etc) and law (company director) so although titles like supervisor, head, manager, leader, administrator, chief, boss etc certainly implies “one who directs”, they’re traditionally not used as direct synonyms because “director” is a “loaded word”.  It’s also modified as needed (art director, managing director, sub-director et al).

1967 Imperial Crown Coupe with "Mobile Director Package"; note the rearward facing front passenger seat.  

In the years between 1955-1975, Chrysler re-created Imperial as a separate, stand-alone division within the corporation (albeit with some sharing with other divisions of engine-transmission combinations and certain other components), emulating the structure Ford used with Lincoln.  Although the approach, especially during the early years, yielded some success, the separation didn’t survive the troubled decades of the 1970s (by which time the platform and body-shells were shared with the other divisions and much of the earlier distinctiveness had been surrendered); a couple of subsequent, half-heated, revivals proved abortive.  The Imperial in 1967-1968 had actually switched from the separate frame used since 1955 to the unitary construction of the full-sized ranges offered by other divisions but maintained a certain degree of difference by virtue of a unique body, albeit one with slightly reduced dimensions from those of the previous decade.  Although styled with an elegance derived from its simplicity of line, the Imperial continued to not quite match the timeless modernity of the Lincoln or the indefinable but incomparable allure of the Cadillac and although sales did improve in 1967, the volumes were only ever a fraction of its two competitors.  The basic engineering though was sound, the TorqueFlite transmission as responsive and robust as any (although it didn’t quite slur as effortlessly between ratios as the Cadillac’s Turbo-Hydramatic) and the 440 cubic inch (7.2 litre) a notch better, something the others wouldn’t match until 1968.  Significantly, all at the time acknowledged the Imperial was the better road car although, given it operated in a market where quietness and isolation from the environment was afforded more of a premium than handling prowess, any real-world advantage in the target market was probably marginal.

The more stylish if less roadable opposition: 1967 Cadillac Coupe DeVille (left) & 1967 Lincoln Continental Coupe (right).

In those years however, the Imperial did offer something truly unique.  The “Mobile Director Package” was available exclusively on the Imperial Crown Coupe and reflected (within the limits of what the available technology would then permit) what Chrysler thought a company director would most value in an automobile being used as a kind of “office on the move” and it included: an extendable walnut-topped table which could be unfolded over the rear seats, a gooseneck (Tensor brand) high-intensity lamp which could be plugged into the cigarette lighter on either side of the car (in a sign of the times, Imperials had four cigarette lighters installed) and most intriguingly, the front passenger seat could rotate 180° to permit someone comfortably to use the tables and interact with those in the rear.  All the publicity material associated with the Mobile Director Package did suggest the rearward-facing seat would likely be occupied by a director’s secretary and as one might imagine, the configuration did preclude her (and those depicted were usually women) using a lap & sash seat-belt but she would always have been in arm’s reach of at least one cigarette lighter so there was that.  The package was available only for those two seasons and in its first years cost US$597.40 (some US$5500 adjusted for 2023 values).  The cost of the option was in 1968 reduced to US$317.60 (some US$2800 adjusted for 2023 values) but that did little to stimulate demand, only 81 buyers of Crown Coupes ticking the box so even if the new safety regulations hadn’t outlawed the idea, it’s doubtful the Mobile Director Package would have appeared on the option list in 1969 when the new (and ultimately doomed) “fuselage” Imperials debuted.

Imperial's advertising always emphasised the "business" aspect of the package but the corporation also circulated a photograph of the table supporting a (presumably magnetic) chessboard and another with a bunch of grapes tumbling seductively.  The latter may have been to suggest the utility of the package when stopping for a picnic with one's secretary.  Once advertising agencies got ideas, they were hard to restrain.    

The advertising copy at the time claimed the package was “designed for the busy executive who must continue his work while he travels”, serving also as “an informal conference lounge”.  The Imperial was a big car (although the previous generations were larger still) but “lounge” was a bit of a stretch but “truth in advertising” laws were then not quite as onerous as they would become.  More accurate were the engineering details, the table able to “pivot to any of four different positions, supported by a sturdy chrome-plated pillar and in the forward position, it can convert into a padded armrest between the two front seats while extended, it opens out to twice its original size with a lever on the table swivel support to permit adjustments to the height”.  It was noted “a special tool is used for removing the table and storing it in the trunk” the unstated implication presumably that in deference to the secretary’s finger-nails, that would be a task for one’s chauffeur.  The US$597.40 the option listed at in 1967 needs to be compared with the others available and only the most elaborate of the air condition systems was more expensive.

Imperial option list, 1967.

The package as it appeared in showrooms was actually modest compared with the “Mobile Executive” car the corporation sent around the show circuit in 1966.  That Imperial had been fitted with a telephone, Dictaphone, writing table, typewriter, television, a fax machine, reading lamp and stereophonic sound system.  The 1966 show car was also Crown Coupe but it was much more ambitious, anticipating advances in mobile communications which would unfold over the next quarter century.  At the time, car phones were available (the first service in the US offered during the late 1940s) although they were expensive and the nature of the bandwidth used and the lack of data compression meant that the range was limited as was the capacity; only several dozen calls able simultaneously to be sustained.  In 1966, there was even the novelty of a Datafax, able to send or receive a US Letter-sized (slightly smaller than A4) page of text in six minutes.  That sounds unimpressive in 2023 (or compared even with the 14.4 kbit/s for Group 3 FaxStream services of the 1990s) but the appropriate comparison is with the contemporary alternatives (driving, walking or using the US Mail) and six minutes would have been a considerable advance.  As it was, the tempting equipment awaited improvements in infrastructure such as the analogue networks of the 1980s and later cellular roll-outs and these technologies contributed to the extent of use which delivered the economies of scale which eventually would make possible smart phones.

The 1966 car which toured the show circuit demonstrated the concept which, in simplified form, would the next year appear on the option list but things like telephones and fax machines anticipated the future by many years (although fax machines in cars (Audi one of a handful to offer them) never became a thing).  The Dictaphone did however make the list as one of Chrysler's regular production options (RPO) in the early 1970s and the take-up rate was surprisingly high although the fad quickly passed, dealers reporting the customers saying they worked well but they "never used them".

Blasphemy

Blasphemy (pronounced blas-fuh-mee)

(1) Impious or profane utterance or action concerning God or sacred things.

(2) An act of cursing or reviling God.

(3) In Judaism, pronunciation of the Tetragrammaton (the Hebrew name of God transliterated in four letters as YHWH or JHVH and articulated as Yahweh or Jehovah) in the original (and then forbidden) manner instead of using a substitute pronunciation such as Adonai.

(4) In theology, the crime of assuming to oneself the rights or qualities of God.

(5) Irreverent behavior toward anything held sacred, priceless etc.

(6) In law, also called blasphemous libel, the crime committed if a person insults, offends, or vilifies the deity, Christ, or the Christian religion (now, in many jurisdictions effectively, if not technically, almost extinct although prosecutions continue in some countries (Malaysian, Mauritania, Bangladesh, Sudan, Pakistan, Indonesia, Egypt etc).

1175-1225: From the Middle English blasfemye & blasphemie, from the early thirteenth century Old French blasfemie (blasphemy), from the Ecclesiastical Latin blasphēmia, from the Ancient Greek βλασφημία (blasphēmía) (speaking ill, impious speech, slander; profanity), from βλασφημέω (blasphēméō) (to slander).  The origin of the first element of the word is uncertain, possibly related to blaptikos (hurtful) although blax (slack (in body and mind) or stupid) is an alternative and some etymologists suggest as link with the root of the Latin malus (bad, unpleasant), from the primitive Indo-European root mel-.  Phēmē (utterance) is from the primitive Indo-European root bha- (to speak, tell, say).  The medieval Church Latin was blasphemare, which in Late Latin also meant "revile, reproach", hence the sense of blame which was picked up by both Canon and secular law.  In the Old Testament, the word actually applied to a more specific crime, against the reverence for Jehovah as ruler of the Jews, comparable to treason.  Blasphemy, blasphemer & blasphemousness are nouns, blaspheme, blasphemed & blaspheming are verbs, blasphemous is an adjective and blasphemously is an adverb; the noun plural is blasphemies.

Blasphemy and attempted blasphemy

Lindsay Lohan in Aqua drawstring silk shirt, vest & blouse with silver crown of thorns accessory (actually a necklace) by Belgian designer Ann Demeulemeester (b 1959), Purple magazine, Spring Summer 2010 edition.  In the west, if it involves Christianity, it's difficult now to be blasphemous.  There was a time, not that long ago, when the "crown of thorns" alone would have been enough to offend and if not, adopting a "crucifixion pose" would certainly have done it.  By the twenty-first century, such things attract barely a comment, even reverend and right reverend gentlemen now silent.

In Australia, although there’s been no successful prosecution for a hundred-odd years, the common law crime of blasphemy technically still exists in some Australian states and territories; abolished by statute only in Queensland, Tasmania and Western Australia (the so-called “code states” which (beginning with Queensland in 1899) adopted a codified system of criminal law) and by common law in Victoria.  Where it exists, it operates not as a general law to prevent vilifying or inciting hatred against people on the basis of their religion but is a specific, special legal layer protecting God and Christian doctrine from non-deferential commentary and Christian religious sensibilities from offence.  In Australia, the crime of blasphemy protects only Christianity; it remains lawful to blaspheme against other religions although other laws do offer some protection in some circumstances.  Blasphemy can be committed by speech, writing, art or other form of communication; the old technical distinctions do not apply.

Cardinal George Pell performing a ritual.

In 1997, while Archbishop of Melbourne, Cardinal George Pell (1941-2023) lodged a writ in the Supreme Court of Victoria seeking a an injunction preventing the National Gallery of Victoria (NGV) from displaying a work of art, the argument being the work was blasphemous.  Despite the archbishop’s efforts, the Supreme Court declined injunctive relief, the judge noting that as a point of law,  in Australia, the crime of blasphemy no longer existed.  While the ruling of the Victorian Supreme Court applies only within state boundaries, it would almost certainly be found persuasive by courts in other Australian states.  That obviously extends only to secular law and the Roman Catholic Church is not restricted from dealing with charges of blasphemy under its own rules but its sanctions are limited to stuff like denying blasphemers Holy Communion or, ultimately, excommunication.  The days are gone of blasphemers being burned at the stake after some days of enduing the most horrible tortures.

The Christian churches have, since the Enlightenment, become something of a target for those seeking some form of "shock-value" to draw attention to their product (fashion line, music video, political campaign et al) but in the West, the utility of the approach has in recent years been devalued as societies have become increasingly secular and any growth in observance has tended to be non-Christian.  Even in the US where, unlike Europe and the rest of the English-speaking world, religiosity is still demographically significant, the Supreme Court (USSC) has taken a "black-letter law" view of the First Amendment to the constitution which provides (1) that Congress make no law respecting an establishment of religion or prohibiting its free exercise and (2) protects freedom of speech, the press and assembly.  This has operated to mean people generally (within the limits of other laws) have the right to practice religion, not practice it at all or say what they wish about religion (limited only by other laws such as defamation).  As a general principle, in the West, the offence of blasphemy no longer exists except perhaps as an abstraction in English constitutional law in certain matters pertaining to the office of sovereign and the Church of England but no its doubtful any modern secular court would handle such things as offences of blasphemy and given the nature of the contemporary church, probably no ecclesiastical tribunal would ant to explore the idea.  Modern Anglicans don't mind being accused of heresy but quake in fright at the idea they might be thought "non-inclusive".

Elsewhere, blasphemy seems alive and well.  It's a most sensitive issue in Pakistan which has a Muslim majority (97%) population although the blasphemy laws still in use were introduced in 1860 under the Raj, the British creating the offence to supress the religious and communal violence between the Hindus and Muslims (the areas which now constitute Pakistan and Bangladesh then part of India).  The Pakistan Penal Code was later amended by military ruler General Muhammad Zia-ul-Haq (1924-1988; President of Pakistan 1977-1988) and disrespecting Prophet Muhammed or desecrating the Holy Quran are capital offences punishable by death.  However, although the death penalty has occasions been imposed by courts, it seems none of the sentences have been carried out (although executions have happened in what are essentially blasphemy cases but the convictions have been recorded as "terrorism), but thousands of convicted blasphemers remain in prison and there's much to suggest there are many instances of what is a form of "protective custody" sheltering people from what would likely be a deadly retribution.  There have been thousands of formal complaints over recent decades and dozens of killings, many before the cases reached court and, contrary to what seems to be the impression in the West, Christians are not the most frequent targets (although their cases do attract the most publicity), most of the accused being from the minority sects of Islam.   Judicial authorities admit the laws are widely misused as a device with which to pursue personal vendettas or exert leverage in commercial disputes but judges need to be cautious, one high court judge in 1997 murdered in his chambers after acquitting two Christians accused of blasphemy; the accused murderer was acquitted because no witness was prepared to provide evidence for the prosecution.

Modern capitalism can also be blasphemous in Pakistan.  As part of the Chinese Communist Party's (CCP) "Belt & Road" project, the Chinese-funded Dasu hydropower project in north-western Khyber Pakhtunkhwa province is under construction and the senior engineer (a Chinese national) was accused of blasphemy after commenting on the “slow pace of work” during the holy month of Ramadan, when Muslims fast from dawn to sunset.  According to a police official (who agreed to speak only on the condition of anonymity), “...the labourers said they were fasting but denied that work had slowed down, which led to an exchange of heated words” with the supervisor and “...later, the labourers accused the engineer of making blasphemous remarks”.  This induced a protest by some 400 members of the local population, one of who filed a written complaint.  The police later issued a statement confirming a “...Chinese national has been taken to a safe place as a precautionary measure”.  It's expected the CCP will arranged to have the engineer recalled to China and replaced with one who has undergone what would in the West be called "culturally appropriate training.

Indonesia is the world’s largest Muslim-majority nation and in 2023, a court imposed a two year sentence on a 33 year old woman who was convicted of blasphemy because she posted on TikTok a clip of the reciting a Muslim prayer before eating some crispy pork skin.  According to the Holy Quran, flesh from pigs is regarded as haram (from the Arabic: حَرَام, (ḥarām) (forbidden) and thus under Islamic law not permissible as food for Muslims.  The offence alone might have attracted some sanction but the fact it amassed literally millions of views on the social platform was regarded as exacerbatory on the basis it “spread information that was intended to incite hate or individual or group enmity based on religion”.  In additional to the custodial sentence, the court ordered her to pay a fine of 250 million rupiah (US$16,249.59).  The significance of the use of social media has been cited as one of the reasons that in recent years there has been an increase in blasphemy cases in the country, something which has impacted Indonesia’s reputation for moderation, more matters coming to the attention of those most anxious to ensure a strict interpretation of Islamic law is maintained.  In recent years notable cases have included (1) charges of both blasphemy and hate speech against the head of an Islamic boarding school which permitted men and women to pray alongside each other and women to  preach become preachers, (2) arrests after a chain of bars ran a promotion offering free beer (also haram) for patrons named Mohammed and (3) an 18-month jail sentence imposed on ethnic Chinese Buddhist woman convicted of blasphemy because it was alleged she said a nearby mosque’s loudspeakers were too loud.

There are complaints Indonesia's blasphemy laws are being co-opted to target minority groups and dissenters and that this contravenes certain international obligations in relation to respect and protection for freedom of thought, conscience and religion or belief, freedom of opinion and expression but not even senior politicians are exempt: in 2017 a former governor of Jakarta (a Christian) received a two year sentence for blasphemy and even some of those who admitted the charges probably were "politically motivated", nevertheless agreed his words were "blasphemous against Islam" and the sentence should stand although, in a most unusual manoeuvre, the prosecutor's office appeal the verdict on the basis it was too severe and the one year sentence they had requested was more appropriate.  The Supreme Court rejected the appeal.

The matter of blasphemy has of late been much discussed in Sweden following some instances of Quran burning as a protest against Islam (definitely haram in this context although many imams do list "respectful, ceremonial burning" as an acceptable way of handling the destruction of severely damaged copies of the Quran).  Swedish law has neither a statute which explicitly prohibits the burning or desecration of the Quran (or any other other religious texts) or any blasphemy laws.  Given Sweden's reputation for tolerance and moderation, it surprises many that as late as the nineteenth century blasphemy was considered a serious crime in Swedish law and in some circumstances a capital offence and repeal wasn't sudden, the wording gradually relaxed in line with the country's increasing secularization and by 1970, when the last reference was removed from the books, there hadn't been a prosecution for decades and most probably assumed the laws had long ago been repealed.  For all sorts of reasons however, the Quaran burning is not thought helpful and the authorities would rather those with a axe to grind would just write letters to the editor.  The police have indicated that if necessary they'll used the nation's hate speech laws which prohibits incitement against groups of people based on race, ethnicity, religion, sexual orientation or gender identity.

Bubble

Bubble (pronounced buhb-uhl)

(1) A spherical globule of gas (or vacuum) contained in a liquid or solid.

(2) Anything that lacks firmness, substance, or permanence; an illusion or delusion.

(3) An inflated speculation, especially if fraudulent.

(4) The act or sound of bubbling.

(5) A spherical or nearly spherical canopy or shelter; dome.

(6) To form, produce, or release bubbles; effervesce.

(7) To flow or spout with a gurgling noise; gurgle.

(8) To speak, move, issue forth, or exist in a lively, sparkling manner; exude cheer.

(9) To seethe or stir, as with excitement; to boil.

(10) To cheat; deceive; swindle (archaic).

(11) To cry (archaic Scots).

(12) A type of skirt.

(13) In infection control management, a system of physical isolation in which un-infected sub-sets population are protected by restricting their exposure to others.

1350-1400: From the Middle English bobel (noun), possibly from the Middle Dutch bobbel and/or Middle Low German bubbele (verb), all probably of echoic origin.  Related forms appear as the Swedish bubbla, the Danish boble and the Dutch bobble.  The use to describe markets, inflated in value by speculation widely beyond any relationship to their intrinsic value, dates from the South Sea Bubble which began circa 1711 and collapsed in 1720.  In response to the collapse, parliament passed The Bubble Act (1720), which required anyone seeking to float a joint-stock company to first secure a royal charter.  Interestingly, the act was supported by the South Sea Company before its failure.  Ever since cryptocurrencies emerged, many have been describing them as a bubble which will burst and while that has happened with particular coins (the exchange collapses are something different), the industry thus far has continued with only the occasional period of deflation.  Bubble & bubbling are nouns & verbs, bubbler is a noun, bubbled is a verb, bubbly is a noun & adjective, bubbleless & bubblelike are adjectives and bubblingly is an adverb; the noun plural is bubbles.

An artificial tulip in elisa mauve.

However although the South Sea affair was the first use of “bubble” to describe such a market condition, it wasn’t the first instance of a bubble which is usually regarded as the Dutch tulpenmanie (tulip mania) which bounced during the 1630s, contract prices for some bulbs of the recently introduced and wildly fashionable tulip reaching extraordinarily high levels, the values accelerating from 1634 until a sudden collapse in 1637.  Apparently just a thing explained by a classic supply and demand curve, the tulip bubble burst with the first big harvest which demonstrated the bulbs and flowers were really quite common.  In history, there would have been many pervious bubbles but it wasn’t until the economies and financial systems of early-modern Europe were operating that the technical conditions existed for them to manifest in the form and to the extent we now understand.  Interestingly, for something often regarded as the proto-speculative asset bubble and a landmark in economic history, twentieth-century revisionist historians have suggested it was more a behavioral phenomenon than anything with any great influence on the operation of financial markets or the real economy, the “economic golden age” of the Dutch Republic apparently continuing unaffected for almost a century after the bottom fell out of the tulip market.  The figurative uses have been created or emerged as required, the first reference to anything wanting firmness, substance, or permanence is from 1590s.  The soap-bubble dates from 1800, bubble-shell is from 1847, bubble-gum was introduced in 1935 and bubble-bath appears first to have be sold in 1937.  The slang noun variation “bubbly” was first noted in 1920, an invention of US English.  

The word "bubble" spiked shortly after the start of the Covid-19 pandemic.  Over time, use has expanded to encompass large-scale operations like touring sporting teams and even the geographical spaces used for the 2022 Beijing Winter Olympics but the original meaning was more modest: small groups based on close friends, an extended family or co-workers.  These small bubbles weren't supposed to be too elastic and operated in conjunction with other limits imposed in various jurisdictions; a bubble might consist of a dozen people but a local authority might limit gatherings to ten in the one physical space so two could miss out, depending on the details in the local rules.  Bubble thus began as an an unofficial term used to describe the cluster of people outside the household with whom one felt comfortable in an age of pandemic.

Tulips

Bubbles were however a means of risk-reduction, not a form of quarantine.  The risks in a bubble still exist, most obviously because some may belong to more than one bubble, contact thus having a multiplier effect, the greater the number of interactions, the greater the odds of infection.  Staying home and limiting physical contact with others remained preferable, the next best thing to an actual quarantine.  The more rigorously administered bubbles used for events like the Olympics are essentially exercises in perimeter control, a defined "clean" area, entry into which is restricted to those tested and found uninfected.  At the scale of something like an Olympic games, it's a massive undertaking to secure the edges but, given sufficient resource allocation can be done although it's probably misleading to speak of such an operation as as a "bubble".  Done with the static-spaces of Olympic venues, they're really quarantine-zones.  Bubble more correctly describes touring sporting teams which move as isolated bubbles often through unregulated space.

The Bubble Skirt

A type of short skirt with a balloon style silhouette, the bubble dress (more accurately described as a bubble skirt because that’s the bit to which the description applies) is characterized by a voluminous skirt with the hem folded back on itself to create a “bubble” effect at the hemline.  Within the industry, it was initially called a tulip skirt, apparently because of a vague resemblance to the flower but the public preferred bubble.  It shouldn’t be confused with the modern tulip skirt and the tulip-bubble thing is just a linguistic coincidence, there’s no link with the Dutch tulipmania of the 1630s.  Stylistically, the bubble design is a borrowing from the nineteenth century bouffant gown which featured a silhouette made of a wide, full skirt resembling a hoop skirt, sometimes with a hoop or petticoat support underneath the skirt.   While bouffant gowns could be tea (mid-calf) or floor length, bubble skirts truncate the look hemlines tend to be well above the knee.  Perhaps with a little more geometric accurately, the design is known also as the “puffball” and, in an allusion to oriental imagery, the “harem” skirt.  Fashion designer Christian La Croix became fond of the look and a variation included in his debut collection was dubbed “le pouf” but, in English, the idea of the “poof skirt” never caught on.

Lindsay Lohan in Catherine Malandrino silk pintuck dress with bubble skirt, LG Scarlet HDTV Launch Party, Pacific Design Center, Los Angeles, April 2008.

It must have been a memorable silhouette in the still austere post-war world, a sheath dress made voluminous with layers of organza or tulle, the result a cocoon-like dress with which Pierre Cardin and Hubert de Givenchy experimented in 1954 and 1958, respectively. A year later, Yves Saint Laurent for Dior added the combination of a dropped waist dress and bubble skirt; post-modernism had arrived.  For dressmakers, bubble fashion presented a structural challenge and mass-production became economically feasible only because of advances in material engineering, newly available plastics able to be molded in a way that made possible the unique inner construction and iconic drape of the fabric.  For that effect to work, bubble skirts must be made with a soft, pliable fabric and the catwalk originals were constructed from silk, as are many of the high end articles available today but mass-market copies are usually rendered from cotton, polyester knits, satin or taffeta.

The bubble in the 1950s by Pierre Cardin (left), Givenchy (centre) & Dior (right).

The bubble skirt was never a staple of the industry in the sense that it would be missing from annual or seasonal ranges, sometimes for a decade or more and sales were never high, hardly surprising given it was not often a flattering look for women above a certain age, probably about seven or eight.  Deconstructing the style hints at why: a hemline which loops around and comes back up, created sometimes by including a tighter bottom half with the bulk of additional material above, it formed a shape not dissimilar to a pillow midway through losing its stuffing.  For that reason, models caution the look is best when combined with a sleek, fitted top to emphasize the slimness of the waistline, cinched if necessary with a belt some sort of delineating tie.  The bubble needs to be the feature piece too, avoiding details or accessories which might otherwise distract; if one is wearing a partially un-stuffed pillow, the point needs to be made it’s being done on purpose.

The bubble is adaptable although just because something can be done doesn’t mean it should be done.  The bubble skirt has however received the Paris Hilton imprimatur so there’s that.

On the catwalks however, again seemingly every decade or so, the bubble returns, the industry relying on the short attention span of consumers of pop culture inducing a collective amnesia which allows many resuscitations in tailoring to seem vaguely original.  Still, if ever a good case could be made for a take on a whimsical 1950s creation to re-appear, it was the staging of the first shows of the 2020-2021 post-pandemic world and the houses responded, Louis Vuitton, Erdem, Simone Rocha and JW Anderson all with billowy offerings, even seen was an improbably exuberant flourish of volume from Burberry.  What appeared on the post-Covid catwalk seemed less disciplined than the post-war originals, the precise constraints of intricately stitched tulle forsaken to permit a little more swish and flow, a romantic rather than decadent look.  The reception was generally polite but for those who hoped for a different interpretation, history suggests the bubble will be back in a dozen-odd years.

Unique

Unique (pronounced yoo-neek)

(1) Existing as the only one or as the sole example; single; solitary in type or characteristics; the embodiment of unique characteristics; the only specimen of a given kind.

(2) Having no like or equal; unparalleled; incomparable.

(3) Limited in occurrence to a given class, situation, or area.

(4) Limited to a single outcome or result; without alternative possibilities:

(5) Not typical; unusual (modern non-standard (ie incorrect) English).

1595-1605: From the sixteenth century French unique, from the Latin ūnicus (unparalleled, only, single, sole, alone of its kind), from ūnus (one), from the primitive Indo-European root oi-no- (one, unique).  The meaning "forming the only one of its kind" is attested from the 1610s; erroneous sense of "remarkable, uncommon" is attested from the mid-nineteenth and lives on in the common errors “more unique” and “very unique” although etymologists are more forgiving of “quite unique”, a favorite of the antique business where it seems to be used to emphasize the quality of exquisiteness.  Unique is a noun & adjective, uniqueness, uniquity & unicity are nouns and uniquely is an adverb; the (rare) noun plural is uniques.  The comparative uniquer and the superlative uniquest are treated usually as proscribed forms which should be used only with some sense of irony but technically, while the preferred "more unique" and "most unique" might sound better, the structural objection is the same.

The Triumph Stag and its unique, ghastly engine

There was a little girl by Henry Wadsworth Longfellow (1807–1882)

There was a little girl,
And she had a little curl
Right in the middle of her forehead.
When she was good
She was very, very good,
And when she was bad she was horrid.

The V8 engine Triumph built for the Stag between 1970-1978 was a piece of machinery not quite uniquely horrid but so bad it remained, most unusually for such an engine, unique to the Stag.  The only other post-war V8 engine to be produced in any volume which was used in a single model was the Fiat 8V (1952-1954) though with a run of 114 it was hardly mass produced.  The Ford Boss 429 (1969-1970) was only ever used in the Mustang (apart from two Mercury Cougars built for drag racing) but it was a variant of the 385 series engines (370-429-460) rather than something genuinely unique.  More common have been V8s which never actually appeared in any production car such as Ford's 427 SOHC (a variant of the FE/FT family (332-352-360-361-390-406-410-427-428; 1957-1976)) or the Martin V8, designed by Ted Martin (1922-2010) initially for racing but briefly envisaged for the French Monica luxury car project (1971-1975) until a sense of reality prevailed.  What is unique about the Triumph 3.0 V8 is that it's the one produced in the greatest volume which was used in only one model.

The Triumph 3.0 V8.

Engine schematic. 

Problem 1: Some strange decisions were taken by British Leyland and many associated with the Stag’s engine are among the dopiest.  The engineering strategy was to create a family of engines of different size around common components which would enable the development of four, six and eight cylinder units with capacities between 1.5-4 litres, (75-245 cubic inches), the part-sharing offering some compelling economies of scale.  Done properly, as many have often done, it’s sound practice to create a V8 by joining two four-cylinder units but it’s unwise to using exactly the same bottom-end components for both.  Strictly speaking, because the V8 came first, the subsequent fours were actually half a V8 rather than vice-versa but the fact remains the bottom-end construction was more suited to the smaller mill; the bearings were simply too small.

Stagnant.  Blockages and corrosion by chemical reaction.

Problem 2: A second cause of engine trouble was the choice of materials. The block was made from iron and the heads from aluminum, a common enough practice even then but a combination new to Triumph owners and one demanding the year-round use of corrosion-inhibiting antifreeze, a point not widely appreciated even by the somewhat chaotic dealer network supporting them.  Consequently, in engines where only water was used as a coolant, the thermite reaction between iron and aluminum caused corrosion where the material were joined, metallic debris coming lose which was distributed inside the engine; the holes formed in the heads causing gaskets to fail, coolant and petrol mixing with lubricating oil.

Problem 3. The engine used a long, single row, roller-link timing chain which would soon stretch, causing the timing between the pistons (made of a soft metal) and the valves (made of a hard mental) to become unsynchronized.  There are “non-interference” engines where this is a nuisance because it causes things to run badly and “interference” engines where the results can be catastrophic because, at high speed, valves crash into pistons.  The Stag used an “interference” engine.

Engine schematic.  Note the angles of the head-studs.

Problem 4: There was a bizarre arrangement of cylinder head fixing studs, half of which were vertical in an orthodox arrangement while the other half sat at an angle. The angled studs, made from a high-tensile steel, were of course subject to heating and cooling and expanded and contracted at a different rate to the aluminum cylinder heads, the differential causing premature failure of the head gaskets.  It must have seemed a good idea at the time, the rationale being it made possible the replacement of the head gaskets without the need to remove the camshafts and re-set the valves and that is a time-consuming and therefore expensive business so the intention was fine but defeated by physics which should have been anticipated.  Nor did the thermal dynamics damage only head gaskets, it also warped the aluminum heads, the straight studs heating differently than the longer splayed studs which imposed the side loads that promoted warping.  As a final adding of insult to injury, the long steel studs had a propensity solidly to fuse with the aluminum head and, because they sat at dissimilar angles, it wasn’t possible simply to saw or grind the top off the offending bolt and pull of the head.

Problem 5: The head failures would have been a good deal less prevalent had the company management acceded to the engineers’ request to use the more expensive head gaskets made of a material suited to maintaining a seal between surfaces of iron and aluminum.  For cost reasons, the request was denied.

Stag engine bay.

Problem 6: Despite the under-hood space being generous, instead following the usual practice of being mounted low and belt-driven, at the front of the engine, the water pump was located high, in the valley between the heads and was gear driven off a jackshaft.  This, combined with the location of the header tank through which coolant was added, made an engine which had suffered only a small loss of coolant susceptible to over-heating which, if undetected, could soon cause catastrophic engine failure, warped cylinder heads not uncommon.  Because, when on level ground, the water pump sat higher than the coolant filling cap, unless the car was parked at an acute angle, it wasn’t possible to fill the system with enough fluid actually to reach the water pump.    It seems a strange decision for a engineer to make and the original design blueprints show a belt-driven water pump mounted in a conventional manner at the front of the block.

It transpired that Saab, which had agreed to purchase a four cylinder derivative of the modular family, had to turn the slant four through 180^o because, in their front-wheel-drive 99, the transmission needed to sit at the front and, space in the Swedish car being tight, there would be no room between block and bulkhead for a water pump and pulley to fit.  So, dictated by necessity, the pump ended up atop the block, suiting both orientations and driven by the same shaft that drove the distributor and oil pump (and would have driven the mechanical metering unit for the abortive fuel injection).  Aside from the issues with coolant, the drive mechanism for the pump brought problems of its own, the early ones proving fragile.  As if the problems inherent weren’t enough, Triumph made their detection harder, locating the coolant temperature sender in one of the cylinder heads.  On the modular fours, with one head, that would be fine but the Stag’s two heads didn’t warp or otherwise fail in unison.  One head could be suffering potentially catastrophic overheating yet, because the sensor was in the as yet unaffected other, the temperature gauge would continue to indicate a normal operating level.  That’s the reason just about every fluid-cooled engine with multiple heads has the sender placed in the water pump.  To compound the problem, the four and eight used the same specification water pump, which, while more than adequate for the former, should have be uprated for the latter.

Problem 7: This was the eventually nationalized British Leyland of the 1970s, a case study, inter alia, in poor management and ineptitude in industrial relations.  Although the pre-production engines were cast by an outside foundry and performed close to faultlessly in durability-testing, those fitted to production cars were made in house by British Leyland in a plant troubled by industrial unrest.  Quality control was appalling bad, lax manufacturing standards left casting sands in the blocks which were sent for the internal components to be fitted and head gaskets were sometimes fitted in a way which restricted coolant flow and led to overheating.

Michelotti show car, 1966.

It was a pity because but for the engine, the Stag proved, by the standards of the time, relatively trouble-free, even the often derided Lucas electrical equipment well behaved.  The story began in 1965 when Italian designer Giovanni Michelotti (1921–1980) had requested a Triumph 2000 sedan, a model he’d styled and which had been on sale since 1963.  Michelotti intended to create a one-off convertible as a promotional vehicle to display at the 1966 Geneva Motor Show and Triumph agreed, subject to the company being granted first refusal on production rights and, if accepted, it would not appear at the show.  The donor car sent to Turin was a 1964 saloon which, prior to being used as a factory hack, had been one of the support vehicles for Triumph’s 1965 Le Mans campaign with the Spitfire.  Driven to Italy for Michelotti to cut and shape, the result so delighted Triumph they immediate purchased the production rights and the Stag was born.  Briefly called TR6, the Stag name was chosen, somewhat at random, as the original project code but was retained when it was preferred to all the suggested alternatives; unlike the engine, the name was right from day one.

Michelotti pre-production styling sketch, 1967.

The styling too turned out to be just about spot-on.  The partially concealed headlights, then a fashionable trick many US manufacturers had adopted, was thought potentially troublesome and abandoned but the lines were substantially unchanged between prototype and production.  There was one exception of course and that was the most distinctive feature, the B-pillar mounted loop which connected to the centre of windscreen frame, creating a T-section.  This wasn’t added because of fears the US Congress was going to pass legislation about roll-over protection; that would come later and see European manufacturers produce a rash of “targas”, a kind of roll-bar integrated into the styling as a semi-roof structure but Triumph’s adaptation was out of structural necessity.  Based on a sedan which had a permanent roof to guarantee structural integrity, Michelotti’s prototype had been a styling exercise and no attempt had been made to adapt the engineering to the standards required for production.  Although the platform had be shortened, a sedan with its roof cut of is going to flex and flex it did, shaking somewhat if driven even at slow speeds in a straight line on smooth surfaces; with any change to any of those conditions, vibration and twisting became much worse.  The T-top not only restored structural integrity but was so well-designed and solidly built the Stag’s torsional stiffness was actually better than the sedan.

Given the platform and styling was essentially finished at the beginning, the initial plan the Stag would be ready for release within two years didn’t seem unreasonable but it took twice that long.  Perhaps predictably, it was the engine which was responsible for much of the delay, combined with the turmoil and financial uncertainty of a corporate re-structure.  Triumph had since 1960 been part of the highly profitable bus and truck manufacturer, Leyland and until 1968 enjoyed much success as their car-making division.  However, in 1968, under some degree of government coercion, a large conglomerate was formed as British Leyland (BL) and Triumph was absorbed into BL's Specialist Division as a stable-mate to Rover and Jaguar-Daimler.

Daimler 2.5 V8.

What became the engine imbroglio was interlinked with the merger.  The coming together meant BL now had on the books, in development or production, one V12 engine and five V8s, an indulgence unlikely to survive any corporate review.  Jaguar-Daimler, the most substantially (semi-) independent entity within the conglomerate, were adamant about the importance of the twelve to their new model ranges and the point of differentiation it would provide in the vital US market.  They were notably less emphatic about their V8s.  Within the company, there had long been a feeling Jaguars should have either six or twelve cylinders, any V8 a lumpy compromise for which there’d never been much enthusiasm.  Additionally, the Jaguar was more of a compromise than most.  Based on the V12 it was thus in a 60^o configuration and so inherently harder to balance than a V8 using an orthodox 90^o layout.  Development had been minimal and Jaguar was happy to sacrifice the project, doubtlessly the correct decision.

1961 Jaguar Mark X.

Less inspired was to allow the anti-V8 feeling to doom the hemi-head Daimler V8s.  Built in 2½ litre (2,548 cm³ (155 cubic inch)) and 4½ litre (4,561 cm³ (278 cubic inch)) displacement, both were among the best engines of the era, light, compact and powerful, they were noted also for their splendid exhaust notes, the only aspect in which the unfortunate Stag engine would prove their match.  Jaguar acquired both after merging with (ie taking over) Daimler in 1960 and created a popular (and very profitable) niche model using the smaller version but the 4½ litre was only ever used in low volume limousines, barely two-thousand of which were built in a decade.  Both however showed their mettle, the 2.5 comfortably out-performing Jaguars 2.4 XK-six in the same car and almost matching the 3.4, all to the accompaniment of that glorious exhaust note.  The 4.6 too proved itself in testing.  When, in 1962, engineers replaced the 3.8 XK-six in Jaguar’s new Mark X with a 4.6, it was six seconds quicker to 100 mph (162 km/h) and added more than 10 mph (16 km/h) to an already impressive top speed of 120 mph (195 km/h).  The engineers could see the potential, especially in the US market where the engines in the Mark X’s competition was routinely now between six-seven litres (365-430 cubic inches) and increasingly being called upon to drive power-sapping accessories such as air-conditioning.  As Mercedes-Benz too would soon note, in the US, gusty sixes were becoming technologically bankrupt.  The engineers looked at the 4.6 and concluded improvements could be made to the cylinder heads and the design would accommodate capacity increases well beyond five litres (305 cubic inches); they were confident a bigger version would be a natural fit for the American market.

Internal discussion paper for Jaguar XK-V8 engine, Coventry, UK, 1949.

Curiously, it could have happened a decade earlier because, during development of the XK-six, a four cylinder version was developed and prototypes built, the intent being to emulate the company’s pre-war practice when (then known as SS Cars) a range of fours and sixes were offered.  This continued in the early post-war years while the XK was being prepared and the idea of modularity appealed; making fours into sixes would become a common English practice but Jaguar flirted also with an XK-eight.  While the days of straight-eights were nearly done, trends in the US market clearly suggested others might follow Ford and offer mass-market V8s so, in 1949, a document was circulated with preliminary thoughts outlining the specification of a 4½ litre 90^o V8 using many of the XK-four’s components including a pair of the heads.  There things seemed to have ended, both four and eight doomed by the success and adaptability of the XK-six and there's never been anything to suggest the XK-eight reached even the drawing-board.  Work on the prototype four did continue until the early 1950s, the intention being to offer a smaller car which would fill the huge gap in the range between the XK-120 and the big Mark VII saloon but so quickly did the XK-six come to define what a Jaguar was that it was realized a four would no longer suit the market.  Instead, for the small car, a small (short) block XK-six was developed, initially in two litre form and later enlarged for introduction as the 2.4; with this, the XK-four was officially cancelled by which time the flirtation with the eight had probably already been forgotten.  For decades thereafter, Jaguar would prefer to think in multiples of six and, having missed the chance in the 1960s to co-op the Daimler 4.6, it wouldn’t be for another thirty years that a V8 of four-odd litres would appear in one of their cars.

1954 prototype Jaguar 9 litre military V8.

That didn't mean in the intervening years Jaguar didn't build any V8s.  In the early 1950s, while fulfilling a contract with the Ministry of Supply to manufacture sets of spares for the Rolls-Royce Meteor mark IVB engines (a version of the wartime Merlin V12 made famous in Spitfires and other aircraft) used in the army's tanks, Jaguar was invited to produce for evaluation a number of V8s of "approximately 8 litres (488 cubic inches)".  Intended as a general purpose engine for military applications such as light tanks, armored cars and trucks, what Jaguar delivered was a 9 litre (549 cubic inches), 90^o V8 with double overhead camshafts (DOHC), four valves per cylinder and a sealed electrical system (distributors and ignition) to permit underwater operation, thereby making the units suitable also for marine use.  With an almost square configuration (the bore & stroke was 114.3 x 110 mm (4.5 x 4.33 inches)), the naturally aspirated engine exceeded the requested output, yielding 320 bhp (240 kw) at 3750 rpm and either five or six were delivered to the ministry for the army to test.  From that point, it's a mystery, neither the military, the government nor Jaguar having any record of the outcome of the trials which apparently didn't proceed beyond 1956 or 1957; certainly no orders were placed and the project was terminated.  At least one one of the V8s survived, purchased in an army surplus sale it was as late as the 1990s being used in the barbaric-sounding sport of "tractor-pulling".  Later, Jaguar enjoyed more success with the military, the army for some years using a version of the 4.2 litre XK-six in their tracked armored reconnaissance vehicles, the specification similar to that used when installed in the Dennis D600 fire engine.             

Jaguar V12 in 1973 XJ12.

Jaguar’s management vetoed production of the Daimler 4.6 on the grounds (1) there was not the capacity to increase production to what be required for the volume of sales Jaguar hoped the Mark X would achieve and (2) the Mark X would need significant modifications to permit installation of the V8.  Given that Daimler’s production facilities had no difficulty dramatically increasing production of the 2.5 when it was used in the smaller saloon body and a number of specialists have subsequently noted how easy it was to fit some very big units into the Mark X’s commodious engine bay, it’s little wonder there’s always been the suspicion the anti-V8 prejudice may have played a part.  Whatever the reasons, the decision was made instead to enlarge the XK-six to 4.2 litres and missed was the opportunity for Jaguar to offer a large V8-powered car at least competitive with and in some ways superior to the big Americans.  The Mark X (later re-named 420G) was not the hoped-for success, sales never more than modest even in its early days and in decline until its demise in 1970 by which time production had slowed to a trickle.  It was a shame for a design which was so advanced and had so much potential for the US market and had the V8 been used or had the V12 been available by the mid-1960s, things could have been different.  The unfortunate reputation the twelve later gained was because of lax standards in the production process, not any fragility in the design which was fundamentally sound and it would have been a natural fit in the Mark X.  So the Daimler 4.6 remained briefly in small-scale production for the limousines and the 2.5 enjoyed a successful run as an exclusive model under the hood of the smallest Jaguar, a life which would extend until 1969.  Unfortunately, the powerful, torquey, compact and robust 2.5, which could easily have been enlarged to three litres, wasn’t used in the Stag.  More helpfully, even if capacity had been limited to 2.8 litres (170 cubic inches) to take advantage of the lower taxation rates applied in Europe, the Daimler V8 would have been more than equal to the task.

Fuel-injected 2.5 litre Triumph six in 1968 Triumph TR5.

The six was essentially an enlarged version of the earlier four.   Released also in 1.6 & 2.0 capacities and used in the 2000/2500, Vitesse, GT6 & TR5/6, the fuel-injection was adopted only for the some of the non-US market sports cars and the short-lived 2.5 PI saloon.  Because of the reliance on the US market, TVR, which used the engine in the 2500M, in all markets, offered only the twin-carburetor version certified for US sale in the TR-250).

Triumph tried using the fuel-injected 2.5 litre straight-six already in development for the TR5 (TR-250 in North America) but the rorty six was a sports car engine unsuited to the grand tourer Triumph intended the Stag to be and thus was born the 2.5 litre V8, part of a modular family.  Another innovation was that the V8 would use the Lucas mechanical fuel-injection adopted for the long-stroke six and this at a time when relatively few Mercedes-Benz were so equipped.  However, while the power output met the design objectives, it lacked the torque needed in a car of this nature, and the high-revving nature wasn’t suited to a vehicle intended to appeal to the US market where it was likely often to be equipped both with air-conditioning and automatic transmission; the decision was taken to increase capacity to three litres.  Because the quest was for more torque, it might be thought it would be preferred to lengthen the stroke but, for reasons of cost related to the modularity project, it was decided instead to increase the bore to a very over-square 86.00 x 64.50 mm (3.39 x 2.52 inches).  Despite this, the additional half-litre delivered the desired torque but the coolant passages remained the same so an engine with a capacity twenty percent larger and an increased swept volume, still used the already hardly generous internal cooling capacity of the 2.5.  It was another straw on the camel’s back.

It was also another delay and, within Leyland, questions were being raised about why a long and expensive programme was continuing to develop something which, on paper, appeared essentially to duplicate what Leyland then had in production: Rover’s version of the small-block Buick V8 which they’d much improved after buying the rights and tooling from General Motors.  Already used to much acclaim in their P5B and P6 saloons, it would remain in production for decades.  The Rover V8 did seem an obvious choice and quite why it wasn’t adopted still isn’t entirely certain.  One story is that the Triumph development team told Rover’s chief engineer, by then in charge of the Stag project, that the design changes associated with their V8 were by then so advanced that the Rover V8 “wouldn’t fit”.  While it seems strange an engineer might believe one small V8 wouldn’t fit into a relatively large engine bay which already housed another small V8, he would later admit that believe them he did.

Tight fit: Ford 289 (4.7) V8 in 1967 Sunbeam Tiger Mark II.  A small hatch was added to the firewall so one otherwise inaccessible spark plug could be changed from inside the cabin.

It actually wasn’t a wholly unreasonable proposition because to substitute one engine for another of similar size isn’t of necessity simple, things like cross-members and sump shapes sometimes rendering the task impossible, even while lots of spare space looms elsewhere and a similar thing had recently happened.  In 1967, after taking control of Sunbeam, Chrysler had intended to continue production of the Tiger, then powered by the 289 cubic inch (4.7 litre) Windsor V8 bought from Ford but with Chrysler’s 273 cubic inch (4.4 litre) LA V8 substituted.  Unfortunately, while 4.7 Ford litres filled it to the brim, 4.4 Chrysler litres overflowed.  Allowing it to remain in production until the stock of already purchased Ford engines had been exhausted, Chrysler instead changed the advertising from emphasizing the “…mighty Ford V8 power plant” to the correct but less revealing “…an American V-8 power train”.

Triumph Stag.

It may have been, in those perhaps kinder times, one engineer would believe another.  However, years later, a wrinkle was added to the story when, in an interview, one of the development team claimed what was said was that they felt the Rover V8 was “not a fit” for the Stag, not that “it wouldn’t fit”, an amusing piece of sophistry by which, it was said, they meant the characteristics of the engine weren't those required for the Stag.  That may have been being economical with the truth: any engineer looking at the specifications of the Rover unit would have understood it was highly adaptable and so for decades it proved to be, powering everything from the Land Rover to executive saloons and high-performance sports cars.

More plausible an explanation was competing economics.  Triumph was projecting a volume of between twelve and twenty-thousand a year for the Stag and, within the existing production facilities Rover could not have satisfied the demand in addition to their own expanding range, soon to include the Range Rover, added to which, an agreement had been reached to supply Morgan with engines for the +8 which would revitalize their fortunes.  The Morgan deal was for a relatively small volume but it was lucrative and the success of the +8 was already encouraging interest from other manufacturers.  So, with Triumph already in the throes of gearing up to produce their modular engines and Rover said to be unable to increase production without a large capital investment in plant and equipment, the fateful decision to use the Triumph engine was taken.

This was the critical point, yet even then it wasn’t too late.  Although Jaguar were emphatic about shutting down Daimler’s V8 lines and converting the factories to XJ6 production, it would have been possible to move the tooling and resume building a 2.5, 2.8 or 3.0 Daimler V8 for the Stag.  Rover had found managing a shift of some tooling across the Atlantic not too onerous a task so trucking stuff a few miles down the road should have been possible.  Ironically, Triumph argued their OHC V8 was a more modern thing than the then decade-old pushrod Daimler which, they suggested, wouldn’t be able to be adapted to upcoming US emission regulations and thus would have a short life.  Given the success of many in coaxing pushrod V8s through decades of US regulations, that probably wasn’t true but it had all become irrelevant; the decision had been taken to pursue Triumph’s modular option.  At least a decision had been taken that was final, unlike some British Leyland decisions of the era but it did mean the Stag’s introduction was further delayed.

1973 Stag.

Eventually, the Stag was launched in the summer of 1970 to a positive if not rapturous reception.  There was criticism of weight of the hardtop and the fabric roof not being as easy to us as the brochure suggested but most contemporary journalists seemed to enjoy the drive although some were disappointed with the lack of power; the wonderful exhaust note and rakish lines perhaps promising more but this was a relatively heavy four-seat grand tourer, not a sports-car.  Still, it would touch 120 mph (190 km/h) and its acceleration, brakes and handling were all at least comparable to the competition and, among that completion, it was close to unique.  A small-capacity V8, four-seat convertible with a choice of manual or automatic transmissions and all-independent suspension was a tempting specification in 1970; to get the same thing from Mercedes-Benz would cost more than three times as much.  Of course Stuttgart would probably have suggested their buyers got something more than three times as good, a not unreasonable point at the time and, given the prices at which 280SE 3.5 cabriolets now trade, the Germans appear to have been conservative in their three-fold estimate.  But it was value for money and had some nice touches, a heated rear window when that was a novelty in removable hard tops, a clever (and influential) multi-function display of warning lights and even, though curiously discordant, the option of wire wheels.

1974 Stag interior (manual o/d).

All concluded that driving one was a pleasant, if not especially rapid, experience but owning a Stag proved frequently nightmarish, all because of that unique engine.  Before many months had elapsed it was clear there were problems and, despite years of fixes and adjustments, the inherent design faults proved just too embedded in the mechanical DNA.  A change to the Rover V8 might, even then been the answer for the Stag otherwise suffered from little but by the early 1970s, Leyland was in dire financial straits, chronically under-capitalized and without any appetite to invest in a small volume product with an uncertain future.  Perhaps the earlier failure by Facel Vega to rescue the doomed Facellia by replacing the interesting but fragile French engine with a dreary but reliable Volvo unit played on their minds.  An upgraded automatic transmission, improvements to the cooling system and other detail changes to the engine were pursued and even an inconspicuous re-style was thought to warrant a “Mark 2” tag but the reputation never recovered.

Quixotic derivations were built but never pursued.  There were a couple of clumsy-looking prototype GT6-esque hatchbacks which excited little interest and in 1972 Ferguson Research adapted two using their all-wheel-drive and anti-lock brake systems made famous on the Jensen FF; said to work most effectively, both still exist in private hands but there's nothing to suggest even limited production was ever contemplated.  In seven years, 25,877 Stags were built, 6,780 of which were exported but only 2,871 Americans were persuaded, a disappointment in a market of which much had been hoped.

End of the line: 1978 Triumph Stag.

The Stag however has enjoyed an extraordinary afterlife for something once thought a fragile failure.  Seduced by the style, the surprising practicality and the intoxicating burble of the exhaust, the survival rate has been high and most still run the Triumph V8 rather than the Rover V8, Ford V6 or any of the small-block Detroit V8s to which not a few owners once resorted.  Modern additions improve the experience too, five speed manual transmissions have been fitted, mostly to cars not equipped with the desirable overdrive and there's a popular and well-executed conversion to a four-speed ZF automatic which many describe as transformative.  There can be few engines which have for so long inspired owners to devote so much energy to rectifying the defects the factory never fixed.  High strength timing chains, external water pumps, improved radiators, better bearings and (the once rejected) correct head gaskets are now available, the consensus being that properly sorted and maintained by the book, it’s a solid, reliable engine, just not one which can be tolerate the sort of neglect Detroit's V8s of the time famously would endure with little complaint.