Brace

Brace (pronounced breys)

(1) Something that holds parts together or in place, as a clasp or clamp.

(2) Anything that imparts rigidity or steadiness (sometimes called a bitbrace or bitstock).

(3) In drilling, a hand tool for drilling holes, with a socket to hold the drill at one end and a cranked handle by which the tool can be turned in full (also called a bitstock).

(4) In building trades, a piece of timber, metal, etc., for supporting or positioning another piece or portion of a framework.

(5) In Admiralty use, on a square-rigged ship, A rope reeved through a block at the end of a yard, by which the yard is moved horizontally (also as the rudder gudgeon).

(6) In nautical use, to swing round the yards of a square rigged ship (using braces), to present a more efficient sail surface to the direction of the wind.

(7) In music, the leather loops sliding upon the tightening cords of a drum to change their tension and the drum's pitch.

(8) In dentistry, a system of wires, brackets, and elastic bands used to correct crooked or irregularly arranged teeth or to reduce overbite, placed directly against the surfaces of the teeth.

(9) In orthopaedic surgery, a device or appliance that supports or holds a movable part of the body in correct position while allowing motion of the part.

(10) In fashion, an alternative name for suspender (almost always in the plural as braces).

(11) A pair; a couple, used originally of dogs, and later of animals generally (eg a brace of grouse) and then other things, but rarely people.  Now usually used in the context of hunting or (in sport) scoring a pair of goals, tries etc (though not related to the “pair” in cricket, the unhappy record of being dismissed twice without scoring in each innings of a first class or test match.

(12) In typography, one of two characters { or } used to enclose words or lines to be considered together.  Also called a bracket, though not recommended because technically, they’re [ and ]. 

(13) In mathematics, as { or } used for connecting lines of printing or writing or as a third sign of aggregation in complex mathematical or logical expressions that already contain parentheses and brackets.

(14) In musical composition, as { or } also called accolade, a line or bracket connecting two or more staves of music

(15) A protective band covering the wrist or lower part of the arm, especially a bracer.

(16) In military parade drill, a position of attention with exaggeratedly stiff posture.

(17) Literally and figuratively, to prepare for an impact or an event.

(18) In informal slang, to become resolute; to stimulate or freshen.

(19) A form of armor for the arm, also called vambrace (obsolete).

(20) In mining, the mouth of a shaft (apparently a localism restricted to Cornwall).

(21) A medical device, a kind of compression fitting used on joints (ankles, knees etc) to provide support during the healing process.

(22) A measurement of length, originally representing a person's outstretched arms (obsolete).

(23) In engineering, a piece of material used to transmit, or change the direction of, weight or pressure; any one of the pieces, in a frame or truss, which divide the structure into triangular parts.  It may act as a tie, or as a strut, and serves to prevent distortion of the structure, and transverse strains in its members.

(24) A kind of riding equipment or horse tack (in historic reference only).

(25) A peninsula; a cape or slice of land jutting into the sea (in historic reference only).

(26) A perch (unit of measure) (in historic reference only).

(27) A point of a cross or rood (in historic reference only).

1300–1350: From the Middle English brace & bracen and the Anglo-French bracier borrowed from the from the Old French brace (arm), derived from the Latin brāchia & brācchia (the nominative and accusative plural (taken as feminine singular)) of brāchium & brācchium (arm) drawn from the Ancient Greek βραχίων (brakhíōn), most influenced by the plural Latin form bracchia (two arms).  The variety of spellings from the medieval period are extinct, the usual forms now bracchium or bracchia in the plural.  The prior etymology is wholly speculative, may have come from Gothic brasa (glowing coal), Proto-Germanic brasō (crackling coal) or the primitive bhres (to crack, break, burst).  It was cognate was the French braise (embers), Swedish brasa (to roast) and Icelandic brasa (to harden by fire), all thought related to the Sanskrit भ्रज bhraja (fire).  Brace & bracing are nouns & verbs and braced is a verb & adjective; the noun plural is braces.

Highly qualified content provider Busty Buffy (b 1996) wearing leather braces (without belt).

In idiomatic use, the phrase “belt and braces approach” is used to describe the inclusion of redundancy in design, ensuring mutual backups in the event of one system failing.  The phrase is from the notion of the use of either a belt or set of braces to prevent one’s trousers falling down and although both accessories are now (at least to some extent) decorative fashion items, in the era before tighter fitting clothes, they were essential and the especially cautious wore both, avoiding the dreaded SPF (single point-of-failure).  In the US, the equivalent form is “belt and suspenders approach”, “suspenders” (also as “suspender belt”) elsewhere usually understood as the device used by women to hold up their stockings, a device in US English styled as a “garter belt”. 

The original, early fourteenth century meaning was “an item of armor for the arms (and also “a thong or strap for fastening”), reflect the link to the Old French brace (arms) and it was from here that emerged brace as “a length measured by the span of a man’s two arms”.  The meaning "that which holds two or more things firmly together" (derived originally on the notion of clasping arms) emerged in the mid-fifteenth century and came to be applied to an array of fastening and tightening devices in a wide range of endeavours including art, engineering, carpentry, agriculture etc.  The specific meaning as a “prop, supporting strut” began in architecture in the 1520s and came to be applied to just about anything involving physical objects, the figurative use noted from the late sixteenth century.  The idea of things in pairs (first dogs, later game such as ducks, grouse etc) dates from circa 1400 and was later applied to various pairs (pistols, carriages etc); the use in sport to describe scoring twice in the one game (goals, tries etc) was a twentieth century coining, apparently by print journalists wanting something different from “pair” or “two”.  Braces in the sense of “straps passing over the shoulders to hold up the trousers” was from 1798, used after 1945 to describe the hardware used for wires for straightening the teeth.  In the English tradition, to say the weather is "bracing" means it's "damnably cold".

Knocking back a bracer: Crooked Hillary Clinton enjoys a quick belt of Crown Royal Bourbon Whiskey, Bronko's restaurant, Crown Point, Indiana, Saturday 12 April, 2008.

Lindsay Lohan’s injured right ankle in foot-brace, Mykonos, Greece, 2018.  It’s believed she made a good recovery but may never play rugby again.

The verb brace emerged in the mid-fourteenth century meaning both “to seize, grasp, hold firmly” & “wrap, enshroud; tie up, fetter”, something gained from the Old French bracier (to embrace), again the idea of grasping by the arms.  The meaning "make tense, render firm or steady by tensing" was noted from the mid-fifteenth century although decades earlier it had been used in the figurative sense of "strengthen or comfort someone”.  From this, by the 1740s, developed the later extension to tonics which "brace" the nerves (the bracer a "stiff drink"), a throwback to the original bracer (the early fourteenth century piece of armor protecting the arm) and by 1826 a bracer had assumed the specific use as “an alcoholic drink taken early in the morning”.  From the 1580s, a bracer was also “any sort of stay or clamp which braces or makes firm”, used typically in engineering or construction.  To brace oneself (place oneself in the position of a brace in anticipation of some shock or impact) is documented by 1805 but there is peripheral evidence the phrase may have been in use as early as circa 1500, probably in relation to horse-drawn transport and now familiar to many from the safety demonstration dutifully conducted by flight attendants before every take-off.  Because braces are designed and used for many purposes, there are a large number of derived terms including angle brace, curly brace, neck brace, ankle brace, tower brace, tower brace etc.

General Ulysses S Grant (1822–1885; US president 1869-1877) being photographed in uniform as General of the Army (four star), a rank to which he was appointed in 1866, New York, circa 1866.

Behind the general is a “posture brace”, used by photographers to prevent their subjects moving (the projecting prongs holding the head steady), any movement during the long exposure time risking blurring of the image.  The photo session was conducted in the Huston and Kurtz studio and can properly be called a “session” because, in addition to being time-consuming, the technique in use was called “photosculpture” (developed in 1859 by French artist François Willème (1830–1905)) which involved taking up to 24 photographs of a subject from various angles, the original concept being the creation of a montage which was effectively a 360^o view to assist sculptors carving busts or creating statures.  The perpendicular lines & numbers (1-24) on the platform were references for the photographer who would use them to align the camera’s lens, ensuring an exact series of images.  The studio was a partnership between German born Wilhelm Kurz (1833–1904) and a certain Mr Huston who appears to have vanished from history.  The business was dissolved within two years and Mr Kurz reverted to operating as a sole-trader, later establishing a studio in Madison Square, New York and going on to make notable innovations in the then novel color photography.

In modern commerce the posture brace (marketed also as “posture corrector”) is a specialized form of underwear garment designed to help improve one’s posture, typically by aligning the spine and shoulders into a more upright (or “correct”) position. Advertised as devices which can counteract poor posture habits (especially those resulting from prolonged sitting or slouching), the claims include a reduction in neck, back & shoulder strain.  The designs and methods of construction vary but many of the most popular are made from elastic or neoprene, wrapping around the back & shoulders, acting gently to “pull the shoulders back”.  Others are really straps or harnesses which combine a lightweight form which can exert the required force on the shoulders without excessively restricting movement and a recent development has been the “passive brace”: wearables which buzz or vibrate when slouching is detected, acting as a reminder rather than physically forcing alignment and thus analogous with seat-belt or speed waring chimes in cars.

Brace of single-shot duelling pistols in hardwood case, featured by Hallowell, the design from England and in vogue circa 1770-1850.

Many items were produced in pairs for many reasons but with duelling pistols it was obviously culturally deterministic.  Most used either flintlock or percussion ignition, and were supplied with the cleaning and loading accessories (the cleaning kit still something to ensure is supplied when one buys (or otherwise obtains) one’s AK47).  Duelling pistols tended to be lighter than contemporary service pistols and were often made with a finer finish, reflecting the upper-class market for which they were produced.  The ballistics techniques varied and although most appear to have been smooth-bored, some were scratch-rifled and there were octagon (or octagon-to-round) barrels, all around 9-10 inches (228-254 mm) long.  Almost all were forged from some form of Damascus steel, with bores slightly larger than a half-inch (50 mm) and supplied with ramrods, rudimentary sights front and rear, single-set triggers, roller-bearing frizzens and curved grips integral with full or half-stocks.  Although usually of high quality construction (sometimes with silver furniture), unlike the boxed braces produced for display or ceremonial purposes, duelling pistols tended to be relatively plain and unembellished.

Noted pheasant plucker Boris Johnson (b 1964, UK prime-minister 2019-2022) after bagging a brace of pheasants.

DPRK’s military parades.  The 2010 event (left) during the era of the Dear Leader and the 2015 event (right) after the accession of the Supreme Leader.

Although in production for almost two decades, Mercedes-Benz built only 2677 600s and of those, 428 were the long-wheelbase Pullmans.  Of those, 59 were the Landaulets with a convertible roof extending either over the rearmost seats or the whole passenger compartment.  Just 12 of the latter were built and the only one known to have bought a brace was Kim Il-sung (Kim I, 1912–1994; Great Leader of the Democratic People’s Republic of Korea (the DPRD, North Korea)) who ordered two in 1968.  Just as the DPRK and its grateful population passed to his descendents, Kim Jong-il (1941–2011; Kim II, Dear Leader of the DPRK 1994-2011) and Kim Jong-un (Kim III, b 1983; Supreme Leader of the DPRK since 2011), they also inherited the Landaulets which for decades were a fixture at state occasions like military parades.  Buying a brace ensured an unusual distinction of rarity; the parades are said to be the only occasions when two 600 long-roof Landaulets were seen in the same place at the same time.  The Supreme Leader updated in 2015 to the new S600 Pullman Landaulets but they’re mass-produced compared with the original, lack gravitas and look something like a very big Hyundai (made in the "puppet state" of South Korea).  For this reason, the old 600s are retained for occasions when there’s a need really to impress folks and maintain the dynasty’s image of continuity which stretches back to the Great Leader.

1970 Dodge Hemi Challenger with strut brace (also called strut bar), triangulated against the firewall.  Strut braces are stiff metal bars which connect the strut towers (front or rear), the purpose being enhanced structural rigidity.  Depending on the vehicle, the difference can be anything from transformative to non-existent and manufacturers of high-end machinery are aware of their appeal.  There have in recent decades been enormous advances in structural engineering and engineers admit that on some exotic machinery, the torsional rigidity is so high that strut braces add nothing except a little additional weight but they’re installed anyway, simply for the visual effect and to meet buyer expectation.  They’re a popular retro-fit to many of the machines from the 1960s and 1970s which, frankly, were over-powered when new and more so when modified.

Skirt

Skirt (pronounced skurt)

(1) The part of a gown, dress, slip, or coat that extends downward from the waist.

(2) A one-piece garment extending downward from the waist and not joined between the legs, worn especially by women and girls.

(3) Some part resembling or suggesting the skirt of a garment, as the flared lip of a bell or a protective and ornamental cloth strip covering the legs of furniture.

(4) In saddlery, in a small leather flap on each side of a saddle, covering the metal bar from which the stirrup hangs.

(5) In the building trades, a baseboard or apron.

(6) In furniture design, a flat horizontal brace set immediately beneath the seat of a chair, chest of drawers, or the like, to strengthen the legs; also called a bed or frieze (a flat brace or support immediately beneath a tabletop).

(7) The bordering, marginal, or outlying part of a place, group etc; the outskirts; to lie along the border of somewhere.

(8) In slang, an older (and usually disparaging or offensive) term used to refer to a woman or girl.

(9) In rocketry, an outer part of a rocket or missile that provides structural support or houses such systems as avionics or gyroscopes.

(10) To avoid, go around the edge of, or keep distant from (something that is controversial, risky etc).

(11) In the wool industry, to remove low-grade wool and foreign matter from the outer edge of fleece.

(12) In the design of internal combustion engines, the lower part of the block which extends to (or below) the centre of the crankshaft line.

(13) In the design of suction or elevating devices, a flexible edging providing a partial seal at the base where the air flow occurs.

(14) In butchery, a cut of beef from the flank.

1250–1300: From the Middle English skyrte & skirte (lower part of a woman’s dress) from the Old Norse skyrta (shirt; a kind of kirtle) from the Proto-Germanic skurtijǭ (skirt).  The sense development from "shirt" to "skirt" is thought most likely related to the long shirts of peasant garb (the Low German cognate Schört, in some dialects translates as "woman's gown").  The meaning "border, edge" (in outskirts, etc) was first recorded in the late fifteenth century and the metonymic use for "women collectively" emerged as early as the 1550s although there’s no evidence the slang sense of "young woman" existed prior to 1906 with “skirt-chaser” (a womaniser) first attested 1942.  The mini-skirt dates from 1965, reputedly the invention of French designer André Courrèges (1923-2016).

Annotated schematic of Ford Y-block V8 (left) and a 430 cubic inch (7.0 litre) MEL V8 during the restoration of a 1958 Lincoln Premiere Coupe in Autumn Rose & White (right).  The MEL V8 was also in the "Y-block" shape but is never referred to as such because the identifier MEL (Mercury-Edsel-Lincoln) is used.  Thus the 239-256-272-292 & 312 Ford V8 and 279-302-317-332-341 & 368 Lincoln V8 families are the Y-blocks while the MEL (383-410-430 & 462) MEL V8 is a Y-block type design.

The Ford & Lincoln “Y-block” V8 engines gained their nickname from the deep skirting of the block which extended below the crankshaft line, making for an unusually robust bottom end, something which would prove of some significance long after the unit had in the US been supplanted by more modern designs.  In many ways the Y-blocks were a curious cul-de-sac in the evolutionary path of the US V8 engine, having an unusual port design which rendered development by conventional means impossible (hence the brief resort to supercharging) and the dimensions limited the potential for increased displacement.  It was noted also for the unique arrangement of the solid valve lifters which had to be installed from below and a firing order which produced a distinctive and pleasing burble from the exhaust.  Compared with Ford’s earlier and later V8s, both the Y-Blocks were short-lived, the Lincoln (some of which were actually used in Ford trucks) used between 1952-1963 while the Ford lasted from 1954 until 1964, their replacements both adopting a more conventional design approach.  However, the Ford lived on in Romania until 1975 where it was produced under licence as a truck engine (the durability of the tough, deep-skirted block an asset in a market where conditions were tough and the quality of oil and fuel sometimes suspect) and in Argentina until 1988, the South Americans improving things greatly with their re-designed heads which used conventional porting.

The Pencil Skirt

Lindsay Lohan in racerback floral crop top and matching high-waisted pencil skirt with cobalt blue suede heels; Suno Spring Collection, 2013.

A pencil skirt is a slim-fitting garment with a severe, narrow cut.  The classic design was approximately knee-length but modern, more flexible fabrics have made possible calf-length styles.  It borrows its name from the writing instrument because, tailored for a close fit, it is pencil-like: long and slender.  Flexible in use, it’s the quintessential mix-and-match item, able to be worn either as a separate piece or as part of an ensemble.  A vent is usually placed in the back (or increasingly at the sides, especially in longer styles) because the slim shape would otherwise impede movement although a more modest kick pleat can instead be used.  Modern stretchy fabrics have made practical functional pencil skirts without either vents or pleats but they seem still popular for aesthetic reasons.  Historically, the industry paired pencil skirts with stilettos or court shoes but they’re now worn in just about any combination, boots proving increasingly popular.  French designer Christian Dior (1905–1957) included a classic pencil skirt in his 1954 Autumn-Winter collection although the style had long been worn.  Economical in the use of fabric compared with more voluminous cuts, its popularity had been boosted by war-time rationing and post-war austerity.

The pencil skirt’s precursor was the hobble skirt, an Edwardian-era fad inspired by the Ballets Russes, a Paris-based ballet company which, between 1908-1929, performed in the Americas and Europe (though paradoxically never in Russia because of the political convulsions).  Highly influential, Ballets Russes brought modernism to ballet with works commissioned from Stravinsky, Debussy, Prokofiev, Satie and Ravel, and their artistic collaborators included Kandinsky, Benois, Picasso and Matisse.  Coco Chanel (1883–1971) was one of their costume designers but it’s not known if she penned the hobble skirt.

Quadraphonic

Quadraphonic (pronounced kwod-ruh-fon-ik)

(1) Of, noting, or pertaining to the recording and reproduction of sound over four separate transmission or direct reproduction channels instead of the customary two of the stereo system.

(2) A quadraphonic recording.

(3) A class of enhanced stereophonic music equipment developed in the 1960s.

1969: An irregular formation of quadra, a variant (like quadru) from the older Latin form quadri- (four) + phonic from the Ancient Greek phonē (sound, voice).  All the Latin forms were related quattor (four) from the primitive Indo-European kwetwer (four).  Phonē was from the primitive Indo-European bha (to speak, tell, say) which was the source also of the Latin fari (to speak) and fama (talk, report).  Phonic, as an adjective in the sense of “pertaining to sound; acoustics" was used in English as early as 1793. Those for whom linguistic hygiene is a thing approved not at all of quadraphonic because it was a hybrid built from Latin and Greek.  They preferred either the generic surround sound which emerged later or the pure Latin lineage of quadrasonic (sonic from sonō (make a noise, sound)) which appeared as early as 1970 although it seems to have been invented as a marketing term rather than by disgruntled pedants.  Quadraphonic, quadrasonic and surround sound all refer to essentially the same thing: the reproduction of front-to-back sound distribution in addition to side-to-side stereo.  In live performances, this had been done for centuries and four-channel recording, though not mainstream, was by the 1950s, not uncommon.  Quadraphonic is and adjective but had been used as a noun; the (equally irregular) noun plural is quadraphonics.

Surround sound

Quadraphonic was an early attempt to mass-market surround sound.  It used four sound channels with four physical speakers intended to be positioned at the four corners of the listening space and each channel could reproduce a signal, in whole or in part, independent of the others.  It was briefly popular with manufacturers during the early 1970s, many of which attempted to position it as the successor to stereo as the default standard but consumers were never convinced and quadraphonic was a commercial failure, both because of technical issues and the multitude of implementations and incompatibilities between systems; many manufacturers built equipment to their own specifications and no standard was defined, a mistake not repeated a generation later with the CD (compact disc).  Nor was quadraphonic a bolt-on to existing equipment; it required new, more expensive hardware.

Quadraphonic audio reproduction from vinyl was patchy and manufacturers used different systems to work around the problems but few were successful and the physical wear of vinyl tended always to diminish the quality.  Tape systems also existed, capable of playing four or eight discrete channels and released in reel-to-reel and 8-track cartridge formats, the former more robust but never suited to the needs of mass-market consumers.  The rise of home theatre products in the late 1990s resurrected interest in multi-channel audio, now called “surround sound” and most often implemented in the six speaker 5.1 standard.  Modern electronics and the elimination of vinyl and tape as storage media allowed engineers to solve the problems which beset quadraphonic but there remain audiophiles who insist, under perfect conditions, quadraphonic remains the superior form of audio transmission for the human ear.

Highway Hi-Fi record player in 1956 Dodge.

First commercially available in 1965, the eight-track cartridge format (which would later become the evil henchman of quadraphonic) convinced manufacturers it was the next big thing and they rushed to mass-production and one genuine reason for the appeal was that the 8-track cartridge was the first device which was practical for use as in-car entertainment.  During the 1950s, the US car industry had offered the option of record players, neatly integrated into the dashboard and in the relatively compact space of a vehicle's interior, the sound quality could be surprisingly high.  Although not obviously designed with acoustic properties optimized for music, the combination of parallel flat surfaces, a low ceiling and much soft, sound absorbing material did much to compensate for the small size and range offered by the speakers.  However, although they worked well when sitting still in showroom or in certain vehicles, on the road things could be different.  The records (the same size as the classic 7 inch (180 mm) 45 rpm "singles") played by means of a stylus (usually called "the needle") which physically traced the grooves etched into the plastic disks rotating at 16.66 rpm which, combined with an etching technique called "ultra micro-grooving" meant the some 45 minutes of music were available, a considerable advance on the 4-5 minutes of the standard single.  The pressings were also thicker than other records, better to resist the high temperatures caused by heat-soak from the engine and the environment although, in places like Arizona, warping was soon reported.  To keep the stylus in the track, the units were fitted with a shock-absorbing, spring enclosure and a counterweighted needle arm.  Improbably, in testing, the system performed faultlessly even under the most adverse road conditions so the designers presented the product for corporate approval.  At that point there was a delay because the designers worked for the Colombia Broadcasting Corporation (CBS) which had affiliations with thousands of radio stations all over the country and no wish to cannibalize their own markets; if people could play records in their cars, the huge income stream CBS gained from advertising would be threatened as drivers tuned out.  The proposal was rejected.

Highway Hi-Fi record player in 1956 Plymouth.

Discouraged but not deterred, the engineers went to Detroit and demonstrated the players to Chrysler which had their test-drivers subject the test vehicles to pot-holes, railway tracks and rolling undulations.  The players again performed faultlessly and Chrysler, always looking for some novelty, placed an order for 18,000, a lucrative lure which convinced even CBS to authorize production, their enthusiasm made all the greater by the proprietary format of the disks which meant CBS would be the exclusive source.  So, late in 1956, Chrysler announced the option of "Highway Hi-Fi", a factory-installed record player mounted under the car's dashboard at a cost of (US$200 (some US$1750 in 2023 terms)).  Highway Hi-Fi came with six disks, the content of which reflected the reactionary tastes of CBS executives and their desire to ensure people still got their popular music from radio stations but the market response was positive, Chrysler selling almost 4000 of the things in their first year, the early adopters adopting with their usual alacrity.

The second generation of players used standard 45 rpm singles: Austin A55 Farina (left) and George Harrison's (1943–2001) Jaguar E-Type S1 (right); all four Beatles had the players fitted in their cars and lead guitarist Harrison is pictured here stocking his 14-stack array.  The lady on the left presumably listened to different music than the Beatle on the right (although their in-car hardware was identical) but tastes can't always be predicted according to stereotype; although he disapproved of most modern music, Rudolf Hess (1894–1987; Nazi deputy Führer 1933-1941) told the governor of Spandau prison (where he spent 40 of his 46 years in captivity) he enjoyed The Beatles because their tunes "were melodic".  

At that point, problems surfaced.  Tested exclusively in softly-sprung, luxury cars on CBS's and Chrysler's executive fleets, the Highway Hi-Fi had to some extent been isolated from the vicissitudes of the road but when fitted to cheaper models with nothing like the same degree of isolation, the styluses indeed jumped around and complaints flowed, something not helped by dealers and mechanics not being trained in their maintenance; even to audio shops the unique mechanism was a mystery.  Word spread, sales collapsed and quietly the the option was withdrawn in 1957.  The idea however didn't die and by the early 1960s, others had entered the field and solved most of the problems, disks now upside-down which made maintaining contact simpler and now standard 45 rpm records could be used, meaning unlimited content and the inherent limitation of the 4 minute playing time was overcome with the use of a 14-disk stacker, anticipating the approach taken with CDs three decades later.  Chrysler tried again by the market was now wary and the option was again soon dropped.

1966 Ford Mustang with factory-fitted 8-track player.

Clearly though, there was demand for in-car entertainment, the content of which was not dictated by radio station programme directors and for many there were the additional attractions of not having to endure listening either to advertising or DJs, as inane then as now.  It was obvious to all tape offered possibilities but although magnetic tape recorders had appeared as early as 1930s, they were bulky, fragile complicated and expensive, all factors which mitigated against their use as a consumer product fitted to a car.  Attention was thus devoted to reducing size and complexity so the tape could be installed in a removable cartridge and by 1963, a consortium including, inter alia, Lear, RCA, Ford & Ampex had perfected 8-track tape which was small, simple, durable and able to store over an hour of music.  Indeed, so good was the standard of reproduction that to take advantage of it, it had to be connected to high quality speakers with wiring just as good, something which limited the initial adoption to manufacturers such as Rolls-Royce and Cadillac or the more expensive ranges of others although Ford's supporting gesture late in 1965 of offering the option on all models was soon emulated.  Economies of scale soon worked its usual wonders and the 8-track player became an industry standard, available even in cheaper models and as an after-market accessory, some speculating the format might replace LP records in the home.

Lindsay Lohan's A Little More Personal (Raw) as it would have appeared if released in the 8-Track format.

That never happened although the home units were widely available and by the late 1960s, the 8-track was a big seller for all purposes where portability was needed.  It maintained this position until the early 1970s when, with remarkable suddenness, it was supplanted the the cassette, a design dating from 1962 which had been smaller and cheaper but also inferior in sound delivery and without the broad content offered by the 8-track supply system.  That all changed by 1970 and from that point the 8-track was in decline, reduced to a niche by late in the decade, the CD in the 1980s the final nail in the coffin although it did for a while retain an allure, Jensen specifying an expensive Lear 8-track for the Interceptor SP in 1971, despite consumer reports at the time confirming cassettes were now a better choice.  The market preferring the cheaper and conveniently smaller cassette tapes meant warehouses were soon full of 8-track players and buyers were scarce.  In Australia, GMH (General Motor Holden) by 1975 had nearly a thousand in the inventory which also bulged with 600-odd Monaro body-shells, neither of which were attracting customers.  Fortunately, GMH was well-acquainted with the concept of the "parts-bin special" whereby old, unsaleable items are bundled together and sold at what appears a discount, based for advertising purposes on a book-value retail price there’s no longer any chance of realizing.

1976 Holden HX LE

Thus created was the high-priced, limited edition Holden LE (not badged as a Monaro although it so obviously looked like one that they've never been known as anything else), in "LE Red" (metallic crimson) with gold pin-striping, Polycast "Honeycomb" wheels, fake (plastic) burl walnut trim, deep cut-pile (polyester) carpet and crushed velour (polyester) upholstery with plaid inserts over vinyl surrounds in matching shades; in the 1970s, this was tasteful.  Not exactly suited to the image of luxury were the front and rear spoilers but they too were sitting unloved in the warehouse so they became part of the package and, this being the 1970s, rear-seat occupants got their own cigar lighter, conveniently located above the central ashtray.  Not designed for the purpose, the eight-track cartridge player crudely was bolted to the console but the audio quality was good and five-hundred and eighty LEs were made, GMH pleasantly surprised at how quickly they sold.  When new, they listed at Aus$11,500, a pleasingly profitable premium of some 35% above the unwanted vehicle on which it was based.  These days, examples are advertised for sale for (Aus$) six-figure sums but those who now buy a LE do so for reasons other than specific-performance.  Although of compact size (in US terms) and fitted with a 308 cubic inch (5.0 litre) V8, it could achieve barely 110 mph (175 km/h), acceleration was lethargic by earlier and (much) later standards yet fuel consumption was very high; slow and thirsty the price to be paid for the early implementations of the emission control devices bolted to engines designed during more toxic times.

1976 Holden HX LE Polycast "Honeycomb" wheel (14 x 7").

The Polycast process used a conventional steel wheel with a decorative face of molded polyurethane, attached with mechanical fasteners or bonded using adhesives (in some, both methods were applied) and although some snobs still call them "fake alloy" wheels, legitimately, they're a category of their own.  Because the rubbery, molded plastic fulfilled no structural purpose, designers were able to create intricate shapes which would then have been too delicate or complex to render (at an acceptable cost) in any sort of metal.  By consensus, some of the Ploycast wheels were among the best looking of the decade and, unstressed, they were strong, durable and long-lasting while the manufacturers liked them because the tooling and production costs were much lower than for aluminium or magnesium-alloy.  Another benefit was, being purely decorative (essentially a permanently attached wheelcover), their use faced no regulatory barriers; US safety rules were even then strict and Citroën at the time didn't both seeking approval for the more exotic "resin" wheels offered in Europe on the SM).

Aftermath of the pace car crash, Indianapolis 500, 29 May 1971; dozens were injured but there were no fatalities, despite impact with the well-populated camera stand being estimated at 60 mph (100 km/h).

The Holden LE's wheels came straight from the Pontiac parts bin in the US where they'd first appeared on the 1971 Firebird Trans-Am.  The concept proved popular with manufacturers and a set of Motor Wheels' "Exiter" (14" x 7", part number 36830 and advertised also as "Exciter") was fitted to the Dodge Challenger Pace car which crashed during the 1971 Indianapolis 500.  The crash was unrelated to the wheels, the driver (one of the Dodge dealers providing the pace car fleet) blaming the incident on somebody moving the traffic cone he'd used in practice as his pit-lane braking marker.    Motor Wheel's advertising copy: “What wheel can survive this beating?” and “...the new wheel too tough for the 'mean machine'” predated the crash at Indianapolis and was intended to emphasise the strength of the method of construction.

Twenty years on, the “parts bin special” idea was a part of local story-telling.  Although most doubt the tale, it's commonly recounted the 85 HSV VS GTS-R Commodores Holden built in 1996 were all finished in the same shade of yellow because of a cancelled order for that number of cars in "taxi spec", the Victorian government having mandated that color for the state's cabs.  While a pleasing industry myth, most suspect it's one of those coincidences and the government's announcement came after the bodies for the GTS-R had already been painted.  Being "taxi yellow" doesn't appear to have deterred demand and examples now sell for well into six figures (in Aus$).      

1971 Holden HQ Monaro LS 350

The overwrought and bling-laden Holden LE typified the tendency during the 1970s and of US manufacturers and their colonial off-shoots to take an elegant design and, with a heavy-handed re-style, distort it into something ugly.  A preview of the later “malaise era”, it was rare for a facelift to improve the original.  The HQ Holden (1971-1974) was admired for an delicacy of line and fine detailing; what followed over three subsequent generations lacked that restraint although to be fair, while the last of the series (HZ, 1977-1980) ascetically wasn't as pleasing as the first, dynamically, it was much-improved.

In English, malaise was an un-adapted loanword from the French malaise (ill ease), the construct being mal- (bad, badly) + aise (ease).  It was used to describe (1) a feeling of general bodily discomfort, fatigue or unpleasantness (sometimes associated with the onset of illness), (2) an ambiguous feeling of mental or moral depression (the sense tending more to “melancholy” than “angst”) and (3) ill will or hurtful feelings for others.  The US cars of the years between 1974-1984 (some say it went on a bit longer) came to be called “malaise era” cars, the name from the thoughtful but perhaps unfortunate “Crisis of Confidence” address Jimmy Carter (1924-2024; US president 1977-1981) delivered in July 1979.  Carter’s years of malaise remains emblematic the America of the late 1970s (a time of stagflation, oil-shock induced energy price-rises & shortages, high interest rates and general gloom) but the details have become blurred.  The use of the word “malaise” emerged from a retreat the president had convened at the Camp David retreat after concluding neither he, his advisors or the entire machinery of government could come up with solution to the nation’s many problems.  Attended by notables from the clergy, academia and other realms including the governor of Arkansas, BillClinton (b 1946; US president 1993-2001), the curious event prompted one historian to describe it as “…the most remarkable exercise in presidential navel-gazing in American history…” but what did lodge in Carter’s memory was an observation by the pollster Patrick Caddell (1950–2019) that after some fifteen years of trauma including assassinations, race riots, the war in Vietnam and Watergate, the nation was experiencing a “malaise” and the president decided this notion would be the centrepiece of his address to the people.

Malaise: 1978 Ford Mustang II King Cobra.

An emblematic malaise era machine, twenty-first century viewers would be surprised to learn it was possible for a relatively small, light car with a 302 cubic inch (4.9 litre) V8 to deliver such anaemic performance.  However, the Mustang II (1973-1978) was the the right car for the right car (debuting some weeks before the first oil shock) and was a great success.

The word “malaise” wasn’t included in the text of Carter’s speech but, replete with phrases like “…strikes at the very heart and soul and spirit of our national will…” & “…crisis of confidence…”, the tone was clear and almost universally the press called it the “malaise speech”.  Despite what has long been the popular perception, at the time the speech was not a political disaster and was well-received, Carter’s approval ratings surging; it was only as the year unfolded he came to be damned by his own words and if any single term is now associated with his unhappy single term, it's “malaise”.  As was customary for presidential addresses of this nature, the speech was nationally televised live by the three major commercial networks (ABC (American Broadcasting Company), CBS (Columbia Broadcasting System) & NBC (National Broadcasting Company)) and simultaneously broadcast by many radio stations, the total audience estimated at some 65 million (there was then no FoxNews but it's not difficult to predict what the nature of that commentary would have been).  Given the coverage, it’s certain the address contributed greatly to the eventual public disillusionment with the president and may thus have been an example of videomalaise (a term from late 1990s political science which linked voters’ decreasing trust in politicians with depictions of the latter on televised news).

Honorable exception: 1973 Pontiac Firebird Trans-Am SD-455.

Available only on the Firebird (Formula or Trans-AM) in 1973 & 1974, the SD-455 was one of the few bright spots of the malaise era although it did need slightly to be detuned for commercial release, its original 310 (HP) horsepower configuration able to pass the EPA's (Environmental Protection Authority) emission tests only if a devious "cheater" device was installed (shades of Volkswagen's later "dieselgate" although Pontiac got off with nothing more than a "slap on the wrist" rather than the billions it cost the equally guilty Germans).  The production version was rated at 290 HP which was still enough to make it the most powerful US car of its time.

The "malaise era" cars were so named because compared with the previous generations, they were heavier, slower, thirstier and less pleasant to drive, a collection of characteristics which weren't the fault of President Carter but he had the misfortune to be in the White House at the same time.  They were of course safer and less polluting but those advantages were hidden while the ugliness of the battering-ram bumper-bars, reduced power and sometimes tiresome driving characteristics were obvious.  When speaking of these mostly unlamented machines, the phrase “Malaise Era” is believed to have been coined by writer Murilee Martin (the pen name of Phil Greden) who used it first in 2007 on the website Jalopnik.   

1973 Ford Falcon XA GT Hardtop (RPO83).

In the era of the Holden LE, Ford Australia had it's own problem with unwanted two-door bodyshells.  Released too late to take advantage of what proved a market fad, Ford’s Falcon Hardtops (XA; 1972-1973, XB; 1973-1976 & XC; 1976-1979) never enjoyed the success of Holden’s Monaro (1968-1976), Chrysler’s Valiant Charger (1971-1978) or even that of Ford’s own, earlier Falcon Hardtop (XM; 1964-1965 & XP; 1965-1966).  The public’s increasing and unpredicted uninterest in the style meant that by 1976, like Holden, Ford had languishing in unwanted in their hands hundreds of body-shells for the big (in Australian terms although in the US they would have been classed “compacts”) coupés.  When released in 1972 Ford’s expectation was it would every year sell more than 10,000 Hardtops but that proved wildly optimistic and not even discounting and some “special editions” did much to stimulate demand.  By 1977 sales had dropped to a depressing 913 and with over 500 bodies in stock, the projection no more than 100 would attract buyers meant a surplus of 400; an embarrassing mistake.

Edsel Ford II with Falcon Cobra #001, publicity shot, Ford Australia's Head Office, Campbellfield, Victoria.  The badge below the Cobra decal reads 5.8; Australia switched to the metric system in 1973 but because of the nature of the machines, almost always the V8s are described either as 302 (4.9) or 351 (5.8), cubic inches being a muscle car motif. 

Scrapping them all had been discussed but in Australia at the time was Edsel Ford II (b 1948), great-grandson of Henry Ford (1863-1947), grandson of Edsel Ford (1893–1943) and the only son of Henry Ford II (1917–1987).  The scion had been sent to southern outpost to learn the family business and been appointed assistant managing director of Ford Australia; his solution profitably to shift the surplus hardtops was hardly original but, like many sequels, it worked.  What Edsel Ford suggested was to use the same approach which in 1976 had been such a success when applied in the US to the Mustang II (1973-1978): Create a dress-up package with the motifs of the original Shelby Mustangs (1965-1968), the most distinctive of which were the pair of broad, blue stripes running the vehicle’s full length.  In truth, the stripes had been merely an option on the early Shelby Mustangs but so emblematic of the breed did they become it’s now rare to see one un-striped.  The blinged-up Mustang IIs had been dubbed “Cobra II” and although mechanically unchanged, proved very popular.  One (unverified) story which is part of industry folklore claims the American’s suggestion was initially rejected by local management and discarded before a letter arrived from Ford’s Detroit head office telling the colonials that if Edsel Ford II wanted a Falcon Cobra with stripes, it must be done.  As Edsel's father once told a Lee Iacocca (1924–2019) who seemed to be getting ideas above his station: "Don't forget my name is on the building". 

Falcon Cobra #31.  The rear-facing bonnet (hood) scoop was the most obvious visual clue identifying the Option 97 (#002-031) cars although the after market responded and it became possible to buy replica scoops as well as the decals and plaques for those who wanted their own "Cobra look".

The Australian cars thus came to be “Cobra” and as well as providing a path to monetizing what had come to be seen as dead stock, the cars would also be a platform with which Ford could homologate some parts for use in racing.  The latter task was easy because in November 1977 Ford had built 13 “special order” XC Hardtops which conformed with the “evolution” rules of the Confederation of Australian Motor Sport (CAMS, then the regulatory body) for homologating parts for Group C touring car events.  Cognizant of the furore which had erupted in 1972 when high-output engines were homologated in road cars, the changes were mostly about durability and included enlarged rear wheel wells to accommodate wider wheels and tyres, a reverse hood (bonnet) scoop which drew desirable cool-air from the low-pressure area at the base of the windscreen, twin electric fans (switchable from the cockpit) which replaced the power-sapping engine-driven fan, a front tower brace (K-brace) which stiffened the body structure, an idler arm brace and front and rear spoilers.

Falcon Cobra #094 which was one of the "fully optioned" of the Option 96 build (of which there were 370) and being in the #081-200 run, it included the 351 V8, A/C (air-conditioning), P/W (power steering) & P/W (power windows).

A prototype Falcon Cobra was built in April 1978 with production beginning that July.  Unusually, all were originally painted Bold Blue before the areas which would become the stripes and sill & wheel-arch highlights were masked before a coating of Sno White was applied over the top.  Thin Olympic (Blaze) Blue accent stripes separated the colors and “Cobra” decals were fitted to the sides and rear.  That sounds like much wasted paint but the cost-breakdown on the production line must have been compelling because when the Spelling-Goldberg television series Starsky & Hutch (1975-1979) became popular, it was clear one of the stars of the show was the red two-door Ford Gran Torino with the a large white vector stripe so Ford produced a run of some 1,300 replicas.  All were produced in 1976 (the cars used for the filming were variously 1974, 1975 & 1976 models, the body changing little in these years) and Ford painted the cars Polar White (Code 9D) before masking-out the stripe and then repainting the whole in Bright Red (code 2B).  One quirk of the run was that by March 1976 the shade of red used for the Torinos in the TV series was no longer offered so the replicas, uniquely that years, used the earlier color.  Each of the 400 Falcon Cobras built was fitted with a sequentially numbered dashboard plaque (001 to 400) and the production breakdown was:

#001: Created for promotional use, it was allocated for the photo-sessions from which came the images used in the first brochures (351 automatic).

#002-031: The Option 97 run which contained the parts and modifications intended for competition and produced in conformity with CAMS’s “evolution” rules (351 manual).

#032-041: 351 manual with A/C & P/S.

#042-080: 351 manual with A/C, P/S & P/W.

#081-200: 351 automatic with A/C, P/S & P/W.

#201-300: 302 manual.

#301-360 (except 351): 302 automatic with A/C & P/S.

#351: 351 manual.

#361-400: 302 automatic with A/C, P/S & P/W.

Moffat Ford Dealers team cars in the Hardie-Ferodo 1000 at Bathurst, finishing 1-2 in 1977 (left) and on the opening lap in 1978 (right).  In 1978, the cars (actually 1976 XB models modified to resemble XCs) matched their 1977 qualifying pace by starting second & third on the grid but in the race both recorded a DNF (did not finish). 

The Option 97 run (#002-031) included the modifications fitted to the 13 cars built in November 1997 but also included was engine & transmission oil coolers, a tramp rod (fitted only to the left-side because most racing in Australia is on anti-clockwise circuits and most turns thus to the left) and a special front spoiler which directed cooling air to the front brakes.  Visually, the Option 97 run was differentiated from the rest by the (functional) bonnet scoop and a pair of Scheel front bucket seats (part number KBA90018) in black corduroy cloth. Collectively, the 370 Option 96 and 30 Option 97 cars made up the 400 SVP (Special Value Pack) that was the Falcon Cobra.  The Cobra’s blue & white livery appeared on the race tracks in 1978 but the best known (the pair run by Allan Moffat's (v 1939) “Moffat Ford Dealers” team were actually modified XB Hardtops built in 1976 and the same vehicles which had completed the photogenic 1-2 at Bathurst in 1977.