Dart

Dart (pronounced dahrt)

(1) A small, slender missile, sharply pointed at one end, typically feathered (or with the shape emulated in plastic) at the other and (1) propelled by hand, as in the game of darts (2) by a blowgun when used as a weapon or (3) by some form of mechanical device such as a dart-gun.

(2) Something similar in function to such a missile.

(3) In zoology, a slender pointed structure, as in snails for aiding copulation or in nematodes for penetrating the host's tissues; used generally to describe the stinging members of insects.

(4) Any of various tropical and semitropical fish, notably the dace (Leuciscus leuciscus).

(5) Any of various species of the hesperiid butterfly notably the dingy dart (of the species Suniana lascivia, endemic to Australia).

(6) In the plural (as darts (used with a singular verb), a game in which darts are thrown at a target usually marked with concentric circles divided into segments and with a bull's-eye in the center.

(7) In tailoring, a tapered seam of fabric for adjusting the fit of a garment (a tapered tuck).

(8) In military use, a dart-shaped target towed behind an aircraft to train shooters (a specific shape of what was once called a target drone).

(9) An act of darting; a sudden swift movement; swiftly to move; to thrust, spring or start suddenly and run swiftly.

(10) To shoot with a dart, especially a tranquilizer dart.

(11) To throw with a sudden effort or thrust; to hurl or launch.

(12) To send forth suddenly or rapidly; to emit; to shoot.

(13) In genetics, as the acronym DarT, Diversity arrays Technology (a genetic marker technique).

(14) Figuratively, words which wound or hurt feelings.

(15) In slang, a cigarette (Canada & Australia; dated).  The idea was a “lung dart”.

(16) In slang, a plan, plot or scheme (Australia, obsolete).

(17) In disaster management, as the acronym DART, variously: Disaster Assistance Response Team, Disaster Animal Response Team, Disaster Area Response Team, Disaster Assistance & Rescue Team and Disaster Response Team

1275–1325: From the Middle English dart & darce, from the Anglo-French & Old French dart & dard (dart), from the Late Latin dardus (dart, javelin), from the Old Low Franconian darōþu (dart, spear), from the Proto-Germanic darōþuz (dart, spear), from the primitive Indo-European dherh- (to leap, spring);.  It was related to the Old English daroth (spear), daroþ & dearod (javelin, spear, dart), the Swedish dart (dart, dagger), the Icelandic darraður, darr & dör (dart, spear), the Old High German tart (dart) and the Old Norse darrathr (spear, lance).  The Italian and Spanish dardo are believed to be of Germanic origin via Old Provençal.  The word dart can be quite specific but depending on context the synonyms can include arrow or barb (noun), dash, bolt or shoot (verb) or cigarette (slang).  Dart & darting are nouns & verbs, darted & dartle are verbs, darter is a noun, verb & adjective, dartingness is a noun, darty is a verb & adjective, dartingly is an adverb; the noun plural is darts.

Between the eyeballs: Crooked Hillary Clinton dart board.

The late fourteenth century darten (to pierce with a dart) was from the noun and is long obsolete while the sense of “throw with a sudden thrust" dates from the 1570s.  The intransitive meaning “to move swiftly” emerged in the 1610s, as did that of “spring or start suddenly and run or move quickly” (ie “as a dart does”).  The name was first applied to the small European freshwater fish in the mid-fifteenth century, based on the creature’s rapid, sudden (darting) movements (other names included dars, dase & dare, from the Old French darz (a dace), the nominative or plural of dart, all uses based on the fish’s swiftness.  The alternative etymology in this context was a link with the Medieval Latin darsus (a dart), said to be of Gaulish origin.  The name dart is now also used of various (similar or related) various tropical and semitropical fish.  It was in Middle English Cupid's love-arrows were first referred to as Cupid's dart (Catananche caerulea).  The modern dart-board was unknown until 1901 although similar games (the idea of archery with hand-thrown arrows) long predated this.  In zoology, the marvelously named “dart sac” describes a sac connected with the reproductive organs of certain land snails; it contains the “love dart” the synonyms of which are bursa telae & stylophore.  In archaeology, the term “fairy dart” describes a prehistoric stone arrowhead (an elf arrow).  A “poison dart” may be fired either from a dart gun or a blow-pipe (the term “dart-pipe” seems never to have been current) while a tranquilizer dart (often used in the management of large or dangerous animals) is always loaded into a dart gun.  The terms “javelin dart”, “lawn jart”, “jart” & “yard dart” are terms which refer to the large darts used in certain lawn games.  In the hobby of model aircraft, a “lawn dart” is an airframe with a noted propensity to crash (although it’s noted “pilot error” is sometimes a factor in this).  In military history, the “rope dart” was a weapon from ancient China which consisted of a long rope with a metal dart at the end, used to attack targets from long-range.

Making smoking sexy: Lindsay Lohan enjoying the odd dart.

The Dodge Dart

The original Dodge Dart was one of Chrysler's show cars which debuted in 1956, an era in which Detroit's designers were encouraged to let their imaginations wander among supersonic aircraft, rockets and the vehicles which SF (science fiction) authors speculated would be used for the interplanetary travel some tried to convince their readers was not far off.  The Dart was first shown with a retractable hardtop but when the 1956 show season was over, it was shipped back to Carrozzeria Ghia in Turin to be fitted with a more conventional convertible soft top.  After another trans-Atlantic crossing after the end of the 1957 show circuit (where it'd been displayed as the Dart II), it was again updated by Ghia and re-named Diablo (from the Spanish diablo (devil)).

1957 Dodge Diablo, the third and final version of the 1956 Dodge Dart show car.

Although a length of 218 inches (5.5 m) now sounds extravagant, by the standards of US designs in the 1950s it fitted in and among the weird and wonderful designs of the time (the regular production models as well as the show cars) the lines and detailing were actually quite restrained and compared with many, the Darts have aged well, some of the styling motifs re-surfacing in subsequent decades, notably the wedge-look.  Underneath, the Diablo’s mechanicals were familiar, a 392 cubic inch Chrysler Hemi V8 with dual four-barrel carburetors delivering power to the rear wheels through a push-button TorqueFlite automatic transmission.  Rated at 375 horsepower, the Hemi ensured the performance matched the looks, something aided by the exceptional aerodynamic efficiency, the CD (coefficient of drag) of 0.17 state of the art even in 2023.  Some engineers doubt it would return such a low number under modern testing but it doubtlessly was slippery and (with less hyperbole than usual), Chrysler promoted the Diablo as the “Hydroplane on Wheels”,  During Chrysler’s ownership of Lamborghini (1987-1994), the name was revived for the Lamborghini Diablo 1990-2001 which replaced the Countach (1974-1990).  Visually, both the Italian cars own something of a debt to the Darts of the 1950s although neither represented quite the advance in aerodynamics Chrysler had achieved all those years ago although the Lamborghini Diablo was good enough finally to achieve 200 mph (320 km/h), something which in the 1970s & 1980s, the Countach and the contemporary Ferrari 365 GT4 BB (Berlinetta Boxer) never quite managed, disappointing some.

The memorable 1957 Chrysler 300C (left) showed the influence of the Diablo but a more rococo sensibility had afflicted the corporation which the 1960 Dart Phoenix D500 Convertible (right) illustrates.  Things would get worse. 

Dodge began production of the Dart in late 1959 as a lower-priced full-sized car, something necessitated by a corporate decision to withdraw the availability of Plymouths from Dodge dealerships.  Dodge benefited from this more than Plymouth but the model ranges of both were adjusted, along with those sold as Chryslers, resulting in the companion DeSoto brand (notionally positioned between Dodge & Chrysler) being squeezed to death; the last DeSotos left the factory in 1960 and the operation was closed the next year.  Unlike its namesake from the show circuit, the 1959 Dodge Dart was hardly exceptional and it would barely have been noticed by the press had it not been for an unexpected corporate squabble between Chrysler and Daimler, a low volume English manufacturer of luxury vehicles which was branching out into the sports car market.  Their sports car was called the Dart.

Using one of his trademark outdoor settings, Norman Parkinson (1913-1990) photographed model Suzanne Kinnear (b 1935) adorning a Daimler Dart (SP250), wearing a Kashmoor coat and Otto Lucas beret with jewels by Cartier.  The image was published on the cover of Vogue's UK edition in November 1959.

With great expectations, Daimler put the Dart on show at the 1959 New York Motor Show and there the problems began.  Aware the little sports car was quite a departure from the luxurious but rather staid lineup Daimler had for years offered, the company had chosen the pleasingly alliterative “Dart” as its name, hoping it would convey the sense of something agile and fast.  Unfortunately for them, Chrysler’s lawyers were faster still, objecting that they had already registered Dart as the name for a full-sized Dodge so Daimler needed a new name and quickly; the big Dodge would never be confused with the little Daimler but the lawyers insisted.  Imagination apparently exhausted, Daimler’s management reverted to the engineering project name and thus the car became the SP250 which was innocuous enough even for Chrysler's attorneys and it could have been worse.  Dodge had submitted their Dart proposal to Chrysler for approval and while the car found favor, the name did not and the marketing department was told to conduct research and come up with something the public would like.  From this the marketing types gleaned that “Dodge Zipp” would be popular and to be fair, dart and zip(p) do imply much the same thing but ultimately the original was preferred.

Things get worse: The 1962 Dodge Dart looked truly bizarre; things would sometimes be stranger than this but not often.

Dodge got it right with the 1967-1976 Darts which could be criticized for blandness but the design was simple, balanced and enjoyed international appeal.  Two Australian versions are pictured, a 1971 VG VIP sedan (left) and a 1970 VG Regal 770 Hardtop (right).  

If Daimler had their problems with the Dart, so did Dodge.  For the 1961 model year, Dodge actually down-sized the “big” range, a consequence of some industrial espionage which misinterpreted Chevrolet’s plans.  Sales suffered because the new Darts were perceived as a class smaller than the competition, thus offering “less metal for the money”.  This compelled Chrysler to create some quick and dirty solutions to plug the gap but the damage was done and it was another model cycle before the ranges successfully were re-aligned.  However, one long-lasting benefit was the decision to take advantage of the public perception “Dart” now meant something smaller and Dodge in 1963 shifted the name to its compact line, enjoying much success.  It was the generation built for a decade between 1967-1976 which was most lucrative for the corporation, the cheap-to-produce platform providing the basis for vehicles as diverse as taxi-cabs, pick-ups, convertibles, remarkably effective muscle cars and even some crazy machines almost ready for the drag strip.  Being a compact-sized car in the US, the Dart also proved a handy export to markets where it could be sold as a “big” car and the Dart (sometimes locally assembled or wholly or partially manufactured) was sold in Mexico, Australia, New Zealand, the UK, Europe, East Asia, South Africa and South America.  In a form little different the Dart lasted until 1980 in South America and in Australia until 1981 although there the body-shape had in 1971 switched to the “fuselage” style although the platform remained the same.

How a Dodge Hemi Dart would have appeared in 1968 (left) and Hemi Darts ready for collection or dispatch in the yard of the Detroit production facility.

The most highly regarded of the 1967-1976 US Darts were those fitted with the 340 cubic inch (5.6 litre) small-block (LA) V8 which created a much better all-round package than those using the 383 (6.3) and 7.2 (7.2) big-block V8s which tended to be inferior in just about every way unless travelling in a straight line on a very smooth surface (preferably over a distance of about a ¼ mile (400 m) and even there the 340 over-delivered.  The wildest of all the Darts were the 80 (built in 1968) equipped with a version of the 426 cubic inch (7.0 litre) Hemi V8 tuned to a specification closer to race-ready than that used in the “Street Hemi” which was the corporation’s highest-performance option.  Except for the drive-train, the Hemi Darts were an extreme example of what the industry called a “strippers”: cars “stripped” of all but the essentials.  There was thus no radio and no carpeting, common enough in strippers but the Hemi Darts lacked even armrests, external rear-view mirrors, window winding mechanisms or even a back seat.  Nor was the appearance of these shockingly single-purpose machines anything like what was usually seen in a showroom, most of the body painted only in primer while the hood (bonnet) and front fenders, rendered in lightweight black fibreglass, were left unpainted.  Seeking to avoid any legal difficulties, Dodge had purchasers sign an addendum to the sales contract acknowledging Hemi Darts were not intended not as road cars but for use in “supervised acceleration trials” (ie drag racing).  Despite that, these were the last days that in the US one could find a jurisdiction prepared to register such things for street use and some owners did that, apparently taking Dodge’s disclaimer about as seriously as those in the prohibition era (1920-1933) observed the warning on packets of “concentrated grape blocks” not add certain things to the mix, “otherwise fermentation sets in”.

The warning: What not to do, lest one's grape block should turn to wine.

Dimorphous

Dimorphous (pronounced dahy-mawr-fuhs)

(1) Occurring or existing in two different forms.

(2) In botany, plants with roots with two distinctive forms for two separate functions.

(3) In botany, as frond dimorphism, differing forms of fern fronds between the sterile and fertile fronds.

(4) In botany, as dimorphic fungi, fungi which can exist as both mold and yeast.

(5) In cell biology, as phenotypic dimorphism, a switching between two or more cellular morphologies.

(6) In zoology, a phenotypic difference between males and females of the same species.

(7) In nuclear physics, a cell where the nuclear apparatus is composed of two structurally and functionally differentiated types of nuclei.

(8) In geology, the property of some substances to exist in two distinct crystalline forms.

1801: From the Ancient Greek dímorphos (of two forms), the construct being di + morphē (form, shape).  The suffix di- was from the Ancient Greek δῐ- (di-), from δῐά (diá) (through), from the Latin di- (two, twice or double (the synonyms were duo-, bi- & bis-)) and was an alternative form of dis-, shortened when placed before l, m, n, r, s (followed by a consonant), and v; it was also often shortened before g, and sometimes before j.  Morphe was a back-formation from morpheme, from the Ancient Greek μορφή (morphḗ) (form, shape); the similar German Morph is from morphem and attested since the 1940s.  In formal grammar and structural linguistics, morphe is a physical form representing some morpheme in language; a recurrent distinctive sound or sequence of sounds.  In linguistics, an allomorph is one of a set of realizations that a morpheme can have in different contexts.  The –ous suffix is from the Middle English -ous, from the Old French –ous & -eux, from the Latin -ōsus (full, full of); a doublet of -ose in an unstressed position.  It was used to form adjectives from nouns, to denote possession or presence of a quality in any degree, commonly in abundance.  In chemistry, it has a specific technical application, used in the nomenclature to name chemical compounds in which a specified chemical element has a lower oxidation number than in the equivalent compound whose name ends in the suffix -ic.  For example sulphuric acid (H₂SO₄) has more oxygen atoms per molecule than sulphurous acid (H₂SO₃).  The class of words to which dimorphous belongs originally was most often used in botany to describe plants with one (monœcious), two (diœcious) or there (trimorphic) forms.  Dimorphous & dimorphic are adjectives, dimorphism is a noun and dimorphically is an adverb; the noun plural is dimorphisms.

The asteroid Dimorphos compared with the Colosseum in Rome.

First observed in 2003, Dimorphos is a small asteroid, technically a minor-planet moon of a synchronous binary system, Didymos, discovered in 1996, the primary asteroid.  Unfortunately, after the usual committee processes of the Working Group Small Body Nomenclature (WGSBN) of the International Astronomical Union (IAU), the astronomers’ preferred nickname "Didymoon" was declined, the official name Dimorphos granted on 23 June 2020.  With a diameter of 170 metres (560 feet), it’s among the smallest astronomical objects to be given a permanent name.

The LICIACube.

Dimorphos is of greater interest than most asteroids because it’s the target of NASA's Double Asteroid Redirection Test (DART) mission, the impact scheduled for 26 Sep 2022.  The DART project is a proof-of-concept mission to test the viability of using small-scale physical impacts as a means to divert the trajectory of asteroids or other objects likely to hit Earth.  The DART process too is dimorphous and only partially self-destructive, the European Space Agency’s (ESA) Light Italian CubeSat for Imaging Asteroids (LICIACube) travelling attached to the doomed projectile, separating ten days before impact, that mission to observe and record the impact’s consequences.  Although about the size of a small car, with the solar panel wings unfurled, DART is as big as a 32-40 seat bus while LICIACube, equipped with the LICIACube Unit Key Explorer (LUKE) and LICIACube Explorer Imaging for Asteroid (LEIA) optical cameras is a small package with a mass of about 30 pounds (14 kilograms), barely bigger than a respectable handbag.  The size and weight of the ESA’s equipment was dictated by the limits imposed by the need to restrict the volume to what could be carried by DART for the entire journey.

DART with its solar panel wings unfurled.

The name, derived from the Ancient Greek Dimorphos (having two forms) refers not to what the unsuspecting rock is but what it will become, the second of its forms emerging after DART strikes.  Dimorphos will become the first celestial body in history, the form of which will substantially be changed by human intervention and this may therefore be something unique in the universe.  The point of the experiment is to determine if impacts at speed (and therefore of greater energy, DART planned to hit at 15,000 mph (24,100 km/h)) by small objects is sufficient to deflect objects by enough to change their course.  The theory is that if undertaken at long-distance, only a tiny change in trajectory should be enough to avert an object from a collusion path with Earth.  NASA launched DART on 24 November 2021.

Point of DART and LICIA separation.

Ten days before DART strikes Dimorphos, LICIACube will be released, firing its thrusters to separate from the mother-ship, then positioning itself to be at the correct angle to optimize the viewing window while ensuring it’s remains at a distance close enough to capture the desired details yet not so close as to risk damage from whatever debris the impact may eject.  The DART images immediately prior to impact will actually be a real-time stream; travelling at the speed of light, the data will take some 38 seconds to travel the 6.8 million miles (10.9 million km) to Earth.  LICIACube will store the data and continually transmit images in the months after DART’s demise. 

DART Mission plan.

Although the target asteroid is tiny compared to the cataclysmic Chicxulub behemoth which struck Earth 66 million years ago, ending the long age of the dinosaurs, the data derived from the DART experiment should be robust enough to be scalable and mathematical models will be developed to work out how much energy will need to be deployed to gain the desired effect, hence the often speculated use of nuclear explosions if the troublesome rock is really big.  Asteroids, primordial rocky remnants from the solar system’s formation some 4.6 billion years, are not uncommon and some are already on a path to strike earth sometime during the next few million years so the threat is real, even if the timing is unpredictable.

One flavor of the dimorphic role: Lindsay Lohan in The Parent Trap (1998).

In fictional depictions, well known examples of dimorphic roles include (1) the one individual manifesting in two very different forms such as the protagonist(s) in Robert Louis Stevenson's (1850–1894) Strange Case of Dr Jekyll and Mr Hyde (1886), (2) one which explores aspects of duality which manifest as two characters with lives or personalities intertwined to the extent that the distinction between the two is sometimes lost (Waiting for Godot (1953) by Samuel Beckett (1906-1989)) or used as a literary device (The End of the Affair (1951) by Graham Greene (1904-1991)) & (3) the one actor playing two different characters who are in some way closely related or associated (Lindsay Lohan in The Parent Trap (1998)).  However, where an actor plays two quite distinct roles (Peter Sellers (1925–1980) in Dr Strangelove (1964) although he actually played three) this is not thought dimorphic because the characters are connected except through the device of the plot.

Demon

Demon (pronounced dee-muhn (U) or dee-mon (non-U))

(1) An evil supernatural spirit; devil or fiend; an evil spirit resident in or working for Hell; a devil; a false god or idol; a Satanic divinity.

(2) An evil passion or influence.

(3) A most wicked, cruel or malevolent person; also (in weakened sense) a mischievous person, especially a child.

(4) A person who is extremely skillful in, energetic at, or devoted to a given activity, especially a sport.

(5) Of, pertaining to, characteristic of, or noting a demon.

(6) In computing, a part of a computer program, such as a help facility, that can run in the background behind the current task or application, and which will only begin to work when certain conditions are met or when it is specifically invoked; often styled daemon.

(7) A person's fears or anxieties (always in the plural and usually in the form “haunted by their demons” or “facing their demons”).

(8) In Greek mythology, a tutelary deity or spirit intermediate between the major Olympian gods and mankind, especially a deified hero or the entity which supposedly guided Socrates, telling him what not to do.

(9) In the thought experiments of both physics and philosophy, a hypothetical entity with special abilities postulated for the purposes required.

(10) A person's inner spirit or genius; a guiding or creative impulse (archaic).

(11) In card games, a type of patience or solitaire played in the UK & US.

(12) Any of various hesperiid butterflies of the genera Notocrypta and Udaspes.

Circa 1200-1250: From the Middle English demon (an evil spirit, malignant supernatural being, an incubus, a devil), from the Medieval Latin dēmōn, daemōn & daemoniumm (lar, familiar spirit, guardian spirit), from the Ancient Greek daimónion (thing of divine nature (though when used by Jewish and Christian writers: “evil spirit”)), neuter of daimónios, from δαίμων (daímōn) (deity, divine power; lesser god; guiding spirit, tutelary deity) and in both the Greek and Latin, the meanings sometime extended to souls of the dead and “one's genius, lot, or fortune”.  Ultimate root was the primitive Indo-European dai-mon (divider, provider (of fortunes or destinies)) from the root da (to divide).  The alternative spellings daemon & daimon was used in specialized senses and remain a favourite of the modern gaming industry; daimon was a transliteration of the Greek daimōn which was deployed to avoid the post-classical associations of demon (often in the adjectival form daimonic).  The demoness (female demon) dates from the 1630s.  Demon is a noun; the noun plural is demons.

Crooked Hillary Clinton depicted as a demon (believed to be digitally-altered image).

The malignant sense existed in English from the start because the Greek word was used (with daimonion) in Christian Greek translations and the Vulgate (the principal Latin version of the Bible, prepared mainly by the theologian Saint Jerome (circa 344-Circa 420) in the late fourth century, and (as revised in 1592) adopted as the official text for the Roman Catholic Church) for "god of the heathen, heathen idol" and also for "unclean spirit".  This was also part of the Jewish tradition where authors had used the Greek word in this sense, using it to render shedim (lords, idols) in the Septuagint and in Matthew 8:31 there appears daimones, translated as deofol in the Old English & feend or deuil in the Middle English.  A more evocative word in the Old English word was hellcniht (literally "hell-knight").  The inherited sense from the Ancient Greek (supernatural agent or intelligence lower than a god; a ministering spirit) appeared in English from the 1560s, written variously as daemon or daimon.  The meaning "destructive or hideous person" is from the 1610s and as "an evil agency personified" (ie the demon drink), from 1712.  In another sense in late fourteenth century English, the “Demon of Socrates” was a daimonion (a divine principle or inward oracle) although his accusers (and later the Church Fathers) represented this otherwise.  The Demon Star (1895) is Algol (variable star (Beta Persei)) in the constellation Perseus, documented in the late fourteenth century, which translates literally as "the Demon" from the Arabic al-ghul (the demon), from which is derived the modern ghoul.  It corresponds, in modern representations of the constellation, to the gorgon's head Perseus holds, but probably it was so called because it visibly varies in brightness every three days, which sets it apart from other bright stars.  In one of the most famous fragments of English verse, Samuel Taylor Coleridge’s (1772-1834) Kubla Khan (1798), there are the lines:

A savage place! as holy and enchanted

As e'er beneath a waning moon was haunted

By woman wailing for her demon-lover!

The noun demonarchy (rule or dominion of demons) first appeared in the 1640s while the noun demonology (the study of demons or beliefs about demons) had appeared in both secular and church documents as early as the 1590s, the related terms of the discipline being demonologer & demonological.  The adjective demonic (also daemonic) (devilish, of the nature of or pertaining to a demon), from the Latin daemonicus dates from the 1660s while demonical (from the Old English glossed daemonicus with deofelseoc (devil-sick) was from later in the century.  The adjective demoniac (possessed by a demon, insane) was from circa 1400 but several decades earlier there had been the noun demoniak, (one who is possessed, a lunatic), from the Late Latin daemoniacus, from the Greek daimoniakos (possessed by a demon), from diamond.  From the 1640s the adjective was used in the sense of "of or pertaining to demons or spirits" while by 1820 this had extended to a rather softened "devilish"; the related forms were demoniacal & demoniacally.

Lindsay Lohan in demonic pose to celebrate her twenty-third birthday, 2009.

The verb demonize (also demonise) (to make into a demon (literally or figuratively)) dates from 1778, either as a construct built from the noun or from the Medieval Latin daemonizare, all influenced by the Greek daimonizesthai (to be under the power of a tutelary deity) and the sense in the New Testament of "to be possessed by a demon”, the related forms demonized, demonizing & demonization all in use by the late eighteenth century.  The noun Pandæmonium (pandemonium the modern form) was in 1667 coined by John Milton (1608-1674) in Paradise Lost as the name of the palace built in the middle of Hell (the high capital of Satan and all his peers and the abode of all the demons), the construct being the Greek pan- (all) + the Late Latin daemonium (evil spirit) from the Greek daimonion (inferior divine power) from daimōn (in the sense of lesser god).

The Dodge Demons

The 1969 Dodge Swinger 340 (left), a platform familiar in Australia where it was produced (1969-1971) in a variety of configurations including a two-door hardtop (a 1971 VG Regal 770 (centre)) and four-door sedans (a 1971 long-wheelbase VIP (right)).

The Dodge Dart of the mid 1960s was a compact (in US terms) economy car which fulfilled its role well, lasting indeed until the late 1970s when it turned out to be in many ways superior to its ill-fated replacements.  However, an unusual conjunction of economic, legislative and demographic factors in the late 1960s made the Dart an ideal platform for a cheap muscle car which could easily and quickly be built from the corporate parts bin.  Its humble origins were never entirely disguised and it always lurked behind the sturm und drang of the bigger, more illustrious models like the Charger, Challenger and Daytona but as a bargain-priced muscle car, it deserved success.  Dodge had tentatively dipped the Dart’s toe into the muscle car waters in 1967 when it introduced the Dart GTS which, fitted with a 273 cubic inch (4.4 litre) V8 performed admirably given its modest specification but it the next year it became available with a new 340 cubic inch (5.5 litre) V8 which, thought under-rated at 275 (gross) horsepower, was one of the best units of the era.  Able in most cases to match the performance offered by much of the bigger-engined competition, reviews were positive and in 1969 a separate line called the Swinger 340 was released, a package which convinced Dodge to abandon its brief flirtation with overkill, not renewing the availability of the 383 & 440 cubic inch (6.3 & 7.2 litre) V8 engines in the platform.  The big-block engines were really suitable only for a drag strip, the lighter 340 a better idea.

1971 Dodge Demon 340.

Demon decal with demonic pitchfork.

In 1971, the Dart received an additional body style, borrowed from their corporate companion Plymouth which had added the Duster coupé as a stylish addition to the Valiant line, their equivalent of the compact Dart.  However, Dodge’s marketing people in the early 1970s either smoked too much weed or didn’t get out enough because shortly after flirting with the idea of adding statutory grape to their paint colour charts, they decided to call their new high-performance compact the Demon.  That upset the Christian lobby, influential even then but remarkably, the marketing department was going to use the name Beaver until more worldly types told them about its use in slang.  The churches weren’t best pleased about Demon but, given the scriptural basis, they relented despite the cartoon devil on a decal stuck to the fenders.  The churches, not impressed with a marketing strategy which seemed to support the Antichrist weren’t convinced by the explanation that it was all about a play on words (Come in for a Demon-stration) and continued to protest.  Dodge persisted and although denied statutory grape, buyers could choose lurid colors like Go-Green and Citron Yella while for those intent on building the quickest version possible, there was the Demon Sizzler package which bundled a number of dress-up and high performance options.  It was a good combination at a low price but it was out-sold by the mechanically identical Plymouth Duster 340s possibly because the Christian lobby had actually organized the preaching of sermons condemning Dodge as doing the Devil’s work so in 1973 the Demon nomenclature (and the offending cartoon) was dropped, the thing re-branded to the bland Dart Sport, a line which ran for three years (although the once virile 340 would be detuned and then replaced with a much milder 360 cubic inch (5.9 litre) unit.  The Christian lobby thus claimed the demon’s scalp although they never managed to veto Dodge’s use of Swinger and today, the 1971 & 1972 Demon 340s are sought-after.  Production numbers were never high (10,098 & 8,700 respectively) and give its cheap, disposable nature, and the buyers attracted to such things over the decades, attrition rates were high and survivors are few although, as just about everywhere in the muscle car ecosystem, there’s a minor industry in creating clones.

Demon redux: 2018 Dodge Challenger Demon.  The yellow plastic guard on the leading edge of the front splitter was attached at the factory to deter damage during transport to dealerships.  The instruction was to remove them prior to sale but they picked up a cult following and many buyers insisted they be retained.

Chrysler reprised the Dodge Demon name in 2018 (and Swinger in 2022) apparently with little theological opposition.  The engine used in the new Demon was an evolution of the 376 cubic inch (6.2 litre) Hemi V8 which, in 2017’s Challenger Hellcat, was rated at 707 horsepower.  With production limited to 3300 units, the 2018 Demon used a supercharged Hemi which produced 808 hp but an optional package boosted that to 840.  So equipped, the Demon would cover a standing quarter-mile (400m) in 9.65 seconds at 140 mph (225 km/h) and cost was a remarkably modest US$86,091 including the optional package which, while not entirely suitable for driving on public roads, was completely street-legal.  It included a number of features which hinted at its real purpose, including the passenger and rear seats being no-cost options and, most intriguingly, a high-output mode which both increased power and disabled the cabin air-conditioning, routing its cooling flow instead to the induction system, a device that lowered the intake temperature by 18-odd degrees, thereby gaining a few more horsepower.  Although tuned for quarter-mile sprints and thus limiting top-speed to about 170 mph (270 km/h), it could be geared for top end performance and would easily exceed 200 mph (320 km/h).

Targa

Targa (pronounced ta-gah)

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

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

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

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

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

Except (usually) those who stick to numbers (Mercedes-Benz the classic example), coming up with a name for a car can be a tricky business, especially if someone objects.  In 1972 Ford of England was taken to court by Granada Television after choosing to call their new car a Granada though the judge gave the argument short shrift, pointing out (1) it was unlikely anyone would confuse a car with a TV channel and (2) neither the city nor the province of Granada in Spain’s Andalusia region had in 1956 complained when the name was adopted for the channel.  The suit was thrown out and the Ford Granada went on to great success.  Ford’s US operation had less success in 1965 when trying to sell the Mustang in the FRG (Federal Republic of Germany, the old West Germany (1949-1990)) because Krupp AG held (until December 31 1979) exclusive rights to the name which it used on a range of trucks.  A Mustang couldn’t be confused with a truck (though some snobby types in France might have suggested otherwise) but Ford’s legal advice was to settle rather than sue so they attempted to buy the rights.  The offer was rebuffed so for years Mustangs in the FRG were sold as the “T-5” which was the car’s project name during its development.  Almost identical to the US version but for the badges, it was one of the most popular US cars sold in Europe, aided by the then attractive US$-Deutsche Mark exchange rate and its availability in military P-X stores, service personnel able to buy at a discount and subsequently have the car shipped back to the US at no cost.

1970 Porsche 914/6: Porsche built the mid-engined 914 exclusively with a targa top.  The 914 was the first of a number of attempts by Porsche’s engineers to convince customers there were better configurations than the rear-engine layout used on the 911 & 912.  The customers continued to demand 911s and it remains available to this day.

1962 Daimler SP250 (née Dart).

The Daimler SP250 was first shown to the public at the 1959 New York Motor Show and there the problems began.  Aware the sports car was quite a departure from the luxurious but rather staid line-up Daimler had for years offered, the company had chosen the attractively alliterative “Dart” as its name, hoping it would convey the sense of something agile and fast.  Unfortunately, Chrysler’s lawyers were faster still, objecting that they had already registered Dart as the name for a full-sized Dodge so Daimler needed a new name and quickly; the big Dodge would never be confused with the little Daimler but the lawyers insisted.  Imagination apparently exhausted, Daimler’s management also reverted to the engineering project name and thus the car became the SP250 which was innocuous enough even for Chrysler's attorneys.  The Dodge Dart didn't for long stay big, the name in 1964 re-used for a compact line although it was the generation made between 1967-1977 which was most successful and almost immediately Chrysler regretted the decision to cease production, the replacement range (the Dodge Aspen & Plymouth Volaré (1976-1980)) one of the industry's disasters.  The name was revived in 2012 for a new Dodge Dart, a small, front wheel drive (FWD) car which was inoffensive but dreary and lasted only until 2016.  The SP250 was less successful still, not even 3000 made between 1959-1964, something attributable to (1) the unfortunate styling, (2) the antiquated chassis, (3) the lack of development which meant there were basic flaws in the body engineering of the early versions and (4) the lack of interest by Jaguar which in 1960 had purchased Daimler, its interest in the manufacturing capacity acquired rather than the product range.  It was a shame because the SP250's exquisite 2.5 litre (155 cubic inch) V8 deserved better.  

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

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

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

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

Compared with that lot, Porsche deciding to call a car a Targa seems quite restrained.  Porsche borrowed the name from Targa Florio, the famous race in the hills of Sicily first run in 1906 and where Porsche in the 1950s had enjoyed some success.  Long, challenging and treacherous, it originally circumnavigated the island but the distance was gradually reduced until it was last run in its classic form in 1973 although in even more truncated form it lingered until 1977.  The construct of the name of the Targa Florio, the race in Italy from which Porsche borrowed the name, was Targa (in the sense of “plate” or “shield” + Florio, a tribute to Vincenzo Florio (1883-1959), a rich Sicilian businessman, automobile enthusiast and scion of a prominent family of industrialists and sportsmen; it was Vincenzo Florio who in 1906 founded the race.  Porsche won the race seven times between between 1963-1970 and took victory in 1973 in a 911 Carrera RSR, the car which in its street-legal (the Carrera RS) form remains the most coveted of all the 911s.

1968 Triumph TR5 with “Surrey Top”.

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

Built by Ferrari: 1973 Dino 246GTS with "chairs & flares" options.

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

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

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

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

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

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

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

1970 Iso Grifo targa (Series 1, 350 cubic inch (5.7 litre) Chevrolet V8).

Among the small volume manufactures which in the post-war years found a lucrative niche in combining sensuous European coachwork with the cheap, powerful and robust American V8s, there was a focus of two-door coupés because (1) this was the example set by Ferrari and (2) there most demand in the segment clearly existed.  The ecosystem was sent extinct by the first oil shock of the early 1970s but in the era, some did offer convertibles and where not, there were specialists prepared to help.  There was though, the odd targa.  The achingly lovely Iso Grifo spyder (roadster) shown at the Geneva Motor Show in 1964 never reached production but in 1966, less than two years into the Grifo’s life (during which almost 100 had been made), the factory put a targa version on their stand at the Turin Motor Show.  It was only ever available to special order on a POA (price on application) basis and between then and the shuttering of the factory in 1974, fourteen Series I and four series II targas (at least one equipped with the 454 cubic inch (7.4 litre) big block Chevrolet V8) were completed.