Exoskeleton & Endoskeleton

Exoskeleton (pronounced ek-soh-skel-i-tn)

(1) In zoology, an external covering or integument, any hardened external structure, as the shells of crustaceans or the scales and plates of fishes and reptiles, especially when it is of the nature of bone.

(2) All hard parts, such as hair, teeth, and nails which develop from the ectoderm or mesoderm in vertebrates (generally used only in technical literature).

1841: The construct was exo- + skeleton.  The prefix endo- was used as a word-forming element meaning "inside, within, internal.  It was from the Ancient Greek ἔνδον (éndon) (within; inner; internal) from the primitive Indo-European en-do- (an extended form of the root en (in)).

Skeleton was from the New Latin skeleton (bones, bony framework of the body), from the Ancient Greek skeleton soma (dried-up body, mummy, skeleton), from the neuter of σκελετός (skeletós) (dried up, withered, dried body (and as a noun: parched; mummy), from σκέλλω (skéllō & skellein) (dry, dry up, make dry, parch), from the primitive Indo-European (s)kelha- (to parch, wither); related was the Ancient Greek σκληρός (sklirós) (hard).

Skelton was an early variant form.  The noun use of Greek skeletos passed into Late Latin as (sceletus), hence the French squelette and the rare English skelet (1560s), the Spanish esqueleto & the Italian scheletro.  The meaning "bare outline" is first recorded circa 1600; hence the term skeleton crew from 1778 used to describe minimal staffing, the skeleton key a similar allusion to some of a structure being removed.  The phrase skeleton in the closet (source of secret shame to a person, family or institution) is from 1812 and thought an adoption from the imagery in Bluebeard fable (1697) by Charles Perrault (1628-1703). Exoskeleton was a creation in 1841 by English paleontologist Sir Richard Owen (1804–1892).

Endoskeleton (pronounced en-doh-skel-i-tn)

(1) In zoology, the internal skeleton or framework of the body of an animal (generally the bony or cartilaginous skeleton of vertebrates).  Certain invertebrates, such as sponges and echinoderms, also have endoskeletons.

(2) For most (non-technical) purposes, a synonym for skeleton.

1838: The construct was endo- + skeleton  The prefix exo- was used as a word forming element in words of Greek origin meaning "outer, outside, outer part" and was used from the mid-nineteenth century.  It’s from the Ancient Greek ἔξω (éxō) (outer; external).and was related to ex (out of).

Endoskeleton is used almost exclusively in the biological sciences.  For most general purposes, it’s synonymous with skeleton which is the default assumption of use because it’s familiar from humans and most familiar animals.  Exoskeleton has become more widely used in recent years because of the interest in fields such as engineering, robotics and medicine in using external structures, often to augment or replace human functions.

Trilobites

Trilobite (pronounced try-low-byte) translates literally as “three lobes".  Often casually referred to as bugs or sea-bugs, in taxonomy, all trilobites actually belong in the class of trilobite in the phylum arthropod and within the class are ten orders.  It’s not known how many species of trilobites existed but almost 21,000 have thus far been identified in the fossil record, their numbers and variety leading them to be regarded as one of history’s more successful animals.  They inhabited all the seas and oceans and endured some three-hundred million years, surviving several mass-extinction events.  Their long duration, their structure and living habits meant they became a common and frequently discovered fossil, noted since antiquity although the first attempt scientifically to classify one seems to have been by Wan Shizen of China who, in 1689 described trylobite pygidia (tails) as batstones.  The first known scientific drawing was by Welsh botanist, the Reverend Edward Lhuyd (1660-1709) whose sketch of a trilobite was published in "The Philosophical Transactions of the Royal Society.  The drawing, now classified as being a Ogygiocarella debuchii, was then (not unreasonably), called the "flatfish".

Truly ancient, trilobites pre-date the Cambrian explosion and went extinct only towards the end of the Permian extinction event which ended the Paleozoic age.  However, the earlier events took their toll, a few orders vanishing after the Ordovician extinction event while the Devonian event removed all but one order, that last survivor dying out in the Great Permian Extinction.  Why such a successful and prolific creature could not endure these extinctions remains a debate.

All share the same basic structure, having three lobes: a left pleural, a middle axial and a right pleural lobe, their bodies divided into a cephalon (dead), thorax (middle), and pygydium (tail).  Trilobites had a thick, protective exoskeleton which formed a hard calcite shell, something like that of the modern crab and is the reason for their frequency in the fossil record, the exoskeletons usually the only part to survive although, in the rare cases where certain surrounding conditions exist, traces of soft tissue such as antennae can survive fossilization.  As a trilobite grew, it molted its exoskeleton, and many of the fossils which exist are molted frames rather than dead creatures.

Endoskeleton cars

The Birdcage: The Maserati Tipo 60/61 (chassis #2549).

Endoskeleton cars are far from uncommon but some make the concept more obvious than others.  The Maserati Tipo 60/61 (1959-1961) gained the nickname “Birdcage” (by which it’s almost always known) because observers were much taken with the delicacy of the construction.  By the late 1950s, space-frames had become familiar to race-car builders but they were usually robust-looking arrangements whereas Maserati had rendered an intricate latticework of some 200 chromoly steel tubes welded often in triangulated form in the points of highest stress, the designing providing both lightness and rigidity.

Mercedes-Benz 300 SLR (W196S, upper) & 300 SL (W198, lower).

One of the reasons the Maserati’s skeleton looked so delicate was that the space-frame had become associated with Teutonic-flavored construction like that used by Mercedes-Benz for its 300 SL & 300 SLR.  Both shared the same method of construction but despite the names and the the visual similarity between the two, there were few common components beyond the nuts, bolts & screws.  The 300 SL was a road car while the SLR was a lengthened version of the W196R Formula One Grand Prix car with a sexy body and an enlarged (though somewhat detuned) straight-eight engine.

Exoskeleton cars

MVE Exocet (left) & Exomotive’s Exocet Sport V8 (right).

Exoskeleton vehicles are numerous on farms, mine-sites and such but rarely seen on public roads.  They do though have a niche for those who want something which sacrifices just about everything (aerodynamics, weather protection, doors etc) for the nimbleness only extreme light-weight can deliver.  An example is the MVE Exocet, released for public sale in 2010.  It’s an inventive approach to the kit-car concept and takes the classic front-engined, rear-wheel drive approach, based on Mazda’s Miata (the MX-5, introduced in 1989 and a kind of clone of the Lotus Elan of the 1960s but without the problems), the advantage with the Japanese platform being its unusual sub-frame which permits the removal of the body, leaving the engine, drive-train and suspension as a rolling assembly to be transplanted to the Exocet chassis.

The nicely defined shoulder blade and ribcage definition of Lindsay Lohan's endoskeleton.

Because of the light weight, even when using sensible four-cylinder engines the Exocet delivers high-performance but the Americans in particular can’t resist the idea that just about any car can be improved by the installation of a V8 and quite outlandish power to weight ratios are possible.  An indicative example of Exomotive’s Exocet Sport used a 525hp (LS3) version of one of the later evolutions of the small-block Chevrolet V8 which, fully fueled, weighed in at 1690 lb (767 kg), somewhat less than a 2023 Formula One car.  Because it possible to buy, off the shelf (as a “crate” engine), V8 engines with about the same power as a F1 power-plant generates, although there was be something a weight penalty, the potential does exist to build a two-seater roadster with a similar power-to-weight ratio and there are jurisdictions which even allow such a thing to be registered for use on public roads.  Opinions would differ on whether such a build is a good idea but the little machines, if the V8 was tuned more for low and mid-range torque rather than ultimate power, would seem to have great potential in competitions such as short-course events and hill-climbs although the dubious aerodynamics would render it less suited to high-speed tracks.

Elite

Elite (pronounced ay-leet (U) or e-leet (non-U))

(1) The choice or best of anything considered collectively, as of a group or class of persons (often used with a plural verb).

(2) Historically, persons of the highest class (used with a plural verb).  Once associated mostly with high birth or social position (the aristocratic or patrician), it’s now a much applied and contested concept.

(3) A group of persons exercising the major share of authority or influence within a larger group.

(4) A typeface, approximately 10-point in printing-type size, widely used in typewriters and having 12 characters to the inch and now included in many digital font sets.

(5) Representing the most choice or select; best; of, relating to, or suitable for an elite; exclusive

1350–1400: From the Middle English (in the sense of "a person elected to office"), from the Middle French e(s)lit (chosen), feminine past participle of e(s)lisre & e(s)lire (to choose), from the Latin ēligere (to elect), the past participle electus; the source of the modern elect, election & related forms.  Variations are created as required such as anti-elite, global-elite, non-elite, power-elite & super-elite.  Words in a similar sense include exclusive, silk-stocking, aristocracy, celebrity, establishment, society, choice, cool, crack, elect, noble, pick, super, top, best, cream & gentility.  The alternative spelling is the French élite and use of the French pronunciation the "U" ay-leet rather than the "non-U" e-leet is one of the "class-identifiers" on which readers of publications like Country Life focus when meeting folk.

Use in English became more frequent after 1823 in the sense of "a choice or select body, the best part".  Earlier, in fourteenth century Middle English it had been borrowed from French with the meaning "chosen person" (and was used much in ecclesiastical documents to describe a bishop-elect) but had died out by the middle of the next century.  Elite was re-introduced to general use when it appeared by in Lord Byron's (1788-1824) epic poem Don Juan (1819-1824); it caught on and was by 1852 an adjective.  The noun elitism (advocacy of or preference for rule or social domination by an elite element in a system or society; attitude or behavior of persons who are or deem themselves among the elite) dates from 1951 and is an early example of the development of the language of critical theory which emerged, encouraged by the vast increase in the social sciences in the expanded universities of the post-war years.

IBM 12 Point Pitch 96 character "Golf Ball" Prestige Elite font for Selectric III Typewriter.

Introduced in 1961, the IBM Selectric (a portmanteau of select(ive) + (elect)ric)) was a landmark of modern industrial design and the last major advance in desktop document production before the word processor.  Built to the high standard for which IBM was once renowned, it allowed users to change font sets within seconds, simply by swapping the "element" which everybody except IBM staff (always in blue suits and white shirts) called "golf balls".  At the time the concept of a swappable character set was actually decades old and systems using flat, rotating "wheels" were the usual alternative approach but the Selectric did it best and in the 1960s there was still a enticing allure to the IBM name.  The most popular of the early fonts were Elite, Gothic & Courier (all available in several variations.  The first Elite typeface was released in 1920 and used by both typewriters and hot metal typesetting.  Prestige Elite (usually referred to as “Prestige” or “Elite”), was a monospaced typeface, created in 1953 for IBM and among the most popular of those available for the Selectric.  Optimized for the particular technology of the typewriter, Prestige Elite was characterized by the large x-height and moderate stroke thickness suitable for ribbon-based impact printing.  Unlike the similar Courier, the Elite sets did not transition to the digital age although TrueType, PostScript and other formats of variations of Elite are commercially available.

The rise in use of the adjective elitist (advocating or preferring rule or social domination by an elite element in a system or society; deeming oneself to be among the elite) is noted from the same era, the original adjectival examples including Sigmund Freud (1856-1939), Friedrich Nietzsche (1844–1900), and Thomas Carlyle (1795–1881).  The nous use quickly followed although some dictionaries insist it’s not attested until 1961.  The concept attracted much attention from sociologists exploring structures of power and the relationships between them, much discussed in Michael Young’s (1915-2002) The Rise of the Meritocracy (1958) although, while intended as a critique of a society increasingly divided between a skilled power-holding elite and a disenfranchised underclass of the less qualified, meritocracy, to the author’s disquiet, meritocracy (and meritocratic) evolved into a word with at least neutral and often positive connotations.

Shoes for elite feet: Lindsay Lohan in Isabel Marant Poppy Elite Suede Pumps in beige, New York City, August 2015.  Jeans for the elite now can affect the look of the tatterdemalion ("distressed" the industry term) which once was a mark of the clothing of the poor but they should include a label confirming their US$800 + cost, a particular art of "implied price-taggery". 

Charles Wright Mills (1916–1962 and usually styled C Wright Mills) was an American sociologist who published the much criticized but also influential The Power Elite (1956) which appears to have introduced the term to political criticism.  Mills took a structuralist approach and explored the clusters of elites and how their relationships and interactions works to enable them to exert (whether overtly or organically) an essentially dictatorial control over US society and its economy.  Mills, while acknowledging some overlap between the groups, identified six clusters of elites: (1) those who ran the large corporations, (2) those who owned the corporations, (3) popular culture celebrities including the news media, (4) the upper-strata of wealth-owning families, (5) the military establishment (centred on the Pentagon’s Joint Chiefs of Staff) and (6), the upper echelons of government (the executives, the legislatures the judges, the senior bureaucracy and the duopoly of the two established political parties.  The overlaps he noted did not in any way diminish the value of his description, instead illustrating its operation.

Although criticized as being more a left-wing polemic than conventional academic research (something from which Mills really didn’t demur), The Power Elite aged well and influenced many, the famous caution President Eisenhower (1890–1969; president of the US 1953-1961) issued in his valedictory address warning of the “military-industrial complex” was quite Millsian and a helpful contribution to the library of structuralism.  Generations of sociologists and others would develop his idea of the new and shifting construct of a ruling class and culture.  In recent years, elite has become a term used (usually between elites) as an accusation; elite populists finding their base responsive to the label being applied to those of whom they're anyway most suspicious: journalists, scientists, academics etc. 

The Lotus Elite

1959 Lotus Elite S1.

The design of the Lotus Elite (Type 14, 1957-1963) was a catalogue of innovation, some of which would have an immediate effect on the industry though some would proved too difficult to implement in mass-production and, except for the most expensive, impossible profitably to pursue on a smaller scale.  Most distinctive was a technique borrowed from aviation, the stressed-skin glass-fibre unibody which obviated entirely the need for a chassis or space-frame, the body an integrated, load-bearing structure.  The only substantial steel components were a sub-frame supporting the engine and front suspension and a hoop to which was attached the windscreen, door hinges and jacking points.  In an indication of how much things have changed, the hoop was the extent of passenger protection.

Club sandwich: The Elite's triple-layer monocoque.

Even had all the components been produced in accordance with the specification, many parts of the structure were so close to the point of failure that some revisions to the design would anyway have been necessary but the early cars were far from perfect.  The contact for the fabrication of the bodies had been won by a boat-builder, then one of the few companies with much experience in molding fibreglass.  However, the Elite was a more complex design than a boat hull and fibreglass was still a novel material, even Chevrolet in the United States, with access to the financial and engineering resources of General Motors, found early in the production of the Corvette there were lessons still to be learned.  After the first 250-odd were built, Lotus became aware there were problems, the need for a fix urgent.  Cleverly, the body consisted of three stressed-fiberglass layers which, when joined in a monocoque, created the bulkheads and eight torsion boxes gave the structure its strength and stiffness although the success was something of a surprise.  The designer, working in the pre-CAD era and with no experience of the behavior of fibreglass, had doubted the material would be strong enough so had the first prototype built with some steel and aluminum plates sandwiched between the layers with mounting brackets bonded in points at the rear to support the suspension and differential mountings.  In subsequent tests, these proved unnecessary but so poorly molded were many of the layers that structural failures became common, the resin porings of inconsistent thickness creating weaknesses at critical points, suspension struts and differentials known to punch themselves loose from mountings or even tear away chunks of the supposedly supporting fibreglass.

1962 Lotus Elite S2.

Needing an operation more acquainted with the tight tolerances demanded in precision engineering, Lotus switched suppliers, the molding contract granted to the Bristol Aeroplane Company. This transformed quality control and the remaining 750-odd Elites carried an S2 designation, the early cars retrospectively (but unofficially) dubbed S1.  Even so, despite the improved, lighter and stiffer shell, it would be another generation before the structural implications of fibreglass would fully be understood and the flaws inherent in the design remained, suspension attachment points sometimes still prone to detachment, Lotus content to the extent it now happened only under extreme loading rather than habitually.

Coventry Climax FWE, 1962 Lotus Elite S2 SE.

Improbably, the power-plant was the 1.2 litre Coventry Climax FWE (Fire-Water-Elite), an all-aluminum inline four cylinder engine which began life as the FWA (feather weight automotive), derived from a water-pumping unit for the UK Government’s fleet of fire-trucks but, small, light and robust, when tuned, it proved ideally suited to motorsport.  The first derivative for competition was the FWB, the unexpected fork prompting Coventry-Climax to rename to versions still used on fire-trucks to FWP (P=Pump).  The FWE was produced especially for the Elite but its qualities attracted a number of specialist race-car builders and in historic racing, the little powerhouse remains competitive to this day.

Nürburgring 1000 km, May 1962 (Hunt / Buxton (DNF)).

The combination of light-weight, a surprisingly powerful engine and a degree of aerodynamic efficiency which few for decades would match delivered a package with a then unrivalled combination of performance and economy.  On the road, point-to-point, it was able to maintain high average speeds under most conditions and only in then unusual places like the German autobahns with their unlimited speeds could heavier, more powerful machines assert their advantage.

Le Mans 24 Hour, June 1959.  Lotus Elite #41 (Lumsden / Riley) leads Ferrari 250TR #14 (Gendebien / Hill). The Ferrari (DNF) retired after overheating, the Elite finishing eighth overall, winning the 1.5 litre GT class.

On the circuits, it enjoyed an illustrious career, notable especially for success in long-distance events at the Nürburgring and Le Mans.  The frugal fuel consumption was an important factor too, as well as claiming five class trophies in the Le Mans 24 hour race, the Elite twice won the mysterious Indice de performance (an index of thermal efficiency), a curious piece of mathematics actually designed to ensure, regardless of other results, a French car would always win something.

Lotus Elite (Leo Geoghegan), Phillip Island, 1960.  That year an Elite would win the Australian GT Championship, contested on the Mount Panorama circuit at Bathurst. 

One problem however was never solved: profitability.  It was something which would plague the UK’s low-volume manufacturers throughout the 1960s, for, whatever the design and engineering prowess available, there was often a lack of financial acumen and accounting skills, many companies never fully evolving from their cottage-industry origins in a back shed, their administrative structures still close to the family business they had once been.  Whether Lotus lost quite as much per Elite as the legend suggests isn’t known but it certainly wasn’t profitable.  Those lessons were learned and the replacement, while less intriguing a design, would be easier to build, more reliable in operation and, compared to the Elite, mass-produced.  The replacement was called the Elan.

1975 Lotus Elite 503 (Type 75).

The Elite name was reprised.  Between 1974-1982, the Elite (Types 75 & 83) was one of a number of the then fashionable wedge-shaped designs which would litter the decade.  Effectively replacing the Elan +2, the new Elite was big and heavy by earlier standards, its performance in some aspects inferior to the Elan but it was a difficult era and many manufacturers with more resources did worse.  Later variations of this were called the Eclat and Excel but, like much of what was done in the 1970s, none are remembered with great fondness.

Lotus Elite Concept, 2010.

More promising was the Elite Concept, shown in 2010.  Hardly original, and actually derivative in just about every way, it nevertheless tantalized all with a specification list including Toyota’s fine 5.0 litre Lexus V8 but any hope of a production version vanished after one of the many corporate restructures undertaken in the wake of the global financial crisis (GFC, 2009-2011).

Boss

Boss (pronounced bos or baws)

(1) A person who employs or supervisors workers; a manager; a person in charge of a business or company.

(2) A politician who controls the party organization, as in a particular district (historically most associated with the Democrat & Republican party “machines” in US cities from the mid-nineteenth to the late twentieth centuries and notorious for devious, corrupt or illegal practices and still used in many countries where the US influence was strong, notably the Philippines.

(3) To be master of or over; manage; direct; control; to be a boss.

(4) To order about (used especially if conducted in an officious manner.

(5) To be too domineering and authoritative (often as “bossy”).

(6) To ornament with bosses; to emboss.

(7) On slang, first-rate.

(8) In botany & zoology, a protuberance or roundish excrescence on the body or some internal organ of an animal or on a plant.

(9) In geology, a knob-like mass of rock, especially an outcrop of igneous or metamorphic rock, applied particularly to the uppermost part of an underlying batholith.

(10) An ornamental protuberance of metal, ivory, etc; a stud.

(11) In architecture, an ornamental, knob-like projection, as a carved keystone at the intersection of ogives.

(12) A stone roughly formed and set in place for later carving.

(13) In bookbinding, one of several pieces of brass or other metal inset into the cover of a book to protect the corners or edges or for decoration.

(14) In engineering, a small projection on a casting or forging appearing on a machine or fitting; an area of increased thickness, usually cylindrical, that strengthens or provides room for a locating device on a shaft, hub of a wheel etc

(15) In nautical use, a projecting part in a ship's hull or in one frame of a hull, fitting around a propeller shaft.

(16) In plumbing, to hammer (sheet metal, as lead) to conform to an irregular surface.

(17) In dialectal (northern English) use, a familiar name for a calf or cow.

(18) In dialectal (Scots) use, hollow.

(19) As the abbreviation BOSS, the Bureau of State Security; an apartheid-era branch of the South African security police which existed 1969-1980.

(20) In informal use (particularly in India and in Multicultural London English (MLE)), a term of address to a man, not of necessity related to employment, status or other relationships but also as an alternative of “guv” or “guvnor”.

(21) In video gaming, an enemy, often at the end of a level, that is particularly challenging and must be beaten in order to progress (from the Far East), from the Japanese ボス (bosu).  In Swedish, the related form is slutboss (the construct being slut (end) +‎ boss (boss) and synonymous with sista bossen).

(22) In (allegedly) humorous use, one’s wife.

(23) In archery, a target block (now constructed usually of hard foam but historically made of hay bales), to which a target face is attached.

(24) In building, a wooden vessel for the mortar used in tiling or masonry, hung by a hook from the laths, or from the rounds of a ladder.

(25) In hydrology, a head or reservoir of water.

(26) A hassock or small seat, especially made from a bundle of straw (obsolete).

1250–1300: From the Middle English bos, bose & boce, from the Anglo-French boce (lump, growth, boil), from the Old French boce (lump, bulge, protuberance, knot), from either the Frankish bottja or the (unattested) Vulgar Latin bottia, both of uncertain origin but probably related to the Italian bozza (metal knob, swelling) and the Proto-Germanic bautaną (to hit, strike, beat).  By the turn of the fifteenth century, it was used in the sense of “to swell out; to beat or press into a raised ornament” and by the 1620s as “to furnish with bosses”.  The word survives as the Modern French bosse.

The (highly nuanced) use to mean “a supervisor” dates from the 1640s and was a creation of US English, from the Dutch baas (master, foreman).  The Dutch baas was from the Middle Dutch baes (master of a household, friend), from the Old Dutch baso (uncle, kinsman), from the Proto-West Germanic baswō, from the Proto-Germanic baswô (uncle) which may have been from the Proto-Germanic ba- or bō- (father, older male relative), the source also of the English terms babe, boy, bub & bully. It was cognate with the Middle Low German bās (supervisor, foreman), the Old Frisian bas (master), hence the Saterland Frisian Boas (boss) and the Old High German basa (father's sister, cousin) from which German gained Base (aunt, cousin) (although not all etymologists are convinced there’s a link with the Old High German basa).  The etymology seems to suggest the word originally was a term of respect used to address an older male relative (usually an uncle but also even others considered “honorary uncles”).  Later, in New Amsterdam (the old name for New York), it came to mean “a person in charge who is not a master (in the legal sense of ownership) and the representation of the Dutch -aa- by the English -o- is attributed to the older, unrounded pronunciation of this letter, which remains prevalent in North America and parts of Ireland, but in the colonial era existed also in some British accents.  The Dutch form baas is in English from the 1620s as the standard title of a Dutch ship's captain and the rapid adoption in the US may have reflected the popularity of a word which avoided the slavery implications of “master”, something never necessary in England where the terms master & servant were included in legislation into the twentieth century.

Lindsay Lohan released the track Bossy in May 2008.  It was classified as electropop & dance-pop and was about a bolshie woman; it’s thus considered autobiographical.

The slang adjective meaning “excellent; first rate” was in use at least by the 1880s although it faded from use before being revived (perhaps independently) in the 1950s, in the slang of US youth and jazz musicians.  The adjective bossy was developed from the noun and in the 1540s meant “a swelling, projecting and rounded, decorated with bosses” The meaning “domineering, fond of ordering people about” was first noted in 1882.  The use as the Scots adjective meaning “hollow; empty” dates from the early sixteenth century and is of obscure origin.  The northern English dialectal form which was a familiar name for a cow or calf was first documented in 1844 and was from the earlier dialectal form buss (calf) which is of uncertain origin but is thought almost certainly from the Latin bōs cow (ox), from the primitive Indo-European root gwou- (ox, bull, cow).  The verb emboss (to ornament with raised work) dated from the late fourteenth century and was from the Old French embocer (and thus a similar form to embocieure (boss, stud, buckle), from an assimilated form of the construct en- (in, into) + boce (knoblike mass).  The synonyms, depending on context includes administrator, chief, chieftain, director, employer, executive, leader, owner, supervisor, capital, champion, fine, fly, top, controller (or comptroller), executive, foreman, foreperson, head, honcho, head honcho, overseer & superintendent.  Boss is a noun, verb & adjective, bosser & bossiness are nouns, bossed is a verb, bossing is a verb & adjective, bossily is an adverb and bossy is an adjective; the noun plural is bosses.

The Boss Mustangs

During the initial development phase in 1968-1969, the project code for Ford’s Boss Mustang programme was the bland “SKO” (Special Mustang, Kansas City Operation).  According to industry legend, secrecy was maintained by instructing the staff working to the prototype to respond to any questions about the vehicle by saying “it’s the boss’s car”.  Whether or not that’s true, it was the project's boss (the chief engineer) who suggested the “BOSS” name formerly be adopted as the official model designation and although the management team initially responded with restrained enthusiasm, the production cars emerged as 1969 models as the “Boss Mustang” and the response was so good it was continued for three seasons and the corporation has over the decades revived the name, both in the US and Australia.

1969 Ford Mustang Boss 302.

The first of the line was the Boss 302, introduced in 1969.  The Boss 302 existed solely to ensure Ford would have a competitive entry for the SCCA’s (Sports Car Club of America) Trans-Am series which was conducted in two classes, one for cars with engines up to 2.0 litres (122 cubic inch) and one with a five litre (305 cubic inch) limit, the Mustangs campaigned in the latter.  Ford had enjoyed early success in the series but Chevrolet’s Camaro had prevailed in 1968, its Z/28 package optimized for the road circuits on which the events were conducted and Ford’s initial response had been the “Tunnel Port” engine, developed with cylinder heads cleverly designed for top end power at the expense of just about everything else.  The tunnel ports certainly delivered the power but the high-revving engines proved chronically unreliable although the debate about whether this was a fundamental flaw in the design or some laxness in the preparation has never been resolved and their performance in competition over the decades since does suggest that if assembled and maintained with the appropriate care, they’re a robust unit.

1970 Ford Mustang Boss 302.

However, noting the care with which the Z/28 had been configured, Ford decided to follow their example and conceived the Boss 302 Mustang with a bucket of money in one hand and plans of the Trans-Am’s circuits in the other.  Added to the robust 302 cubic inch (4.9 litre) Windsor block were more modern cylinder heads with canted valves, emulating the approach adopted for the new Cleveland (335) series V8.  Unlike the highly strung tunnel ports, the Boss 302 had a wider power band and more low-speed torque, characteristics more suited to the race tracks.  To ensure success, 1000 identical examples had to be sold but such was the demand 1628 were built, all fitted with the modifications to the brakes and suspension required to provide the basis of a successful race car.  Despite it all, the Camaro again won the series in 1969 but the Boss 302 returned to take the title in 1970 and that year's model proved even more popular with 7013 sold.

1969 Ford Mustang Boss 429.

The homologation of the Boss 302 for competition was a simple matter in that it was a complete package, as required under SCCA rules.  The Boss 429 Mustang was different in that it was only the engine which was required to be built is sufficient numbers, 500 required for them to be used on the NASCAR (National Association of Stock Car Auto Racing) ovals & circuits and with 857 built in 1969 (a further 499 1970 models were also produced), the threshold was reached.  The Mustang was not used in NASCAR but such was the symbiotic relationship between the sanctioning body and the manufacturers that Ford was granted permission separately to homologate the platform and the powerplant, the intermediate Torino Talladegas (actually to be used) with their aerodynamic enhancements produced in their run of 500 (which may or may not have been produced in time) but fitted with ordinary engines.  So cooperative was NASCAR that they even nudged their capacity limit to 430 cubic inches to accommodate Ford’s new engine which was just slightly larger than the previous 7 litre mark.  That’s sounds needlessly complicated and was (as well as being expensive) but the market research suggested that while demand would exist for at least 500 Boss 429 Mustangs, 500 Ford Torinos & Mercury Cyclones (the models actually used in competition) with the big engine might be hard to shift.

Boss 429 in 1969 Mercury Cyclone, 1971 Daytona 500.

The decision was thus taken to put the Boss 429 in the pony car but it was not a simple task and one certainly not appropriate for Ford’s high volume, mass-production lines so the job was out-sourced to a third party which received a series of deliveries in two parts, (1) batches of complete cars and (2) crates containing engines.  The task was to remove the existing engine (to be returned to the factory), make the necessary modifications to the body and suspension, fit the Boss 429 and attend to all the small details which made the cars into regular production models.  The concept was simple but the wide engine wouldn’t fit without significant changes and although Ford never revealed how much of a loss it made on each Boss 429, few estimates have figured it was less than a four figure sum per unit.  Still, they must have been pleased with the investment because the engine did the job in NASCAR and the aura surrounding the Boss 429 Mustang has grown over the years.  That however took a while because it wasn’t wholly suited to life on the street or the drag-strip and was at its happiest only when on a racetrack at full throttle, breathing in through a very big carburetor and out through free-flowing tubular headers.  The professionals however learned quickly, the pioneers of the then still novel business of turbo-charging finding the Boss 429 took to forced aspiration like few others.

1971 Ford Mustang Boss 351.

Times had changed by 1971.  It was obvious to all the crazy era of the muscle cars was in its last days and both the Boss 302 and 429 were retired, the tasks of homologation done.  There was however a Boss 351 Mustang, a machine with no pretensions to any real link with competition although it was dressed up to look the part.  A development of Fords 335 (Cleveland) series, it's an engine at which the purists have sometimes looked askance because it lacked the extensive lubrication enjoyed by the Windsor which underlay the Boss 302s but for street use it's certainly more than adequate.  The lack of pedigree has meant the Boss 351 has never enjoyed the stellar reputation of its predecessors and its lines doubtlessly contributed to that, the new body bigger and heavier, lacking the litheness of the earlier years.  Even when standing still however the thing undeniably had a presence although the dramatic roofline (said to be highly aerodynamic) did restrict rearward visibility, the glass close to horizontal.

1971 Ford Mustang Boss 351.

It may not have enjoyed the racing history of the Boss 302 or possessed the thoroughbred lineage of the Boss 429 but lurking behind all the thunder, it ranks with the best of the Chrysler 340s as one of the most under-estimated engines of the era and contemporary reports were impressed with the performance, noting it could run with machines fitted with engines sometimes 100 cubic inches (1.6 litres) larger while at the same time delivering a better driving experience, the smaller, lighter weight over the front wheels making it rather more nimble although that was a relative phrase; the Boss 351 was no Lotus Elan.  The engine technically was Ford’s short-lived 351 HO which would soon fall victim to the increasingly restrictive emission regulations but demand was anyway falling; having sold over 7000 Boss 302s in 1970, only 1806 Boss 351s were made.

Lindsay Lohan, Bossy (2008)