Martini

Martini (pronounced mahr-tee-nee)

A cocktail made with gin or vodka and dry vermouth, usually served with a green olive (the twist of lemon a more recent alternative).

1885-1890:  Origin disputed; it may be an alteration of Martinez (an earlier alternate name of the drink) but is probably by association with the vermouth manufacturer Martini, Sola & Co. (later Martini & Rossi). Another theory holds it’s a corruption of Martinez, California, town where the drink was said to have originated.  Others claim it was first mixed in New York but then NYC claims lots of things happened there first.

CCTV image capture, New York City, 24 July 2012.  Noted Martini aficionado Lindsay Lohan enjoys a Vodka Martini.

By 1922 the Martini had assumed its modern, recognizable form: London dry gin and dry vermouth in a ratio 2:1, stirred in a mixing glass with ice cubes, sometimes with addition aromatic bitters, then strained into a chilled cocktail glass.  Green olives were the expected garnish by the onset of World War II with a twist of lemon peel often seen by the 1950s.  From the 1930s on, the amount of vermouth steadily dropped as the cult of the dry prevailed.  Today, a typical dry Martini is made with a ration between 6:1 and 12:1.  Some were more extreme, Noël Coward (1899–1973) suggesting filling a glass with gin, then lifting it in the general direction of the vermouth factories in Italy.  Ian Fleming (1908–1964) had James Bond follow Harry Craddock’s shaken, not stirred directive from The Savoy Cocktail Book (1930) but contemporaries, Somerset Maugham (1874–1965) and Franklin Roosevelt (1882–1945; US president 1933-1945), neither a stranger to a Martini, both recommended stirring although chemists observe the concept of “bruising the gin” has no basis in science.  The Vodka Martini came later.  It was first noted in the 1950s when known as the Kangaroo Cocktail, a hint at its disreputable origins but normally reliable sources commend the Blueberry Vodka Martini and purists concede this is the only Martini to benefit from using sweet vermouth.  In 1966, the American Standards Association (ASA) released K100.1-1966, "Safety Code and Requirements for Dry Martinis," a humorous account of how to make a "standard" dry Martini. The latest revision of this document, K100.1-1974, was published by American National Standards Institute (ANSI).  Flippant they may have been but they’re good guides to the classic method.

Compare & contrast: A classic Gin Martini (left) and a Stoli Blueberry Vodka Martini (right)

Stoli Blueberry Vodka Martini Recipe

Ingredients

60 ml (2 oz) Stoli Blueberi Vodka
60 ml (2 oz) sweet vermouth
15 ml (½ oz) lemon Juice
3-5 fresh blueberries
Ice Cubes

Instructions

(1) Pour Stioli Blueberi Vodka, sweet vermouth and lemon juice into cocktail shaker and middle blueberries.
(2) Add ice cubes until shaker is two-thirds full.
(3) Shake thoroughly until mixture is icy.
(4) Strain and pour into chilled martini glasses.
(5) Skew blueberries with cocktail pick, garnish martini and serve.
(6) Add a little blueberry juice to lend a bluish tincture (optinal).

Martini Racing, the Porsche 917 and the Pink Pig

Porsche 917LH, Le Mans, 1970.

Unlike some teams which maintained a standard livery, Martini Racing sometimes fielded other designs.  One noted departure was the “hippie” or “psychedelic” color scheme applied to the Porsche 917LH (Langheck (Longtail)) which placed second at Le Mans in 1970 and proved so popular that the factory received requests from race organizers requesting it be entered.  Weeks later, across the Atlantic, the organizers of the Watkins Glen Six Hours wanted their own ‘hippie’ 917 but with the car in Stuttgart, Martini Racing took over another team’s car and raced in ‘hippie’ colors to ninth place on one day and sixth the next.

Porsche 917K, 1970.

Subsequently the scheme was reprised in another, even more lurid combination of yellow & red in another psychedelic design, this time to match the corporate colors of Shell, the teams sponsor.  This remains the only surviving psychedelic car, the factory’s Langheck 917 being converted to 1971 specifications and painted in Gulf Oil’s livery for Le Mans.  Like many other used 917s, subsequently it was scrapped by an unsentimental Porsche management.

Porsche 917-20, 1971.

Although it raced only once, the “Pink Pig” (917-20) remains one of the best remembered 917s.  In the never-ending quest to find the optimal compromise between the down-force needed to adhere to the road and a low-drag profile to increase speed, a collaboration between Porsche and France's Société d’Etudes et de Réalisations Automobiles (SERA, the Society for the Study of Automotive Achievement) was formed to explore a design combine the slipperiness of the 917-LH with the stability of the 917-K.  Porsche actually had their internal styling staff work on the concept at the same time, the project being something of a Franco-German contest.  The German work produced something streamlined & futuristic with fully enclosed wheels and a split rear wing but despite the promise, the French design was preferred.  The reasons for this have never been clarified but there may have been concerns the in-house effort was too radical a departure from what had been homologated on the basis of an earlier inspection and that getting such a different shape through scrutineering, claiming it still an “evolution” of the original 917, might have been a stretch.  No such problems confronted the French design; SERA's Monsieur Charles Deutsch (1911-1980) was Le Mans race director.  On the day, the SERA 917 passed inspection without comment.

Porsche 917-20, Le Mans, 1971.

At 87 versus 78 inches (2.2 vs 2.0 m), the SERA car much wider than a standard 917K, the additional width shaped to minimize air flow disruption across the wheel openings.  The nose was shorter, as was the tail which used a deeper concave than the “fin” tail the factory had added in 1971.  Whatever the aerodynamic gains, compared to the lean, purposeful 917-K, it looked fat, stubby and vaguely porcine; back in Stuttgart, the Germans, never happy about losing to the French, dubbed it "the pig".  Initially unconvincing in testing, the design responded to a few tweaks, the factory content to enter it in a three hour event where it dominated until sidelined by electrical gremlins.  Returned to the wind tunnel, the results were inconclusive although suggesting it wasn't significantly different from a 917K and suffered from a higher drag than the 917-LH.  It was an indication of what the engineers had long suspected: the 917K's shape was about ideal.

Porsche 917-20, Le Mans, 1971.

For the 1971 Le Mans race, the artist responsible for the psychedelia of 1970 applied the butcher’s chart lines to the body which had been painted pink.  In the practice and qualifying sessions, the Pig ran in pink with the dotted lines but not yet the decals naming the cuts; those, in a font called Pretoria, being applied just before the race and atop each front fender was a white pig-shaped decal announcing: Trüfel Jäger von Zuffenhausen (the truffel hunter from Zuffenhausen); the Pink Pig had arrived.  Corpulent or not, in practice, it qualified a creditable seventh, two seconds slower than the 917-K that ultimately won and, in the race, ran well, running as high as third but a crash ended things.  Still in the butcher's shop livery, it's now on display in the Porsche museum.

Porsche 917-20, 1971.

Scuttlebutt has always surrounded the Pink Pig.  It's said the decals with the names of the cuts of pork and bacon were applied furtively, in the early morning of the race, just to avoid anyone asking they be removed.  Unlike the two other factory Porsches entered under the Martini banner, the Pink Pig carried no Martini decals, the rumor being that the Martini board refused to associate the brand with the thing.  Finally, although never confirmed by anyone, it's long been assumed the livery was created, not with any sense of levity but as a spiteful swipe at SERA although it may have been something light-hearted, nobody ever having proved Germans have no sense of humor.

Porsche 917KH, 1971.

Using the 917KH (Kurz (Short)), the factory team in 1970 gained Porsche its first outright victory in the Le Mans twenty-four classic.  In the following year's race, Martini Racing won using a 917KH with a similar specification, running this time in the standard corporate livery.  The refinements to the 917K's aerodynamic properties had tamed whatever idiosyncrasies remained from the fast but unstable original and with still could have been extracted from the enlarged flat-12 but with the FIA (Fédération Internationale de l'Automobile (International Automobile Federation)), international sport’s dopiest regulatory body, again changing the rules, the run in 1971 would prove to be the 917’s last official appearance at Le Mans.

Porsche 917-10, 1972.

Although the bloodless bureaucrats at the FIA probably thought they'd killed off the 917, there was still much potential to be exploited and Porsche now devoted the programme to the Can-AM (Canadian-American Challenge Cup), conducted on North American circuits for unlimited displacement sports cars.  Run under Group 7 regulations, what few rules there were mostly easy simultaneously to conform with while ignoring which it why the Can-Am between 1966-1973 is remembered as one of the golden eras of the sport.  Now turbocharged (as 917-10 & 917-30), in their ultimate form the cars were tuned in qualifying trim for some 1500 horsepower and raced usually with over 1000.  So dominant were the 917s that the previously successful McLaren team withdrew to focus on Formula One and there were doubts about the future of the series but as it turned out, the interplay of geopolitics and economics that was the first oil crisis meant excesses such as unlimited displacement racing was soon sacrificed.

Porsche 917K-81 (Kremer).

However, the 917 was allowed one final fling as an unintended consequence of rule changes for the 1981 sports car season which although never intended as a loophole through which the now ancient Porsche could pass, for one team the chance to again run the 917 at Le Mans proved irresistible.  The factory had retired the 917 after its win in the 1973 Can-Am, moving to the 936 platform for 1975 and while aware of the implications of the rule changes, weren't tempted by what they regarded a nostalgic cul-de-sac but Kremer Racing were intrigued and, with factory support, built a new 917 to Group 6 specifications (enclosed bodywork and a 5.0 litre flat-12), labeling it the 917K-81.  Using Kremer own aluminium spaceframe, at the 1981 Le Mans 24 hour it was fast enough to qualify in the top ten and run with the leaders until a suspension failure forced retirement (the car eventually classified: 38th, DNF (did not finish).  The pace displayed was sufficiently encouraging for the car to be entered in that year's 1000 km event at Brand Hatch where it proved fast but, lacking the factory support, also fragile and it again recorded a DNF.  That was the end of the line for the 917.

Cooper

Cooper (pronounced koo-per or koop-er)

(1) A person who makes or repairs casks, barrels, etc.

(2) A drink of half stout and half porter (obsolete).

1350–1400: From the Middle English couper (craftsman who makes barrels, tubs, and other vessels from wooden staves and metal hoops), which etymologists are convinced would have come from an Old English form but it has proved elusive.  Both the English words are almost certainly related to the Middle Low German kūper, the East Frisian kuperor and Middle Dutch cūper, from the Low German kupe (cask, tub, vat), from the Medieval Latin cūpārius, the construct being cūp(a) (cask or vat) + ārius. (from the The nominative neuter form -arium which, when appended to nouns, formed derivative nouns denoting a “place where things are kept”).

The meaning "craftsman who makes wooden vessels" was originally associated with the word couper, cooper a later construct of coop + er.  Coop is from the Middle English coupe & cupe, from the Old English cȳpe (basket; cask) or possibly the Middle Dutch cûpe (related to the modern Dutch kuip, Saterland Frisian kupe & Middle Low German kûpe), from the Old Saxon kûpa & côpa (cask), related to the Middle Low German kôpe, the Old High German chôfa & chuofa, the Middle High German kuofe, the modern German kufe (feminine form of cask), which most sources trace back to the Classical Latin cūpa & Medieval Latin cōpa (cask) although the OED has cast doubt on this etymology because of the mysterious umlaut in Old English cýpe.  The er agent (noun-formation) suffix is from the Middle English er & ere, from the Old English ere, from the Proto-Germanic ārijaz.  It’s thought a borrowing from the Latin ārius; cognate with the Dutch er and aar, the Low German er, the German er, the Swedish are, the Icelandic ari and the Gothic areis.  Related too are the Ancient Greek ήριος (ḗrios) and Old Church Slavonic арь (arĭ) and although synonymous, actually unrelated is the Old French or & eor (the Anglo-Norman variant is our) which is from the Latin (ā)tor, derived from the primitive Indo-European tōr.

As a surname, the name is attested from the late twelfth century, either from the unattested Old English or a Low German source akin to Middle Dutch cuper , East Frisian kuper, ultimate source the Low German kupe (which became kufe in German), cognate with the Medieval Latin cupa.  A now rare variation is hooper although it remains common as a surname.  Within the profession, a dry cooper makes casks to hold dry goods, a wet cooper those to contain liquids and a white cooper, pails, tubs, and the like for domestic or dairy use.  The surname Cowper is pronounced koo-per or koop-er everywhere except Australia which preserved the fifteenth century spelling but modified the pronunciation to cow-pah.  The Australian federal electorate of Cowper was created in 1900 as one of the original sixty-five divisions and is named after Sir Charles Cowper (1807–1875) who was on five occasions between 1856-1870 the premier of the colony of New South Wales (NSW), Australia.

The Maserati Formula 1 V12, 1956-1957 & 1966-1969

1954 Maserati 250F "short nose".

Remarkably, the three litre Maserati V12 used by Cooper to win Grand Prix races in 1966 & 1967 was an update (developed out of necessity) of a 2.5 litre engine used (once) in 1956.  Maserati’s new straight-six 250F had enjoyed a stunning start to its career, enjoying victories in the first two Grands Prix of the 1954 season but was soon eclipsed by the Lancia D50 and particularly the Mercedes-Benz W196, both with more powerful eight cylinder engines and advanced aerodynamics.

1955 Maserati 250F Streamliner.

Maserati responded and, taking note of the all-enveloping "streamliner" bodywork Mercedes-Benz used on the W196s used on the faster circuits, developed a quasi-enveloping shape, the emphasis wholly on reducing drag (downforce would attract the interest of a later generation).  For the slower tracks, there was also an aerodynamic refinement of the open-wheeler, the “long-nose” which proved such a success it would become the definitive 250F.  The more slippery shapes helped but the problem of the power deficit remained, the advanced Mercedes-Benz engine, built with the benefit of experience gained with the wartime aero engines, used fuel-injection and a desmodromic valve-train which permitted sustained high-speed operation.  Maserati’s engineers devoted time to devise a fuel injection system and borrowed an innovation from the roadsters built for the Indianapolis 500, an off-set installation of the engine in the chassis which permitted the driveshaft to be to run beside rather than beneath the driver, lowering the seat and thus improving both aerodynamics and weight-distribution.

1954 Maserati 250F "long nose".

Two grand prix wins in 1956 suggested progress was being made but, although Mercedes-Benz withdrew from racing after 1955, competition from other constructors was growing so Maserati turned its attention to both chassis and engine.  An all-new multi-tubular space-frame chassis was designed, lighter and stronger than its more conventional predecessor, it retained the double wishbone front and De Dion rear suspension and, perhaps surprisingly, the engineers resisted the more efficient and now well-proven disc brakes, the revised drums instead aided by enhanced cooling.  The new engine was not ready for 1956 so the straight-six was again fielded although the off-set layout was discarded.  The new chassis was called Tipo 2.

Maserati 250F Typo 2, Juan Manuel Fangio (1911–1995), German Grand Prix,  Nürburgring, 1957.

Developed specifically for the Tipo 2 was the V12, its twin camshafts driven by front-mounted gears with the novelty of the Weber carburetors being mounted between the camshafts.  Maintaining a Maserati tradition, a twin spark ignition system was fitted, the 24 spark-plugs fed by two sturdy magnetos, again gear-driven and linked by 24 individual coils.  In many ways the state of 1950s engineering art, the marvelously intricate 2.5 litre V12 produced 320 bhp at what was then a startling 12,000 rpm, an increase of 50 bhp over the 2.5 litre straight six.  With the V12 still being developed, the team started the 1957 season with the 250F Tipo 2 and the straight six.  The faithful six was reliable and proved powerful enough to prevail over the Ferraris and the cars which unexpectedly emerged as the most impressive competition, the British Vanwalls.  The season would be Maserati’s finest, Juan Manuel Fangio winning his fifth world championship (at the age of forty-five) and, had there been a constructors title (not awarded until 1958), Maserati would have taken that trophy too.  The season is remembered also for Fangio’s famous victory in the German Grand Prix at the Nürburgring, in which he broke the lap record ten times in twenty-two laps, the Tipo 2’s straight six clearly good enough.

1956 Maserati 250F Tipo 2 V12.

The success of the straight-six afforded the engineers a wealth of time thoroughly to develop the V12.  After early tests showed the power delivery, although impressive, was too brutal to deliver the flexibility needed in a racing car, attention was devoted to widening the torque curve.  Three Tipo 2 chassis were built for the V12 engine, one ready in time for the final Grand Prix of the year, the symbolically important home event, the Italian Grand Prix at Monza.  A redesigned gearbox housing again allowed an off-set mounting which, although improving weight distribution, made the body sit so low on the frame, two bulges had to be formed in the bonnet to clear the carburetor intakes.  It looked fast and it was.  However, in scenes reminiscent of the troubles suffered by the ferociously powerful Auto-Unions and Mercedes-Benz of the pre-war years, the 250F, although fast, suffered high tyre-wear, the rear tyres clearly not able long to endure the abrasive demands of 320 bhp.  Still, it had been an encouraging debut, even if a lubrication problem had prematurely ended the venture.

Lindsay Lohan in Mini Cooper, Mauritius, 2016.

Unfortunately, there would not for a decade be another chance to run the V12 in a Grand Prix.  Financially challenged, Maserati retired from international racing at the end of the 1957 season, the remaining 250Fs sold to privateers either with the straight six or as a rolling chassis.  How competitive a fully-developed Tipo 2 V12 might have been in 1958 will never be known but the credentials were there and, against the dominant Ferraris and Vanwalls, it would have been an interesting contest, the 1958 season the end of an era, the last year either the drivers’ or constructors’ championships would be won using front-engined cars.  On paper, the Maserati V12 was the most powerful engine fielded during Formula One’s 2.5 litre era.

Cooper-Maserati T81, Guy Ligier (1930–2015), Belgium Grand Prix, Spa-Francorchamps, 1967.

Although it did see some use in sports-car racing, the V12’s most (briefly) illustrious second life came when, in 1965, a doubling of engine displacement to three litres was announced for the next Formula One season.   This created a scramble for competitive engines and with renewed interest in the moth-balled V12, Maserati dusted-off the cobwebs.  Cooper adopted it and enjoyed early success with the advantage of being the first team running cars with a full three litres, the reliability of the old V12 adding another edge over others still shaking down their initially fragile new engines.

Cooper-Maserati T81b, Pedro Rodríguez (1940–1971),  German Grand Prix, Nürburgring, 1967.

Soon however, Cooper were running a decade-old design against much newer competition and the antiquity began to tell.  Although some updating had been done, early experiments with six and even a remarkable twelve carburettors quickly abandoned for the even by then de rigueur fuel injection, in that decade, several generations of engineering had passed and the V12 was looking pre-historic.  Unable to change anything fundamental, Maserati bolted on what it could, including 18-valve cylinder heads that added weight and complexity, but did little to narrow the widening gap.  Rumors of 24-valve heads and even three spark-plugs per cylinder never came to fruition but the did prompt some wry comments questioning the efficiency of Maserati's combustion chamber design if that many fires needed to be lit.  Maserati withdrew from Formula One during the 1968 season and Cooper soon followed.

Greenline

Greenline (pronounced green-lahyn)

(1) In Lebanon, a demarcation line which divided predominantly Christian East Beirut and the predominantly Muslim West Beirut, described during the civil war (1975-1990).

(2) In Cyprus, a demarcation line which divides the island between the Greek (south) and Turkish Cypriots (north), passing through the capital, Nicosia and described in 1974.

(3) In France, a demarcation line which divided the nation between the Nazi-occupied north (Zone nord) and the nominally independent (Vichy) south (Zone libre) and operative between 1940-1942 when the south was occupied and renamed Zone sud (Zone south) until the liberation of France in 1944.

(4) In Israel, the Armistice border, described in 1949 and following essentially the line of demarcation between the military forces of Israel and Egypt, Jordan, Lebanon & Syria at the conclusion of the 1948 Arab–Israeli War.  It served as the de facto borders of the State of Israel between 1949 and the Six-Day War (1967).

(5) Any similar demarcation line between two hostile communities.

(6) To ease access to services to residents in specific areas, particularly by designating such areas as suitable for real-estate lending and property insurance.

1942 (the first generally acknowledged use in this context): The construct was green +‎ line (and also used commonly as green-line & green line and often with an initial capital).  The noun green was from the Middle English adjective grene, from the Northumbrian groene (green in the sense of the color of healthy, living plants which were growing & vigorous and used figuratively also to convey the meaning "freshly cut" or (of wood) “unseasoned”), from the earlier groeni, from the Old English grēne, from the Proto-West Germanic grōnī, from the Proto-Germanic grōniz, from the primitive Indo-European ghre- (to grow) and was related to the North Frisian green, the West Frisian grien, the Dutch groen, the Low German grön, green & greun, the German grün, the Danish & Norwegian Nynorsk grøn, the Swedish grön, the Norwegian Bokmål grønn and the Icelandic grænn.  The Proto -Germanic grōni- was the source also of the Old Saxon grani, the Old Frisian grene, the Old Norse grænn and the Old High German gruoni.  Line was from the Middle English line & lyne, from the Old English līne (line, cable, rope, hawser, series, row, rule, direction), from the Proto-West Germanic līnā, from the Proto-Germanic līnǭ (line, rope, flaxen cord, thread), from the Proto-Germanic līną (flax, linen), from the primitive Indo-European līno- (flax).  It was influenced in Middle English by Middle French ligne (line), from the Latin linea.  Greenline & greenlining are nouns & verbs, greenliner is a noun, greenlined is a verb & adjective; the noun plural is greenlines.

Green lines: Lindsay Lohan in Inhabit striped tie-back tube-top with Linea Pelle braided belt.

Around the planet, there have been many “Greenlines”, “Green Lines” and “Green-Lines”, the term often applied to rail-transport corridors, shipping companies and the boundary lines of spaces designated as “green”, usually in the context of environmental protection.  However, the best recognized use is now probably that from geopolitics where a “greenline” is a line described on a map to draw a demarcation between two hostile communities.  Such lines have existed for centuries, formally and informally but the first use of the term is generally thought to be the line drawn in 1940 which divided France between the Nazi-occupied north (Zone nord) and the nominally independent (Vichy) south (Zone libre).  It was operative between 1940-1942 when the south was occupied and renamed Zone sud (Zone south) and that arrangement lasted until the liberation of France in 1944.  It’s not known what the color was on the line originally drawn but the one which reached the Foreign Ministry in Berlin for approval was green and still exists in the US national archives.

The Cyprus Greenline.

In the troubled decades since, there have been many green lines and one of the best known is also illustrative of some of the phenomena associated with the concept.  Since 1974, after a conflict which was the culmination of years of disputes, the island of Cyprus has been divided by a Greenline, the self-declared Turkish Republic of Northern Cyprus (the TRNC, recognized only by Republic of Türkiye) to the north and the Greek dominated Republic of Cyprus to the south.  The Greenline extends from east to west for 180 km (120 miles) and is a United Nations (UN) controlled buffer zone separating the two and constitutes almost 3% of the land mass.  The 1974 Greenline was actually an outgrowth, dictated by necessity, of a line drawn some ten years earlier in the capital, Nicosia, in response to communal violence and at certain places in the densely populated ancient city of Nicosia, the it’s now just a few metres across while at its widest point, it stretches 7.4 km (4.6 miles).  In most aspects of public administration the northern and southern zones function as separate states although during periods there is a remarkable degree of cooperation and a pragmatic sense of what it’s possible profitably to do without disturbing the status quo.  However, even at times of high stress, both sides continue to administer shared essential services, notably Nicosia’s sewerage system, the rationale being “you just can’t separate shit”.

A section of the Greenline which bisects Nicosia.

One thing the buffer zone has achieved is the creation of a significant wildlife refuge for many species and, like the exclusion zone declared after the meltdown at the Chernobyl nuclear power-plant in 1986, it has provided a habitat almost unique in Europe, its residents including the threatened Egyptian fruit bat, the endangered Mouflon sheep, the bee orchid, the Cyprus spiny mouse and the Eurasian thick-knee, a dwindling species of shorebird also known as a stone-curlew; all have multiplied in their new home.  Surveys have revealed the space has also become an important stopover and staging area for the migratory birds which use Cyprus during their spring and fall flights, buzzards, ospreys, harriers and the Northern lapwing (long in decline in Europe) all regular visitors.  Being a buffer zone, humans are excluded from the area but there are moves to extend environmental protection to the fragile areas directly beyond the borders as part of a plan to develop ecotourism and agritourism, producing and marketing “green” food from the area.  However, environmental awareness among Cypriots remains patchy and illegal dumping and poaching within the buffer zone remains prevalent.

The Museum of Barbarism, 2 Sehit Murruvet Ilhan Sok. Kumsal, Nicosia, Cyprus.

The Museum of Barbarism lies on the Turkish side of Nicosia just across a border crossing on the Greenline.  Essentially a static installation, frozen in both time and place, it's said to remain in almost exactly the same state as it was was found on Christmas Day, 1974.  The provided narrative states that on 24 December, Greek Cypriot irregulars forcibly entered the house of Dr Ilhan, a Major in the Turkish army who was that night on duty and in another place.  It's claimed the Doctor's wife, three children and a neighbor were killed by machine gun fire, six others seriously injured.

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.  Quadraphonic is a noun and adjective.

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.

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 Beatle (lead guitarist) George Harrison's (1943–2001) Jaguar E-Type (right).  These two users presumably listened to different music although the player hardware was the same.  All four Beetles had the players fitted in their cars and Harrison is pictured here stocking his 14-disk stack. 

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 LE (not badged as a Monaro although all seem still to use the name), in metallic crimson with gold pin striping, fake (plastic) aluminium wheels, fake (plastic) burl walnut trim and crushed velour (polyester) upholstery; in the 1970s, this was tasteful.  Not designed for the purpose, the eight-track cartridge player crudely was bolted to the console but 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.  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 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.      

1971 Holden HQ Monaro LS 350

The overwrought and bling-laden Holden HX 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” (so named in the US for many reasons), it was rare for a facelift to improve the original.  The 1971 HQ Holden was admired for an austerity of line and fine detailing; what followed over three subsequent generations lacked that restraint.