Heckflosse

Heckflosse (pronounced hek-flos or hek-floss-ah (German))

A nickname for the Mercedes-Benz W111 & W112 sedans produced between 1959 and 1968 (1961-1971 for the coupés and cabriolets with the abbreviated fin) and usually translated in English as “fintail”.

1959: A compound word in modern German, Heck (rear; back) + Flosse (fin).  As a surname, Heck (most common in southern Germany and the Rhineland) came from the Middle High German hecke or hegge (hedge), the origin probably as a topographic name for someone who lived near a hedge.  The link with hedges as a means of dividing properties led in the Middle Low German to heck meaning “wooden fencing” under the influence of the Old Saxon hekki, from the Proto-West Germanic hakkju.  In nautical slang heck came to refer to the “back of a ship” because the position of the helmsman in the stern was enclosed by such a fence and from here it evolved in modern German generally to refer to "back or rear".  Flosse is obscure but was probably related to the Middle English and Old English finn, the Dutch vin, the Low German finne and the Swedish fena.  Because all German nouns are capitalized, Heckflosse is correct but in English, where it's treated as a nickname, heckflosse is common. 

The (low) rise and (gradual) fall of the Mercedes-Benz tail-fin

Lindsay Lohan examining the damage to a 2009 (fifth generation) Maserati Quattroporte leased by her father, the impact suffered in a minor traffic accident while her assistant was at the wheel, Los Angeles, 2009.  Lindsay Lohan understands the functionality of Peilstege.

Chrysler in 1957 really did claim their tail-fins were not mere decorations but "stabilizers" designed to move the centre of pressure rearward.  Although designed during Detroit’s tail-fin craze during the mid-late 1950s, Mercedes-Benz always claimed the Heckflosse (tail-fins), introduced in 1959, weren’t mere stylistic flourishes but rather Peilstege (parking aids or sight-lines (literally "bearing bars")), the construct being peil-, from peilen (take a bearing; find the direction) + Steg (bar) which marked the extent of the bodywork, this to assist while reversing.  It's never been clear if this interpretation existed during the design process or was applied retrospectively in response to criticism after the debut but by 1960, even in the US where fins has assumed absurd proportions, the fad was fast fading.  As a cultural artefact, the distinctiveness of the Heckflosse made them a staple for film-makers crafting the verisimilitude of the 1960s high cold war, just as the big 600s from the same era are used still when wealth or evil needs to be conveyed.

1963 Mercedes-Benz 300 SE Lang (Long) (W112).

Although on a longer wheelbase than the standard 300 SE, the model designation remained the same, the SEL nomenclature not appearing until the subsequent (W109) 300 SEL (1965).  The additional framing around the badge appeared only on some early-build models and was a unique embellishment although the 300 SE, by German standards "dripped with chrome".  The chrome trim attached to the tail-fins on the 300 SE and the most expensive of the W111 range (220 S & 220 SE) wasn't fitted to the 220 or the cheaper W110 models and in a quirk of production-line economics, it transpired it was more expensive (ie labor intensive) not to fit the trim because of the additional finishing required.  The alpha-numeric soup of model designations which proliferated from the late 1960s started as something almost logical (ie a 300 used a 3.0 litre engine, a 220 a 2.2 etc) but as new product lines emerged, anomalies increased until, in the early 1990s, it was re-organized although the new system would generate its own inconsistencies and eventually the number often had only a vague relationship with engine displacement.

Heckflosse assembly line, Stuttgart, Germany, 1962.

The Heckflosse was one of the first cars to include in its design the concept of the “safety cell”, a passenger compartment designed to protect the occupants in the case of impacts or roll-overs, the structures to the front and rear (ie the engine bay and luggage compartment) essentially “sacrificial”.  This idea was the ancestor of the modern “crumple zone” in which the front and rear compartments were designed to deform upon impact rather than retaining structural integrity, the object being to absorb and dissipate the energy generated in a crash, preventing it reaching the passengers.  The concept was not new, having for generations been a part of naval architecture, warships using what designers dubbed the “armored citadel”: a kind of “box” containing the vital machinery and magazine (ammunition), the structure created by the armoured deck, waterline belt, and the transverse bulkheads.  While this design didn’t make warships “unsinkable”, it did make them harder to sink and there have been ships which have had their whole bow & stern blown off yet have remained afloat, able to be towed back to port.

1961 GAZ-13 Chaika (Seagull) (1959-1981, from the Soviet Union, left), Sunbeam Alpine (1959-1968, from the United Kingdom, centre) and 1961 Chrysler Imperial Crown Windsor (from the US, right).  There's long been much comment about the Heckflosse's fins (only the factory called them Peilstege) being a unexpected concession to a styling fad but they do need to be compared with what was happening not only on both sides of the Atlantic but in Moscow too.

1957 Ford Thunderbird.  Fin-wise, the closest comparison to the Heckflosse was probably the 1957 Ford Thunderbird which, compared with what Chrysler and General Motors (GM) were doing at the time, was quite restrained.  Genuinely, the fins on the Thunderbird were functional as Peilstege.

On 1 October 1966, Heckflosses were part of the small motorcade in which, having served the twenty year sentences they were lucky to receive from the International Military Tribunal (IMT) at the first Nuremberg Trial (1945-1946), war criminals Albert Speer (1905–1981; Nazi court architect 1934-1942; Nazi minister of armaments and war production 1942-1945) and Baldur von Schirach (1907-1974; head of the Hitlerjugend (Hitler Youth) 1931-1940 & Gauleiter (district party leader) and Reichsstatthalter (Governor) of Vienna 1940-1945) were driven from Spandau prison in Berlin.  The next day he boarded a Pan-Am Boeing 727 for a flight to Hanover, his first time on a jet aircraft because in 1945 permission had been denied (ostensibly on security grounds) for him to go on a test flight in one of the two-seater Messerschmitt Me-262s built for training.  Like many aspects of his life after release, the THF-HAJ flight had been planned while in Spandau, Speer particularly taken with the 727 because he'd so often seen it during its final descent while tending the prison grounds which he'd transformed into a landscaped park.

1971 Mercedes-Benz 280 SE 3.5 Coupé (1969-1971).

On the sedans, the uncharacteristic exuberances were left undisturbed until production ended in 1968 although the line was restricted to a line of lower cost utilitarian models after 1965.  The coupé and cabriolet were introduced in 1961 and lasted a decade; truncating the Heckflosse, they achieved an elegance of line Mercedes-Benz has never since matched but then, few have.

1969 Mercedes-Benz 300 SEL 6.3 (W109, 1968-1972).

By 1965, on the W108 and W109 (1995-1972 and which replaced the more expensive W111 models & all the W112 sedans), the fins, those barely discernible, still existed, the factory noting the contribution to structural rigidity, adding strength without the increase in weight the use of other techniques would have imposed.

1978 Mercedes-Benz 450 SLC 5.0 (C107, 1977-1981).

Advances in metallurgy and engineering meant achieving the required strength became possible even without additional curvature in the metal and in 1971 the R107 (roadster 1971-1989) and C107 (coupé 1971-1981) debuted with the rear surface an uninterrupted flat plane.

1978 Mercedes-Benz 450 SEL 6.9 (V116, 1975-1980).

Despite that, a year later, the W116 sedans (1972-1980) were released with the most vestigial of fins.  The retention of styling elements between generations is not unusual, the second generation Range Rover reprising the earlier model’s distinctive hood creases, even though no longer a structural necessity.  Because there was uncertainty around whether US regulators would outlaw convertibles, no coupé or cabriolet version of the W116 was developed which is why a LWB coupé version of the R107 SL was released (as the C107 SLC) and the R107 lasted an impressive 18 years, not replaced until 1989. 

The Heckflosse as rally and race car

Mercedes-Benz 220 SE, Monte Carlo Rally, 1960.

To those accustomed to how things are done in the modern WRC (World Rally Championship) or have memories of the marvellous Group B cars of the 1980s (a category which enthralled everybody except the clipboard crew at the FIA (Fédération Internationale de l'Automobile (the International Automobile Federation)) which, being international sport’s dopiest regulatory body, of course outlawed the things) it will seem improbable the Heckflosse would have been a successful rally car but the record was illustrious.  It’s best remembered for the 220 SE which won the 1960 Monte Carlo Rally but there were many other successes including the 1961 Algiers-Cape Town Central Africa Rally, an arduous event of some 13,500 kilometres (8400 miles) conducted over several weeks on a route from Cape Town to Algiers (a 190 D (a diesel-engined W121 “pontoon” rather than a Heckflosse) had won in 1959 which proved it was a rally which didn’t rely solely on speed).  First run in 1951 and based on an event staged in 1930, in 1956 a Fiat 1100 and a Ford Ranch Wagon V8 (two vehicles most unalike) had tied for first place, the latter driven by Elon Musk's (b 1971) maternal grandfather, chiropractor Joshua Norman Haldeman (1902–1974), who was an interesting character.

Mercedes-Benz factory rally team (part of the competition department, scaled down since the withdrawal from top-flight Formula One and sports car racing after 1999),  Acropolis Rally, 1963.

The most prestigious African rally was the East African Safari and a Heckflosse 220 SE won in 1961, following victories by 219s the previous two years. The 219 (W105, 1956-1959) was a curious anomaly among the post-war Mercedes-Benz saloons in terms of both nomenclature and engineering.  Using a “mix & match” approach which had been part of the transportation business even before things became motorized, the 219 used the 2.2 litre six-cylinder engine familiar in the various 220s (W128 & W180) but mounted it on the shorter “pontoon” platform used by the 4-cylinder 180 & 190 (W120 & W121) variants, the sacrificed length all accounted for by the shorter rear-doors (and thus wheelbase).  It was one of the more elaborate “de-frilling” exercises seen around the world, the variations including a lower cost version of an existing model (Citroën ID vs DS or Chevrolet’s Biscayne vs the Bel Air & Impala) or an existing body with a smaller engine substituted (Humber Hawk vs Super Snipe).  The 219’s designation was unusual in that it was the only occasion the familiar three numerals featured something other than a “0” as the last digit and it’s notable also because the factory, in a blatant attempt to evade the taxes levied on cars with 2.2 litre engines, slightly reduced the displacement.  The FRG (Bundesrepublik Deutschland (Federal Republic of Germany; the old West Germany) 1949-1990) government must have decided this was “un-German” trickery (dieselgate was decades away) because eventually they informed Daimler-Benz the 219 would be taxed as a 2.2 litre vehicle,  This brought production to an end because the effect of the tax increase would have negated the advantage the 219 had enjoyed.

The winning Mercedes-Benz 300 SE, Spa-Francorchamps 24 Hour, 1964.  Note the absence of the chrome trim which usually adorned the W112, the same weight-saving measure not always applied to the rally cars.

Although not obviously a machine built for the circuits, the Heckflosse did win enjoy success on the tack, a 220 SE in 1961 winning the second Armstrong 500 in Australia, the event which became the annual Bathurst 1000.  It was even less obviously a rally car but the 220 SE enjoyed a remarkable record in the Poland Rally, winning four successive titles between 1960-1964 and the car also won the 1962 Liège-Sofia-Liège, the factory taking the title in the same event in 1963 with the new 230 SL (the W113 “Pagoda”, 1963-1971).  The Heckflosse also won the Acropolis Rally in two successive years, a 220 SE taking the chequered flag in 1962 and a 300 SE (W112) the following year.  The 300 SE was very much a luxury model which used the then still novel engineering of air suspension which provided a smooth ride but added to weight and complexity, neither quality sought by teams using cars in competition although the system did have the advantage of permitting ground clearance easily to be adjusted; to compensate for the added mass, the 300 SE used a variant of the 3.0 litre straight-6 from the 300 SL (W198; 1954-1963) Gullwing and roadster, a powerful, robust unit.  However, by 1963 it was obvious the days of the big sedans being effective rally cars was drawing to a close; the greater power of the 300 SE had permitted the Heckflosse quite an Indian summer but the immediate future clearly belonged to lighter, more nimble machines such as the Alfa Romeo Giulia, Mini Cooper, Saab 96 and Volvo 122.

Ewy Rosqvist with 220 SE Heckflosse.

However, whether on the circuits or the rally course, there was in the early 1960s nothing unusual about men winning trophies.  What was special came on 4 November 1962 when two Swedish women (driver Ewy Rosqvist (1929–2024) & co-driver Ursula Wirth (1934–2019)), in a 220 SE Heckflosse, won the sixth Argentine Turismo Standard Grand Prix, conducted over five days and a distance of 4,625 km, (2,874 miles) on some of the country’s most gruelling and mountainous roads.  Not only did the women win the long-distance event, the dominated it, for the first time, a single vehicle won in succession all six stages of the Grand Prix and in doing so they set a new race record.  To rub it in, all other competitors were men.

220 SE Heckflosse with spotter plane above.

Working as a veterinary assistant travelling between remote farms, Ewy Rosqvist was brought up on a diet of twisty, often icy roads of dubious quality and it was on those she learned the finer points of rally-style driving, travelling sometimes up to 200 km (125 miles) in a day.  With animals to care for, speed was required (in her bag was often some “time-critical” bull semen) and she took to keeping a log-book in which she recorded how long it took to go from one farm to the next; these entries she regarded as her “lap times”.  Later, she would recall the “unpaved roads, gravel paths and farm roads” with some gratitude because they honed techniques which proved good enough for her to win several European rally championships; she called her memoir Fahrt durch die Hölle (Driving through Hell (1963)).

Victory celebrations: Ewy Rosqvist (left) with Ursula Wirth (right).  Between them stands Mercedes-Benz team manager Karl Kling (1910–2003) who was a member of the Formula One team in 1954-1955.

Although Daimler-Benz were not unaware of the publicity which would be generated by having a women driving for their competition department, when in 1962 the factory offered her a seat in the Mercedes-Benz works team, genuinely she was appointed on merit and in South America she justified her place.  The team had appeared in Argentina with a four-car entry for the Turismo Standard Grand Prix (two 220 SEs (W111) and two 300 SEs (W112)) and the operation was run with the sort of thoroughness which had characterized their Grand Prix campaigns in the 1930s & 1950s and, given the conditions encountered, it was just as well: of the 286 vehicles which started only 43 finished.  Immediately the women made an impression by winning the first stage and they repeated the feat on the subsequent five, eventually finishing three hours ahead of the second-placed Volvo and setting a new record average speed of 126.87 km/h (78.84 mph).  Undeniably, the women were the most glamorous and photogenic in the field and they captured the country’s imagination, German language newspaper Freie Presse (published in Buenos Aires) reporting: “It was not the Cuban missile crisis, but rather the two blondes from Scandinavia who dominated the headlines in the country’s daily newspapers.”

Argentine Turismo Standard Grand Prix, 1962.

Honeymoon

Honeymoon (pronounced huhn-ee-moon)

(1) A trip taken by a newly married couple.

(2) A period of a month or so immediately after a marriage.

(3) By extension, any period of blissful harmony.

(4) Any new relationship characterized by an initial period of harmony and goodwill.

(5) In politics, as honeymoon period, a period of heightened popularity enjoyed by a new leader or government.

(6) To spend one's honeymoon (usually followed by in or at); to take a honeymoon.

(7) As second (and presumably third and beyond) honeymoon, a holiday which is intended to capture something of the feeling of the first. 

1540–1450: A compound word, the construct being honey + moon, from the earlier hony moone (though most etymologists suspect that in the oral tradition it was much older).  Honeymoon may be compared with the Middle Low German suckermânt (honeymoon (literally “sugar-month”) and the German Low & German Hönnigweken (honeymoon (literally “honey-weeks”). The German Honigmond, the French lune de miel and the Turkish balaki are all calques of the English term and one intriguing German variation is the plural flitterwochen, the construct being flitter (tinsel) + wochen (week), presumably an allusion to the insubstantial and fleeting nature of a couple’s early affections.  Babymoon and family moon were constructions in line with the original cynical sense of honeymoon the idea that the joy brought by a new-born soon fades as the demands of parenthood become apparent.  Honeymoon is a noun, verb & adjective, honeymooner a noun, honeymooning a noun, verb & adjective and the (simple past tense and past participle) honeymooned is usually a verb but can be applied adjectivally; the noun plural is honeymoon.  As a modifier it’s associated with forms such as honeymoon suite, honeymoon cottage etc.

The pre-900 honey (a viscous, sweet fluid produced from plant nectar by bees and often used to sweeten tea or to spread on baked goods and (by extension) used often to describe anything literally sweet, smooth or in some way desirable (animal, vegetable or mineral)) was from the Middle English hony &  honi, from the Old English hueng & huniġ, from the Proto-West Germanic hunag, from the Proto-Germanic hunagą (related to the Old Norse hunang, the Old Saxon hanig, the West Frisian hunich and the German Honig), from the earlier hunangą (related to the Swedish honung), from the primitive Indo-European kn̥honk-o-s, from kn̥hónks. It was cognate with the Middle Welsh canecon (gold), the Latin canicae (bran), the Tocharian B kronkśe (bee), the Albanian qengjë (beehive), the Ancient Greek κνῆκος (knêkos) (safflower; yellowish), the Northern Kurdish şan (beehive), the Sanskrit kánaka- (gold) and the Northern Luri گونج‎ (gonj) (Bee).  Honey has been productive in English phraseology and word creation including honeybee, honeybun, honeycreeper, honeydew, honeyeater, honeypot & honeysucker.  The alternative spelling was hunny.

The pre-900 moon (with an initial capital the Earth's only permanent natural satellite and without, the technical term to describe other such bodies in the universe) was from the Middle English mone, from the Old English mōna (moon), from the Proto-West Germanic mānō, from the Proto-Germanic mēnô (moon), from the Gothic mena, from the primitive Indo-European mḗhn̥s (moon, month), probably from meh- (to measure).  It was akin to the Old Frisian mōna, the German Mond (moon), the Latin mēnsis (month), the Ancient Greek mḗnē (moon) and the Sanskrit māsa (moon, month).  Poetically, it refers to a month, particularly a lunar month, a measure of time used by pre-modern cultures, surviving in modern use as “many moons” (a long time).  In cartomancy, the moon is the thirty-second Lenormand card and since the emergence of crypto-currencies has been used to describe a rapid increase in value of a coin or token.  Moon has been productive in English phraseology and word creation including ask for the moon, blood moon, blue moon, moonbounce, moonbow, moonless, moonlet, moonstruck, moonwake, moonwalk & moonsick.

Lindsay Lohan on honeymoon at the Bodrum EDITION on the Turkish Riviera, July 2022.  The choice of orange and blue swimwear may not have been in memory of the Gulf livery in which Ford GT40s (left) & Porsche 917s (right) raced during the 1960s & 1970s but both were good choices.

In English, although honeymoon always denoted the period of time following a wedding, the idea now is honey in the sense of sweetness, the first fine careless rapture of love, the happy time in a marriage before reality bites.  However, the original reference was a more cynical reference to that first affection waning like the moon.  Fortunately, the later (attested since 1546), more romantic interpretation prevailed and the meaning is now (1) the first month after marriage", which tends to be the sweetest or (2) dating from circa 1800, the holiday the couple take immediately after the ceremony which, for some, will also be the consummation.  The timing of that consummation could be significant, some claiming (though the evidence is slight) that the honeymoon is a relic both of (1) the old tradition of elopement and (2) marriage by capture, both practices during which the couple (happy and not) went into hiding to avoid reprisals from relatives, the plan being that by the end of the month, the woman would be with child, thus rendering the marriage immune from annulment by the Church.  Whatever the origin, the tradition of a honeymoon crossed the English Channel, known from the 1820s in France as the voyage à la façon anglaise (English-style voyage).  Whether by coincidence or as a product of opportunistic commerce, the adoption on the continent became part of the new industry of (relatively) low-cost mass tourism and honeymoon tours (sometimes in groups) were among the first examples of packaged tourism where transportation, accommodation and sight-seeing were bundled and sold at a fixed price.

1958 Rolls-Royce Silver Cloud I “Honeymoon Express”, the name gained from the configuration of the coachwork: a two-seater with an unusually capacious boot (trunk).  English coachbuilders Freestone & Webb (F&W, 1923-1963) constructed three Honeymoon Express cars, two Rolls-Royce & one Bentley, one of each featuring the tail fins.  In the US, vastly more extravagant fins were at the time a thing as Detroit (actually mostly General Motors (GM) and Chrysler) went through its macropterous phase but, in dimensions and curvature, F&W's interpretation was closer to those on the Mercedes-Benz heckflosse (W112 & W112, 1959-1968) and well sort of what appeared on the three Alfa Romeo “BAT” cars (1955, 1956 & 1957). 

A most attractive tale from ancient Babylonia, though not one all historians accept is that upon marriage, a bride’s father would supply all the “honey kash” (a type of beer to which honey and sweet herbs were added) the groom could drink for one month after the wedding and, because the calendar was lunar based, this month was referred to as the “honey moon”.  Many anthropologists too doubt the story but Persian does have the similar ماه عسل (Māh-e Asal) ("month of honey" or "moon of honey").  Just as the Medieval period was a source of many Greek “myths” reputedly from antiquity, in the nineteenth century, encouraged by the popularity the works of Richard Wagner (1813-1883) had lent to the Norse legends, new “legends” were created, one borrowing from Ancient Babylonia and claiming the source of honeymoon was the “custom of the higher order of the Teutones to drink Mead (or Metheglin, a beverage brewed with honey and, in genuine Norse mythology, the nectar the Valkyries serve in Valhalla to the fallen warriors), for thirty days after every wedding.  Long discredited by historians, the fanciful tale still occasionally is quoted.

The high priest of Haitian voodoo, Max Beauvoir (1936-2015) and a relief painting depicting a voodoo ceremony, Port au Prince, Haiti, February 2010.  Mr Beauvoir was a biochemist before succeeding his grandfather as a Voodoo priest, attaining eventually the title of Supreme Servitur (supreme servant), one of the high titles in the Voudou priesthood.

In December 1975, Bill and crooked Hillary Clinton spent part of their honeymoon in Port-au-Prince, Haiti.  The honeymoon seems to have been a success although in his autobiography, Mr Clinton did note the “…most interesting day of the trip…” was when they both witnessed a voodoo ceremony conducted by voodoo-priest Max Beauvoir, the highlight apparently when a woman bit the head off a live chicken.  Helpfully, Mr Beauvoir also gave the honeymooners what Mr Clinton described as a "…brief course in voodoo theology" (and since that day, crooked Hillary Clinton has never denied practicing voodoo).  Mr Clinton described the rituals:

"After several minutes of rhythmic dancing to pounding drums, the spirits arrived, seizing a woman and a man.  The man proceeded to rub a burning torch all over his body and walk on hot coals without being burned.  The woman, in a frenzy, screamed repeatedly, then grabbed a live chicken and bit its head off.  Then the spirits left and those who had been possessed fell to the ground."

He added that the experience had profoundly transformed his understanding of God and human nature, the way “…different cultures try to make sense of life, nature, and the virtually universal belief that there is a nonphysical spirit force at work in the world."  "The Lord works in mysterious ways" he added.

Heptadecaphobia

Heptadecaphobia (pronounced hepp-tah-dech-ah-foh-bee-uh)

Fear of the number 17.

1700s: The construct was the Ancient Greek δεκαεπτά (dekaepta) (seventeen) + φόβος (phobos).  The alternative form is septadecaphobia, troubling some the purists because they regard it as a Greek-Latin mongrel, the construct being the Latin septem (seven) + deca, from the Latin decas (ten), from the Ancient Greek δεκάς (dekás) (ten) + the Ancient Greek φόβος) (phobos) (fear).  Heptadecaphobia deconstructs as hepta- “seven” + deca (ten) + phobos.  The suffix -phobia (fear of a specific thing; hate, dislike, or repression of a specific thing) was from the New Latin, from the Classical Latin, from the Ancient Greek -φοβία (-phobía) and was used to form nouns meaning fear of a specific thing (the idea of a hatred came later).  Purists use the spelling heptadekaphobia to avoid the mix.

Just because a “fear of a number” is listed somewhere as a “phobia” doesn’t mean the condition has much of a clinical history or even that a single case is to be found in the literature; many may have been coined just for linguistic fun and students in classics departments have been set assessment questions like “In Greek, construct the word meaning “fear of the number 71” (the correct answer being “hebdomekontahenophobia”).  Some are well documented such as tetraphobia (fear of 4) which is so prevalent in East Asia it compelled BMW to revise the release strategy of the “4 Series” cars and triskaidekaphobia (fear of 13) which has such a history in the West it’s common still for hotels not to have a thirteenth floor or rooms which include “13”, something which in the pre-digital age was a charming quirk but when things were computerized added a needless complication.  The use of the actual number is important because in such a hotel the “14^th” floor is of course the 13^th (in the architectural sense) but there’s little to suggest there’s ever been resistance from guests being allocated room 1414.

Some number phobias are quite specific: Rooted in the folklore of Australian cricket is a supposed association of the number 87 with something bad (typically a batter being dismissed) although it seems purely anecdotal and more than one statistical analysis (cricket is all about numbers) has concluded there's nothing “of statistical significance” to be found and there’s little to suggest players take the matter seriously.  One English umpire famously had “a routine” associated with the score reaching a “repunit” (a portmanteau (or blended) word, the construct being re(eated) +‎ unit) (eg 111, 222, 333 etc) but that was more fetish than phobia.

No fear of 17: Some Lindsay Lohan Seventeen magazine covers.  Targeted at the female market (age rage 12-18), the US edition of Seventeen is now predominately an on-line publication, printed only as irregular "special, stand-alone issues" but a number of editions in India and the Far East continue in the traditional format. 

Other illustrative number phobias include oudenophobia (fear of 0), (trypophobia (fear of holes) said to sometimes be the companion condition), henophobia (fear of 1) (which compels sufferer to avoid being associated with “doing something once”, being the “first in the group” etc), heptaphobia (fear of 7) (cross-culturally, a number also with many positive associations), eikosiheptaphobia (fear of 27) (a pop-culture thing which arose in the early 1970s when a number of rock stars died messy, drug-related deaths at 27), tessarakontadyophobia (fear of 42) (which may have spiked in patients after the publication of Douglas Adams’ (1952–2001) Hitchhiker's Guide to the Galaxy (1979-1992), enenekontenneaphobia (fear of 99) (thought not related to the Get Smart TV series of the 1960s), tetrakosioeikosiphobia (fear of 420) (the syndrome restricted presumably to weed-smokers in the US), the well-documented hexakosioihexekontahexaphobia (fear of 666), heftakosioitessarakontaheptaphobia (fear of 747) (though with the withdrawal from passenger service of the tough, reliable (four engines and made of metal) Boeing 747 and their replacement by twin-engined machines made increasingly with composites and packed with lithium-ion batteries, a more common fear may be “not flying on a 747”).  Enniakosioihendecaphobia (fear of 911) (presumably, in the US, sometimes a co-morbidity with tetrakosioeikosiphobia or suffered by those with a bad experience with a pre-modern Porsche 911 which, in inexpert hands, could behave as one would expect of a very powerful Volkswagen Beetle) and the rare condition nongentiseptuagintatrestrillionsescentiquinquagintanovemmiliacentumtredecimdeciesoctingentivigintiquattuormiliatrecentiphobia (fear of 973,659,113,824,315) (that one created presumably by someone determined to prove it could be done). There’s also compustitusnumerophobia (fear of composite numbers), meganumerophobia (fear of large numbers), imparnumerophobia (fear of odd numbers), omalonumerophobia (fear of even numbers), piphobia (fear of pi), phiphobia (fear of the golden ratio), primonumerophobia (fear of prime numbers), paranumerophobia (fear of irrational numbers), neganumerophobia (fear of negative numbers) and decadisophobia (fear of decimals).  The marvellous Wiki Fandom site and The Phobia List are among the internet’s best curated collection of phobias.

The only one which debatably can’t exist is neonumerophobia (fear of new numbers) because, given the nature of infinity, there can be no “new numbers” although, subjectively, a number could be “new” to an individual so there may be a need.  Sceptical though mathematicians are likely to be, the notion of the “new number” has (in various ways) been explored in fiction including by science fiction (SF or SciFi) author & engineer Robert A Heinlein (1907–1988) in The Number of the Beast (1980), written during his “later period”.  More challenging was Flatland: A Romance of Many Dimensions by English schoolmaster & Anglican priest Edwin Abbott Abbott (1838–1926) which was published under the pseudonym “A Square”, the layer of irony in that choice revealed as the protagonist begins to explore dimensions beyond his two-dimensional world (in Victorian England).  Feminists note also Ursula K Le Guin’s (1929–2018) The Left Hand of Darkness (1969) in which was created an entirely new numerical system of “genderless" numbers”.  That would induce fear in many.

Lindsay Lohan's cover of Edge of Seventeen appeared on the album A Little More Personal (2005).  Written by Stevie Nicks (b 1948), it appeared originally on her debut solo studio album Bella Donna (1981).

In entymology, there are insects with no fear of the number 17.  In the US, the so-called “periodical cicadas” (like those of the genus Magicicada) exist in a 17 year life cycle, something thought to confer a number of evolutionary advantages, all tied directly to the unique timing of their mass emergence: (1) The predator satiation strategy: The creatures emerge in massive numbers (in the billions), their sheer volume meaning it’s physically impossible for predators (both small mammals & birds) to eat enough of them to threaten the survival of the species. (2) Prime number cycles: Insects are presumed to be unaware of the nature of prime numbers but 17 is a prime number and there are also periodic cicadas with a 13 year cycle.  The 13 (Brood XIX) & 17-year (Brood X) periodic cicadas do sometimes emerge in the same season but, being prime numbers, it’s a rare event, the numbers' least common multiple (LCM) being 221 years; the last time the two cicadas emerged together was in 1868 and the next such event is thus expected in 2089.  The infrequency in overlap helps maintain the effectiveness of the predator avoidance strategies, the predators typically having shorter (2-year, 5-year etc) cycles which don’t synchronize with the cicadas' emergence, reducing chances a predator will evolve to specialize in feeding on periodical cicadas. (3) Avoidance of Climate Variability: By remaining underground for 17 years, historically, periodical cicadas avoided frequent climate changes or short-term ecological disasters like droughts or forest fires. The long underground nymph stage also allows them to feed consistently over many years and emerge when the environment is more favorable for reproduction.  Etymologists and biological statisticians are modelling scenarios under which various types of accelerated climate change are being studied to try to understand how the periodic cicadas (which evolved under “natural” climate change) may be affected. (4) Genetic Isolation: Historically, the unusually extended period between emergences has isolated different broods of cicadas, reducing interbreeding and promoting genetic diversity over time, helping to maintain healthy populations over multiple life-cycles.

No 17^th row: Alitalia B747-243B I-DEMP, Johannesburg International Airport, South Africa, 2001.

There are a variety of theories to account for the Italian superstition which had rendered 17 the national “unlucky number” but it does seem to be due primarily to a linguistic and symbolic association from ancient Rome.  The most accepted explanation is that in Roman numerals 17 is XVII which, anagrammatically, translates to VIXI (Latin for “I have lived” (the first-person singular perfect active indicative of vīvō (to live; to be alive)), understood in the vernacular as “my life is over” or, more brutally “I am dead”.  It was something which appeared often on Roman tombstones, making an enduring record which ensured the superstition didn’t have to rely on collective memory for inter-generational transfer.  That would have been ominous enough but Romans noted also that Osiris, the Egyptian god of, inter alia, life, death, the afterlife and resurrection, had died on the 17^th day of the month, 17 thus obviously a “death number” to the logical Roman mind and the worst 17^th days of the month were those which coincided with a full moon.  The cosmic coincidence was an intensifier in the same sense that in the English-speaking world the conjunction leading to a Friday falling on the 13^th makes the day seem threatening.  Thus, just as in some places hotels have neither 13^th floor or rooms containing “13”, in Italy it’s “17” which is avoided although not having a row 17 in its airliners didn’t save Alitalia (Società Aerea Italiana, the now-defunct national carrier) from its COVID-era demise.  Of course not labelling a row or floor “13” or “17” doesn’t mean a 13^th or 17^th something doesn’t exist, just that it’s called “14” or “18” so it’s the symbolic association which matters, not the physical reality.  Mashing up the numerical superstitions, that 17 is an “unlucky number” shouldn’t be surprising because it’s the sum of 13 + 4, the latter being the most dreaded number in much of East Asia, based on the pronunciation resembling “death” in both Chinese and Japanese.

In automotive manufacturing, there was nothing unusual about unique models being produced for the Italian domestic market, the most common trick being versions with engines displacing less than 2.0 litres to take advantage of the substantially lower tax regime imposed below that mark.  Thus Ferrari (1975-1981) and Lamborghini (1974-1977) made available 2.0 litre V8s (sold in RoW (rest of the world) markets variously in 2.5 & 3.0 litre displacements), Maserati a 2.0 V6 (usually a 3.0 in the Maserati Merak (1972-1983) although it appeared in 2.7 & 3.0 litre form in the intriguing but doomed Citroën SM (1970-1975)) and Mercedes-Benz created a number of one-off 2.0 litre models in the W124 range (1974-1977) exclusive to the Italian domestic market (although an unrelated series of 2.0 litre cars was also sold in India).  Others followed the trend although, the more expensive they were, the less appeal seemed to exist despite, in absolute terms, the saving increasing as the price rose.  Maserati offered a twin-turbo 2.0 in the aptly named BiTurbo, BMW did a one off 320is and Alfa-Romeo produced a run of 2.0 V6s.

Lindsay Lohan, aged 17, Teen Choice Awards, Universal Amphitheatre, Universal City, California, 2 August 2003.

From an engineering point of view, most audacious doubtlessly was the 2.0 litre version of TVR's V8S (1991-1994).  Supplied usually with a 4.0 litre version of the versatile Rover V8, the capacity of the version for the Italian market was halved by de-stroking, the bore of 88.9 and stroke of 40.25 mm creating an outrageously oversquare bore/stroke ratio of 45.28 but, with the assistance of a supercharger, the quirky engine almost matched in power and torque the naturally aspirated original with twice the displacement; It was a classic example of the effectiveness of forced-aspiration although it did demand of drivers a different technique.  By comparison, the Formula One BRM H16’s (1966-1967) bore & stroke was 69.8 x 49.9 mm and it was so oversquare to reduce the frictional losses which would have been induced had a longer stroke been used with that many cylinders; its bore/stroke ration was 71.48 compared with the almost square BRM V16 designed in the 1940s, the latter able to be in that configuration because (1) it was supercharged and (2) being only 1.5 litres, the stroke was anyway physically short in absolute terms.  The 2.4 litre V8s used in Formula One between 2006-2013 had to have a maximum bore of 98 and stroke of 40 mm (bore/stroke ratio 40.81) and that’s an indication of the characteristics the 2.0 litre TVR V8S offered.  Disappointingly, it was an experience few Italians sought and only seven were built.

It was Suzuki which had more success with work-arounds to Rome’s tiresome regulations.  Their two-stroke, triple cylinder GT380 (1972-1980) motorcycle was for most of its existence made with an actual displacement of 371 cm³ but in 1975, the Italian government passed a law banning the importation of motor-cycles under 380 cm³ and weighing less than 170 kg.  Accordingly, the Japanese produced a “big bore” 380 exclusively for the Italian market displacing an actual 384 cm³.  The portly triple would never have run afoul of the weight limit but just to avoid any unpleasantness, the data plate riveted to the frame recorded a verified mass of 171 kg.  Honor apparently satisfied on both sides, the GT380 remained available in some places until 1980, outliving the Suzuki’s other two-strokes by three seasons.

US advertisement for the Renault 17 (1974), the name Gordini adopted as a "re-brand" of the top-of-the-range 17TS,  Gordini was a French sports car producer and tuning house, absorbed by Renault in 1968, the name from time-to-time used for high-performance variants of various Renault models.

One special change for the Italian market was a nod to the national heptadecaphobia, the car known in the rest of the world (RoW) as the Renault 17 (1971-1979) sold in Italy as the R177.  For the 17, Renault took the approach which had delivered great profits: use the underpinnings of mundane mass-produced family cars with a sexy new body draped atop.  Thus in the US the Ford Falcon begat the Mustang and in Europe Ford got the Capri from the Taunus/Cortina duo.  Opel’s swoopy GT was (most improbably) underneath just a Kadett.  It wasn’t only the mass-market operators which used the technique because in the mid 1950s, Mercedes-Benz understood the appeal of the style of the 300 SL (W198, 1954-1957) was limited by the high price which was a product of the exotic engineering (the space-frame, gullwing doors, dry sump and the then novel mechanical fuel-injection), the solution being to re-purpose the platform of the W120, the small, austere sedan which helped the company restore its fortunes in the post-war years before the Wirtschaftswunder (economic miracle) was celebrated in 1959 with the exuberance of the Heckflosse (tailfin) cars (1959-1968).  On the W120 platform was built the 190 SL (W121, 1955-1963), an elegant (it not especially rapid) little roadster which quickly became a trans-Atlantic favourite, particularly among what used to be called the “women’s market”.

Only in Italy: The Renault 177.

Using the same formula, the Renault 17 was built on the underpinnings of the Renault 12, a remarkably durable platform, introduced in 1979 and, in one form or another, manufactured or assembled in more than a dozen countries, the last not produced until 2006.  Like the Anglo-German Ford Capri (1968-1976), the 17 was relatively cheap to develop because so much was merely re-purposed but for a variety of reasons, it never managed to come close to match the sales of the wildly successful Ford, front wheel drive (FWD) not then accepted as something “sporty” and Renault's implementation on the 17 was never adaptable to the new understanding of the concept validated by FWD machines such as Volkswagen’s Sirocco GTi & Golf GTi.  Like most of the world, the Italians never warmed to the 17 but presumably the reception would have been even more muted had not, in deference to the national superstition about the number 17, the name been changed to “Renault 177”, the cheaper companion model continuing to use the RoW (rest of the world) label: Renault 15.