Mini

Mini (pronounce min-ee)

(1) A skirt or dress with a hemline well above the knee, popular since the 1960s.

(2) A small car, build by Austin, Morris, associated companies and successor corporations between 1959-2000.  Later reprised by BMW in a retro-interpretation.

(3) As minicomputer, a generalized (historic) descriptor for a multi-node computer system smaller than a mainframe; the colloquial term mini was rendered meaningless by technological change (Briefly, personal computers (PC) were known as micros).

(4) A term for anything of a small, reduced, or miniature size.

Early 1900s: A shorted form of miniature, ultimately from the Latin minium (red lead; vermilion), a development influenced by the similarity to minimum and minus.  In English, miniature was borrowed from the late sixteenth century Italian miniatura (manuscript illumination), from miniare (rubricate; to illuminate), from the Latin miniō (to color red), from minium (red lead).  Although uncertain, the source of minium is thought to be Iberian; the vivid shade of vermilion was used to mark particular words in manuscripts.  Despite the almost universal consensus mini is a creation of twentieth-century, there is a suggested link in the 1890s connected with Yiddish and Hebrew.

As a prefix, mini- is a word-forming element meaning "miniature, minor", again abstracted from miniature, with the sense presumed to have been influenced by minimum.  The vogue for mini- as a prefix in English word creation dates from the early 1960s, the prime influences thought to be (1) the small British car, (2) the dresses & skirts with high-hemlines and (3) developments in the hardware of electronic components which permitted smaller versions of products to be created as low-cost consumer products although there had been earlier use, a minicam (a miniature camera) advertised as early as 1937.  The mini-skirt (skirt with a hem-line well above the knee) dates from 1965 and the first use of mini-series (television series of short duration and on a single theme) was labelled such in 1971 and since then, mini- has been prefixed to just about everything possible.  To Bridget Jones (from Bridget Jones's Diary (1996) a novel by Helen Fielding (b 1958)), a mini-break was a very short holiday; in previous use in lawn tennis it referred to a tiebreak, a point won against the server when ahead.

Jean Shrimpton and the mini-skirt

Jean Shrimpton, Flemington Racecourse, Melbourne, 1965.

The Victorian Racing Club (VRC) had in 1962 added Fashions on the Field to the Melbourne’s Spring Racing Carnival at Flemington and for three years, women showed up with the usual hats and accessories, including gloves and stockings, then de rigueur for ladies of the Melbourne establishment.  Then on the VRC’s Derby Day in 1965, English model Jean Shrimpton (b 1942) wore a white mini, its hem a daring four inches (100 mm) above the knee.  It caused stir.

The moment has since been described as the pivotal moment for the introduction of the mini to an international audience which is probably overstating things but for Melbourne it was certainly quite a moment.  Anthropologists have documented evidence of the mini in a variety of cultures over the last 4000 odd years so, except perhaps in Melbourne, circa 1965, it was nothing new but that didn’t stop the fashion industry having a squabble about who “invented” the mini.  French designer André Courrèges (1923-2016) explicitly claimed the honor, accusing his London rival to the claim, Mary Quant (b 1930) of merely “commercializing it”.  Courrèges had shown minis at shows in both 1964 and 1965 and his sketches date from 1961.  Quant’s designs are even earlier but given the anthropologists’ findings, it seems a sterile argument.

Minimalism: Lindsay Lohan and the possibilities of the mini.

The Mini

1962 Riley Elf.

The British Motor Corporation (BMC) first released their Mini in 1959, the Morris version called the Mini Minor (a link to the larger Minor, a model then in production) while the companion Austin was the Seven, a re-use of the name of a tiny car of the inter-war years.  The Mini name however caught on and the Seven was re-named Mini early in 1962 although the up-market (and, with modifications to the body, slightly more than merely badge-engineered) versions by Riley and Wolseley were never called Mini, instead adopting names either from or hinting at their more independent past: the Elf and Hornet respectively.  The Mini name was in 1969 separated from Austin and Morris, marketed as stand-alone marque until 1980 when the Austin name was again appended, an arrangement which lasted until 1988 when finally it reverted to Mini although some were badged as Rovers for export markets.  The Mini remained in production until 2000, long before then antiquated but still out-lasting the Metro, its intended successor.

1969 Austin Maxi 1500.

The allure of the Mini name obviously impressed BMC.  By 1969, BMC had, along with a few others, been absorbed into the Leyland conglomerate and the first release of the merged entity was in the same linguistic tradition: The Maxi.  A harbinger of what was to come, the Maxi encapsulated all that would go wrong within Leyland during the 1970s; a good idea, full of advanced features, poorly developed, badly built, unattractive and with an inadequate service network.  The design was so clever that to this day the space utilization has rarely been matched and had it been a Renault or a Citroën, the ungainly appearance and underpowered engine might have been forgiven because of the functionality but the poor quality control, lack of refinement and clunky aspects of some of the drivetrain meant success was only ever modest.  Like much of what Leyland did, the Maxi should have been a great success but even car thieves avoided the thing; for much of its life it was reported as the UK's least stolen vehicle.          

1979 Vanden Plas Mini (a possibly "outlaw" project by Leyland's outpost in South Africa).

Curiously, given the fondness of BMC (and subsequently Leyland) for badge-engineering, there was never an MG version of the Mini (although a couple of interpretations were privately built), the competition potential explored by a joint-venture with the Formula One constructors, Cooper, the name still used for some versions of the current BMW Mini.  Nor was there a luxury version finished by coachbuilders Vanden Plas which, with the addition of much timber veneer and leather to mundane vehicles, provided the parent corporations with highly profitable status-symbols with which to delight the middle-class although there was one "outlaw".  Between August 1978-September 1979, Leyland's South African operation (Leykor) offered a Vanden Plas Mini.  It used the 1098cm³ A-Series engine, a four-speed manual transmission and drum brakes all round.  Available only in a metallic bronze with gold basket weave side-graphics (shades of brown seemed to stalk the 1970s), standard equipment included a folding sunroof, matt-black grille with chrome surround, tinted glass, twin chrome door mirrors, a chrome exhaust tip, mud-flaps and a dipping rear view mirror.  The interior appointments weren't up to the standard of the English VDPs but there was cashmere pure wool upholstery, a walnut veneer dashboard with twin glove boxes, a leather bound steering wheel and mahogany cut-pile carpets.  Apparently, the project was shut down when London got to hear about it.   In the home market, third-party suppliers of veneer and leather such as Radford found a market among those who appreciated the Mini's compact practicality but found its stark functionalism just too austere. 

The Twini

Mini Coopers (1275 S) through the cutting, Mount Panorama, Bathurst, Australia, 1966.

In that year's Gallaher 500, Mini Coopers finished first to ninth.  It was the last occasion on which anything with a naturally-aspirated four-cylinder engine would win the annual endurance classic, an event which has since be won on all but a handful of occasions by V8-powered cars (memorably a V12 Jaguar XJS triumphed in 1985 when Conrod Straight was still at it full length), a statistic distorted somewhat by the rule change in 1995 which stipulated only V8s were allowed to run.    

Although it seemed improbable when the Mini was released in 1959 as a small, utilitarian economy car, the performance potential proved extraordinary; in rallies and on race tracks it was a first-rate competitor for over a decade, remaining popular in many forms of competition to this day.  The joint venture with the Formula One constructor Cooper provided the basis for most of the success but by far the most intriguing possibility for more speed was the model which was never developed beyond the prototype stage: the twin-engined Twini.

Prototype twin-engined Moke while undergoing snow testing, 1962.

It wasn’t actually a novel approach.  BMC, inspired apparently by English racing driver Paul Emery (1916–1993) who in 1961 had built a twin-engined Mini, used the Mini’s underpinnings to create an all-purpose cross-country vehicle, the Moke, equipped with a second engine and coupled controls which, officially, was an “an engineering exercise” but had actually been built to interest the Ministry of Defence in the idea of a cheap, all-wheel drive utility vehicle, so light and compact it could be carried by small transport aircraft and serviced anywhere in the world.  The army did test the Moke and were impressed by its capabilities and the flexibility the design offered but ultimately rejected the concept because the lack of ground-clearance limited the terrain to which it could be deployed.  Based on the low-slung Mini, that was one thing which couldn’t easily be rectified.  Instead, using just a single engine in a front-wheel-drive (FWD) configuration, the Moke was re-purposed as a civilian model, staying in production between 1964-1989 and offered in various markets.  Such is the interest in the design that several companies have resumed production, including in electric form and it remains available today.

Cutaway drawing of Cooper’s Twini.

John Cooper (1923-2000), aware of previous twin-engined racing cars,  had tested the prototype military Moke and immediately understood the potential the layout offered for the Mini (ground clearance not a matter of concern on race tracks) and within six weeks the Cooper factory had constructed a prototype.  To provide the desired characteristics, the rear engine was larger and more powerful, the combination, in a car weighing less than 1600 lb (725 kg), delivering a power-to-weight ratio similar to a contemporary Ferrari Berlinetta and to complete the drive-train, two separate gearboxes with matched ratios were fitted.  Typically Cooper, it was a well thought-out design.  The lines for the brake and clutch hydraulics and those of the main electrical feed to the battery were run along the right-hand reinforcing member below the right-hand door while on the left side were the oil and water leads, the fuel supply line to both engines fed from a central tank.  The electrical harness was ducted through the roof section and there was a central throttle link, control of the rear carburetors being taken from the accelerator, via the front engine linkage, back through the centre of the car.  It sounded intricate but the distances were short and everything worked.

Twini replica.

John Cooper immediately began testing the Twini, evaluating its potential for competition and as was done with race cars in those happy days, that testing was on public roads where it proved to be fast, surprisingly easy to handle and well-balanced.  Unfortunately, de-bugging wasn't complete and during one night session, the rear engine seized which resulting in a rollover, Cooper seriously injured and the car destroyed.  Both BMC and Cooper abandoned the project because the standard Mini-Coopers were proving highly successful and to qualify for any sanctioned competition, at least one hundred Twinis would have to have been built and neither organization could devote the necessary resources for development or production, especially because no research had been done to work out whether a market existed for such a thing, were it sold at a price which guaranteed at least it would break even.

Twini built by Downton Engineering.  Driven by Sir John Whitmore (1937– 2017) &  Paul Frère (1917–2008) in the 1963 Targa Florio, it finished 27th and 5th in class.

The concept however did intrigue others interested in entering events which accepted one-offs with no homologation rules stipulating minimum production volumes.  Downton Engineering built one and contested the 1963 Targa Florio where it proved fast but fragile, plagued by an overheating rear-engine and the bugbear of previous twin-engined racing cars: excessive tire wear.  It finished 27^th (and last) but it did finish, unlike some of the more illustrious thoroughbreds which fell by the wayside.  Interestingly, the Downton engineers choose to use a pair of the 998 cm³ (61 cubic inch) versions of the BMC A-Series engine which was a regular production iteration and thus in the under-square (long stroke) configuration typical of almost all the A-Series.  The long stroke tradition in British engines was a hangover from the time when the road-taxation system was based on the cylinder bore, a method which had simplicity and ease of administration to commend it but little else, generations of British engines distinguished by their dreary, slow-revving characteristics.  The long stroke design did however provide good torque over a wide engine-speed range and on road-course like the Targa Florio, run over a mountainous Sicilian circuit, the ample torque spread would have appealed more to drivers than ultimate top-end power.  For that reason, although examples of the oversquare 1071 cm³ (65 cubic inch) versions were available, it was newly developed and a still uncertain quantity and never considered for installation.  The 1071 was used in the Mini Cooper S only during 1963-1964 (with a companion 970 cm³ (61 cubic inch) version created for use in events with a 1000 cm³ capacity limit) and the pair are a footnote in A-Series history as the only over-square versions released for sale

Twin-engined BMW Mini (Binni?).

In the era, it’s thought around six Twinis were built (and there have been a few since) but the concept proved irresistible and twin-engined versions of the "new" Mini (built since 2000 by BMW) have been made.  It was fitting that idea was replicated because what was striking in 2000 when BMW first displayed their Mini was that its lines were actually closer to some of the original conceptual sketches from the 1950s than was the BMC Mini on its debut.  BMW, like others, of course now routinely add electric motors to fossil-fuel powered cars so in that sense twin (indeed, sometimes multi-) engined cars are now common but to use more than one piston engine remains rare.  Except for the very specialized place which is the drag-strip, the only successful examples have been off-road or commercial vehicles and as John Cooper and a host of others came to understand, while the advantages were there to be had, there were easier, more practical ways in which they could be gained.  Unfortunately, so inherent were the drawbacks that the problems proved insoluble.

Miniature

Miniature (pronounced min-ee-uh-cher, min-ee-choor or min-uh-cher)

(1) A representation or image of something on a small or reduced scale.

(2) A greatly reduced or abridged form or copy.

(3) A very small painting, especially a portrait, showing fine detail on ivory or vellum.

(4) The art of executing such a painting.

(5) Historically, an illuminated letter or other decoration in a manuscript.

(6) In packaged alcoholic drinks, the small (usually 50 ml) bottles of spirits typically used in hotel mini-bars.

(7) Being, on, or represented on a small scale; reduced.

(8) In military dress, small versions of medals and decorations, worn on certain social occasions.

1580–1590: From the Italian miniatura (miniature painting), from the Medieval Latin miniātūra, the construct being miniāt(us) + -ūra (-ure) (From –u(s) (the suffix forming passive perfect participles) +‎ -ra (the nominal suffix).  Miniature is a noun, verb & adjective and miniaturization is a noun; the noun plural is miniatures.

Words undergo shifts in meanings or gain new senses which operate in parallel for a number of reasons including popular use, technological change, foreign influences and mistakes.  The modern meaning of “miniature” (a small version of something) arose because of a misunderstanding by medieval scholars who conflated miniāre (to paint red, (in illuminating manuscripts)) (from minium (the fiery red pigment used during the Middle Ages to ornament manuscripts)) with the Latin minimus (small (and in the strict technical sense used in Latin “not less or little but least”)).  Had the scholars of a few centuries ago got it right then miniature would have meant “an illuminated text”.  Long before there were printing presses, a trained elite worked as scribes, laboriously writing out by hand the books, scrolls and other manuscripts which were the preserve of the church, the rich and the relative few others who were literate.  In the west (things were a little more advanced in the Far East), literally whatever was printed on some form of parchment was the work of human hands and the slight variation in the style between one page and the next can be used to work out where the efforts of one scribe stopped and another began.

Illuminated manuscripts.

The process was to press a pigmented point against the surface which left the marks forming the letters and this was usually done in black but to enliven things, some characters or shapes were formed in red, often for titles, the large initial letters which marked the start of a paragraph (a tradition which persists to this day although the use of color is now rare) or the decorative drawings which usually in some way related to the subject of the text.  The Latin name for the red pigment (made either from cinnabar or red lead) was minium, and the corresponding verb meaning “to color with minium” was miniāre.

Lindsay Lohan in miniature: My Scene Goes Hollywood Lindsay Lohan Doll Gift Set by Mattel (autographed by the subject).

For the scholars who created the basis of the early Italian language, the connection between the decorative drawings rendered in red with miniare was so persuasive that miniare came to mean “to decorate a manuscript with a small drawing”.  A noun form of the word (miniatura) referred to the art of illuminating (ie adding illustrations) and in time this lost any hint of the use of a red pigment; it came to be applied whatever the color.  Because the “illuminations” (as the illustrations in manuscripts were called) were small compared with most drawings & paintings, miniatura came to be used to describe any small portrait or painting and, in the way language picked up figurative forms, eventually to anything very small. In English, “miniature” in that sense had been adopted by the late sixteenth century.

A 700 ml bottle of Gin might sell for US40 in a liquor store (US$2.85 per 50 ml) while a hotel might charge US$25 for the 50 ml miniature in a mini-bar (US$350 per 700 ml).  Sill, sometimes one really wants a G&T.

The concept of the miniature is well understood but the use is nuanced.  We have for decades lived in the age of miniaturization (now done at the atomic level) but the term “miniature” really makes sense only at the human scale.  In the military there are miniatures (which are scaled-down versions of decorations worn at certain social functions) and in a hotel mini-bar (a few still exist and they can be tempting if paying the high prices with OPM (other people’s money)) a 50 ml bottle of gin is a miniature, a small-scale rendition of the more familiar 700 or 1125 ml containers.  Both those examples are small versions of something larger but the most obvious instances of modern miniaturization are in electronics but nobody calls a smaller version of an integrated circuit a “miniature” even if both are structurally identical, differing only in scale.  So, the essence of the miniature is not merely that it’s minute, microscopic, diminutive, tiny or minuscule but that it is recognizably a smaller version of something which is familiar in a larger form.  In English, words in the vein of “miniature” actually have a tangled history.  Although it’s now close to extinct, “minify” was once a favorite among those too fastidious to tolerate the improper use of “minimize”.  Minify (the third-person singular simple present tense was minifies, the present participle minifying and the simple past and past participle minified) was a nineteenth century back-formation from magnify, creating its exact opposite.  There was also minish but all sources list it as archaic (although the popularity of diminish remains undiminished).

Small but not a “miniature”: Evening train to Hawthorn (circa 1889) by Tom Roberts (1856-1931) of the Heidelberg School.

In art history, the term “miniature” is specifically applied and not necessarily to all small paintings.  In August 1899, a number of artists of the Heidelberg School staged the 9 by 5 Impression Exhibition in Melbourne, Australia, the name a reference to most of the 183 works on display being painted on the cedar wood lids of cigar-boxes, all measuring 9 x 5 inches (229 x 127 mm).  The choice of medium was not an artistic device but reflected the impoverished artists’ need for an alternative to expensive canvas, most of the lids obtained for free from a tobacconist shop run by a family member.  The works were thus not “miniatures” in the accepted sense of the artistic tradition, even though they conformed with the structural definition and one criticism at the time was they resembled the small preliminary sketches artists would often make before commencing a larger work in the same style; interesting perhaps to academics and critics but hardly suitable for exhibition.  The size of the lids was actually not significant and had they been somewhat smaller or larger the art would have been much the same and the Heidelberg School’s particular impressionist technique was quite distinct from the broken colour technique of the French and it became the style of landscape painting that would for decades be the dominant form in Australia.  Controversial at the time, the 9 x 5s actually sold well, the public reacting more favorably than the critics, still not ready for the “shocks of the new” which awaited them in the new century and the surviving 9 x 5s now sell for up to Aus$1 million.

A seventeenth century miniature of the Italian School, oil painting on hard stone with a carved, golden frame (80 x 90 mm (3.14 x 3.54 inches).

Homage

Homage (pronounced hom-ij, om-ij or oh-mahzh)

(1) Respect or reverence paid or rendered.

(2) In feudal era custom & law, the formal public acknowledgment by which a feudal tenant or vassal declared himself to be the man or vassal of his lord, owing him fealty and service; something done in acknowledgment of vassalage (archaic).

(3) The relation thus established of a vassal to his lord (archaic).

(4) Something done or given in acknowledgment or consideration of the worth of another.

(5) To render homage to (archaic except in artistic or historic use).

(6) An artistic work imitating another in a flattering style.

(7) A (sometimes controversial) way of describing an imitation, clone or replica of something.

(8) A demonstration of respect, such as towards an individual after their retirement or death (often in the form of (an obviously retrospective) exhibition).

1250–1300: From the Middle English hommage, omage & umage (the existence of “homage” is contested), from the Old French homage & hommage, from the Medieval Latin homināticum (homage, the service of a vassal or 'man'), the construct being (h)ome (man), from the from Latin hominem, accusative of homō (a man (and in Medieval Latin “a vassal”)) + -āticum (the noun-forming suffix) (-age).  The suffix -age was from the Middle English -age, from the Old French -age, from the Latin -āticum.  Cognates include the French -age, the Italian -aggio, the Portuguese -agem, the Spanish -aje & Romanian -aj.  It was used to form nouns (1) with the sense of collection or appurtenance, (2) indicating a process, action, or a result, (3) of a state or relationship, (4) indicating a place, (5) indicating a charge, toll, or fee, (6) indicating a rate & (7) of a unit of measure.  The verb homage was derived from the noun in the late sixteenth century (the agent noun homager noted from the turn of the fifteenth).  Homage is a noun & verb, homager is a noun, homageable is an adjective and homaging, & homaged are verbs; the noun plural is homages.  In Scots the spelling was homage and in Irish, ómós and the old synonym manred has been obsolete since the fourteenth century.  The predominately US pronunciation with a silent h happened because of a conflation with the nearly synonymous doublet hommage, pronounced thus.

By convention, the modern use of the form is usually as “pay homage to” but because of the variations in pronunciations (the h silent and not), homage is sometimes preceded by the article “a” and sometimes by “an” and under various influences in popular culture, the French pronunciation has in some circles become fashionable.  The term “lip homage” is much the same as “lip service”: something expressed with “mere words”.  In Middle English, the meanings variously were (1) An oath of loyalty to a liege performed by their vassal; a pledge of allegiance, (2) Money given to a liege by a vassal or the privilege of collecting such money, (3) A demonstration of respect or honor towards an individual (including prayer), (4) The totality of a feudal lord's subjects when collected and (5) Membership in an organized religion or belief system.

In feudal times, a homage was said to be an “act of fealty”.  The Middle English noun fealty dates from the twelfth century and was from feaute, from the Old French feauté, from fealte (loyalty, fidelity; homage sworn by a vassal to his overlord; faithfulness), from the Latin fidelitatem (nominative fidelitas) (faithfulness, fidelity), from fidelis (loyal, faithful), from the primitive Indo-European root bheidh- (to trust, confide, persuade).  In feudal law, to attorn was to “transfer homage or allegiance to another lord”.  The verb attorn (to turn over to another) was from the Middle English attournen, from the Old French atorner (to turn, turn to, assign, attribute, dispose; designate), the construct being a- (to) + tourner (to turn), from the Latin tornare (to turn on a lathe) from tornus (lathe), from the Greek tornos (lathe, tool for drawing circles), from the primitive Indo-European root tere- (to rub, turn).  Attornment was a part English real property law but was not directly comparable with the operation of those laws which in matters of slavery assigned property rights over human beings which technically were no different than those over a horse.  Attornment recognized there was in the feudal system some degree of reciprocity in rights & obligations and it was held to be unreasonable a tenant should become subject to a new lord without their own approval.  At law, what evolved was the doctrine of attornment which held alienation could not be imposed without the consent of the tenant.  Given the nature of feudal relations it was an imperfect protection but a considerable advance and attornment was also extended to all cases of lessees for life or for years.  The arrangement regarding the historic feudal relationships lasted until the early eighteenth century but attornment persists in modern property law as a mechanism which acts to preserve the essential elements of commercial tenancies in the event of the leased property changing hands.  It provides for what would now be called “transparency” in transactions and ensures all relevant information is disclosed, thereby ensuring the integrity of the due diligence process.

The historical concepts of homage and tribute are sometimes confused.  Homage was a formal ritual performed by a vassal to pledge loyalty and submission to a lord or monarch.  There were variations but the classic model was one in which the vassal would kneel before the lord, place his hands between the lord's hands, and swear an oath of loyalty and service.  That was not merely symbolic for it signified the vassal's acknowledgment of the lord's authority and their willingness to serve and protect the lord in exchange for a right to live on (and from) the land.  The relationship was that creature of feudalism; something both personal and contractual.  Tributes were actual payments made by one ruler or state to another as a sign of submission, acknowledgment of superiority, or in exchange for protection or peace.  Tribute could be paid in gold, other mediums of exchange or in the form of  goods or services.  Tribute was something imposed on a subordinate entity by a dominant power, either as a consequence of defeat in war or as a way of avoiding being attacked (ie a kind of protection racket).  The meaning of homage in feudal property law was quite specific but synonyms (depending on context) now include deference, tribute, allegiance, reverence, loyalty, obeisance, duty, adoration, fealty, faithfulness, service, fidelity, worship, adulation, honor, esteem, praise, genuflection, respect, awe, fidelity, loyalty & devotion.  However, those using homage for anything essentially imitative might find out other synonyms include fake (and more generously faux, tribute, reproduction, pastiche, clone or replica).

Sample from Ariana Grande’s (b 1993) Thank U, Next (2018). 

Singer Ariana Grande’s (b 1993) song Thank U, Next (2018) was one of the year’s big successes and the video included well-constructed references to a number of early-century pop culture products including Legally Blonde (2001) and Mean Girls (2004).  Within popular culture, there seems to be a greater tolerance of works which are in some way a homage, the term “sampling” presumably chosen to imply what was being done was (1) taking only a small fragment of someone else’s work and (2) for all purposes within long established doctrine of “fair use”.  Interestingly, instead of regarding sampling as fair use, US courts initially were quite severe and in many early cases treated the matter as one of infringement of copyright, apparently because while a attributed paragraph here and there in a paper of dozens or hundreds of pages could reasonably seen as “fair use”, a recurring snatch of even a few seconds in a song only three minutes long was not.  Of late, US appeal courts seem to have been more accommodating of sampling and have taken the view the legal doctrine of de minimis which has been used when assessing literary or academic works should apply also to sampling but the mechanics of calculating “fair use” need to be considered in the context of the product.  The Latin phrase de minimis (pertaining to minimal things) was from the expressions de minimis non curat praetor (the praetor does not concern himself with trifles) or de minimis non curat lex (the law does not concern itself with trifles) and was an exclusionary principle by which a court could refuse to hear or dismiss matters to trivial to bother the justice system.  One Queen of Sweden preferred the more poetic Latin adage, aquila non capit muscās (the eagle does not catch flies).  As a legal doctrine, it actually predates its fifteenth century formalization in the textbooks and there are records in civil, Islamic and ecclesiastical courts of Judges throwing out cases because the matters involved were of such little matter.  In many jurisdictions, governments now set a certain financial limit for the matters to be considered, below which they are either excluded or referred to a tribunal established for such purposes.

One suspects artists, architects, film directors and such are inclined to call their work a homage (or probably the French hommage (pronounced omm-arge)) as a kind of pre-emptive strike against accusations of plagiarism or a lack of originality.  Car manufacturers are apt to do it too, examples in recent decades including the BMW Mini, Volkswagen Beetle, Dodge Challenger and Chevrolet Camaro, all of which shamelessly followed the lines of the original versions from generations earlier.  The public response to these retro-efforts was usually positive although if clumsily executed (Jaguar S-Type) derision soon follows.  Sometimes, it’s just a piece which is homaged.  On the Mercedes-Benz CL (C215 1998-2006), the homage was to the roofline of the W111 & W112 coupés (1961-1971), especially the memorable sweep of the rear glass although all of that was itself a homage to the 1955 Chryslers.  It was a shame the C215 didn’t pick up more of the W111’s motifs, the retrospective bits easily the best.

1969 Chevrolet Camaro Z/28 (left) and 2023 Chevrolet Camaro.  The original Chevrolet Camaro (1966-1969) was a response to the original Ford Mustang (1964) which had made the pony-car segment a wildly popular and profitable place to be and it in turn not the shape the Mustang would follow but certainly the engineering but the styling attracted Chrysler which adopted the lines just as Chevrolet abandoned them.  Chevrolet however picked them up again in 2010 but their homage to 1966 was perhaps a little too heavy-handed, dramatic though the effect was.  Still, the result doubtlessly was better that what would have been delivered had the designers come up with anything original and that's not a problem restricted cars.  One wishes architects would more often pay homage to mid-century modernism or art deco but the issue seems to be all the awards architects give each other are only for originality, thus the assembly line of the ugly but distinctive.

1970 Dodge Challenger (left) and 2023 Dodge Challenger (right).  The original Challenger (and its corporate companions the Plymouth Barracuda & Cuda) was a homage to the 1966 Camaro and so well executed that Chrysler’s pair are thought by many to be the best looking pony cars of the muscle car era.  In 2008 when the look was reprised, it was thought a most a accomplished effort and better received than would be the new Camaro two season later.  Chevrolet must have been miffed Dodge was so praised for paying homage to what in 1969 had been borrowed from their 1966 range.

1979 Volkswagen Beetle Cabriolet by Karmann (left) and 2015 Volkswagen Beetle Cabriolet (right).  First produced in 1938, Volkswagen clung to the rear-engine / air-cooled formula so long it almost threatened the company’s survival and while the public showed little enthusiasm for a return to the mechanical configuration (the Porsche crew are a separate species which, if they had their way, would still not have to bother with cooling fluid), the shape of the Beetle did appeal and over two generations between 1997-2019, the company sold what was initially called the “New Beetle”.  Despite the pre-war lines imposing significant packaging inefficiencies, it was popular enough to endure for over a decade.

1966 Austin Mini-Cooper 1275 S (left) and 2001 BMW Mini (right).  Students of the history of design insist the BMW Mini was not so much a homage to the British Motor Corporation’s (BMC) original Mini (1959) but actually to some of the conceptual sketches which emerged from the design office between 1957-1958 but were judged too radical for production.  That was true but there are enough hints and clues in the production models for nobody to miss the point.

1965 Jaguar 3.8 S-Type (left) and 1999 Jaguar S-Type.  Released in 1963, the Jaguar S-Type was an updated Mark 2 with the advantage of more luggage space and markedly improved ride and handling made possible by the grafting on of the independent rear-suspension from the E-Type (XKE) and Mark X (later 420G).  The improvements were appreciated but the market never warmed to the discontinuity between the revised frontal styling and the elongated rear end, the latter working better when a Mark X look was adopted in front and released as the 420.  Still, although never matching the appeal of the classic Mark 2 with its competition heritage, it has a period charm and has a following in the Jaguar collector market.  According to contemporary accounts, the homage launched in 1999 was a good car but it seemed a curious decision to use as a model a vehicle which has always been criticized for its appearance although compared with the ungainly retro, the original S-Type (1963-1968) started to look quite good, the new one the answer to a question something like "What would a Jaguar look like if built by Hyundai?".  As an assignment in design school that would have been a good question and the students could have pinned their answers to the wall as a warning to themselves but it wasn't one the factory should ever have posed.  Quietly, the new S-Type was dropped in 2007 after several seasons of indifferent sales.

1956 Chrysler 300B (left), 1970 Mercedes-Benz 280 SE Coupé (centre) and 2005 Mercedes-Benz SL65 (right).

The 1955-1956 Chryslers live in the shadow cast by the big fins which sprouted on the 1957 cars but they possess a restraint and elegance of line which was lost as a collective madness overtook the industry.  Mercedes-Benz in 1961 paid due homage when the 220 SE Coupé (W111; 1961-1971) was released and returned to the roofline with the C215 (1998-2006).  The big coupé was the closest the factory came to styling success in recent years (although the frontal treatment was unfortunate) but one must be sympathetic to the designers because so much is now dictated by aerodynamics.  Still, until they too went mad, the BMW design office seemed  to handle big coupés better.  

In the collector market, there are many low-volume models which have become highly prized.  Some were produced only in low numbers because of a lack of demand, some because the manufacturer needed to make only so many for homologation purposes and some because production was deliberately limited.  Such machines can sell for high prices, sometimes millions so, especially where such vehicles are based on more mundane models produced in greater numbers, many are tempted to “make their own”, a task which car range from the remarkably simple to the actually impossible.  Those creating such things often produce something admirable (and technically often superior to the original) and despite what some say, there’s really no objection to the pursuit provided there is disclosure because otherwise it’s a form of fraud.  When such machines are created, those doing the creating seldom say fake or faux and variously prefer tribute, clone, recreation, homage or replica and those words in this context come with their own nuanced meanings, replica for example not meaning exactly what it does in geometry or database administration.

A 1962 Ferrari 250 GTO in silver (US$70 million) and a fine replica by Tempero of a 1963 model in rosso corsa (US$1.2 million).

As an extreme example of the homage was inspired by the Ferrari 250 GTO, of which it’s usually accepted 36 were built although there were actually 41 (2 x (1961) prototypes; 32 x (1962–63) Series I 250 GTO; 3 x (1962–1963) “330 GTO”; 1 x (1963) 250 GTO with LM Berlinetta-style body & 3 x (1964) Series II 250 GTO).  The 36 in the hands of collectors command extraordinary prices, chassis 4153GT in June 2018 realizing US$70 million in a private sale whereas an immaculately crafted replica of a 1962 version by Tempero (New Zealand), said to be better built than any original GTO (although that is damning with faint praise, those who restore pre-modern Ferraris wryly noting that while the drive-trains were built with exquisite care, the assembly of the coachwork could be shoddy indeed) was listed for sale at US$1.3 million.  Even less exalted machinery (though actually more rare still) like the 1971 Plymouth Hemi Cuda convertible also illustrate the difference for there are now considerably more clones / replicas / recreations etc than ever there were originals and the price difference is typically a factor of ten or more.  On 13 November 2023, the market will be tested when a Ferrari 250 GTO (chassis 3765LM) will be auctioned in New York, RM Sotheby’s, suggesting a price exceeding $US60 million.  A number which greatly exceeds or fails by much to make that mark will be treated a comment on the state of the world economy.

Misocapnic

Misocapnic (pronounced miss-oh-kap-nick or migh-soh-kap-nick)

Hating tobacco smoke (the more recent extensions in meaning including “hating those who smoke tobacco” and “hating the tobacco industry”).

1855: A linguistic mongrel, misocapnic was borrowed from Greek and combined with English elements, modelled on a Latin lexical item, the construct being miso- (a combining form of Ancient Greek μῑσέω (mīséō) (to hate) from μῖσος (mîsos) (hatred) which was used to create forms conveying the notion of a “hatred, dislike or aversion” of or to something) + the stem of the Ancient Greek καπνός (kapnós) (smoke) + ‑ic.  The -ic suffix was from the Middle English -ik, from the Old French -ique, from the Latin -icus, from the primitive Indo-European -kos & -ḱos, formed with the i-stem suffix -i- and the adjectival suffix -kos & -ḱos.  The form existed also in the Ancient Greek as -ικός (-ikós), in Sanskrit as -इक (-ika) and the Old Church Slavonic as -ъкъ (-ŭkŭ); A doublet of -y.  In European languages, adding -kos to noun stems carried the meaning "characteristic of, like, typical, pertaining to" while on adjectival stems it acted emphatically; in English it's always been used to form adjectives from nouns with the meaning “of or pertaining to”.  A precise technical use exists in physical chemistry where it's used to denote certain chemical compounds in which a specified chemical element has a higher oxidation number than in the equivalent compound whose name ends in the suffix -ous; (eg sulphuric acid (H₂SO₄) has more oxygen atoms per molecule than sulphurous acid (H₂SO₃)).  Misocapnic is an adjective and misocapnist & misocapnism are nouns; the noun plural is misocapnists.  A person who hates tobacco smoke or smoking (and often smokers) is a misocapnist and if it becomes a calling (noted in “reformed” smokers) they become practitioners of misocapnism.  Misocapnists range from the merely disapproving to the rabid activists, the comparative “more misocapnic”, the superlative “most misocapnic”.

The earliest known use of misocapnic was in the book: A Paper, Of Tobacco: Treating Of The Rise, Progress, Pleasures, And Advantages Of Smoking, With Anecdotes Of Distinguished Smokers (1839) by Joseph Fume (a pseudonym of English writer William Andrew Chatto (1799–1864) (who also published as Stephen Oliver (Junior))).  Noted by scholars as work of genuine interest and now in the public domain (still available in re-print), “Of Tobacco” explored the history, chemistry, and cultural significance of smoking discussing the ceremonial use of tobacco by Native Americans and its introduction to Europe.  It includes also the word “mundungus” (used usually to mean “offal; waste animal product; organic matter unfit for consumption”, it came also to be slang for “poor-quality tobacco with a foul, rancid, or putrid smell”) which was from the Spanish mondongo (tripe, entrails).  The earliest known use of the adjectival form misocapnic was in an 1855 pamphlet by Church of England (broad faction) priest & historian Charles Kingsley (1819–1875), a notorious controversialist.

In the West, anti-smoking measures began seriously to be imposed in the 1980s, displeasing those accustomed to enjoying cigarettes at their desk or while flying on airliners.  That was consequent upon a legal and medical saga which dates from the mid-century, the US Surgeon-General first issuing warnings in the 1960s, trigging the campaign (fought tooth and nail by the tobacco industry) which saw multi-billion dollar settlements imposed.  Opposition to smoking however wasn’t something new, one of the most celebrated of the unimpressed being noted amateur theologian James I (1566–1625) King of Scotland as James VI (1567-1625) & King of England and Ireland as James I (1603-1625) who in 1604 issued his A Counterblaste to Tobacco, one of the earliest diatribes against the habit:

“Have you not reason then to bee ashamed, and to forbeare this filthie noveltie, so basely grounded, so foolishly received and so grossely mistaken in the right use thereof? In your abuse thereof sinning against God, harming your selves both in persons and goods, and raking also thereby the markes and notes of vanitie upon you: by the custome thereof making your selves to be wondered at by all forraine civil Nations, and by all strangers that come among you, to be scorned and contemned. A custome lothsome to the eye, hatefull to the Nose, harmefull to the braine, dangerous to the Lungs, and in the blacke stinking fume thereof, neerest resembling the horrible Stigian smoke of the pit that is bottomelesse…”

Such was the king’s disdain for "the noxious plante" he imposed a heavy excise tax on tobacco imported from the North American colonies (an approach now favoured by Western governments as a public health measure) but within two decades-odd, politics & economics had triumphed, the population’s ever-growing demand for tobacco compelling him to instead create a royal monopoly for the crop.  Over the ensuing centuries, the plant would prove a mainstay of the economy and, via the trade routes secured by the Royal Navy, Great Britain would emerge as tobacco merchant to the world.  The combination of the royal imprimatur and his subjects’ embrace of the addictive habit lent tobacco a respectability which would extend to all classes of society, including (until well into the twentieth century), much of the medical establishment and the alleged medical efficacy had a long history, smoking a pipe at breakfast made compulsory for the schoolboys at London’s Eton College during The Great Plague of 1665, something widely advocated as a defence against “bad air”.

Mid-century cigarette advertising.  Even in the 1950s the public's suspicion that tobacco was a dangerous product was rising and the industry's advertising switched from the traditional "lifestyle" model to one which relied on endorsements by celebrities and scientists and much quoting of research and statistics, much of which would later be wholly debunked.  The tactics and techniques similar to those later adopted by the fossil fuel lobby in their long campaign to discredit the science of human-activity induced climate change. 

One attempt at social engineering began in earnest in the 1980s: Pressure was applied on film & television studios, advertisers and publishers to stop depicting smoking as "attractive, sexy and cool".  Because cigarette smoke is known to be carcinogenic and sustained use typically reduced the human lifespan by about a decade, it was an admirable part of the public health programme but the difficult thing was that images of smoking undeniably could be sexy.  Lindsay Lohan demonstrates.

Billboard “welcoming” visitors to Zion, Illinois, 1919.  Eighty years before the attorneys-general secured the MSA, at least one local government knew smoking was dangerous.  Zion is a township in Lake County, Illinois and it's population in 1919 was declared to be  5460.  Named after Jerusalem's Mount Zion the settlement was founded in 1901 by a faith healer who ran Zion as a personal fiefdom though it later fell into the hands of a proponent of “flat earth theory” who maintained control until forced out when the extent of his corrupt activities became known.    

The industry learned early the value of celebrity endorsement & association, “Prince Albert” tobacco introduced by the RJ Reynolds Tobacco Company in 1907 and named after the prince who would become King Edward VII (1841–1910; King of the UK & Emperor of India 1901-1910) although the myth it was named after heavy smoker Prince Albert of Saxe-Coburg and Gotha (1819-1861; consort of Victoria (1819–1901; Queen of the UK 1837-1901)) persists.  Prince Albert tobacco is rated as “high quality” and Albert Speer (1905–1981; Nazi court architect 1934-1942; Nazi minister of armaments and war production 1942-1945), on 3 October 1947 (two years into the 20 year sentence he was lucky to receive for war crimes and crimes against humanity) noted with approval in his clandestine prison diary (Spandauer Tagebücher (Spandau: The Secret Diaries) (1975)): “After breakfast my first pipe.  No matter which nation is on duty we receive a tin of American Prince Albert as our weekly ration.”  High quality the Prince Albert may have been but some seven months later he observed “I nearly made myself sick to my stomach breaking in my pipe.”  Still, he kept smoking although it’s not clear if he’d quit the habit when, aged 76, he died in a London hotel room in the company of a woman some decades younger and not his wife.  Lust killed him before the tobacco could.

Although later the industry would use their sponsorship of sport to turn the sporting organizations into “tobacco industry lobbyists”, even before the political pressures appeared, the usefulness of sport as a promotional tool was understood, the Gallaher (to become best known for the “Benson & Hedges” brand) company in 1966 gaining the “naming rights” to the annual 500 mile (805 km) endurance race for what then genuinely were “production cars”, run on the 3.9 mile (6.2 km) Mount Panorama Circuit at Bathurst in Australia.  It’s the race which in 1973 became the Bathurst 1000 (625 miles), the country that year switching to the metric system.  Gallaher took up the event sponsorship to promote their brand but the sales numbers hadn’t much improved after the well-publicized 1966 race so they decided to leverage their money, “suggesting” certain changes to the race rules.

Changings of the guard: The low fuel consumption and tyre wear of the Mini Coopers (1.3 litres (78 cubic inch)) allowed them to take the first nine places at Bathurst in 1966 (left).  In 1967, a convenient rule change transformed the race from one in which economy was the greatest asset to one which put a premium on power & torque, the new XR Falcon GTs (289 cubic inch (4.7 litres)) finishing 1-2 (centre) with the first Mini in fifth, two laps down.  For 1968, Ford increased to XT Falcon GT's displacement to 302 cubic inches (4.9 litres) but were a victim of the power race the company had triggered and their best result was a disappointing seventh place, Holden's new HK Monaro GTS (327 cubic inch (5.3 litres)) taking all podium positions (right).

The Bathurst race then was unusual in that it was a true stand-alone event, neither part of any series nor governed by rules set by the Confederation of Australian Motor Sport (CAMS) or the Fédération Internationale de l'Automobile (the FIA; the International Automobile Federation (world sport’s dopiest regulatory body)) and in 1966 there was no rule requiring a minimum number of pit stops.  Taking advantage of this were the “giant-killing” Morris Mini Cooper 1275 S, able to run the 500 miles without needing tyre changes and, at most, only one stop for fuel.  Accordingly, although not the fastest machines in a straight line, the Minis filled the first nine places, the only other car in the top ten a 273 cubic inch (4.5 litre) Chrysler Valiant V8 which finished tenth, six laps down on the winner.  Timed at a then impressive 120 mph (193 km/h) down the long Conrod Straight (then without the chicane imposed by the FIA), the Valiant posted competitive lap times but the frequent stops for tyres and fuel (more time-consuming tasks then than now) lent the Minis a significant advantage.

Clockwise from top left: The eight “Gallaher GT” Falcon GTs in corporate livery outside the corporation's Rydalmere facility in Sydney, September 1967; a packet of “Gallaher GTs 20s”; one of the surviving cars after restoration and an image from the 1967 advertising campaign (note the "driving glove" an affectation from the days of open roadsters, sweaty palms & teak-rim steering wheels).

No documents have ever been sighted which prove it was the tobacco company which “suggested” mandating a minimum number of pit-stops but few have doubts and once implemented for the 1967 event, the advantage enjoyed by the small, light, economical cars was negated; not for another 20 years would a four-cylinder car win the race and the Mini remains the only front wheel drive (FWD) vehicle to enjoy a victory.  With this nudge, the planets were thus aligned for Gallaher and their “Gallaher GT” cigarette brand.  As a promotional tie-in, eight of the new 289 cubic inch (4.7 litre) XR Ford Falcon GTs were painted silver to match the cigarette’s packaging and, adorned with corporate livery, issued to the travelling salesmen (and they were then all men) who went forth and promoted.  Other than the paint, the cars were standard except for an alarm system fitted to the boot (trunk) lid; even at 50c a packet, the Falcon could be holding over Aus$3000 in stock (as late as the early 1980s, agents would visit places like sports grounds or shopping centres, handing out free samples of cigarettes).  So the plan was to use the Falcon GT’s victory at Bathurst to promote sales of Gallaher GT cigarettes and part of the plan worked in that the Fords finished first and second but the success didn’t rub off on the fags, the Gallaher GT quietly withdrawn in March 1968, some six months after the chequered flag had been waved at Bathurst, Gallaher leaving to others (like Benson & Hedges, Gallaher holding the UK but not Australian rights to the trademark) the task of getting Australians addicted.  Tobacco advertising finally vanished from Australian race-tracks in 1996 when the federal government imposed a ban.

Sydney Morning Herald “souvenir” front page, 14 March 1983 (left), Benson & Hedges packet with royal warrant (1877-1999, centre) and packet with “B&H coat of arms”, used after the warrant was withdrawn (right).

Gallaher took advantage of the 1983 royal tour of Australia to promote its Benson & Hedges brand, a packet embossed with the royal warrant (indicated by a coat of arms and the title “By appointment to…”) appearing on a “souvenir” front page, Sydney Morning Herald, 14 March 1983.  In 1999, the UK papers reported it was the advocacy of the most misocapnic Prince of Wales (now Charles III (b 1948; King of the United Kingdom since 2022)) which persuaded Elizabeth II (1926-2022; queen of the UK and other places, 1952-2022) to withdraw the royal warrant.