Rimbellisher

Rimbellisher (pronounced rhim-bell-lysh)

A decorative ring attached to the rim of a car's wheel.

1940s: A portmanteau word, the construct being rim +‎ (em)bellish +-er and originally a trademarked brand of the Ace company.  Rim was from the tenth century Middle English rim, rym & rime, from the Old English rima (rim, edge, border, bank, coast), from the Proto-Germanic rimô & rembô (edge, border), from the primitive Indo-European rem- & remə- (to rest, support, be based).   It was cognate with the Saterland Frisian Rim (plank, wooden cross, trellis), the Old Saxon rimi (edge; border; trim) and the Old Norse rimi (raised strip of land, ridge).  Rim generally means “an edge around something, especially when circular” and is used in fields a different as engineering and vulcanology.  The use in political geography is an extension of the idea, something like “PacRim” (Pac(ific) + rim) used to group the nations with coastlines along the Pacific Ocean.  The use in print journalism referred to “a semicircular copydesk”.   The special use in metallurgy described the outer layer of metal in an ingot where the composition was different from that of the centre.  The word rim is an especially frustrating one for golfers to hear because it describes the ball rolling around the rim of the hole but declining to go in.

Embellish dates from the early fourteenth century and was from the Middle English embelisshen from the Anglo-French, from the Middle French embeliss- (stem of embelir), the construct being em- (The form taken by en- before the labial consonants “b” & “p”, as it assimilates place of articulation).  The en- prefix was from the Middle English en- & in-.  In the Old French it existed as en- & an-, from the Latin in- (in, into); it was also from an alteration of in-, from the Middle English in-, from the Old English in- (in, into), from the Proto-Germanic in (in).  Both the Latin and Germanic forms were from the primitive Indo-European en (in, into) and the frequency of use in the Old French is because of the confluence with the Frankish an- intensive prefix, related to the Old English on-.) + bel-, from the Latin bellus (pretty) + -ish.  The –ish suffix was from the Middle English –ish & -isch, from the Old English –isċ, from the Proto-West Germanic -isk, from the Proto-Germanic –iskaz, from the primitive Indo-European -iskos.  It was cognate with the Dutch -s; the German -isch (from which Dutch gained -isch), the Norwegian, Danish, and Swedish -isk & -sk, the Lithuanian –iškas, the Russian -ский (-skij) and the Ancient Greek diminutive suffix -ίσκος (-ískos); a doublet of -esque and -ski.  There exists a welter of synonyms and companion phrases such as decorate, grace, prettify, bedeck, dress up, exaggerate, gild, overstate, festoon, embroider, adorn, spiff up, trim, magnify, deck, color, enrich, elaborate, ornament, beautify, enhance, array & garnish.  Embellish is a verb, embellishing is a noun & verb, embellished is a verb & adjective and embellisher & embellishment are nouns; the noun plural is embellishments.

The –er suffix was from the Middle English –er & -ere, from the Old English -ere, from the Proto-Germanic -ārijaz, thought most likely to have been borrowed from the Latin –ārius where, as a suffix, it was used to form adjectives from nouns or numerals.  In English, the –er suffix, when added to a verb, created an agent noun: the person or thing that doing the action indicated by the root verb.   The use in English was reinforced by the synonymous but unrelated Old French –or & -eor (the Anglo-Norman variant -our), from the Latin -ātor & -tor, from the primitive Indo-European -tōr.  When appended to a noun, it created the noun denoting an occupation or describing the person whose occupation is the noun.  Rimbellisher is a noun and the noun plural is rimbellishers.  All other forms are non-standard but a wheel to which a rimbellisher has been fitted could be said to be rimbellished (adjective) white the person doing the fitting would be a rimbellisher (noun), the process an act of rimbellishing (verb) and the result a rimbellishment (noun).

Jaguar XK120 with wire wheels (left), with hubcaps (centre) and with hubcaps and rimbellishers (right).

The Jaguar XK range (1948-1961) was available either with solid or wire wheels and while the choice was usually on aesthetic grounds, those using the things in competition sometimes had to assess the trade-offs.  The wire wheels were lighter and provided better cooling of the brakes (especially those connected to the rear wheels which were covered with fender skirts (spats) when the steel wheels were fitted.  In many forms of motor sport that was of course a great advantage but the spokes and the deletion of the skirts came at an aerodynamic cost, the additional drag induced by the combination reducing top speed by a up to 5 mph (8 km/h) and increasing fuel consumption.  It was thus a question of working out what was most valued and in the early days, where regulations permitted, some drivers used wire-wheels at the front and retained the skirts at the rear, attempting to get as much as possible of the best of both worlds (the protrusion of the hubs used on the wire wheels precluded them from fitting behind the skirts).  Jaguar XK owners would never refer to their wheels as “rims” although there may be some who have added “rims” to their modern (post Tata ownership) Jaguars.

Hofit Golan (b 1985) and Lindsay Lohan (b 1986) attending Summer Tour Maserati in Porto Cervo, Sardinia, July 2016.  The Maserati Quattroporte is a 1964 Series I, fitted with steel wheels and rimbellishers.

Among certain classes, it’s now common to refer to wheels as rims, and the flashier the product, the more likely it is to be called a “rim”.  Good taste is of course subjective but as a general rule, the greater the propensity to being described as a rim, the more likely it is to be something in poor taste.  That’s unless it actually is a rim, some wheels being of multi-part construction where the rim is a separate piece (and composed sometimes from a different metal).  In the early days of motoring this was the almost universal method of construction and it persisted in trucks until relatively recently (although still used in heavy, earth-moving equipment and such).  However, those dealing with the high-priced, multi-pieced wheels seem still to call them wheels and use the term “rim” only when discussing the actual rim component.

1937 Rolls-Royce Phantom III four-door cabriolet with coachwork by German house Voll Ruhrbeck, fitted with the standard factory wire wheels (left) and 1937 Rolls-Royce Phantom III fixed head coupé (FHC) with coachwork by Belgium house Vesters et Neirinck, fitted with the “Ace Deluxe” wheel discs which fitted over the standard factory wire wheels (right).  The coupé, fabricated in Brussels, was unusual in pre-war coachbuilding in that there was no B-pillar, the style which would become popular in the US between the 1950s-1970s where in two & four-door form it would be described as a “hardtop”, the nomenclature which would over the years be sometimes confused with the “hard-tops” sometime supplied with convertibles as a more secure alternative to the usual “soft top”.

According to the Oxford English Dictionary (OED), the first known instance of rimbellisher in print was in The Motor (1903-1988) magazine in 1949 although they seem first to have been so-described when on sale in England in 1948.  The rimbellishers were a new product for the Ace Company which in the 1930s had specialized in producing disk-like covers for wire-wheels.  That might seem strange because wire wheels are now much admired but in the 1930s many regarded them as old-fashioned although their light-weight construction meant they were often still used.  What Ace’s aluminium covers provided was the advantage of the lighter weight combined with a shiny, modernist look and they were also easy to keep clean, unlike wire wheels which could demand hours each month to maintain.

The Ace company's publicity material from the 1950s.

In the post-war years the rimbellishers became popular because they were a detail which added a “finished” look.  They were a chromed ring which attached inside the rim of the wheel, providing a contrasting band between the tyre and the centre of the wheel, partially covered usually by a hubcap.  Ace’s original Rimbellishers were secured using a worm-drive type of fastening which ensured the metal of the wheel suffered no damage but as other manufacturers entered the market, the trend became to use a cheaper method of construction using nothing more than multiple sprung tags and with the devices push-fitted into the well of the wheel, some scraping of the paint being inevitable.  Rimbellisher (always with an initial capital) was a registered trademark of the Ace company but the word quickly became generic and was in the 1950s & 1960s used to describe any similar device.  Interestingly, by the mid 1950s, Ace ceased to use “rimbellisher” in its advertising copy and described the two ranges as “wheel discs” and “wheel trims”.

The early versions did nothing more than produce a visual effect but the stylists couldn’t resist the opportunities and some rimbellishers grew to the extent they completely blocked the flow of air through the vents in the wheels and that adversely affected the cooling of the brakes, the use of some of the new generation of full-wheel covers also having this consequence.  The solution was to ensure there was some airflow but to maintain as much as possible of the visual effect, what were often added were little fins and for these to work properly, they needed to catch the airflow so there were left and right-side versions, an idea used to this day in the alloy wheels of some high-price machinery.

1969 Pontiac GTO with standard trim rings (left) and 1969 Pontiac GTO Judge supplied without trim rings (right).

Ace in the early 1950s had distributers in the US and both their rimbellishers and full-wheel covers were offered.  They took advantage of the design which enabled the same basic units to be used, made specific only the substitution of a centre emblem which was varied to suit different manufacturers.  Ace’s market penetration for domestic vehicles didn’t last because Detroit soon began producing their own and within a short time they were elaborate and often garish, something which would last into the twenty-first century.  The Americans soon forgot about the rimbellisher name and started calling them trim-rings and they became a feature of the steel “sports wheels” manufacturers offered on their high-performance ranges in the years before aluminium wheels became mainstream products.  The trim-rings of course had a manufacturing cost and this was built into the price when the wheels were listed as an option.  The cost of production wouldn’t have been great but interestingly, when General Motors’ Pontiac division developed the “Judge” option for its GTO to compete with the low-cost Plymouth Road Runner, the trim-rings were among the items deleted.  However, the Judge package evolved to the point where it became an extra-cost option for the GTO with the missing trim-rings about the only visible concession to economy.

Mercedes-Benz W111s: 1959 220 SE with 8-slot rimbellishers (left), 1967 250 SE with the briefly used solid rimbellishers (centre) and 1971 280 SE 3.5 with the later 12-slot rimbellishers which lacked the elegance of the 8-slots.

Like many companies, Mercedes-Benz used wheel covers as a class identifier.  When the W111 saloons (1959-1968) were released in 1959, the entry-level 220 was fitted with just hubcaps while the up market twin-carburetor 220 S and the fuel-injected 220 SE had rimbellishers (made by the factory, not Ace).  Within a few years, the use of rimbellishers was expanded but by the mid-1960s, the elegant 8-slot units mostly had been replaced with a less-pleasing solid metal pressing (albeit one which provided a gap for brake cooling).  That didn’t last and phased-in between 1967-1968, the company switched from the hubcap / rimbellisher combination to a one-piece wheel cover which included the emulation of a 12-slot rimbellisher.  There were no objections to the adoption of one-piece construction but few found the new design as attractive as the earlier 8-slot.

MG publicity photograph (left) showing MGA and Magnettes, the former fitted with the Cornercroft's Ace Rimbellishers which were a factory option.  The MGA (right) uses a different third-party rimbellisher which was physically bigger and overlapped the edge of the rim to a greater degree.  The factory-option is preferred by most because it better suits the MGA's delicate lines.

1958 Jaguar 3.4 (top) and 1960 MGA Coupé (bottom) with the relevant Ace-Mercury wheel discs.

As well as an after-market product sold through retail outlets and offered as a dealer-fitted accessory, the Ace-Mercury wheel discs were at various times a factory option, MG sometimes listing them for the MGA (1955-1962), ZA-ZB Magnettes (1953-1958) and early versions of both the MGB (1962-1980) & Midget (1961-1979).  For Coventry-based Cornercroft (manufacturer of the Ace Mercury range), the attraction was the (more or less) standardized shape of steel wheels meant it was possible to use the one basic design in a variety of diameters (13, 14 & 15 inch), able to be marketed for use with vehicles from different makers simply by changing the centre-cap to a fitting with the name of the relevant marque (others would also use the same technique).  Cornercraft also offered a (fake) eared spinner in the style of a knockoff nut but these seem never to have been factory options.  The Ace-Mercury was made from bright anodized aluminium and thus was both lightweight and corrosion-resistant but somewhat fragile if subjected to stresses which steel would easily cope.  Additionally, like many “big” wheel-covers, they could be prone to “popping-off” during hard cornering, a phenomenon familiar to students of the car chases in Hollywood movies between the 1960 and 1990s, the film pedants (of which there seem to be many) documenting instances where the “continuity girl” either failed to notice or ignore a wheel-cover inexplicably re-attached, mid-chase.  All of this meant the survival rate of Ace-Mercury is low and many were anyway discarded as subsequent owners preferred the sexier look of wire, alloy or styled-steel wheels.  That makes them now a valuable period-piece and it’s not unusual to see an MG, Riley or Jaguar driven to a show with bare wheels, the Ace-Mercurys put on only for the duration of the exhibition.

Crornercraft advertisement, 1957.

One difference from the usual practice was that unlike most hub-caps or wheel covers which tended to be the same for all four wheels, the Ace-Mercury’s small louvers operated as air scoops when the wheels were in rotation, ducting cooling air through the ventilation holes in the wheel to assist in cooling the brakes.  A set for four was thus supplied in left & right-hand pairs and needed to be installed with the louvers’ open edge “facing the breeze”.  That wasn’t unique but was untypical and the concept was sometimes made more intricate still, such as when the fourth-generation Chevrolet Corvette (C4, 1983-1996) was introduced with alloy wheels of a different width front & rear, meaning than for the cooling ducts to work there were four different wheels.  Another quirk of the Ace-Mercury was that although the visual similarities make them all barely distinguishable except for the diameter, in January 1959, MG changed the design of the MGA’s disc wheels, competing Cornercroft to re-design to the internal structure (the MGA version’s left/right part numbers changing from 97H675/97H676 to BHA4165/BHA4166.  Details like this litter the car restoration business which is why replicating exactly what was done decades ago can be both challenging and expensive.

1966 Jaguar Mark X with factory rimbellishers.

Errant & Arrant

Errant (pronounced er-uhnt)

(1) Deviating from the regular or proper course; erring; straying outside established limits (often used in sport as “errant shot”, “errant punch” etc).

(2) Prone to error; misbehaved; moving in an aimless or lightly changing manner (often used in a non-human context: breezes, water-flows et al).

(3) Journeying or traveling, as a medieval knight in quest of adventure; roving adventurously (archaic, although it may in this sense still be a literary device).

(4) Utter, complete (obsolete, the meaning now served by “arrant”).

1300–1350: From the Middle English erraunt (traveling, roving), from the Anglo-Norman erraunt, from the Middle French, from the Old French errant, present participle of errer & edrer (to travel or wander), from the unattested Vulgar Latin iterāre (to journey) (and influenced by the Classical Latin errāre (to err)), from the Late Latin itinerārī, a derivative of iter (stem itiner-) (journey) and source of the modern English itinerary), from the root of ire (to go), from the primitive Indo-European root ei- (to go).  Understandably, in the Medieval era, the word was often confused with the Middle French errant (present participle of errer (to err)) so the use in old translations need to be read with care and the Old French errant in its two senses (1) the present participle of errer (to travel or wander) & (2) past participle of errer were often confused even before entering English.  In any event, much of the latter sense went with arrant (which was once a doublet of errant).  All the muddle is attributable to the link between the Old French errant with the Latin errāns, errāntem & errāre (to err) and the present participle of errer (to wander), which was from the Classical Latin iterō (I travel; I voyage) rather than errō, which is the ancestor of the etymology of error (to err; to make an error).  The comparative is more errant and the superlative most errant and the synonyms (depending on context) include aberrant, erratic, offending, stray, unorthodox, wayward, deviating, devious, drifting, errable, fallible, heretic, meandering, misbehaving, mischievous, miscreant, naughty, rambling, ranging & roaming.  The obsolete alternative spelling was erraunt.  Errant is a noun & adjective (often postpositive) and errantly is an adverb; the noun plural is errants.

Arrant (pronounced ar-uhnt)

(1) Downright; thorough-going; flagrant, utter, unmitigated; notorious (the latter in the non-derogatory sense).

(2) Wandering; errant (obsolete).

1350–1400: From the Middle English, a variant of errant (wandering, vagabond), the sense developed from its frequent use in phrases like “arrant thief” which became synonymous with “notorious thief”.  Etymologists tracking the late fourteenth century shift note that as a variant of errant, it was first merely derogatory in the sense of “a wandering vagrant” and remembered as an intensifier due to its use as an epithet because of poetic phrases such as “arrant thieves and arrant knaves” (ie “wandering bandits”).  In the 1500s the word gradually shed its opprobrious force and acquiring the meaning “thorough-going, downright and notorious (the latter in the non-derogatory sense)”.  In a limited number of specific uses, arrant can still convey a negative sense such as “arrant nonsense!” (utterly untrue) and the meaning is preserved when Shakespeare’s “arrant knaves” (from the nunnery scene in Hamlet, Act 3, Scene 1) is invoked.  Remarkably, there are still dictionaries which list arrant simply as an alternative form of errant, despite in practice use having separated centuries earlier and some style guides suggest arrant should be avoided because (1) some may confuse it with errant and (2) it’s an adjective which seems used mostly in clichés.  The obsolete alternative spelling was arraunt, the obsolete comparative was arranter and the obsolete superlative, arrantest.  Arrant is an adjective and arrantly an adverb.

Errant driving: The aftermath of three Lindsay Lohan car crashes although the Maserati Quattroporte (right; borrowed from her father) suffered little more than a nudge and it's said her assistant was at the wheel at the time.

Sabotage

Sabotage (pronounced sab-uh-tahzh (U) or sab-oh-tahzh (non-U))

(1) Any underhand interference with production, work etc, in a plant, factory etc, as by enemy agents during wartime or by employees during a trade dispute; any similar action or behavior.

(2) In military use, an act or acts with intent to injure, interfere with, or obstruct the national defense of a country by willfully injuring or destroying, or attempting to injure or destroy, any national defense or war materiel, premises, or utilities, to include human and natural resources.

(3) Any undermining of a cause.

(4) To injure or attack by sabotage.

1907: From the French sabotage from saboter (to botch; to spoil through clumsiness (originally, to strike, shake up, harry and literally “to clatter in sabots (clog-like wooden soled shoes)”).

The noun sabotage is said to have been absorbed by English in 1907, having been used as a French borrowing since at least 1903.  The sense of the French usage was “malicious damaging or destruction of an employer's property by workmen", a development from the original idea of mere deliberate bungling and inefficiency as a form of ad-hoc industrial action.  Contemporary commentators in England noted "malicious mischief" was likely the “nearest explicit definition” of sabotage before point out “this new force in industry and morals” was definitely something associated with the continent.  As the meaning quickly shifted from mere lethargy in the means to physically damaging the tools of production, the story began to circulate that the origin of the word was related to instances of disgruntled strikers (something the English were apt to ascribe as habitual to French labour) tactic of throwing their sabots (clog-like wooden-soled shoes) into machinery.  There is no evidence this ever happened although it was such a vivid image that the tale spread widely and even enjoyed some currency as actual etymology but it was fake news.  Instead it was in the tradition of the French use in a variety of "bungling" senses including the poor delivery of a speech or a poorly played piece of music, the idea of a job botched or a discordant sound, like the clatter of many sabots on as a group walked on a hardwood floor.  The noun savate (a French method of fighting with the feet) from French savate (literally "a kind of shoe") is attested from 1862 and although linked to footwear, is unrelated to sabotage.

Prepared for sabotage: Lindsay Lohan in Gucci Black Patent Leather Hysteria Platform Clogs with wooden soles, Los Angeles, 2009.  The car is a 2009 (fifth generation) Maserati Quattroporte leased by her father.

What sabotage was depended also from where it was viewed.  In industry it was thought to be a substitute for striking in which the workers stayed in his place but proceeded to do his work slowly and badly, the aim being ultimately to displease his employer's customers and cause loss to his employer.  To the still embryonic unions seeking to organize labour, it was a reciprocal act of industrial democracy, going slow about the means of production and distribution in response to organized capital going slow in the matter of wages.  The extension by the military to describe the damage inflicted (especially clandestinely) to disrupt in some way the economy by damaging military or civilian infrastructure emerged during World War I (1914-1918).  The verb sabotage (to ruin or disable deliberately and maliciously) dates from 1912 and the noun saboteur (one who commits sabotage) was also first noted in the same year (although it had been used in English since 1909 as a French word); it was from the French agent noun from saboter and the feminine form was saboteuse.

The word exists in many European languages including Catalan (sabotatge), Czech (sabotáž), Danish (sabotage), Dutch (sabotage), Galician (sabotaxe), German (Sabotage), Hungarian (szabotázs), Italian (sabotaggio), Polish (sabotaż), Portuguese (sabotagem), Russian (сабота́ж) (sabotáž), Spanish (sabotaje), Swedish (sabotage) & Turkish (sabotaj).  Sabotage is so specific that it has no direct single-word synonym although, depending on context, related words include destruction, disruption, subversion, treachery, treason, vandalism, cripple, destroy, disrupt, hamper, hinder, obstruct, subvert, torpedo, undermine, vandalize, wreck, demolition, impairment, injury & disable.  Sabotage is a noun & verb, sabotaged is a verb & adjective, saboteur is a noun, sabotaging is a verb and sabotagable is an adjectival conjecture; some sources maintain there is no plural of sabotage and the correct form is “acts of sabotage” while others list the third-person singular simple present indicative form as sabotages.

Franz von Papen.

Although his activities as German Military Attaché for Washington DC during 1914-1915 would be overshadowed by his later adventures, Franz von Papen’s (1879–1969) inept attempts at sabotaging the Allied war effort would help introduce the word to the military vocabulary.  He attempted to disrupt the supply of arms to the British, even setting up a munitions factory with the intension of buying up scare commodities to deny their use by the Allies, only to find the enemy had contracted ample quantities so his expensive activities had no appreciable effect on the shipments.  Then his closest aide, after falling asleep on a train, left behind a briefcase full of letters compromising Papen for his activities on behalf of the central powers.  Within days, a New York newspaper published details of Papen’s amateurish cloak & dagger operations including his attempt to induce workers of Austrian & German descent employed in plants engaged in war production for the Allies to slow down their output or damage the goods.  Also in the briefcase were copies of letters he sent revealing shipping movements.

Even this wasn’t enough for the US to expel him so he expanded his operations, setting up a spy network to conduct a sabotage and bombing campaign against businesses in New York owned by citizens from the Allied nations.  That absorbed much money for little benefit but, undeterred, he became involved with Indian nationalists living in the US, arranging with them for arms to be shipped to India where he hoped a revolt against the Raj might be fermented, a strategy he pursued also with the Irish nationalists.  Thinking big, he planned an invasion of Canada and tried to enlist Mexico as an ally of the Central Powers in the event of the US entering the war with the promise California and Arizona would be returned.  More practically, early in 1915 he hired agents to blow up the Vanceboro international rail bridge which linked the US and Canada between New Brunswick and Maine.  That wasn’t a success but of greater impact was that Papen had departed from the usual practices of espionage by paying the bombers by cheque.  It was only his diplomatic immunity which protected him from arrest but British intelligence had been monitoring his activities and provided a file to the US State Department which in December 1915 declared him persona non grata and expelled him.  Upon his arrival in Berlin, he was awarded the Iron Cross.

Hopelessly ineffective though his efforts had proved, by the time Papen left the US, the words sabotage and saboteur had come into common use including in warning posters and other propaganda.  Papen went on greater things, serving briefly as chancellor and even Hitler’s deputy, quite an illustrious career for one described as “uniquely, taken seriously by neither his opponents nor his supporters”.  When one of the Weimar Republic's many scheming king-makers suggested Papen as chancellor, others thought the noting absurd, pointing out: "Papen has no head for politics."  The response was: "He doesn't need a head, his job is to be a hat".  Despite his known limitations, he proved one of the Third Reich’s great survivors, escaping purges and assassination and, despite being held in contempt by Hitler, served the regime to the end.  Even its coda he survived, being one of the few defendants at the main Nuremberg trial (1945-1946) to be acquitted (to be fair he was one of the few Nazis with the odd redeeming feature and his sins were those of cynical opportunism rather than evil intent) although the German courts did briefly imprison him, albeit under rather pleasant conditions.

The Simple Sabotage Field Manual (SSFM) was published in 1944 by the US Office of Strategic Services (OSS), the predecessor of the Central Intelligence Agency (CIA).  Its original purpose was as a resource for OSS field agents to use in motivating or recruiting potential foreign saboteurs and permission was granted permission to print and disseminate portions of the document as needed.  The idea was to provide tools and instructions so just about any member of society could inflict some degree of damage of a society and its economy, the rationale being that of a “death of a thousand cuts”.  In contrast, the more dramatic and violent acts of sabotage (high-risk activities like killings or blowing stuff up) were only ever practiced by a handful of citizens.  The SSFM was aimed at US sympathizers keen to disrupt war efforts against the allies during World War II (1939-1945) in ways that were barely detectable but, in cumulative effect, measurable and thus contains instructions for destabilizing or reducing progress and productivity by non-violent means. The booklet is separated into headings that correspond to specific audiences, including: Managers and Supervisors, Employees, Organizations and Conferences, Communications, Transportation (Railways, Automotive, and Water), General Devices for Lowering Morale and Creating Confusion & Electric Power.  The simplicity of approach was later adopted by the CIA when it distributed its Book of Dirty Tricks.

Of great amusement to students (amateur and professional) of corporate organizational behavior was that a number of the tactics the SSFM lists as being disruptive and tending to reduce efficiency are exactly those familiar to anyone working in a modern Western corporation.

Middle Management

(1) Insist on doing everything through “channels.” Never permit short-cuts to be taken in order to expedite decisions.

(2) Make “speeches.” Talk as frequently as possible and at great length. Illustrate your “points” by long anecdotes and accounts of personal experiences.

(3) When possible, refer all matters to committees, for “further study and consideration.” Attempt to make the committee as large as possible — never less than five.

(4) Bring up irrelevant issues as frequently as possible.

(5) Haggle over precise wordings of communications, minutes, resolutions.

(6) Refer back to matters decided upon at the last meeting and attempt to re-open the question of the advisability of that decision.

(7) Advocate “caution.” Be “reasonable” and urge your fellow-conferees to be “reasonable” and avoid haste which might result in embarrassments or difficulties later on.

Senior Management

(8) In making work assignments, always sign out the unimportant jobs first. See that important jobs are assigned to inefficient workers.

(9) Insist on perfect work in relatively unimportant products; send back for refinishing those which have the least flaw.

(10) To lower morale and with it, production, be pleasant to inefficient workers; give them undeserved promotions.

(11) Hold conferences when there is more critical work to be done.

(12) Multiply the procedures and clearances involved in issuing instructions, pay checks, and so on. See that three people have to approve everything where one would do.

Employees

(13) Work slowly.

(14) Contrive as many interruptions to your work as you can.

(15) Do your work poorly and blame it on bad tools, machinery, or equipment. Complain that these things are preventing you from doing your job right.

(16) Never pass on your skill and experience to a new or less skillful worker.

Sabot & Clog

Sabot (pronounced sab-oh or sa-boh (French)

(1) A shoe made of a single block of wood hollowed out, worn especially by farmers and workers in the Netherlands, France, Belgium etc.

(2) A shoe with a thick wooden sole and sides and a top of coarse leather.

(3) In military ordinance, a wooden or metal disk formerly attached to a projectile in a muzzle-loading cannon.

(4) In firearm design, a lightweight sleeve in which a sub-caliber round is enclosed in order to make it fit the rifling of a firearm; after firing the sabot drops away.

(5) In nautical use, a small sailing boat with a shortened bow (Australia).

1600–1610: From the French sabot, from the Old French çabot, a blend of savate (old shoe), of uncertain origin and influenced by bot (boot).  The mysterious French savate (old shoe), despite much research by etymologists, remains of unknown origin.  It may be from the Tatar чабата (çabata) (overshoes), ultimately either from the Ottoman Turkish چاپوت‎ (çaput or çapıt) (patchwork, tatters), or from the Ottoman Turkish چاپمق‎ (çapmak) (to slap on), or of Iranian origin, cognate with the modern Persian چپت‎ (čapat) (a kind of traditional leather shoe).  It was akin to the Old Provençal sabata, the Italian ciabatta (old shoe), the Spanish zapato, the Norman chavette and the Portuguese sapato.  The plural is sabots.

Young women in clogs, smoking cigarettes.

Sabot is the ultimate source of sabotage & saboteur.  English picked up sabotage from the French saboter (deliberately to damage, wreck or botch), used originally to refer to the tactic used in industrial disputes by workers wearing the wooden shoes called sabots who disrupted production in various ways.  The persistent myth is that the origin of the term lies in the practice of workers throwing the wooden sabots into factory machinery to interrupt production but the tale appears apocryphal, one account even suggesting sabot-clad workers were simply considered less productive than others who had switched to leather shoes, roughly equating the term sabotage with inefficiency.

Vintage Dutch sabots.

The words saboter and saboteur appear first to have appeared in French dictionaries in 1808 (Dictionnaire du Bas-Langage ou manières de parler usitées parmi le peuple of d'Hautel) suggesting there must have been some use of the words in printed materials some time prior to then.  The literal definition provided was “to make noise with sabots” and “bungle, jostle, hustle, haste” but with no suggestion of the shoes being used in the “spanner in the works” sense suggested by the myth.  Sabotage would not appear in dictionaries for some decades, noted first in the Dictionnaire de la langue française of Émile Littré (1801-1881) published between 1873-1874 and curiously, it’s defined as referencing that specialty of cobbling “the making of sabots; sabot maker”.  It wouldn’t be until 1897 that the use to describe malicious damage in pursuit of industrial or political aims was recorded, anarcho-syndicalist Émile Pouget (1860-1931) publishing Action de saboter un travail (Sabotaging or bungling at work) in Le Père Peinard, which he helpfully expanded in 1911 in the user manual Le Sabotage.  In neither work however was there mention of using sabots as a means of damaging or halting machinery, the sense was always of things done by those wearing sabots, the word a synecdoche for the industrial proletariat.  Contemporary English-language sources confirm this.  In its January 1907 edition, The Liberty Review noted sabotage was a means of “scamping work… a device… adopted by certain French workpeople as a substitute for striking.  The workman, in other words, purposes to remain on and to do his work badly, so as to annoy his employer's customers and cause loss to his employer”.

Clog promotion, H&M catalog 2011.

Clog (pronounced klog or klawg)

(1) To hinder or obstruct with thick or sticky matter; choke up.

(2) To crowd excessively, especially so that movement is impeded; overfill.

(3) To encumber; hamper; hinder.

(4) To become clogged, encumbered, or choked up.

(5) A shoe or sandal with a thick sole of wood, cork, rubber, or the like; a similar but lighter shoe worn in the clog dance.

(6) A heavy block, as of wood, fastened to a person or beast to impede movement.

(7) As clog dance, a type of dance which specifically demands the wearing of clogs.

(8) In British dialectal use, a thick piece of wood (now rare).

(9) In the slang of association football (soccer), to foul an opponent (now rare).

(10) A heavy block, especially of wood, fastened to the leg of a person or animal to impede motion.

(11) To use a mobile phone to take a photograph of (someone) and upload it without their knowledge or consent, the construct being c(amera) + log, a briefly used term from the early days of camera-equipped phones on the which never caught on.

1300s: Of unknown origin, most likely from the Middle English clogge (weight attached to the leg of an animal to impede movement) or from a North Germanic form such as klugu & klogo (knotty tree log) from the Old Norse, the Dutch klomp or the Norwegian klugu (knotty log of wood).  The word was also used in Middle English to describe big pieces of jewelry and large testicles.  The meaning "anything that impedes action" is from the 1520s, via the notion of "block or mass constituting an encumbrance” although it became nuanced, by 1755 builders were distinguishing between things clogged with whatever naturally belonged then and becoming “choked up with extraneous matter”, a distinction doubtlessly of great significance to plumbers.  The sense of the "wooden-soled shoe" is attested from the late fourteenth century, used as overshoes until the introduction of rubber soles circa 1840.  Related forms include the adjective cloggy, the noun clogginess, the verbs clogged & clog·ging and the adverb cloggily.  A frequently used adjectival derivative is anticlogging, often as a modifier of agent and, unsurprisingly, the verb unclog, first noted circa 1600, is also common.

Lindsay Lohan in Gucci Black Patent Leather Hysteria Platform Clogs with wooden soles, Los Angeles, 2009.  The car is a 2009 (fifth generation) Maserati Quattroporte leased by her father.

Clogs were originally made entirely of wood (hence the name), the more familiar modern form with leather uppers covering the front being noted first in the late sixteenth century but may have been worn earlier.  Long popular with men working in kitchens (always with a rubber covering on the sole), the first revival as a fashion item occurred circa 1970, primarily for women and clog-dancing, a form "which required the wearing of clogs" is attested from 1863.  There are now a variety of variations on the clog sole including the Tengu geta, having a single tooth in the centre and the Albarcas which features extensions something like a three-legged stool.  None look very comfortable but their users appear content.

Lindsay Lohan's promotion for the collaboration between German fashion house MCM & Crocs, introducing the "pragmatic" Mega Crush Clog.  Not that there was ever much doubt but now we know clogs can be "pragmatic".

Resin

Resin (pronounced rez-in)

(1) Any of a group of non-volatile solid or semisolid organic substances & compounds (that consist of amorphous mixtures of carboxylic acids), obtained directly from certain plants as exudations of such as copal, rosin & amber (or prepared by polymerization of simple molecules) and used typically in pharmaceuticals, plastic production, lacquers, adhesives and varnishes.

(2) A substance of this type obtained from certain pine trees (also called rosin).

(3) To treat, rub or coat with resin.

(4) A precipitate formed by the addition of water to certain tinctures.

(5) Any of various artificial substances, such as polyurethane, that possess similar properties to natural resins and used in the production of plastics; any synthetic compound with similar properties.

1350–1400: From the Middle English resyn & resyne (hardened secretions of various plants), from the Old French resine (gum, resin), from the Latin rēsīna (resin), from the Ancient Greek rhētī́nē (resin of the pine tree), both probably from a non-Indo-European language.  In chemistry, the word came to be applied to synthetic products by after 1883.  The verb resinate (impregnate with resin) dated from 1756.  The adjective resinous (of the nature of, pertaining to, or obtained from resin) is documented since the 1640s, from the Latin resinosus; the earlier adjective was resiny (having a character or quality like resin), noted since the 1570s.  The related (and now rare) noun rosin (distillate of turpentine (especially when in a solid state and employed for ordinary purposes)) dates from the late thirteenth century and was from the Old French raisine & rousine, both variants of résine; it was used as a verb after the mid-fifteenth century.  The later adjectives resiniferous & resinless appear never to have been used except in chemistry or technical literature in relevant industries, the more common forms in general use being resin-like or resinous.  Because the word resin covers a wide field of substances, it usually appears in modified form (acaroid resin, acrylic resin, epoxy resin, phenolic resin, polyresin, polyvinyl resin et al).  The present participle is resining and the past participle resined.  Resin, resinousness & resinite are nouns, resinously is an adverb and resinify is a verb; the noun plural is resins.

The Citroën SM and Michelin's resin wheels

1972 Citroën SM with Michelin RR wheels. 

Although sometimes referred to as being made from “carbon fibre”, materials engineers insist the optional wheels offered on the Citroën SM must be described as “synthetic resin reinforced with long-strand carbon fibre”.  Notable as the first composite road wheel offered for public sale, they were developed by Michelin, the tyre-maker which since 1934 had been Citroën’s parent corporation and the innovation was an appropriate accessory for the SM which, upon release in 1971, was immediately recognized as among the planet's most intricate and intriguing cars.  A descendant of the DS which in 1955 had been even more of a sensation, it took Citroën not only up-market but into a niche the SM had created, nothing quite like it previously existing, the combination of a large (in European terms), front-wheel-drive (FWD) luxury coupé with hydro-pneumatic suspension, self-centreing (Vari-Power) steering, high-pressure braking and a four-cam V6 engine, unique in the world.  The engine had been developed by Maserati, one of Citroën’s recent acquisitions and the name acknowledged the Italian debt, SM standing for Systemé Maserati.  Although, given the size and weight of the SM, the V6 was of modest displacement to attract lower taxes (initially 2.7 litres (163 cubic inch)) and power was limited (181 HP (133 kW)) compared to the competition, such was the slipperiness of the body's aerodynamics that in terms of top speed, it was at least a match for most.

Michelin RR wheel on Citroën SM.

However, lacking the high-performance pedigree enjoy by some of that competition, a rallying campaign had been planned as a promotional tool.  Although obviously unsuited to circuit racing, the big, heavy SM didn’t immediately commend itself as a rally car; early tests indicated some potential but there was a need radically to reduce weight.  One obvious candidate was the steel wheels but attempts to use lightweight aluminum units proved abortive, cracking encountered when tested under rally conditions.  Michelin immediately offered to develop glass-fibre reinforced resin wheels, the company familiar with the material which had proved durable when tested under extreme loads.  Called the Michelin RR (roues resin (resin wheel)), the new wheels were created as a one-piece mold, made entirely of resin except for some embedded steel reinforcements at the stud holes to distribute the stresses.  At around 9.4 lb (4¼ kg) apiece, they were less than half the weight of a steel wheel and in testing proved as strong and reliable as Michelin had promised.  Thus satisfied, Citroën went rallying.

Citroën SM, Morocco Rally, 1971.

The improbable rally car proved a success, winning first time out in the 1971 Morocco Rally and further success followed.  Strangely, the 1970s proved an era of heavy cruisers doing well in the sport, Mercedes-Benz winning long-distance events with their 450 SLC 5.0 (1977-1980) which was both the first V8 and the first car with an automatic transmission to win a European rally.  Stranger still, Ford in Australia re-purposed one of the Falcon GTHO Phase IV race cars which had become redundant when the programme was cancelled in 1972 and the thing proved surprisingly competitive during the brief periods it was mobile, the lack of suitable tyres for the large, heavy machine meaning the sidewalls repeatedly failed.  The SM, GTHO & SLC proved a quixotic tilt and, for better (Group B, 1982-1986) and worse (everything else), the sport went a different direction.  On the SM, the resin wheels had proved their durability, not one failing during the whole campaign and, encouraged by customer requests, Citroën in 1972 offered them as a factory option although only in Europe; apparently the thought of asking the US federal safety regulators to approve "plastic wheels" (as they’d already been dubbed by the motoring press) seemed to the French so absurd they never bothered to submit an application.

Reproduction RR wheel in aluminum. 

Michelin ceased to make the RR when SM production ended in 1975 but did provide another batch for sale in the mid 1980s and this was said to be a new production run rather than unsold stock.  A cult accessory for a cult car, perfect examples now sell for around US$2000 each which does sound expensive but, given what it can cost to restore (or even maintain) a SM, it’s not a significant sum and, unlike much of the rest of the machine, the RRs are at least trouble-free.  Michelin are not said to be contemplating resuming production but another company has produced visually identical wheels made from aluminum; these only slightly heavier.  Despite the success and the fifty-year history of robustness, Citroën didn’t persist and the rest of the industry never adopted the resin wheel.  The reason was two-fold: (1) Even if economies of scale operated to lower the unit cost, the technology was always going to be more expensive than using aluminum and advances in alloys meant the metal units can provide similar strength with only a slight weight penalty and (2) the resin was always susceptible to high temperatures, something not encountered on the SM which used inboard brakes.  Most cars don’t use inboard brakes and as Ford found when testing resin wheels during Lincoln's downsizing programme in the mid-1970s, although the weight reduction was impressive, almost the same was possible with aluminum at much lower cost and the problems caused by heat-soak from the brakes were insoluble.  So it proved until the late 1980s when, with the development of new, heat-resistant materials, reinforced resin wheels were made available on the limited-production Dodge Shelby CSX (1989).

1973 Citroën SM with reproduction RR wheels in aluminium. 

True carbon fibre wheels have had a little more success, although only at the top-end of the market, Koenigsegg in 2013 manufacturing carbon fibre single-piece wheels which it offered as a US$40,000 option; a number which needs to be considered in the context of the US$2 million price tag for one of their cars.  Porsche, Mercedes-Benz, Ferrari and Ford have all flirted with carbon fibre wheels and some manufactures are interested in the possibilities offered by hybrid designs which use aluminum for some components and carbon fibre for others, an idea familiar from earlier steel/aluminum combinations.  Regulatory authorities are apparently still pondering things.

Lindsay Lohan in Tsubi Scooter Jeans, Andrea Brueckner Saddle Bag, L.A.M.B. Lambstooth sweater, Manolo Blahnik Butterfly sandals & Louis Vuitton Inclusion resin bangles, Los Angeles, April 2005.

The SM V8

1974 prototype Citroën SM with 4.0 V8.

Ambitious as in 1971 it so obviously was, circumstances combined in a curious way that might have made the SM more remarkable still.  By 1973, sales of the SM, after an encouraging start, had for two years been in decline, a reputation for unreliability already tarnishing its reputation but the first oil shock dealt what appeared to be a fatal blow; from selling almost 5000 in 1971, by 1974 production numbered not even 300.  The market for fast, thirsty cars had shrunk and most of the trans-Atlantic hybrids (combining elegant European coachwork with large, powerful and cheap US V8s), which had for more than a decade done good business as alternative to the highly strung Italian thoroughbreds, had been driven extinct.  Counter-intuitively, Citroën’s solution was to develop an even thirstier V8 SM and that actually made sense because, in an attempt to amortize costs, the SM’s platform had been used as the basis for the new Maserati Quattroporte but, bigger and heavier still, performance was sub-standard and the theory was a V8 version would transform both and appeal to the US market, then the hope of many struggling European manufacturers.

Recreation of 1974 Citroën SM V8 prototype.

Citroën didn’t have a V8; Maserati did but it origins were in racing and while its (never wholly tamed) raucous qualities suited the character of the sports cars and saloons Maserati offered in the 1960s & 1970s, it would have been less than ideal for something like the SM.  However, the SM’s Maserati V6 was a 90^o unit and thus inherently better suited to an eight-cylinder configuration.  Therefore, in 1974, a 4.0 litre (244 cubic inch) V8 based on the V6 (by then 3.0 litres (181 cubic inch)) was quickly built and installed in an SM which was subjected to the usual battery of tests over a reported 20,000 km (12,000 miles) during which it was said to have performed faultlessly.  Unfortunately, bankruptcy (to which the SM, along with some of the company's other ventures, notably the GZ Wankel programme, contributed) was the death knell for SM production and the one-off V8 prototype was scrapped while the unique engine was removed and stored, later used to create a replica of the 1974 test mule.

The abortive Traction Avant V8

Citroën Traction Avant (TA) 22 (V8), Paris Motor Show, 1934 (the Coupé below, a Berline on the raised platform).  The frontal styling with fared-in headlights would have been exclusive to selected body-styles offered with the V8.

It was a shame because, despite being most associated with the US industry, it was the French engineer Léon Levavasseur (1863–1922) who in 1904 created the first V8 engine and at the 1934 Paris Motor Show, Citroën displayed their “TA 22”, a variation of their Traction Avant model but fitted with a 3.8 litre (233 cubic inch) V8, created by joining on a common crankcase two of their 1.9 litre (117 cubic inch) four-cylinder units.  At the show, several models were displayed and the promotional material confirmed the 22 would be available with a choice of coachwork including the Berline (four-door saloon), Familiale (long wheelbase (LWB) nine-passenger, four-door saloon with three rows of seats), two-door Coupé and Décapotable (two-door cabriolet).  Looming bankruptcy however halted the project and Michelin, having just taken corporate control, insisted the company concentrate on the best-selling, most profitable lines.  A reputed two dozen-odd 22s were built before the Michelin Man dropped his axe and it's never been clear if any passed into private hands in V8 form, most of the pre-production run having been re-fitted with standard 11 CV four cylinder engines under the usual hood (bonnet) and wings before being sold as TA 11s.  Inevitably, rumours abound, the most persistent being (1) an unnamed doctor or dentist in Brittany or Gascony locked a TA 22 in a barn where it remains, perfectly preserved and (2) there's one in a "secret garage" hidden somewhere in the Far-East, a remnant of the French colonial presence in Indo-China.  There's also the tale that one of the pre-production run displayed at the Paris Motor Show was stored in an underground car-park (in a "bricked-up room" to conceal it from the Nazi occupation forces which had a great fondness for the Traction Avant) in the Javel district of Paris (close to the Citroën factory) and it survived the war, only to be "destroyed" by Pierre "PJB" Boulanger (Pierre-Jules Boulanger, 1885–1950; chairman of Citroën 1935-1950).  Monsieur Boulanger was killed in an accident at the wheel of a TA 15-Six but, like the other legends, there's no documentary evidence of any of the V8 cars existing after 1935.  In recent years, some aficionados have built V8 TAs in the style of the 22 CVs, most fitted with contemporary Ford flathead V8s, an engine produced in several versions in France during the 1930s.   

1938 Citroën 11B Traction Avant coupé, one for four built in 1938 from a total production of 15.  Lovely though the art deco lines were, the 11B’s performance was rendered mediocre by the use of the even then rather agricultural 1.9 litre four-cylinder engine which, despite the fitting of twin downdraft carburetors, generated only 46 horsepower (hp) at a 3800 RPM of some harshness.  In the US, the memorable coffin-nose Cord 810 & 812 had already proved a power-train which combined a V8 with FWD could work and such a powerplant for the Traction Avant would have been transformative.  That the project was abandoned was one of many entries in the company’s long list of missed opportunities.

1937 Cord 812 Phaeton (left) and 1967 Cadillac Eldorado (right).

Thirty years apart, Cord and Cadillac demonstrated a big, FWD V8 could be made to work.  Rushed into production, the Cord had flaws but in a more buoyant economy might the resources might have been found to rectify the problems.  The Eldorado used an unusual chain-drive(!) version of the General Motors (GM) Turbo-Hydramatic automatic transmission which at the time raised the odd eyebrow but, coupled with engines as large as 500 cubic inches (8.2 litres which for 1970 briefly was tuned to a rated 400 hp), it proved robust and reliable.  Whatever happened later, in the 1960s, Cadillac's engineering could be said still to be the "standard of the world".

Evidence does however suggest a V8 SM would likely have been a failure, just compounding the existing error on an even grander scale.  It’s true Oldsmobile and Cadillac had offered big FWD coupés with great success since the mid 1960s but they were very different machines to the SM and appealed to a different market.  Probably the first car to explore what demand might have existed for a V8 SM was the hardly successful 1986 Lancia Thema 8·32 which used the Ferrari 2.9 litre (179 cubic inch) V8 in a FWD platform.  Although well-executed within the limitations the configuration imposed, it was about a daft an idea as it sounds, the understeer prodigious when tested on racetracks although it seems to have been manageable when sensibly driven on the road.  Even had the V8 SM been all-wheel-drive (AWD) it would probably still have been a failure but so configured it would now be remembered as a revolution ahead of its time.  As it is, the whole SM story is just another of Citroën's many, sometimes intriguing cul-de-sacs, albeit one which has become a minor cult.