Scimitar

Scimitar (pronounced sim·i·tar or sim-i-ter)

An oriental sword with a curved blade broadening towards the point

1540s: From the Middle French cimeterre or the Italian scimitarra (and in English originally spelled also as cimiterie).  Most etymologists agree it’s from an unknown Ottoman Turkish word and ultimately from the Persian شمشیر‎ (šamšir) (sword), an unusual event because the linguistic variations in the Ottoman dialects are otherwise so well documented.  There are contested variations too in the Persian shimshir (pronounced shamsher), said by some to be derived from the Greek sampsera (a barbarian sword) but most authorities find this explanation unsatisfactory.  There were many variations too in spelling, the preferred modern form scimitar reflecting the influence of Italian but at least one dictionary preferred simitar as late as 1902.  In palaeontology, the term "scimitar-toothed cat" describes any of the various species of extinct prehistoric cats of the tribe Homotheriini.  Scimitar is a noun & verb and the gruesome sounding scimitared is an adjective; the noun plural is scimitars.

Antique Persian scimitar with leather wood scabbard featuring natural engraving on pommel and wooden handle adorned with embossed metal.  The heavy curved blade is hand-forged and thirty inches (760mm) in length with a deep blood grove.  The leather-covered wooden scabbard is equipped with a pair of belt rings and wire decoration.  The drag is heavily embossed with nature designs and is thirty-eight inches (965mm) long.

1973 Reliant Scimitar SE5a.

Produced between 1968-1986 (and based on an earlier coupé of the same name launched in 1964), the Reliant Scimitar was an early and successful attempt to combine the stylistic appeal of a coupé with the practicality of an estate.  Although English manufacturers had a long tradition of (mostly bespoke) two-door estates called shooting-brakes, they were expensive and (except for the rakish Aston Martins) often rather staid designs optimised for the carriage of dogs, shotguns, picnic baskets and such rather than style.  The Scimitar, although in some ways crude and lacking the refinement of the better-bred, was at the time unique in the market and sold well, triggering a trend for the design which is still sometimes seen.

1973: Marilyn Cole, Volvo 1800ES.

Beginning in 1964, Playboy magazine (much read for the interviews) began rewarding the Playmate of the Year (PotY) with a pink car and in 1973 it was awarded to Ms Marilyn Cole (b 1949).  Still one of the more admired Volvos, the 1800ES (1972-1973) underwent a conversion from a coupé (1961-1972) which was exquisitely executed, the re-design undertaken entirely in-house, the proposal by Pietro Frua's (1913-1983) studio (the P1800’s original designer) thought too avant-garde for Volvo buyers.  They may have had a point because Volvo owners do seem impressed more by frugality of operation and longevity than anything flashy and there are several 1800s which are documented as having covered more than a million miles (1.6 million km).  The coupé gained much from its use in a popular TV series shown in the early 1960s, a promotional opportunity made possible only because Jaguar declined to loan the production company one of its new E-Types (XKE) which had debuted in the same year as the P1800.  Still, the seductive E-Type hardly needed a TV series to create its image.  Doubtlessly the equally seductive Ms Cole won PotY on merit but her photo-shoot was the first in which a "full-frontal nude" image appealed in the magazine so that alone may have been enough to persuade the judges.

Aston Martin's original 1965 DB5 Shooting Brake (left) and one of the eleven subsequently built by Radford (right).

Before Reliant adopted the style, there were Aston Martin shooting brakes.  Sir David Brown (1904–1993) liked his DB5 coupé (which the factory, in their English way, called a "saloon") but found it too cramped comfortably to accommodate his polo gear, shotguns and hunting dogs.  Now, that would be called a “first world problem” but because Brown then owned Aston Martin, he simply wrote out a work order and had his craftsmen create a bespoke shooting brake (thereby confirming the informal English definition of the term: “station wagon owned by someone rich”) which they did by hand-forming the aluminum with hammers over wooden formers.  It delighted him and solved his problem but created another because good customers stared writing him letters asking for their own but Aston Martin was at full capacity building DB5s and developing the up-coming DB6 and V8 models.  With a bulging order book, the resources didn’t exist to add another niche model so the project was out-sourced to the coachbuilder Radford which built a further 11 (and subsequently another 6 based on the DB6).  That Brown’s original car was bespoke seems clear but the others are a gray area because the coachbuilder’s records and assessments of the cars indicate they were identical in all but the color of the paint and leather trim.  There may have been only 12 DB5s and 6 DB6s but by conventional definition, all but one from some sort of production line (albeit one both leisurely and exclusive) so can all but the original be thought truly bespoke?  According to the Aston Martin website, all are bespoke so presumably that will remain the last word on the subject.

1970 Aston Martin DBS shooting brake by FLM Panelcraft (left), 1992 Aston Martin Virage Shooting Brake (centre) and 2023 Aston Martin Vanquish Zagato Shooting Brake (right).

The troubled 1970s were unforgiving times for the coachbuilders for which shooting brakes had been a minor but lucrative side-hustle and FLM’s Panelcraft’s 1970 Aston Martin DBS shooting brake remained a one-off.  Things had improved by the 1990s and although the industry in the years since has had its ups & downs, by 2023 it was possible for one buyer in Japan to order a Vanquish Zagato Shooting Brake in pink.  Aston Martin are one of the English manufacturers which have long offered custom (even one-off) colors (at a price) and Bristol used to emphasise the nature of their clientele by mentioning often they would match the tints to old-school or regimental ties.  Sadly, Bristol entered liquidation in 2020 and the world lost one of its more charming anachronisms.

1970 Range Rover, the car which for a generation doomed the after-market shooting brake.

Although now thought a "luxury car", the original Range Rover was a utilitarian device with rubber floor mats, provided because it was assumed owners would need to "hose it out" after a day on the farm in their muddy boots.  As late as 1969, the plan had been for a basic four-cylinder version and an up-market V8 but constraints of time and budget meant only a single version was released, combining the interior fittings of the former with the latter's mechanical specification.  Not until the release in 1981 of the Range Rover Vogue did carpet, air-conditioning, leather and walnut facias appear, a response to the fit-outs being offered by a number of third-party operations.   

The industry never settled on an agreed definition of the shooting brake body style but from the 1930s it’s been used usually to describe a two-door car (there were variations) with estate-car coachwork added.  In recent years, what are (sometimes misleadingly) labelled shooting brakes have tended to be based on fast sports cars rather than the large chassis familiar in the 1930s when the intent was to offer the rich a large, comfortable car for outings like shooting parties, the enlarged rear compartment easily accessible and sufficiently capacious handily to accommodate guns, picnic baskets and (on a good day) a few brace of grouse on the trip home.  For reasons related to economics and engineering, the creation of shooting brakes declined in the post-war years and the release of the Range-Rover in 1970 rendered the style redundant except for the rare creations for those who still hankered for conspicuous exclusivity.  The sporty breed of coupés with estate coachwork which many (Volvo, Reliant, BMW, Ferrari, Lancia et al) have offered in recent decades are really not shooting brakes, the design instead intended to enlarge luggage space beyond the “toothbrush & bikini” capacity of some sports cars.  However, nobody seems to have thought of a better term and because of the historic association with class & wealth, the target market likes “shooting brake”.  The origin of the name lies in the shooting brake which was a large horse-drawn cart suitable for use by shooting parties.  The “brake” in the name is derived from the popularity among shooting parties of the heavy-framed carts used when “breaking-in” spirited horses although, etymologists have pointed out the Dutch word brik (cart or carriage) but any link is speculative.  In the UK, the term brake became so identified with large horse-drawn carts than it came to be applied widely, extended to wagons generally, whether used for shooting parties or not.  In France, an estate car (station wagon) was called a break, the French (somewhat unusually) following the example in English, the original form having been break de chasse (hunting break).

Dog owner Lindsay Lohan is part of the target market for shooting brake manufacturers although it's doubtful she's a fan of hunting & shooting.  Her first dog she name Gucci because the hound "chewed up" a pair of Gucci boots, something for which she was forgiven, living to the age of fifteen.

Borrowing shamelessly from Jensen which between 1966-1973 produced the FF, Ferrari chose the model name FF to allude to the specification (4 seats and 4 wheel-drive) although it was all-wheel-drive (AWD) rather than four-wheel-drive (4WD), the latter now indicating something built with some emphasis on off-road use.  The Jensen FF nomenclature was a reference to “Ferguson Formula” the AWD system developed by Ferguson Research, a company founded by Harry Ferguson (1884–1960).  Ferguson had developed its system for agricultural vehicles but the advantages for cars on the road or racetrack were obvious and a number of projects followed, all successful pieces of engineering but the economics were at the time not compelling and it wasn’t until the 1970s that AWD vehicles began to appear in any volume.

1966 Jensen FF Series 1 (left) and 1971 Series III, one of only 15 built (right).

Visually, the FF was distinguished from the standard Interceptor by a 5 inch (127 mm) longer wheelbase, added ahead of the windscreen to accommodate the transfer case and associated hardware, the twin vents the obvious marker (the standard Interceptor used one).  All used the combination of Chrysler's 383 cubic inch (6.3 litre) B-Series V8 and TorqueFlite (727) automatic transmission and tales of some leaving the factory with the 440 (7.2) RB engine or manual transmissions are apocryphal.  Nor it would seem have any FFs subsequently been been fitted with the bigger engine although some have been transformed into convertibles using the parts from the factory's run of 267 (1974-1976), no small project but one which demands no modification of the complex drivetrain.

GKN FFF 100, MIRA (Motor Industry Research Association) proving ground, Warwickshire, England, September 1972, the images from the on-line Jensen Museum.  The car just prior to the test run (left) shows the raised centre panel which allowed the carburettors to protrude; the dual Holley 3116 carburetors atop the short cross-ram manifold  (centre) and the 0-100 mph-0 run in the wet (right).       

There was however one FF which did hint at the possibilities offered by mixing AWD with prodigious quantities of power and torque.  GKN (now an aerospace multi-national but originally Guest, Keen and Nettlefolds, a manufacturing concern with roots traceable to 1759 at the dawn of the Industrial Revolution) in 1971, impressed by the FF, commissioned a special build.  Revealed in 1972 as the FFF 100 (claimed by some to be a reference to a planned production run but probably meaning nothing in particular unless an allusion to 100 mph (162 km/h), a speed which would later figure in the car's 15 minutes of fame), it used a one-off body of no great distinction but beneath the bland and derivative lines sat the intoxicating sight of a 426 cubic inch (7.0 litre) V8 (remembered as the much-vaunted "Street Hemi", a (slightly) civilized version of the unit used on the NASCAR ovals and on drag strips).  Complete with a power-boosting "short cross-ram" dual quad induction system and built to the A990 specification used in drag racing, the FFF 100 was lighter than the FF and when tested in a demonstration run, it achieved 0-100 mph-0 in 12.2 seconds and that was on a wet track; when the test was repeated in the dry the number was 11.5, a mark for road cars which would stand for three decades.  It proved beyond doubt the benefits of AWD & ABS although it wouldn't be until the 1990s many began to enjoy the combination.  However, any possibility of a production FFF 100 was fanciful, the FF and the Street-Hemi by 1972 already retired so all missed what would for decades been the world's fastest shooting brake.       

When the Jensen FF debuted, there was thus no AWD-4WD distinction and it was always referred to as “4WD”, its other notable innovation the fitting of Dunlop Maxaret’s mechanical anti-lock braking system, something which in rudimentary form had appeared on aircraft as early as 1908.  It was later used by railways but cars under braking on roads present more challenges for ABS than aircraft on runways or trains on tracks and it wasn’t until the 1950s that the first (almost) viable implementations appeared.  ABS is essentially a form of “pressure modulation” and the accepted abbreviation doesn’t actually reference the often quoted  “Anti-Lock Braking System”; the correct source is Anti-Bloc System, the name adopted in 1966 when Daimler-Benz and the Heidelberg electronics company Teldix (later absorbed by Bosch) began a co-development of a hybrid analogue-electronic system.  That was presented in a “proof-of-concept” display in 1970 during a media at the company’s Untertürkheim test track but what the engineers knew was that use in mass-production depended on the development of digital controllers, more reliable, more powerful and less complex than analogue electronics, the conclusion US manufacturers soon drew when their early implementation of electronic fuel-injection (EFI) proved so troublesome.  Such things were obviously going to be relatively cheap and available after Intel in 1971 released the 4004 (the first commercially available microprocessor and the ancestor of the x86 family and all which followed) and in 1978, Daimler-Benz made available the first version of ABS on some of the Mercedes-Benz 450 SEL 6.9s (1975-1980, the W116 platform 1972-1980) sold in the European market.  The Dunlop Maxaret mechanical ABS used on the Jensen FF was less sophisticated but was reliable and a remarkable advance and while some testers found adaptation a challenge, others noted that in skilled hands (and feet), it was in some ways superior because one could learn to “tramp-through” the system and induce wheel-locking selectively, something useful in the right circumstances.

Ferrari FF (2011-2016): The factory's official "hero" shot (left), an FF fitted with "aerodynamically optimized" ski boot (centre) and with rear compartment displaying "shooting brake" credentials (right). 

The Jensen FF really wasn’t a shooting brake although the huge and distinctive rear window was also a hatch so it did offer some of the advantages.  The Ferrari FF "shooting brake" (the factory seems not to have used the term although every journalist seems to thought it best) was very much in the same vein, its capaciousness closer to that of a “big coupé” rather than any size of station wagon although the factory did circulate photographs of the rear-compartment comfortably (if snugly) packed with a set of golf-clubs and a half dozen-odd travel bags; with folding rear seats, Ferrari claimed a trunk (boot) capacity of 450-800 litres (16-28 cubic feet).  Like the Jensen, it was aimed at those who like to drive to the ski-fields and the promotional material also included pictures of ski-racks and even a roof-mounted “ski-box”, able to hold ski-gear for four.  Despite the high price, the Jensen FF sold remarkably well but its market potential was limited because all Ferguson’s development work had been done in England using right-hand-drive (RHD) vehicles and the system was so specific it wasn’t possible to make a left-hand-drive (LHD) FF without re-engineering the whole mechanism which was so bulky the passenger's front seat was narrower than that of the driver so much did things intrude.  Consequently, only 320 were built, apparently at a financial loss.  Ferrari did better with their FF, over 2000 sold between 2011–2016 and although the packaging may have been remarkably efficient, with a 6.3 litre (382 cubic inch) V12 it was never going to be economical, listed by the 2013 US Department of Energy as the least fuel-efficient car in the midsize class, sharing that dubious honor with the bigger, heavier (though not as rapid) Bentley Mulsanne.  For owners, the 335 km/h (208 mph) top speed was presumably sufficient compensation.

Omicron

Omicron (pronounced om-i-kron or oh-mi-kron)

(1) The fifteenth letter of the Classical and Modern Greek alphabet and the sixteenth in Ancient archaic Greek; a short vowel, transliterated as o.

(2) The vowel sound represented by this letter.

(3) The common name designated (on 26 November 2021 by the World Health Organization’s (WHO) Technical Advisory Group on Virus Evolution (TAG-VE)) for the variant B.1.1.529 of the SARS-CoV-2 virus which causes the condition COVID-19.

(4) In English, as “o” & “O” (fifteenth letter of the alphabet), a letter used for various grammatical and technical purposes.

Circa 1400: The fifteenth letter of the Greek alphabet (oʊmɪkrɒn; the symbol Oo), literally "small o" (ὂ μικρόν (ò mikrón)), the construct being o + the Ancient Greek (s)mikros (small (source of the modern micro-) and so-called because the vowel was "short" in ancient Greek.  Omega (O) was thus the “long” (O) and omicron the “short” (o).  It’s from omicron both Latin and Cyrillic gained “O”.  Depending on the context in which it’s being written, the plural is omicrons or omicra.

The fifteenth letter of the Greek alphabet was derived from a character which in Phoenician was called 'ain or ayin (literally "eye") and represented by what most dictionaries record as something like "a most peculiar and to us unpronounceable guttural sound".  The Greeks also lacked the sound, so when they adopted characters from the Phoenician alphabet, arbitrarily they changed O's value to a vowel.  Despite the medieval belief, there is no evidence to support the idea the form of the letter represents the shape the mouth assumes in pronouncing it.  The Greeks later added a special character for the "long" O (omega), and the original thus became the "little o" (omicron).  In Middle English and later colloquial use, o or o' has a special use as an abbreviation of “on” or “of”, and remains literary still in some constructions (o'clock, Jack-o'-lantern, tam-o'-shanter, cat-o'-nine-tails, will-o'-the-wisp et al).  The technical use in genealogy is best represented by Irish surnames, the “O’” from the Irish ó (ua), which in the Old Irish was au (ui) and meant "descendant".

As a connective, -o- is the most common connecting vowel in compounds either taken or formed from Greek, where it is often the vowel in the stem.  English being what it is, it’s affixed, not only to constructions purely Greek in origin, but also those derived from Latin (Latin compounds of which would have been formed with the L. connecting or reduced thematic vowel, -i).  The Oxford English Dictionary (OED) adds the usage note that this occurred especially when what was wanted were compounds with a sense of Latin composition, which even if technically possible, would not be warranted but, were correct under the principles of Greek composition.  Similarly, blood type-O was in 1926 originally designated “0” (zero)" denoting the absence of any type-A & B agglutinogens but the letter O was adopted to align the group with existing nomenclature.  The standardized scale in railroads (O=1:48 (1:25 gauges)) dates from 1905.

As the character to represent the numerical value "zero", in Arabic numerals it is attested from circa 1600, the use based on the similarity of shape.  The similarity would later cause a Gaëtan Dugas (1952–1984), a Québécois Canadian flight attendant, mistakenly to be identified as "Patient Zero" (the primary case for HIV/AIDS in the United States).  The error happened because of a mistake made in 1984 in either the reading or transcription of a database maintained by the Center for Disease Control and Prevention (CDC) which tracked the sexual liaisons and practices of gay and bisexual men, mostly those from California and New York. Dugas, because he was statistically unusual in having no relevant connections with either state, was coded as "Patient O" (indicating out-of-state) but this was at some point misinterpreted as "Patient 0 (Zero)".  Dugas was later identified as "Patient Zero" (ie the person who introduced HIV/AIDS to North America) in Randy Shilts's (1951-1994) book And the Band Played On: Politics, People, and the AIDS Epidemic (1987) which explored the outbreak of the AIDS epidemic in the United States.  Shilts would later dismiss the significance of the technical error, claiming it made no difference to his point that Dugas engaged in behavior by which he either carelessly, recklessly or intentionally infected his many sexual partners with HIV (a claim subsequently contested by others).  Shilts died in 1994 from an AIDS-related condition.

Flirting with risk of exposure to, inter-alia, Omicron: Lindsay Lohan in facemask during the Covid-19 pandemic.

The authorities discourage the use of masks with the one-way, non-return valves (this one a twin-valve model) during epidemics & pandemics because, while affording the usual protection to the wearer, there is a slight reduction in their effectiveness in reducing the risk of infecting others.

A variant of the original SARS-CoV-2 virus which causes Covid-19, Omicron (B.1.1.529) was first reported to the World Health Organization (WHO) in November 2021 after being detected in Botswana.  Rapidly, it out-competed other SARS-CoV-2 strains to become the predominant variant in circulation, the primary transmission vector of that thought to be international air travel.  The WHO’s Technical Advisory Group on Virus Evolution (TAG-VE) named variant B.1.1.529 “Omicron” in November 2021, skipping the Greek letters next in sequence (nu (Ν, ν) & xi (Ξ ξ)), the former not used because of the confusion envisaged by virtue of the English pronunciation (“new” virus) and the latter avoided so the feelings of Xi Jinping (b 1953; general secretary of the Chinese Communist Party (CCP) and paramount leader of the People's Republic of China (PRC) since 2013) weren’t hurt, the origins of Covid-19 being a sensitive issue among the CCP’s Central Committee.

Flirting virus: Omicron FLiRT variant.

Although a number of Omicron sub-variants have subsequently been identified, none has been found so structurally dissimilar that the TAG-VE felt constrained to allocate a different Greek letter.  Instead, such variants were tagged alpha-numerically according to the group’s established convention (BA.1, BA.2 etc; identified sub-variants of BA.5 listed in a BQ.n sequence).  By June 2024, Omicron and its sub-variants remain dominant globally although new strains continue to emerge, notably the “FLiRT" which sounds encouraging but the US Centre for Disease Control (CDC) provided a rather dry explanation: “F for L at position 456, and R for T at position 346 (references to specific mutations in the virus’s spike protein).  The FLiRT variants are sub-variants of the Omicron JN.1 strain and include notable strains such as KP.2, KP.3, and KP.1.1.  The FLiRT variants now account for a significant portion of cases in the United States.

The Omicron and others: Notable Lancias

1981 Lancia Beta Spyder (Zagato).

Vincenzo Lancia (1881–1937) used letters from the Greek alphabet (Alpha, Beta, Lambda, Kappa, Omicron et al) as model names for many of his early vehicles and in 1953 returned to the practice for a one-off range based on a commercial chassis.  However, when the Beta (1972-1984) was released in 1972 it was the first time since 1945 the company had used letters from the Greek to designate a passenger vehicle.  It wasn’t Lancia’s first use of Beta, that had been the 1909 car which replaced the Alpha (also Alfa) and, although the 1972 car had been intended to be the model which would symbolize Lancia’s re-birth (il risorgimento), Beta rather than Alfa was chosen to avoid confusion with Alfa Romeo.  Over time, the Beta would be offered with two four-door saloon bodies and a coupé from which two variants were derived: (1) a three-door estate labeled HPE (high-performance estate) in the tradition of the "shooting brake" (a la the Reliant Scimitar et al) and (2) as a co-project with Lombardy-based coach-builder Zagato, a targa-style convertible with a structural arrangement vaguely similar to that used by the Triumph Stag.  In some markets, in an attempt to enhance the image, the Montecarlo sports car was badged as a Beta.  The survival rate of the Betas was low because of chronic rust but the oft-told tale the steel was of poor quality (described as “porous” and obtained in some sort of barter transaction between Italy and the Soviet Union) has been debunked, the Betas (like to contemporary Alfa Romeo Alfasud) crumbling away because of design flaws, inadequate corrosion-prevention measures and poor build quality, the latter due in part to the appalling state of the relations between capital & labor during the troubled 1970s.

1987 Lancia Thema 8·32.

By the standards of European front wheel drive mass-production, the Lancia Thema (1984-1994 and available as a four-door saloon, a five door estate and a low-volume long wheelbase (LWD) limousine) was completely conventional and mostly unexceptional but there was one memorable diversion: the Thema 8·32.  Introduced at the 1986 Turin Motor Show, instead of the predictable variety of four & six-cylinder petrol and diesel engines used in the mainstream range, the 8·32 was fitted with a version of the 3.0 litre V8 Ferrari used in their 308 and Mondial models.  By the mid-1980s, although it was no longer novel to put powerful engines into previously nondescript saloons, the 8·32 was in the avant garde of the more extreme, pre-dating the BMW M5 (E28) by some months and the Mercedes-Benz 500E (W124) by seven years but what made it truly bizarre was it retained the Thema’s front wheel drive (FWD) configuration.  That probably sounds like the daftest idea since Oldsmobile and Cadillac in the mid 1960s decided to offer big FWD "personal coupes" (which eventually would be offered with V8 engines as large as 500 cubic inches (8.2 litre)) but journalists who tested the 8·32 declared it a surprisingly good good road car although those who tried them on racetracks did note the prodigious understeer.  Ferrari supplying Lancia with a V8 was actually returning a favor: In 1954, it was the Lancia D50 Formula One car which became the first Ferrari V8.  By 1986, even the V8-powered Cadillac DeVille range had switched to FWD but it was a very different machine from the 8·32 and many DeVille owners probably neither noticed nor cared the configuration had changed although they would have appreciated the flat floor and additional interior space.

1974 Lancia Stratos HF.

The 8·32 experiment (which Lancia opted not the repeat) wasn’t the first time Ferrari had provided engines for a Lancia. The Stratos HF (1973-1978, the HF standing for "High Fidelity", a moniker sometimes attached to Lancia’s high performance variations) was named after the Stratos Zero, a 1970 show car designed by Bertone’s Marcello Gandini (1938–2024) although, except conceptually, the production vehicle bore little resemblance to that which lent the name.  The diminutive wedge was powered by the 2.4 litre V6 with which Ferrari used in the Dino 246 (1969-1974) and it was one of the outstanding rally cars of the 1970s, winning the 1974 Targa Florio and taking the World Rally Championship (WRC) in 1974, 1975 & 1976.  Still competitive in the late 1970s when factory support was withdrawn because Fiat, the conglomerate which by then owned Lancia, wished to use its activities in motorsport to promote more mainstream models, it continued in private hands to win events into the 1980s and replicas have since been produced.  Such is the appeal of the Stratos that Torino-based coach-builder Manifattura Automobili in 2018 announced a run (said to be limited to 25) of the "New Stratos", based on the (shortened) platform of a Ferrari 430 Scuderia (2007). 

1971 Lancia 2000 Coupé.

The Lancia Flavia was in production between 1961 and 1971 before it was re-named the 2000, a reference to the two litre flat-four, introduced in 1969, an enlarged version of the power-plant which, in 1.5 and 1.8 litre form had powered the Flavia.  Although a decade old at its introduction, the 2000 was still of an advanced specification including the then still uncommon option of fuel-injection.  Although the earlier Flavias were built as four-door saloons, two-door coupés & convertibles (including a quite strange looking coupé by Zagato), the 2000 was offered only with saloon and coupé coachwork, the latter so elegant that most were prepared to forgive the FWD beneath, something the Lancia cognoscenti (a most devoted crew) inexplicably believe is a good idea.

1983 Lancia 037.

The last rear-wheel drive car to win the WRC, the 037 (the mysterious name merely a carry-over of the original project name) was a highly modified version of the Montecarlo, a Pininfarina-designed mid-engined coupé produced between 1975 to 1981 (in some markets called the Beta Montecarlo to maintain a link with the more mainstream Beta models and in North America sold as the Scorpion).  The Montecarlo had begun life as a project undertaken by Pininfarina to replace Fiat’s much admired but outdated 124 Coupé but Bertone’s X1/9 design was thought so outstanding it was instead chosen for immediate production while the 124 continued.  Pininfarina’s bigger, heavier car was then designated the Fiat X1/8, envisaged to compete as an up-market, mid-engined, three litre V6 sports car.  However, after the first oil shock in 1973, the market was re-evaluated and, now code-named named X1/20, it was re-positioned as a two litre, four cylinder car and handed to Lancia to become the Montecarlo.  In development since 1980, the competition version, the Lancia Rally 037, was released late the next year and in its first competitive season in Group 5 rallying proved fast but still fragile although, it was certainly promising enough for the factory to return in 1983 when, fully developed, it won the WRC.  It was however the end of an era, the 037 out-classed late in the season by the all-wheel-drive competition which has since dominated the WRC.  In one aspect however it remains a WRC benchmark: no competitor since has looked as good.

1971 Lancia Fulvia 1.3 Coupé.

The slightly frumpy looking Fulvia saloon was the mass-selling (a relative term) model of Lancia’s range between 1963-1976 but the memorable version was the exquisite coupé (1965-1977).  Mechanically similar to the saloon except that it was on a short wheelbase  (SWB) platform and the FWD Fulvias were only ever offered with V4 engines of modest displacement (1.1-1.6 litres), the relatively high-performance achieved by virtue of light weight, high specific output and, in the two-door versions, a surprisingly efficient aerodynamic profile, belying the rather angular appearance (except for the usual special coupes by Zagato which managed almost to look attractive, not something which could be guaranteed to emerge from their drawing boards).  The HF versions were built for competition with more spartan interior trim, aluminum doors & non-structural panels, the engines tuned for higher power.  Produced in small runs, the early Flavia HFs used quite highly-strung 1.2 & 1.3 litre engines (the last batch gaining a five-speed gearbox) but the definitive competition HF was released in 1969 with a 1.6 litre engine and nicknamed Fanalona (big headlamps), an allusion to the seven inch units which had replaced the earlier five inch versions.  Almost mass-produced by earlier standards, over thirteen hundred were build and it delivered for the factory-supported Squadra Corse team, winning the 1972 Monte Carlo Rally.  The success inspired the factory to capitalize on the car’s success, a purely road-going version, the 1600 HF Lusso (Luxury) with additional interior appointments and without the lightweight parts manufactured between 1970-1973.  This one really was mass-produced; nearly four thousand were made and they remain much coveted.

1930 Lancia Omicron with two and a half deck arrangement and a clerestoried upper windscreen.

The Lancia Omicron was a bus chassis produced between 1927-1936; over 600 were built in different wheelbase lengths with both two and three-axle configurations.  Most used Lancia's long-serving, six-cylinder commercial engine but, as early as 1933, some had been equipped with diesel engines which were tested in North Africa where they proved durable and, in the Sudan, Ethiopia, Libya and Algeria, once petrol powered Omicron chassis were being re-powered with diesel power-plants from a variety of manufacturers as late as the 1960s.  Typically of bus use, coachbuilders fabricated many different styles of body but, in addition to the usual single and double deck arrangements, the Omicron is noted for a number of two and a half deck models, the third deck configured usually as a first-class compartment but in at least three which operated in Italy, they were advertised as “smoking rooms”, the implication presumably that the rest of the passenger compartment was smoke-free.  History doesn't record if the bus operators were any more successful in enforcing smoking bans than the usual Italian experience.

1928 Lancia Lambda series 7 tipo Siluro Bateaux (torpedo) "Casaro".

One of the most innovative designs of the 1920s, the Lamba was produced between 1922-1931 and was the first car to enter volume production using a stressed, unitary body.  It featured very effective four-wheel brakes (something surprisingly rare at the time) and independent front suspension, the competence of which was such that it was able to more than match the point-to-point performance of many cars much more powerful but with more brutishly simple solid axles attached to a chassis.  However, because it was so attractive, demand much exceeded Lancia’s capacity to build sufficient numbers and the factory was forced to offer a model with a conventional chassis so coach-builders could provide bodies to fill the supply gap.  All Lambdas were powered by advanced and compact narrow-angle aluminum overhead camshaft V4 engines between 2.1-2.6 litres and over eleven thousand were built.

Sabre

Sabre (pronounced sey-ber)

(1) A stout single-edged cavalry sword, having a curved blade.

(2) A sword used in fencing, having a narrow V-shaped blade, a semicircular guard, and a slightly curved hand.

(3) In historic military slang, a cavalry soldier.

(4) To injure or kill with a sabre.

1670s: From the French sabre (heavy, curved sword), an alteration of sable (dating from the 1630s), from the 1630s German dialectal Sabel & Säbel, from the Middle High German sebel, probably from the perhaps from the fourteenth century Hungarian (Magyar) szabla (rendered laser as száblya) (saber, literally "tool to cut with" from szabni (to cut) and it’s thought the spread of the Hungarian word to neighboring languages occurred during the Ottoman wars in Europe of the fifteenth to seventeenth centuries.  The origin of the Hungarian word is mysterious.  It was long thought most likely from the South Slavic (the Serbo-Croatian сабља or the Common Slavic sablja) which would mean the ultimate source is Turkic but more recent scholarship suggests it may ultimately be from the Tungusic, via the Kipchak Turkic selebe, with later metathesis (the letters transposing l-b to b-l) and apocope changed to seble, which would have changed its vocalization in Hungarian to the recorded sabla (perhaps under the influence of the Hungarian word szab- (to crop; cut (into shape).  It was cognate with the Danish sabel, the Russian са́бля (sáblja) and the Serbo-Croatian сабља.  The Balto-Slavic words (Russian sablya, Polish and Lithuanian šoblė) may have come via German, but the Italian sciabla is said to have been derived directly from Hungarian.  The US spelling since the late nineteenth century was saber but sabre is also often used by those who prefer the traditional spellings for archaic nouns (eg theatre is in learned use sometimes used to distinguish live high-culture performances from popular forms).  Sabre is a noun and verb and the (omninous sounding) sabring & sabred are verbs; the noun plural is sabres.

Sabrage is the opening of a bottle, traditionally champagne, by striking with a sabre, the annulus (the donut-shape ring of glass between the neck and cork) of the bottle, held at an angle of about 30^o, slicing off the bottle's neck.  The trick is said to be to ensure the bottle is as cold as possible and the practice is claimed to be safe, any shards of glass being propelled away under pressure. For those for whom a sabre might not conveniently fall to hand, another heavy-blade can be used, even a meat-cleaver.  The sabre-tooth tiger, dating from 1849, is but one of a species of saber toothed cats from the genus Smilodon, noted for the pair of elongated teeth in the upper jaw although “sabre-tooth tiger” is often incorrectly used to describe all of the type, correctly known as saber-tooth cats and them a subset of a number of extinct groups of predatory therapsids with the famous teeth.  Saber-toothed mammals roamed the planet for over forty-million years until driven to extinction, presumably by modern humans, towards the end last period of glacial expansion during the ice age, an epoch which, by one definition, remains on-going.

Although some sources maintain “saber-rattling” (ostentatious or threatening display of military power; implied threat of imminent military attack; militarism) is derived from certain interactions between civilian government and the military in South American in 1924, the phrase had been in the English newspapers as early as 1879, spreading across the Atlantic early in the next century.  However, even before “saber-rattling” emerged as such an enticingly belligerent semantic mélange, the elements were often in close proximity usually as “the rattling of sabres”, used to describe the clatter a sabre in its scabbard is wont to make as its wearer proceeds on foot or horseback.  The use dates from a time when in many a European city a sword-carrying soldier was not an uncommon sight and bother phrases are used to describe bellicose posturing but only “sabre rattling” is exclusive in this sense.  It’s the sound which matters rather than the particular bladed weapon; the phrase “mere sword rattling” is attested in a US publication in 1882 and, strictly speaking, the use of naval forces in a threatening manner should presumably be “cutlass rattling” but that never caught on.  The figurative use could presumably exist in just about any dispute but seems most documented when threatening legal proceedings, often in cases of alleged defamation.

The strong association of sabre rattling with events in Chile in 1924 has led some to suppose the phrase dates from this time and place; that’s not so but what happened in Santiago was one of the few occasions when the sabers were literally rattled.  It was a time of heightened political conflict between the government and one of the few laws which seemed likely to proceed was a pay-rise for the politicians.  This wasn’t received well by most of the population, including the army officers who had long be denied any increase in their salaries.  Accordingly, several dozen officers, mostly subalterns, attended the congressional session at which the politician’s pay was listed for discussion, sitting in the public gallery.  Among the politicians, their presence caused some disquiet and the president of the chamber, noting the air of quiet intimidation, ordered the public gallery cleared, as the discussion was to be secret.  As the officers departed, they rattled the scabbards (chapes) against the floor, interpreted as a threat of military intervention.  The fears were not unfounded and by September that year, a military Junta had been established to rule the country and not until 1932 would it relinquish power to a civilian government.

Sabre rattling and Mr Putin.

As a set-piece of sabre-rattling, the Kremlin’s deployment of around eight army divisions to the Ukraine border and six amphibious ships with a supporting flotilla to the Black Sea, is the loudest heard since the end of the Cold War yet it has the curiously nineteenth century feel of those old stand-offs between two colonial powers, squabbling over some patch of desert somewhere, building seemingly towards a war which never quite happened.  Perhaps the true state of tension was revealed by a statement a German military spokesperson: “We are ready to go”, the Luftwaffe remarked of their deployment of three Eurofighter aircraft.

Still, few know Mr Putin’s (Vladimir Putin, b 1952; leader of Russia as president or prime-minister since 1999) thoughts on how the crisis should be encouraged to unfold although the Western political establishment is making sure the possibilities are spelled out.  The US president has his motives for doing this as does the British prime-minister and, to be fair, there is some overlap and imaginative suggestions have included the trick the Nazis in 1939 used to trigger Fall Weiss (plan white), the invasion of Poland, Germany staging a fake “attack” by the Poles, complete with German “victims”, the corpses conveniently available from the nearby concentration camps.  Quite whether there are many well-informed politicians who actually believe Russian armored divisions will be unleashed across the Ukrainian border isn’t clear but the alacrity with which many have been beating a path to Mr Putin’s door (or screen), certainly suggests they've reacted well to a growing crisis, the Russian president, in a nice touch, conducting some of the meetings in Saint Petersburg's Mariinsky Palace, the last neoclassical Imperial pile built by the Tsars.  Thought pragmatic rather than romantic, conventional wisdom would suggest Mr Putin will be not much be attracted to a massed invasion, even one with a bit of pretext, but the rebel regions in the east are attractive building blocks for the construction of a land bridge to the already annexed Crimean peninsular and from there, it's not that far to Odesa and the tantalizing prospect of sealing off Ukraine from the Black Sea, a more with critical economic and strategic implications.  Political recognition would be a handy prelude and one likely to provoke only a manageable reaction, the West probably as enthusiastic about sanctions which might be self-harming as they were in 1935 when League of Nations tried to do something about Italy's invasion of Abyssinia and it may be when things settle down a bit and the sabre rattling subsides, the Kremlin's strategy will remain the same but the tactical emphasis will switch.  As thinkers of such diverse subtlety as the wickedly clever Talleyrand (Charles-Maurice de Talleyrand-Périgord, 1754–1838; French diplomat whose career lasted from Louis XVI to Louis-Philippe) and the slow-witted Joachim von Ribbentrop (1893–1946; Nazi foreign minister 1938-1945) understood, between some states there's always a war going on; sometimes with guns and bombs, sometimes by other means and there are more "other means" than once there were.  Still the concerns about an invasion (which presumably would be styled a "state of armed conflict" rather than a "war") are not unfounded and the recent success of the Russian military in the Crimea and Belarus are probably as encouraging as the subdued Western reaction to these adventures.  How "prompt, resolute and effective" would be the response to invasion by the Ukrainians is the subject of speculation in many capitals, the professional military opinion seemingly that if the pattern of battle is an old-style contest of artillery and armor (Battle of Kursk) then the advantage will lie with the attacker but if fought street by street (Battle of Stalingrad), with the defenders.

Advanced in technology have meant that most uses of the phrase “sabre rattling” are now figurative and even when used in the context of the threat of armed force, “sabre” is acting not literally but as a synecdoche for “military power”.  Other figurative use can be more remote still, including the threat of litigation.  Although her dabbling in cryptocurrency markets would later attract the interest of US regulators, it’s believed Lindsay Lohan's name has been mentioned only once during the hearings conducted by the US Senate’s Banking, Housing and Urban Affairs Committee and that was in October 2017.  During that hearing, Senator John Kennedy (b 1951; junior senator from Louisiana (Republican) since 2017), searching for a phrase to illustrate the inappropriateness of a US$7.25 million IRA (Internal Revenue Service) for identity verification services being awarded to a Equifax (a company which had just suffered a massive hack resulting in the release of sensitive data belonging to 145 million people), settled on it being akin to “giving Lindsay Lohan the keys to the mini-bar.”  Richard Smith (b circa 1961; chairman and chief executive officer of Equifax 2005-2017), after pausing to digest the analogy, replied to the senator: "I understand you point."

Quickly, Lindsay Lohan’s parents declared the comment an “inappropriate, slanderous and unwarranted” and indicated they were seeking legal advice, labelling the senator “unprofessional”.  Whether the pair were serious wasn’t clear but their legal sabre rattling was said by experts to be an “empty threat” because (1) the protection available under the first amendment (free speech) to the US Constitution, (2) the immunity enjoyed by senators during committee hearings and (3) Ms Lohan being a living adult of full mental capacity, her parents would not enjoy the legal standing to litigate on her behalf.  Ms Lohan didn’t comment on the matter and no legal proceedings were filed.  

Replica of 1796 British light cavalry saber with steel scabbard.

The saber gained fame as a cavalry sword, having a slightly curved blade with a sharp edge, ideal for slashing from horseback.  They were first employed in the early sixteenth century by the hussars, a crack cavalry formation from Hungary and so obvious was their efficiency in the charge or the melee they quickly were adopted by armies throughout Europe.  Union and Confederate cavalries carried sabers during the US Civil War (1861-1865) although, with the advent of heavy artillery and rapid-fire weapons (including the limited use of the 600 rounds per minute (rpm) Gatling gun, while still deadly, they were no longer often a decisive battlefield weapon.  The glamour however lingered and sabres remain part of many full-dress military uniforms worn on ceremonial occasions.

North American F-86 Sabre.

Built between 1948-1957, the North American F-86 Sabre was the first US, swept-wing, transonic jet fighter aircraft.  A revision of a wartime jet-fighter programme and much influenced by the German air-frames and technical material which fell into US hands at the end of World War II, the Sabre was first used in combat after being rushed to the Far East to counter the threat posed by the sudden appearance of Soviet-built MiG-15s (NATO reporting name: Fagot) in the skies.  The Sabre was outstanding success in the Korean War (1950-1953), credited with nearly eight-hundred confirmed kills for little more than a hundred losses and the pedigree attracted the interest of many militaries, the Sabre serving in more than two dozen air-forces, the last aircraft not retired from front-line service until 1997.  Capable beyond its original specification (it could attain supersonic speed in a shallow dive), it was upgraded throughout its production with modern radar and other avionics and there was even a naval version called the FJ-3M Fury, optimized for carrier operations.  One footnote the Sabre contributed to feminist history came in 18 May 1953 when Jacqueline Cochran (1906-1980) became the first woman to break the sound barrier, accomplished in a Canadair F-86E.  The combined Sabre and Fury production numbered nearly ten-thousand, including 112 built under licence by the Commonwealth Aircraft Corporation in Australia.  It was replaced by the F-100D Super Sabre.

The big Sabre

Napier Sabre H-24.

The Napier Sabre was a H-24 cylinder, liquid-cooled, aero engine, designed by the British manufacturer Napier before, during and after World War II.  Although there were many teething problems, later versions evolved to become one of the most powerful piston aero-engines, rated at up to 2,400 horsepower (1,800 kW) while prototypes with advanced supercharger designs yielded in excess of 3,500 horsepower (2,600 kW).  The H-24 configuration (essentially two flat-12s one atop the other and geared together) was chosen because it offered the chance to increase the cylinder count without the excessive length a V-16 or V-24 would entail and, combined with the combination of a short stroke and big bore, permitted high engine speeds, thereby yielding more power without the need greatly to increase displacement and this was vindicated in early testing, the Napier Sabre in 1938 generating 2,400 horsepower (1,800 kW) with a 2,238 cubic inch (37 litre) capacity whereas the early Rolls-Royce Merlin V12 produced just over 1,000 horsepower (750 kW) from a 1,647 cubic inch (27 litre) displacement.

1945 Hawker Tempest powered by Napier Sabre H-24.

Problems however soon emerged, related mostly to quality control in the hurried development and manufacturing processes of wartime and inadequacies in the metallurgy used in the complex cylinder liners required by the sleeve valves.  Once these issues were solved, the Napier Sabre proved an outstanding power-plant, powering the Typhoon, the definitive British ground-attack fighter of the war.  Development continued even after the problems had been solved with the intention of using a redesigned supercharged to produce an engine which could power a high-altitude interceptor but the days of the big piston aero-engined fighters was drawing to a close as the jet age dawned.  Physics also intervened, whatever power a piston engine could generate, the need to use a spinning propeller for propulsion was a limiting factor in performance; above a certain speed, a propeller is simply torn off.

The little sabre

The short stature of Victor Emmanuel III (1869–1947; King of Italy 1900-1946) with (left to right), with Aimone of Savoy, King of Croatia (Rome, 1943), with Albert I, King of the Belgians (France, 1915), with his wife, Princess Elena of Montenegro (Rome 1937) & with Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945), observing navy manoeuvres (Gulf of Naples, 1938).  Note his sometimes DPRKesque hats.

Technically, Victor Emmanuel didn’t fit the definition of dwarfism which sets a threshold of adult height at 4 feet 10 inches (1.47 m), the king about 2 inches (50 mm) taller (or less short) and it’s thought the inbreeding not uncommon among European royalty might have been a factor, both his parents and grandparents being first cousins.  However, although not technically a dwarf, that didn’t stop his detractors in Italy’s fascist government calling him (behind his back) il nano (the dwarf), a habit soon picked up the Nazis as der Zwerg (the dwarf) (although Hermann Göring was said to have preferred der Pygmäe (the pygmy)).  In court circles he was know also, apparently affectionately as la piccola sciabola (the little sabre) a nickname actually literal in origin because the royal swordsmith had to forge a ceremonial sabre with an unusually short blade for the diminutive sovereign to wear with his many military uniforms.  His French-speaking Montenegrin wife stood a statuesque six feet (1.8 m) tall and always called him mon petit roi (my little king).  It was a long and happy marriage and genetically helpful too, his son and successor (who enjoyed only a brief reign) very much taller although his was to be a tortured existence.  Still, in his unhappiness he stood tall and that would have been appreciated by the late Duke of Edinburgh who initially approved of the marriage of Lady Diana Spencer (1960-1997) to the Prince of Wales (b 1948) on the basis that she “would breed some height into the line”.

From Sabre to Sabra

The early (left) and later (right) frontal styling of the Reliant Sabre.  The catfishesque recalled the Daimler SP250 (1959-1964) and was revised later in 1962, the update conceptually to that used by both MG and Triumph.  With the facelift, the bizarre and rather lethal looking dagmars were also retired.

The origins of the Reliant Sabre (1961-1964) were typical of many English sports which emerged during the 19450 & 1960s as designers with alacrity began to exploit the possibilities offered by fibreglass, a material which had first been used at scale for larger structures during World War II (1939-1945).  The Sabre was thus the marriage of a chassis from one manufacture with the body of another; that’s how things sometimes were done at a time when there were few design rules or safety regulations with which to conform.  The era produced a few successes and many failures, the =attraction being with only small amounts of capital, what would now be called “start-ups” could embark on small-volume production of cars which could be shown at motor shows alongside Aston Martins and Mercedes-Benz.

Reliant, a Stafford-based niche manufacturer since the 1930s, were contracted to handle the production and in the normal manner such things were then done, the parts-bins from many places (not all automotive) provided many components from engines & transmission to door handles.  As a roadster, the Sabre was launched in 1961 and while on paper the specification was attractive, it had many of the crudities and foibles which afflicted many of the low-volume products and it was slightly more expensive than the more refined, better equipped MGA and later MGB.  Taking a traditional approach to the problem, Reliant in 1962 released the Sabre Six, fitted with a 2.6 litre (156 cubic inch) straight-six in place of the 1.7 litre (104 cubic inch) four.  That resolved any performance deficit and the new car was as fast as anything in its price bracket but it remained in many ways crude and sales were always sluggish; of the 77 produced, all but two were coupés.

1963 Autocars Sabra Sport GT advertisement with corporate tsabár logo.  Note the woman driver, something then done quite selectively in advertising in the West.

So the Sabre was a failure but the chassis was fundamentally sound and it was used as the basis for the Scimitar coupé, a better developed vehicle with enough appeal to remain available until 1970 but it was as a shooting brake, released in 1968 the car found great success, available in a number of versions until 1986.  A quirkier second life for the Sabre however came in Israel where in 1961 it entered production as the Autocars Sabra, the Autocars company the operation behind the Reliant version.  Sabra was from the Hebrew צַבָּר (tsabár) (prickly pear cactus), the word re-purposed in Modern Hebrew to mean “a Jewish person born in Israel”.  In this context, sabra predated the establishment of the Jewish state in 1948 and use was widespread during the British mandate for Palestine (1922-1948).  Etymologists tracing the history suggest it was used originally as a derogatory term, those from recent waves of immigration were “rough and lacked social polish” but by the 1950s, it had become positive, the new settlers lauded as being like the prickly pear, “tough on the outside, sweet under the skin”.  For Autocars, the emphasis was on the “born in Israel” aspect, a bit of a leap considering the international origin of the design and much of the componentry but Autocars (founded in 1957), was at the time the country’s only manufacturer of passenger vehicles so it was something to emphasize.  The tsabaassociation of the cactus with such people was intended to be something positive.  The tsabár (in the sense of the cactus) also provided the inspiration for the corporate logo.