Sepia

Sepia (pronounced see-pee-uh)

(1) A dark brown pigment obtained from the ink-like secretion of various cuttlefish, often used with brush or pen in drawing.

(2) A drawing made with this pigment.

(3) A photograph or digital image in the tone recognized as “sepia”.

(4) A specific range of shades of brown, which tend to a reddish tincture.

(5) In photography, a print or photograph rendered within this color range, associated especially with early types such as calotype.  Now easily replicated in software, when using physical film stock it can be produced by first bleaching a print (after fixing), then immersing it for a short time in a solution of sodium sulphide or of alkaline thiourea.

(6) Any of several cuttlefish of the genus Sepia, producing a dark fluid used naturally for defense and, by humans, in various mixes of ink (mostly archaic but still used in technical literature).

1821: From the Italian seppia (cuttlefish), from the Latin sēpia, from the Ancient Greek σηπία (sēpía) (cuttlefish (and its secretion)), the origin of which is uncertain, the orthodox explanation being it was from the Ancient Greek σήπειν (sḗpein) (to make rotten) but there are etymologists who suggest while that’s “semantically possible” (on the basis of the “rotten:” smelling ink), it’s may be from a pre-Greek source.  The Greek sḗpein was related to σήψ (sḗps) (a kind of lizard; also a serpent, the bite of which was alleged to cause putrefaction”).  The Greek sēpía was akin to sepsis.  Sepia & sepian are nouns & adjectives and sepialike (also as sepia-like) is an adjectives; the noun plural is sepias.

The use of the word to describe the brown pigment extracted from the secretions of cuttlefish dates from the 1820s and the “brownish” meaning as applied to drawings was first recorded in English in 1863 (originally as “sepia drawing”); it was extended later to photography and film and it remains a motif in “retro” art and verisimilitude in film & television.  Reflecting the influence of Classical & Medieval Latin in the formation of zoological taxonomy, sepia had been used of the cuttlefish as early as the late-fourteenth century but today such use is rare.  The Latin was also the source of words in a number of languages including the Bulgarian се́пия (sépija), the Catalan sèpia, the Esperanto sepio, the Finnish seepia, the French sépia, the Galician sepia, the German Sepia, the Hungarian szépia, the Japanese: セピア色 (sepiairo), the Portuguese sépia, the Romanian sepia, the Russian се́пия (sépija), the Spanish sepia, the Swedish sepia, the Tagalog sepia and the Turkish sepia.  

The noun sepiolite (in mineralogy, a hydrated magnesium silicate, clay mineral used for carving into decorative articles and smoking pipes (known also as meerschaum), from the same etymological origin as sepia, picked up the name because of the resemblance to cuttlebone.  The -lite suffix (when used formally) was a representation of the Ancient Greek λίθος (líthos) (stone) and was appended to form the names of rocks and minerals.  In informal use (in commerce or humorously (and in politics often disparagingly)) it's a phonetic version of “light” in the sense of “smaller, lesser, reduced in weight”; it's used often for cut-down (sometimes free) versions of software, diet drinks etc.

Montage of Lindsay Lohan red-carpet stills, rendered in vintage calotype sepia.

As an adjective sepian (the comparative more sepian, the superlative most sepian) began life meaning (1) of or pertaining to the sepia (in the sense of the cuttlefish or its dark pigment) and (2) of the color (not of necessity produced with the derived ink).  In the post-war Unites States, sepia was adopted to refer to some of those with darker pigmentation of the skin, specifically applied to black Americans or African Americans.  The emergence was because in many parts of the US, use of most offensive of the N-words had become socially less acceptable in many circles and as this disapprobation trickled down the social spectrum, new slurs were created, sepian presumably attractive because of the history as a description of colors of paint, fabrics etc.  It was thus separated from ethnic identity and could thus be defended as wholly neutral in use.  As a term, it was neither sufficiently widely adopted nor endured in use for long enough for any pejorative association to become attached so it never became part of the linguistic treadmill.

Bridget Bardot (b 1934) in sepia, on set in Viva Maria! (1965).

As an artistic device, sepia is sometimes used in film.  In The Wizard of Oz (1939), one of the most famous uses was to contrast the bleak, sepia-toned scenes in Kansas with the vibrant (techni-) color in the Land of Oz.  A different effect was achieved in The Shape of Water (2017) (which is either a fantasy or science fiction (SF) film depending on who is writing the review), the sepia-toned sequences depicting the protagonist's memories and dreams.  Presumably, directors find sepia a useful device because black & white (the other obvious alternative) has through use become vested with connotations, gained not only from of the association with film noir.

Cheater

Cheater (pronounced chee-ter)

(1) A person who cheats.

(2) A device or component used to evade detection of non-compliance with rules or regulations (such as the (Dieselgate) mechanical and electronic devices used by Volkswagen and others to cheat emissions testing programmes).  As a mechanical device a cheater is thus "a modifier" and the would is also often used as one.

(3) Slang for eyeglasses or spectacles (archaic).

(4) In mechanical repair, an improvised breaker bar made from a length of pipe and a wrench (spanner), usually used to free screws, bolts etc proving difficult to remove with a ratchet or wrench alone; any device created ad-hoc to perform a task not using the approved or designated tools.

1300-1350: From the Middle English cheater from cheat, from cheten, an aphetic variant of acheten & escheten, from the Old French eschetour, escheteur & escheoiter, from the noun; it displaced native Old English beswican.  The -er suffix was from the Middle English –er & -ere, from the Old English -ere, from the Proto-Germanic -ārijaz, probably borrowed from the Latin -ārius.  The adoption was reinforced by the synonymous but unrelated Old French –or & -eor (the Anglo-Norman variant was -our), from the Latin -(ā)tor, from the primitive Indo-European -tōr.  The suffix was added to a person or thing that does an action indicated by the root verb, thereby forming the agent noun.  The noun cheatery is now rare, existing only in old texts.  Escheat refers to the right of a government to take ownership of estate assets or unclaimed property, most often when an individual dies without making a will and with no heirs.  In common law, the theoretical basis of escheat was that (1) all property has a recognized owner and (2) if no claimants to ownership exists or can be identified, ownership reverts to the King (in modern terms the state).  However, in some circumstances escheat rights can also be granted when assets are held to be bona vacantia (unclaimed or lost property).  The original sense was of the "royal officer in charge of the king's escheats," and was a shortened form of escheater, agent noun from escheat.  The meaning “someone dishonest; a dishonest player at a game” emerged in the 1530s as the Middle English chetour, a variant of eschetour following the example of escheat +‎ -er which evolved in English in the modern form cheater (cheat + -er).

Heav'n has no rage, like love to hatred turn'd, nor Hell a fury like a woman scorn'd. William Congreve, The Mourning Bride (1697).

Cheater cars are a frequent sight on several social media platforms, posted presumably by impressed spectators rather than victims or perpetrators.  Techniques and artistry vary but there does seem to be a trend whereby the more expensive the car, the larger and more lurid will be the lettering.  Red, pink and fuchsia appear the colours of choice except where the automotive canvas is red; those artists adorn mostly in black or white.

Hell also hath no fury like a woman cheated upon.   

For some reason, the (anyway incorrectly quoted) phrase “Hell hath no fury like a woman scorned” is often attributed to William Shakespeare (1564–1616), possibly because it’s plausibly in his voice or maybe because for most the only time the Middle English “hath” is seen is in some Shakespearian quote so the association sticks.  The real author however was actually Restoration playwright William Congreve (1670–1729) who coined the phrase for his 1697 play The Mourning Bride, the protagonist of which, although becoming a bit unhinged by the cruel path of doomed love, doesn’t resort to leporidaecide (bunny boiling).  Congreve’s line, “Heaven has no rage like love to hatred turned, nor hell a fury like a woman scorned” was good but actually was a more poetic rendition of a similar but less elegantly expressed version another playwright had used a year earlier.  The Mourning Bride is also the source of another fragment for which the bard is often given undeserved credit: “Music has charms to soothe a savage breast” although that’s often bowdlerized as “Music has charms to soothe a savage beast”.

Politicians are notorious liars and cheaters, some even cheerfully admitting it (usually when safely in their well-provided for retirement) but in the privacy of their diaries, they’ll often happily (and usually waspishly) admit it of others.  Although he has a deserved reputation for telling not only lies but big lies, no one has ever disputed Joseph Goebbels’ (1897–1945; Reich Minister of Propaganda 1933 to 1945) assessment of a fellow cabinet member, foreign minister Joachim von Ribbentrop (1893–1946; Minister of Foreign Affairs 1938-1945) of whom he said “He bought his name, married his money and cheated his way into power”.

Guilty as sin.  Oliver Schmidt (b 1969; inmate number 09786-104 in US Federal, York Township, Michigan) received a seven year sentence for his involvement in the Volkswagen Dieselgate scandal.  Herr Schmidt (right) is pictured here receiving a Ward’s “Best Engine” award in 2015.

Volkswagen certainly gave cheating a bad name and in May 2022 the company announced the latest out-of-court settlement would be Stg£ 193 million (US$242 million) to UK regulators, following the Aus$125 million (US$87 million) imposed by the Federal Court of Australia.  To date, Dieselgate has cost the company some US$34 billion and some criminal cases remain afoot.

Smokey Yunick’s 1966 Chevrolet Chevelle #13 which some alleged was a 7:8 or 15:16 rendition, here aligned against a grid with a stock body.

In simpler, happier times, cheating was sometimes just part of the process and was something of a game between poacher and gamekeeper.  In the 1960s, NASCAR racing in the US was a battle between scrutineers amending their rule-book as cheating was detected and teams scanning the same regulations looking for loopholes and anomalies.  The past master at this cheating was Henry "Smokey" Yunick (1923–2001), a World War II (1939-1975) bomber pilot whose ever-fertile imagination seemed never to lack some imaginative idea that secured some advantage while remaining compliant with the letter of the law (at least according to his interpretation).  His cheats were legion but probably the most celebrated (and there would have been judges who would have agreed this one was legitimate) concerned his interpretation of the term “fuel tank capacity”.  NASCAR specified the maximum quantity of fuel which could be put in a tank but said nothing about the steel fuel line running from tank to engine so Mr Yunick replaced the modest ½ inch (12.5 mm) tube with one 11 feet (3.6 m) long and two inches (50 mm) wide, holding a reputed 5 (US) gallons (19 litres) of gas (petrol).  That was his high-tech approach.  Earlier he’d put an inflated basketball into an oversized fuel tank before the car was inspected by scrutineers and when they filled the tank, it would appear to conform to regulations; these days it’d be called “inflategate”.  After passing inspection, Mr Ynuick would deflate the ball, pull it out and top-up his oversized tank for the race.  Pointing out there was nothing in the rules about basketballs didn’t help him but did lead to the rule about a maximum “fuel tank capacity”, hence the later 11 foot-long fuel line.

NASCAR's letter of approval.

Mr Yunick’s 1966 Chevrolet Chevelles were different from the stock models but by the mid 1960s, all NASCAR’s stock cars were.  The difference was certainly perceptible to the naked eye and an urban legend arose that it was a 7:8 (some said 15:16) scale version.  The body’s external dimensions were however those of a stock Chevelle although the body was moved back three inches for better weight distribution, the floor was raised and the underside was smoothed out to improve the aerodynamics.  For the same reason the bumpers were fitted flush with the fenders.  The first car passed inspection (after making the modifications decreed by NASCAR) and took pole position at the 1967 Daytona 500.  He built another imaginative Chevelle for the 1968 race but it never made it past inspection.  In 1990, Smokey Yunick was inducted into the International Motorsports Hall of Fame, a recognition as richly deserved as it was overdue.

Singer and dancer Josephine Baker (1906–1975) with Chiquita, her pet cheetah.

A true homophone of cheater, cheetah (the plural cheetahs) is wholly unrelated.  Cheetahs are large cats (Acinonyx jubatus) of south-western Asia and Africa, resembling a leopard but noted for certain dog-like characteristics which is why they’re sometimes been trained for hunting game (deer, antelope etc) and they have even occasionally been fully domesticated as pets.  Dating from the early eighteenth century, cheetah was from the Hindi चीता (cītā (leopard, panther), from the Sanskrit citraka (leopard) & citrakāya (tiger) the construct being चित्र (citra) (multicoloured; speckled) + काय (kāya) (body, thus “beast with a spotted body”.  The Sanskrit citra was akin to the Old High German haitar (bright), the German heiter and the Old Norse heiðr (bright) and ultimately was from the primitive Indo-European kit-ro-, from the root skai- (to shine, gleam, be bright).  Kāya ultimately was from the primitive Indo-European kwei- (to build, make).  The now archaic alternative spellings were cheetah & cheetah and historically, the creatures were known also as the guepard, hunting cat or hunting leopard.  Understandably, given their size and predatory nature, it’s not uncommon for cheetahs to be referred to as “big cats” but in zoological taxonomy, felinologists restrict the “big cat” classification to the genus Panthera (lions, tigers, leopards, snow leopards & jaguars) and one defining feature of the Panthera cats is their ability to roar, made possible by a specific structure in their larynx.  Lacking the anatomical feature, cheetahs can purr, chirp & hiss but not roar.

A female cheetah at speed.

According to Dr Anne Marie Helmenstine, computer modelling suggests a cheetah should be able (briefly) to attain a speed of 75 mph (120 km/h) although its hunting technique is to maintain an average speed of 40 mph (65 km/h), sprinting to the maximum only when making a kill.  If required, it can go from 0-60 mph in 3 seconds (in three strides) which in the class of the quickest Lamborghinis, Ferraris and such but it’s a sprinter with little endurance, able to sustain its speed for little more than a quarter-mile (400 m).  Still, that’s almost three times as quick as the best recorded human, the men’s world record for the 100 m sprint standing a 9.58 seconds, compared with an eleven year cheetah (in captivity) which was clocked at 5.95 and her top speed of 61 mph (98 km/h) remains the highest verified.  That makes the cheetah the fastest land animal on Earth; only some birds can go faster.

Cheetah cutaway, published in Sports Car Graphics, November, 1963.  Not many front-engined cars had space sufficient to for a plausibly-sized frunk.

A contemporary of the Shelby American AC Cobra (1962-1967) and very much in the same vein, the Cheetah (1963-1966) was designed and constructed by California-based race car builder Bill Thomas (1921-2009).  As part of his work as an engineering consultant, Mr Thomas undertook projects for General Motors (GM), his focus on the somewhat clandestine motorsport activities of its Chevrolet division, and he parlayed this influence into securing corporate support for the concept which became the Cheetah.  The support was practical in that it yielded most of the mechanical components needed for a prototype including a Chevrolet Corvette 327 cubic inch (5.3 litre) V8 engine, Muncie four-speed gearbox, independent rear suspension and a miscellany of stuff from the GM parts bin.  It was obviously the pre-CAD (computer-aided-design) era but Mr Thomas didn’t trouble himself with drawing boards or blueprints, instead laying out the drive-train components on the floor of his workshop in seemed to his practiced eye an ideal arrangement and, with white chalk, he then sketched on the concrete the outline of the chassis frame members.  At that point, a draftsman (with tape measure) was brought in and blueprints were rendered; remarkably, Mr Thomas with great success for decades used this novel design technique.  Once the chassis dimensions were finalized, a body was designed and it’s important to note the project was initially envisaged only as a “concept car”, built for the purpose of impressing GM and thus securing further contracts.  It was conceived as something to be admired rather than used for any serious purpose and it was only as construction continued Mr Thomas sort of “fell in love” with his creation and decided to use it also in competition, something to which its low weight and prodigious power should have made it well-suited.  However, the compromises in chassis design which mattered not at all for a concept car meant some structural rigidity had been sacrificed and that was a quality essential in race cars; later rectification work would be required.  The first two Cheetahs were fabricated in aluminium (later models used GRP (glass reinforced plastic, better known as fibreglass) and one was sent to the Chevrolet Engineering Center for testing and evaluation.

1964 Cheetah with clamshell hood open.

The layout was not so much radical as extreme, the conventional F/R (front engine-rear drive) approach taken to a kind of logical conclusion with the engine located so far back the driver’s legs were alongside the block.  In the same way the “mid-engine” configuration was being defined as “engine behind the driver and in front of the rear axle line”, the Cheetah’s variation was “engine in front of driver and behind the front axle line”, now familiar on race cars and in a number of exotics but novel in the early 1960s.  As well as offering most of the weight-distribution and handling advantages offered by a mid-engine, the Cheetah’s layout avoided the complication of a transaxle but the drawbacks included inefficiencies in packaging (ie a cramped cockpit) and extraordinary heat-soak, the latter a familiar issue in an ears when small, low volume coupés were fitted with large displacement US V8 engines, the elegant AC 428 “Fura” (1965-1973) an exemplar of the phenomenon.  When the Cheetah was tested prior to being used on the track, it was found to be prone to over-heating, largely because the body had been designed to look decorative and no vents had been installed to extract hot air from under the long hood (bonnet).  That was addressed by the use of a larger radiator and the addition of various vents & ducts, along with a full-length belly pan, meaning subsequent versions lacked the visual purity of the original, the effect not dissimilar to the way the addition of this and that to provide for heat management meant the production versions of the Lamborghini Countach (1974-1978) lacked the sleek starkness of the original prototype, first shown at the 1971 Geneva Motor Show.  Still, compared with how subsequent versions of the Countach (1978-1990) would be adorned, the comparative elegance of the early run remains compelling.

1964 Cheetah, note the cut-outs and vents, subsequent additions to handle the heat generation.

The Cheetah’s dubious structural rigidity was a result of the original chassis being merely a quickly-assembled platform on which the striking body could be mounted to be admired but it was marginal for use even as a road car, let alone one subjected to the stresses of competition and even before testing it was anticipated substantial changes would have to be made.  Because so little triangulation had been incorporated in the original design, the chassis was susceptible to the loads imposed by the lateral forces created when negotiating high-speed curves, meaning the suspension geometry changed, challenging even skilled drivers accustomed to the rigid frames which guaranteed at least predictable behavior.  Additionally, for the testing, the Cheetah was provided with more power which exacerbated the alarming tendencies which included the rear suspension’s trailing arms bending, slighting altering (sometimes while at high speed) the location of the wheels.  Adding gusseting and triangulation to the frame and redesigning the trailing arms ameliorated the worst of the characteristics but some things were inherent in the design and subsequently, some owners of Cheetahs, seduced by its many virtues, undertook was essentially a re-engineering of the underpinnings and the many replicas and "continuation" editions significantly differ from the originals.  Still, whatever the quirks, the Cheetah was powerful, light and clearly aerodynamic for in a straight line few could match its pace; the name was chosen for a reason.

Unfortunately, the early 1960s were the end of an era in sports car racing because in addition to the regulatory body changing the rules for the class for which the Cheetah was intended so that 1,000 rather than 100 would be required for homologation, in the top flight, the days of the classic front-engined cars was nearly done and the future lay with the rear-mid configuration.  Given all that, Chevrolet withdrew its support although small-scale production continued and some two-dozen were constructed before the last was built in 1965.  The survivors are now high-priced collectables and there have been dozens of replicas although in the twenty-first century, this cottage industry was stalled by a dispute over ownership to the intellectual property associated with the design.  Predictably, although the Cheetah wasn’t obviously a car in need of more power, some owners of the replicas have concluded exactly that and fitted a variety of engines including big-block V8s and others with turbochargers or superchargers attached.  Fundamentally, what this approach meant was the “handle with care” injunction which applied to the original remained; just more so.

1929 Mercedes-Benz SSK (left) and 1964 Cheetah (right)

The distinctive lines of the Cheetah, its driver sitting over the rear wheels behind a long nose, recalled the pre-war roadsters which provided the model for most of the era’s grand prix cars, the motif lasting into 1960 when (in unusual circumstances in the Italian Grand Prix at Monza), a Ferrari secured one last win for the front-engined anachronisms.  The Mercedes-Benz SSKs (W06, 1928-1932) & SSKLs (WS06RS, 1929-1931) were classic examples and among the last of the road cars able to win top-flight grand prix events.  The red example (above left) is a 1929 model SSK (one of 33 built) and although the hue is untypical of the breed, in fashion and on the highways, the interwar years were more colourful that the impression left by the volume of monochrome and sepia images which form so much of the photographic record.  Interestingly, although Mercedes-Benz race cars are much associated with white (the racing color originally allocated to Germany) and silver (adopted by the factory racing team in the 1930s although in not quite the circumstances once claimed) there was a precedent for the use of red because that was the paint applied to the Mercedes Tipo Indy 2.0 used to win the 1924 Targa Florio (setting a race-record time which would stand for a decade), chosen because of the habit of the Sicilian crowds to pelt with rocks any car not painted in Italian Racing Red.  Not since 1920 had a non-Italian car won so it was a wise precaution.

1969 Pontiac Grand Prix Model J.

Such is the appeal to stylists of the “long nose” that over the years many have ignored the packaging inefficiencies its use imposes.  It was one of the most commented-upon aspects of the Jaguar E-type (1961-1974) and probably it’s rare for an analysis of the shape to have been written without the word “phallic” appearing at least once.  Even when the effect is not so exaggerated it can be effective, the third generation Pontiac Grand Prix (1969-1972) the last of the memorable designs to emerge from the golden years of GM’s PMD (Pontiac Motor Division) during the 1960s.  Intended to be evocative of the aspect ratios of machines such as the big Duesenbergs of pre-war years, PMD even purloined the “J” & “SJ” designations although with its straight-8 engines a Duesenberg really did need a long nose; under the hood of the exclusively V8-powered Grand Prix, there was much empty space.

Modified 1973 Volkswagen 1303 Super Beetle.

Nor was it just the manufacturers who have been fond of the style.  In Canada, somebody with the requisite skills decided the “Cheetah look” was what a 1973 Volkswagen Super Beetle really needed and while it’s obvious the body extensively has been modified, the distorted dimensions are deceptive because the (presumably unique) project sits on an unmodified chassis, the wheelbase unchanged.  Unfortunately or not, the opportunity was not taken to install up front a straight-8 or V16, the car still running the modest, rear-mounted, 1.6 litre (97 cubic inch) flat-4 fitted by the factory.  As well as the curved windscreen, the 1303 featured the 1302’s improved front suspension (which one tester claimed made it faster point-to-point than a 1963 Porsche 356), the design of which allowed the capacity of the frunk to be increased and this one will be more capacious still; given it’s now a two seater, luggage capacity should be adequate although the front bucket seats have been replaced with a full-width bench so three adults could be accommodated, BMIs (body mass index) and a willingness to rub shoulders permitting.  Because it’s on the same wheelbase, any increase in weight may be minimal and the handling (anyway improved by the revised suspension) presumably will be affected (for better or worse) only by the change in weight distribution.  That said, given the thing is now more tail-heavy, the Beetle's inherent tendency to oversteer (somewhat tamed by 1973) might be more apparent but with the power available, even if it behaves something like an early Porsche 930, should a situation drama occur, probably it'll be at a lower speed.     

1980 Cadillac Eldorado “Valentino” by the unimaginatively named Conversions Incorporated, a Michigan-based customizing house (left) and 1981 Cadillac Eldorado "Regal Coach" by Florida's International Coach Works Company, a selling point the Rolls-Royceish “flying lady” hood ornament, said to make it a “real head turner” (right).

In the sometimes weird world that was the world of modified PLCs (personal luxury coupe) in the US of the 1970s and 1980s, the “long nose” style didn't exist in isolation.  It was one of a number of design elements which were part of the “neo-classical” movement which included also side-exit, flexible exhaust pipes (referencing the often supercharged pre-war machines (a la the Mercedes-Benz SSK but by the 1970s almost always fake), upright chrome-plated grills (Rolls-Royce the preferred inspiration), T-roof assemblies (a modern take on the old sedanca de ville coach-work, fake wire wheels and external spare tyres, the rear one in a "Continental kit" (a look which to this day refuses to die), the fender-mounted pair taking advantage of the eighteen-odd inches (460 mm) spliced between A-pillar and front wheel.  The spares used the space where sometimes sat the external exhaust pipes so it was a choice which had to be made although some builders just left the expanse of sheet metal, emphasizing the elongation.

Sovereign

Sovereign (pronounced sov-rin (U), sov-er-in (non U) or suhv-rin)

(1) A monarch; a king, queen, or other supreme ruler.

(2) A person who has supreme power or authority.

(3) A group or body of persons or a state having sovereign authority.

(4) A gold coin of the United Kingdom, the value set at 22s 6d in the fifteenth century and re-valued to £1 sterling; it was removed from circulation after 1914.  In UK slang, “sov” (“sovs” the more commonly used plural) endures among certain classes to describe £1 sterling.   

(5) Belonging to or characteristic of a sovereign or sovereign authority; royal.

(6) Supreme; preeminent; indisputable.

(7) In clinical pharmacology, of a medicine or remedy, extremely potent or effective (archaic).

(8) A former Australian gold coin, minted 1855–1931, with a face value of £1 Australian.

(9) A large champagne bottle with the capacity of about 25 liters, equivalent to 33⅓ standard bottles.

(10) Any butterfly of the tribe Nymphalini, or genus Basilarchia, as the ursula and the viceroy.

(11) In regional UK, slang, a large, garish ring.

1250-1300: From the Middle English soverain (alteration by influence of reign) & sovereyn, from the Old French soverain (sovereign, lord, ruler (noun use of the adjective meaning "highest, supreme, chief")) (which exists in modern French as souverain), from the Vulgar Latin superānus (chief, principal (and source also of the Italian soprano & sovrano and the Spanish soberano)) from the classical Latin super (over; above) from the primitive Indo-European uper (over).  The spelling was influenced by folk-etymology association with reign and Milton spelled it sovran, perhaps a nod to the Italian sovrano and scholars caution that though widely accepted, the link to the Vulgar Latin superānus is unattested.  The now obsolete medical sense of “remedies or medicines potent in a high degree" was from the fourteenth century.

In law, there are strands of meaning:  In a constitutional monarchy, a king or queen can be known as the sovereign while the state itself is sovereign and sovereignty is said often to reside in some elected assembly which, being representative of the people, can be said to derive it from them.  The noun sovereignty emerged in the late fourteenth century to designate "pre-eminence".  It was from the Anglo-French sovereynete, from the Old French souverainete, from soverain and referenced "authority, rule, supremacy of power or rank".  The modern meaning as “sovereign state” which is defined literally as "existence as an independent state" is from 1715 and remains an exact meaning, the state of statehood a binary in that a state is either independent (and thus sovereign) or not.  Attempts therefore by sub-state entities like defined regions of federal states to asset sovereignty under the guise of state’s rights are usually doomed to fail either because, like the Australian states, they were non-sovereign colonies prior to federation or have always been part of a larger whole.  That is not to say that powers and authority cannot be shared and some heads of it may exclusively be vested in a sub-national construct but that is a constitutional arrangement within a sovereign state; sovereignty is indivisible.  The concept of “personal sovereignty” invoked by those resisting such thing as COVID-19 related face-mask or vaccine mandates is drawn from the theories of natural law but has no basis in positive law.

Lindsay Lohan, Vanity Fair photo shoot, Marina del Rey, California, October 2010.  The location was the Sovereign, a motor yacht built in 1961 for the film star Judy Garland (1922-1969).

The noun suzerain (sovereign, ruler) dating from 1807, was from French suzerain, from the fourteenth century Old French suzerain (noun use of the adjective meaning "sovereign but not supreme") from the adverb sus (up, above) on analogy of soverain.  The Old French sus is from the Vulgar Latin susum, from the Classical Latin sursum (upward, above), a contraction of subversum, from subvertere.  It was the French suzerain which vested the English sovereign it’s meaning in the political sense.  In international it came to mean a “dominant nation or state that has control over the international affairs of a subservient state which otherwise has domestic autonomy”, a sense similar but different from “client state” or relationships such as those of Moscow to the states of the former Warsaw Pact.  Historically the suzerain was the feudal landowner to whom vassals were forced to pledge allegiance.

In May 1910, European royalty gathered in London for the funeral of Edward VII and among the mourners were nine reigning kings.  This is believed the only photograph ever taken of nine sovereign kings and would be the last gathering of the old European order before the Great War.  The photograph circulated widely in both monochrome and sepia tones and recently has been colorized.  Notable absentees include Tsar Nicholas II of Russia (overthrown in 1917), Victor Emmanuel III of Italy and Emperor Franz Joseph (died in 1916, the dual monarchy abolished and the empire dissolved in 1918) of the Austro-Hungarian Empire.

Standing, left to right: King Haakon VII of Norway, Tsar Ferdinand of the Bulgarians, King Manuel II of Portugal and the Algarve, Kaiser Wilhelm II of Germany and Prussia, King George I of the Hellenes and King Albert I of the Belgians.

Seated, left to right: King Alfonso XIII of Spain, King George V of the United Kingdom and King Frederick VIII of Denmark.

Norway – Monarchy still going.

Bulgaria – Monarchy overthrown in 1946.

Portugal – Monarchy overthrown in 1910.

Germany – Monarchy extinct since the act of abdication in 1918.

Greece – Monarchy overthrown in 1924, restored in 1935, overthrown in 1973.

Belgium – Monarchy still going and notably more predictable than the local parliamentary politics in that while it’s often not possible for the politicians to agree on who should be prime-minister, the line of succession to the throne is not disputed.

Spain – Monarchy overthrown in 1931, re-established in 1975 and still going (with the odd scandal).  One quirk of Spanish constitutional history and one about which not all lawyers agree (political scientists and historians finding the arguments either tiresome or amusing) is that despite the proclamation of a republic in 1931, between then and 1975 when the monarchy was said to have been restored, Spain may anyway have continued to be a monarchy because, whatever the outcome on the streets or later Franco's battlefields, there may never have been executed the necessary legal mechanism of dissolution.

When the king (Alfonso XIII 1886–1941; King of Spain 1886-1931) went (with a fair chunk of his nation's exchequer) into exile in 1931, he departed the soil but did not abdicate which most regard of no constitutional significance, the subsequent declaration of the Second Spanish Republic thought sufficient and most agree this abolished both monarchy and kingdom, sovereignty residing with the republican state which General Franco (1892-1975; Caudillo of Spain 1939-1975) took over in 1939.  In curious twist however, in 1947 Franco re-established Spain as a Kingdom which he ruled as head of state of the Kingdom of Spain through the Law of Succession.  A sovereign kingdom thus but without a king on the throne on which, figuratively at least, Franco sat until peacefully he died in 1975.  A king then returned to the kingdom because, again amending the Law of Succession, Franco appointed Alfonso XIII's grandson, Juan Carlos I de Borbón (b 1938; King of Spain 1975-2014, styled Rey Emérito (King Emeritus) since) as his successor and he assumed the throne in 1975, the nature of the new, constitutional monarchy, promulgated in 1978 after a referendum.  Despite the fine technical points raised, most agree Spain was a republic 1931-1947, the kingdom was restored in 1947 and monarchical rule has existed since 1975, its constitutional form assumed in 1978.  Sovereignty was probably vested successively in the republic (1931-1939), Franco personally (1939-1975), Juan Carlos personally 1975-1978 and the Spanish state since.    

United Kingdom – Monarchy still going though not without the odd squabble at the margins.  Although having undergone the occasional change in dynastic management, it has since the ninth century existed continuously except for the uncharacteristic republican interregnum (1649-1660).  Territorially, it has been a shifting jigsaw, comprised of various permutations of all or part of England, Ireland, Scotland & Wales, the odd temporary European augmentation and of course the colonies, territories and Dominions linked to the old British Empire and the still extant Commonwealth.  The relationship between the monarchy and the Commonwealth varies from state to state and even in those independent states where the UK monarch remains the head of state, sovereignty in almost all cases resides wholly somewhere in the local political construct.

Dating from 21 April 1926, a two-part prediction was made by Henry "Chips" Channon (1897-1958), a US born resident of the UK who became a member of parliament (1935-1958) and in his last years, a knight of the realm (although the peerage he coveted eluded him.  In the way of such things, in many ways he became more English than many Englishmen.  On the day of the birth of the future Queen Elizabeth II (1926-2022; Queen of the UK 1952-2022) he noted in his diary that he expected the child to become "Queen of England and perhaps the last sovereign".  Channon thought the Prince of Wales (Prince Edward 1894–1972; briefly (in 1936) King Edward VIII of the United Kingdom & Emperor of India), whom he knew, to be so temperamentally unsuitable for the role of king he would either renounce his claim to the throne or abandon it once crowned.  His first part of the prediction proved accurate although he was diffident about the second and the monarchy has thus fare endured.  Channon's diaries, published in the 1960s (in heavily redacted form) were amusing enough but the (mostly) unexpurgated editions (in three volumes 2021-2022) are as juicy as any published in the past century.

Denmark – Monarchy still going.

That approaching the second quarter of the twenty-first century a dozen European nations (Andorra, Belgium, Denmark, Liechtenstein, Luxembourg, Monaco, the Netherlands, Norway, Spain, Sweden, the United Kingdom & Vatican City (the pope the only absolute sovereign and the city-state a theocracy)) remain monarchies would have surprised some.  In 1948, the already embattled (and soon to be overthrown) King Farouk (1920–1965; King of Egypt 1936-1952) gloomily predicted that soon only five kings would remain: "The King of England and the kings of hearts, clubs, diamonds and spades."  While prescient about his own fate, he was wrong in that but while there are certainly fewer than there were, the institution, while on paper a pretty silly basis on which to depend for a head of state, has proved durable in those cases where royal families have been sufficiently adaptable to evolve into reliable ciphers and become frequent, if sometimes unscripted, content providers for pop culture platforms.

End of the Jaguar 3.8 era.  Jim Clark and Jack Sears in the Ford Galaxie 427s ahead of Graham Hill and Roy Salvadori in Jaguar 3.8s, Guards Trophy Race, Brands Hatch, 1963.

A blend of the ancient and modern which characterized much of what Jaguar produced until well into the twenty-first century, the Daimler Sovereign was the final evolution of the Jaguar 2.4, introduced in 1955 as the “small” car of the range and known retrospectively as the Mark 1 after 1959 when a revised model was released as the Mark 2.  The bigger-engined versions of the Mark 2 were the outstanding sports saloons of their day and dominated production car racing until the new generation of fast Fords, the Lotus Cortina, the Mustang and, somewhat improbably, the big Galaxies began to prevail but, as road cars, the power delivered by the 3.8 litre XK-Six was probably close to the limit of the platform’s capability.  This was addressed in 1963 when a version of the more capable independent rear suspension introduced in 1961 on the Mark X and E-Type (XK-E) was grafted to a slightly enlarged structure and released as the S-Type.  The new sophistication was appreciated but the unusual combination of styling techniques was less admired, the front and rear generally felt discordant and tellingly, the Mark 2 was not discontinued and continued to sell well.

1963 Jaguar S-Type 3.8.

The aesthetic objections were noted and in 1966, a new nose, reminiscent of that on the Mark X, was grafted on to the S-Type and the result, while clearly not modernist in the manner of a contemporary like the NSU Ro80, was generally acknowledged to be more harmonious.  The new model, acknowledging the fitment for the first time in the platform of the 4.2 litre XK-Six, was called the 420 and, in a (brief) attempt to create a naming convention with some familial relationship, the big Mark X was re-named 420G and the Mark 2 became the 240 or 340 depending on engine capacity, the 3.8 litre version discontinued although a few were built to special order (albeit still badged as 340s).  Strange as it seems, for a number of reasons, the 240, 340, S-Type and 420 all remained available until all were replaced by the XJ6, introduced in 1968.  Only the 420G received a stay of execution, the flagship lingering until 1970 by which time production had slowed to a trickle.

1968 Daimler Sovereign.

Launched simultaneously in 1966 with the 420 and around 7% more expensive was the Daimler Sovereign.  The Sovereign was essentially the 420 with all the Jaguar’s optional extras fitted as standard, a higher grade of timber and leather for the interior fittings and the traditional details distinguishing the marquee, most notably the elegant fluting atop the grill and the rear number plate valance.  Unfortunately, unlike the earlier Daimler version of the Mark 2 (later named 250 to align with the 240 & 340) which was powered by Daimler’s fine 2.5 litre V8, the Sovereign was mechanically identical to the 420, the opportunity to create something special by using the 4.6 litre version of the V8 not taken, the same mistake which may have doomed the Mark X and 420G to their indifferent sales performance; although excessively large for many markets, a V8 Mark X would have been ideal in the US.  Nonetheless, although nothing more than a fancy Jaguar, it was a success and despite the higher price, Sovereign sales totaled more than six-thousand, the 420 managing only four-thousand odd more.

1967 Daimler Sovereign.

The 420-based Sovereign continued to be offered well into 1969 because the high demand for the XJ6 meant there was not immediately the capacity to produce a Daimler version of the new car.  It was finally retired in 1969 (the last survivor of the platform introduced in 1955) when an XJ6-based Sovereign was released in 2.8 and 4.2 litre versions, notionally replacing the Mark 2-based 250 and the previous Sovereign respectively.  Jaguar continued to use the Sovereign name on the six-cylinder Daimlers until 1983 when they were re-badged simply as “Daimler” although the name would for years be applied to various up-market XJs, especially in overseas markets where others held the trademark to the Daimler name.  When equipped with the Jaguar's 5.3-litre V12, the Sovereign was named Double Six, a revival of a name Daimler used between 1926-1938 for an earlier twelve cylinder model.  The Sovereign name was the choice of the Jaguar board; although the chairman had suggested “Royal” it seemed he was persuaded Sovereign was a better fit.

1976 Daimler Sovereign two door.

Most memorable of the Sovereigns were the elegant coupés offered between 1975-1977; the factory insisting they were a “two door” and not a coupé.  The vinyl-roof, one of the many unfortunate aspects of style which so afflicted the 1970s, attracted criticism even at the time of release, the suspicion being it might have been glued on to hide some rather obviously hasty welding used to create the lovely roofline, a expedient Plymouth adopted in 1970 for the Superbird and Ford Australia repeated on the Landau three years later.  However, it transpired the necessity was not the finish of the sheet metal but the inability of the paints of the era to accommodate the slight flexing of the roof caused by using the same gauge of steel on the pillar-less coupé as the saloon which was a little more rigid.  With the availability of modern paints, many have since taken the opportunity to ditch the vinyl and allow the lovely lines to appear unspoiled.  Being produced under the ownership of British Leyland, predictability, roof-flex wasn’t the only flaw.  The sealing of the frameless windows was never perfected so wind noise is more intrusive than the saloon and, over time, the heavy doors will sag, Jaguar using the same hinges as those which supported the saloon’s smaller, lighter pressings.  

Picture of the sovereign on a 1963 mock-up of the proposed Australian Royal.

Royal as a name seemed not to be popular in other places (although Chrysler did use it for a while and it's applied to a few alcoholic beverages), earlier rejected in the antipodes as the name for a new legal tender.  In early 1963, Robert Menzies (1894–1978; Prime-Minister of Australia 1939-1941 & 1949-1966) had said Australia would adopt a decimal currency and later in the year it was announced its name would be “the royal”.  Said to be the preferred choice of the prime-minister himself, cabinet had been persuaded, presumably because the other suggestions including "kwid", "champ", "deci-mate", "austral" and "emu", were thought worse.  Proving that social media isn’t necessary for public opinion to become quickly known, within days the derision expressed was enough to convince the government to change.  The cabinet documents (released in 1993 under the (then) thirty-year rule) recorded the treasurer telling the cabinet “…royal had been a terrible mistake” and in September, it was announced the pound would be replaced by the Australian dollar; it was introduced on Valentine’s Day 1966.

Currency matters had troubled Menzies before.  He’d been much criticized in 1952 when, upon Elizabeth II’s accession, the inscription FD abruptly was omitted from Australian coins.  FD (Defender of the Faith (the Latin Fidei Defensor (feminine Fidei Defensatrix)), had been in use since 1507 when the title "Protector and Defender of the Christian Faith" was granted by Pope Julius II (1443–1513; pope 1503-1513) to James IV of Scotland (James VI and I (1566–1625) King of Scotland as James VI (1567-1625) & King of England and Ireland as James I (1603-1625)) and had been inscribed on all English (and subsequently UK) coins minted since the Medici Pope Leo X (1475–1521; pope 1513-1521) in 1521 conferred it on Henry VIII (1491–1547; King of England (and Ireland after 1541) 1509-1547).  A grateful Leo had been most impressed by Henry’s book Assertio Septem Sacramentorum (Defense of the Seven Sacraments), a powerful assertion of both the sacramental nature of marriage and the supremacy of the pope, his words at the time celebrated in Rome as the "Henrician Affirmation".  Although Henry would go on to interpret the marriage ritual, papal authority and the defense of the faith in his own way, FD nevertheless remains on the UK's to this day.  There, it is not without constitutional significance, the sovereign, Queen Elizabeth, being supreme governor (ie the titular head) of the Church of England, the nation's established (ie the official state) church.  

A year is a long time in politics: the 1953 & 1954 Australian florins.

In the Australia of 1952, then a country still marked by the sectarian divide between Catholic and Protestant, there was much outrage, Anglicans calling it an affront to Her Majesty and their church and nothing but a cynical ploy by a (Presbyterian) prime-minister to curry favor with Roman Catholics in search of their votes.  Surprisingly to some, prominent among the affronted was the former high court judge, Dr HV Evatt (1894–1965; leader of the opposition 1951-1960) who, although condemned by the right-wing fanatics of the day as the “arch defender of the godless atheistic communists” was a staunch Anglican who proved a doughty opponent of the change.  It at the time was quite a furore with questions in parliament, strident editorials, letters (of outrage) to the editor (the social media of the era) and ecclesiastical denouncements from a number of reverend and very reverend gentlemen.  Menzies relented and intervened personally to ensure the mint secured Fidei Defensor dies in time for a commemorative florin (the modern 20c coin, then often referred to as "two bob") to be struck for the 1954 royal visit.