Thoroughbred

Thoroughbred (pronounced thur-oh-bred, thur-uh-bred, thuhr-uh-bred)

(1) Of pure or unmixed breed, stock, or lineage, as a horse or other animal; bred from the purest and best blood; a pedigree animal; purebred.

(2) By analogy, a person having good breeding or education.

One of a breed of horses, to which all racehorses belong, originally developed in England by crossing three Arabian stallions with European mares (always initial upper case)

(3) By analogy, a machine built to exacting standards with mostly bespoke parts rather than something assembled from parts or components from other manufacturers.

1701: The construct wass thorough +‎ bred.  Through is traced to circa 1300, from Middle English thoruȝ & þoruȝ, an adjectival use of the Old English þuruh (from end to end, from side to side, a stressed variant of the adverb þurh), a byform of Old English þurh, from which English gained through.  The word developed a syllabic form in cases where the word was fully stressed: when it was used as an adverb, adjective, or noun, and less commonly when used as a preposition.  Bred is the past tense of breed.  Breed is from the Middle English breden, from the Old English brēdan (bring (young) to birth, procreate (also "cherish, keep warm), from the West Germanic brodjan (source also of the Old High German bruoten, & German brüten (to brood, hatch)) & the Proto-Germanic brōdijaną (to brood), from brod- (fetus, hatchling), from the primitive Indo-European bhreu (warm; to boil, bubble, effervesce, burn).  It was cognate with the Scots brede & breid, the Saterland Frisian briede, the West Frisian briede, the Dutch broeden, the German Low German bröden & the German brüten.  The etymological notion is incubation, warming to hatch.  The intransitive sense "come into being" is from circa 1200; that of "beget or bear offspring" from the mid-thirteenth century.  As applied to livestock, the meaning "procure by the mating of parents and rear for use" was standardised by the mid-fourteenth century.  The sense of "grow up, be reared" (in a family; clan etc.) is from the late 1300s, extended to mean "form by education" a few decades later.  Thoroughbreed (also as thorough-breed) is a now rarely used alternative form.  Thoroughbred & thoroughbredness are nouns; the noun plural is thoroughbreds.

Among the thoroughbreds:  Lindsay Lohan visiting Flemington Racecourse for the Spring Carnival, Melbourne, Australia, November 2019.  Melbourne Cup Day (left) and Derby Day (right).

The noun breed "race, lineage, stock from the same parentage" (originally of animals) dates from the 1550s, derived from the verb but wasn’t applied to people until the 1590s; the scientific use to define a “"kind or species" began to be used in the 1580s.  The noun half-breed (person of mixed race) is attested from 1760 and was used first as an adjective in 1762; now though offensive it appears to have been replaced by “mixed-race”  but even this is not recommend for use unless being applied self-referentially.  The verb cross-breed appeared in 1670, used in relation to dogs, livestock and plants and, surprisingly, appears not to have been a noun until 1774.  Underbred (of inferior breeding, vulgar) from the 1640s was an adjective which didn’t survive; it was applied to animals "not pure bred" after 1890.

Thoroughbred the adjective dates from 1701 in the sense of persons "thoroughly accomplished" and wasn’t used for horses until the concept was created in 1796; the noun is first recorded 1842 but it’s hard to believe if wasn’t earlier in use in the horse-racing business; the noun is first recorded in 1842.  Use to refer to racehorses soon became definitive and all other applications are now analogous.

Needs a trained eye.  Thoroughbred (Indy King by Mr Prospector out of Queena) on the left, Standardbred to the right.

Sometimes casually used to refer to any purebred horse, it’s correct to use the word only with the Thoroughbred breed.  If used with a lower-case "t", it technically may be applied to just about any object when appropriate but never with other horse breeds.  It can cause confusion or worse. 

The Thoroughbred was bred in seventeenth and eighteenth-century England when several dozen native mares were crossbred with three imported Oriental stallions, Byerley Turk, Darley Arabian and Godolphin Arabian; all Thoroughbreds can trace their pedigrees to these three.  Between the 1730s and the late nineteenth-century, the breed spread throughout the world, first arriving in Australia in 1802.  Bred mainly for (gallop but not trotting or pacing) racing, they are also used for show jumping, combined training, dressage, polo, and fox hunting.  Thoroughbreds born in the Northern Hemisphere are officially considered a year older on the 1 January each year; those from the Southern Hemisphere having their birthday on 1 August.  These artificial dates enable the synchronization of northern and southern competitions for horses within their age groups.  Thoroughbreds are bred for speed, and depending on their intended career, for endurance over distances less than a mile (1600m) or as long as four (6400m).  They have a reputation for being highly-strung, sometimes deserved, sometimes not.

A horse cannot be registered as a Thoroughbred unless conceived by natural means; any form of artificial insemination is banned.  The industry maintains there are all sorts of reasons for this but it’s really a restraint of trade designed to limit supply and maintain high prices.  One charming second career for a Thoroughbred stallion which has proven too slow to race is that of a teaser.  A teaser’s job is to be placed close to a mare, usually behind a fence, to see if she’s in the mood to mate.  If she proves receptive, the teaser is led (unwillingly one supposes) away and replaced with a fast stallion.  Nature is then allowed to take its course.

The Maserati 5000 GT (Typo 103, 1959-1966)

1957 Maserati 450S.

It’s never taken much to induce advertising agencies to describe a car as a “thoroughbred”.  Some have been more convincing than others but few have been as deserving of the appellation as the Maserati 5000 GT (Typo 103).  With coachwork fabricated by eight different Italian coach-building houses, all of the thirty-four built used a slightly tamed 4.9 litre (300 cubic inch) variant of the 4.5 litre (273 cubic inch) V8 last seen in the Maserati 450S with which the factory’s racing team contested the World Sports Car Championship.  It really was end of the era stuff, a shift to unitary construction soon dooming most of the specialist coachbuilders while increasingly interventionist governments were in the throes of passing a myriad of laws which would outlaw barely disguised racing cars being used on the road.

1959 Maserati 5000 GT (Shah of Iran) by Touring.

In keeping with the pedigree of its illustrious engine, the 5000 GT enjoyed a blueblood connection in its very origin.  Before the Ayatollahs ran Iran, it was ruled by the Shah (king) and he got a lot more fun out of life than his clerical successors, noted especially as a connoisseur and of fast, exotic and expensive cars, his collection including multiple models from Lamborghini, Mercedes-Benz, Rolls-Royce, Ferrari and Maserati among others.  In 1958 he’d driven Maserati’s then popular 3500 GT but thought it lacking in power and, because hundreds a year were sold to the (rich) public, a bit common.  Accordingly, after receiving material advertising both the 3500 GT and the remaining 450S race cars the factory wished to dispose of after withdrawing from racing, the shah decided he wanted a combination of the two, the race engine in the road car.  To have it created, essentially he sent Maserati a blank cheque and asked them to call when it was ready.

1962 Maserati 5000 GT by Allemano.

It wasn’t as simple as it sounded for the 450S V8 was not some adaption from a production car but a genuine racing engine designed for use nowhere but the circuits and only in the hands of skilled racing drivers. Robust and powerful it certainly was but it was also raucous, inclined to roughness at low speeds and not all that well behaved except when at racing speed when it was more raucous still, if a little smoother.  Taming such a beast for the road was a challenge but, with the shah’s buckets of money and some Italian ingenuity, remarkably, a relatively quiet and tractable engine (compared with that of a race car) was concocted.  The bore-stroke relationship was changed, the camshaft profiles softened and the porting was altered, which, combined with a lower compression ratio, improved torque and delivered the still ferocious power over a more usable range.

1959 Maserati 5000 GT by Allemano.

Italian house Carrozzeria Touring designed one of their signature superleggera (their clever technique of lightweight construction) frames, onto which they attached a hand-made skin of aluminum to create a strikingly modernist two-seater coupé, its lines and interior appointments influenced by Persian Baroque architecture.  Delivered to the shah (Mohammad Reza Pahlavi, 1919-1980) in 1959, it was almost a secret but when a second, commissioned by a South African customer,  was displayed at the 1959 Turin Motor show, it generated such interest that Maserati were soon fielding enquiries from rich commoners wanting what royalty had.  Priced stratospherically however, there weren’t enough rich folk on the planet to make it a viable option for their production lines so it entered the catalogue as a bespoke item, Maserati modifying the 3500 chassis which, frankly had been a bit over-taxed by the big V8 and tweaking the engine still further, slightly increasing the capacity but in a way that rendered it more docile, yet still a howler when stirred.  The chassis appeared in the list and buyers could choose their own coachbuilder and eventually eight produced their own interpretations, the most numerous being by Carrozzeria Allemano which, over the years, finished twenty-two, the Allemano cars thought also the most alluring.

1963 Maserati 5000 GT by Fura.

It was capable in some of the configurations in which it was supplied of 170mph (275 km/h), the fastest road car of its day, almost matching the 183 mph (295 km/h) achieved years earlier by the Mercedes-Benz 300 SLR “Uhlenhaut” coupé, which was little more than a Formula One car with a bigger engine and number plates.  The 5000 GT was quite something and even if the early versions weren't exactly suited to urban use, they were never anything less than exciting.  All the 34 built still exist, most percolating between private collections, high-end auction houses and the odd appearance at an appropriately exclusive Concours d'Elegance.

The Gordon-Keeble GK-1 (1964-1967)

1965 Gordon-Keeble GK-1.

Although elegant and capable, the Gordon-Keeble was no thoroughbred.  Using a square-tube space-frame purchased as part of the assets of a bankrupt company, it was clothed not in hand-formed aluminum but with the much cheaper fibreglass.  Using various bits and pieces taken from the parts-bins of many manufacturers, it was powered by a 327 cubic inch (5.3 litre) Chevrolet V8, essentially the same motor found in everything from Corvettes to pick-up trucks and while it may have lacked a pedigree, the purchase and the running costs were appreciably less than Maserati 5000 GT, one able to buy one for a fraction of the cost and, if the worst came to the worst, replace the engine and gearbox for less than the cost of an Italian cylinder head.

1965 Gordon-Keeble GK-1.

All but one of the one-hundred Gordon-Keeble GK-1s were built in England between 1964- 1967 by engineers once associated with the Peerless company, one of quite a few briefly to flourish during the 1950s producing low-volume runs of swoopy-looking fibreglass bodies atop custom frames, using a variety of power-plants.  It was a simpler time.  The genesis of the GK-1 was a request in 1959 from a US Air Force (USAF) pilot then stationed in England to fit a Peerless with a 283 cubic inch (4.6 litre) Chevrolet Corvette V8.  The concept, essentially the same as that Carol Shelby (1923-2012) famously and historically would pursue by mating the AC Ace with the Ford V8 to create the Cobra (1962-1967), so impressed the engineers they took a V8 Peerless to Carrozzeria Bertone in Turin, Italy where a steel body designed by Giorgetto Giugiaro was built, appearing on Bertone’s stand at the 1960 Geneva Motor Show where it was well received.

1964 Gordon-Keeble GK-1.

After long delays related to securing contractual relationships with external component suppliers, the show car was finished to a point close to the standard required for regular production and, after testing which convinced the engineers it was a commercially viable proposition, sent to Detroit as a proof-of-concept for General Motors to evaluate.  Suitably impressed, Chevrolet agreed to supply the Corvette engines and gearboxes for the first production run.  Visually, the GK-1 differed little from the prototype, but structurally and mechanically, there were changes.  Most obvious was the switch of the body construction from steel to fibreglass, the engineers’ preference for aluminum prohibitively expensive and the Corvette engine was the newer 327 cubic inch (5.3 litre) unit introduced in 1962.  Mechanically, the GK1 was ready and reliable and, with its space-frame, De Dion rear axle, four wheel disk brakes, twin fuel tanks and a host of internal fittings hinting at a connection with aviation, the specification was tempting.  Released in 1964, the critical response was overwhelmingly positive (although nobody had a good word for the steering) and demand seemed initially strong.

1965 Gordon-Keeble GK-1.

However, the back-shed curse, which afflicting many small-scale British manufacturers in the era, struck.  Under-capitalized, the company was unable to successfully to link its cash flow with the demands of external suppliers upon which production depended and, whatever the engineering prowess available, the accounting skills required successfully to operate as a trading organization were lacking; a retail price under Stg£3,000 was unrealistically low and inadequate to support the actual cost of production and development.  By 1965, with ninety GK1s having been sold, the company was perilously close to insolvent and was sold but the new owners proved no more adept than the old.  After struggling to complete another nine cars (one more was added to the total in 1971, assembled the previous year from the residual spare parts when the factory was liquidated), operations finally closed, hopes of a US-based revival proving abortive.

Clan Gordon emblem.

One quirky footnote in the Gordon-Keeble story was the creature on the marque’s badge: a tortoise.  That may seem a curious choice for a vehicle designed for high-speed but the beast ended up on the badge because of a boardroom dispute.  Bertone’s prototype at the 1960 Geneva Motor Show had featured a badge with a stag's head, the emblem of the Scottish Clan Gordon to which belonged one of the founders of Gordon-Keeble.  Because the clan’s motto was Bydand (abiding or remaining) which, in modern parlance translates as something like “durable, immortal, steadfast & everlasting”, it was thought appropriate for the GK-1, which did live up to the motto better than most, some ninety-two of the one-hundred said either to be in running condition or undergoing restoration.

Gordon-Keeble corporate logo.

However, because of the long delays before production began, it was necessary to seek bridging finance and this brought the inevitable managerial disputes and as a result, Mr Gordon left, contractually obliged to allow the project to continue using his name but he withdrew the right to use the clan emblem.  With everything else going on, that wasn’t given much thought until late 1963 when, with a debut finally close, a photo-shoot was arranged so brochures and other promotional material could be prepared.  At just the moment the absence was noticed, a tortoise happened to be wandering in the garden chosen as the backdrop and the meandering Testudinidae, unaware of the minor role it was about to play in UK corporate history, was picked up and placed on the hood (bonnet), everyone amused at the juxtaposition of one of nature’s slowest creations adorning one of mankind’s fastest.  The tortoise was returned to the flower-beds and adopted as the emblem, appearing on the escutcheon of every Gordon-Keeble.

Triple

Triple (pronounced trip-uhl)

(1) Threefold; consisting of three parts (matching or not).

(2) Of three kinds; threefold in character or relationship.

(3) Three times as great; multiplied by three (numbers or quantities in general).

(4) In international law or international relations, as triple entente, triple alliance etc, a treaty or some state of arrangement between three states.

(5) In baseball (also called the three-base hit), a hit which enables the batter safely to reach third base.

(6) In (ten-pin) bowling, three strikes in succession.

(7) In basketball, a three-point field goal.

(8) In curling, takeout shot in which three stones are removed from play.

(9) In musical time or rhythm, having three beats in each bar

(10) As triple crown, in various sporting competitions (Rugby Union, thoroughbred racing, motor sport et al), a (sometimes informal) acknowledgement of victory in three specific events (use based on the triple crown (sometimes as triple tiara) once used for the coronation of the Roman Catholic Pope).

(11) In internal combustion engines (ICE), an engine with three pistons or rotors.

(12) One of three; a third (obsolete and the source of some misunderstandings when found in historic texts).

(13) In programming theory, as Hoare triple, a description of how the execution of a piece of code changes the state of the computation in Hoare logic, consisting of (1) a command to be run, (2) a pre-condition that holds true beforehand, and (3) a post-condition that holds true afterwards.

(14) In mathematics, a sequence of three elements or 3-tuple.

1325-1375: From the Middle English triple (there was also þripell), from the Old French triple or the Medieval Latin triplare (to triple) from the Latin triplus (threefold, triple), from the primitive Indo-European tréyes.  Triple is a noun, verb & adjective, tripled is a verb, tripling is a noun & verb, triply is an adverb and triplet is a noun; the noun plural is triples.

In English, the Latinate multiplier “triple” is but one of many ways the value three (3) is in some way expressed or applied.  “Three” is the highest value, single digit cardinal number, as an ordinal it’s “third” (the Latinate ordinal is “tertiary”), the adverbial form is “thrice” (or the more mundane “three times”, as a multiplier the term is “threefold” (also as “three-fold”), the distributive is “triply”, the collective “tripartite”, “trio” or “threesome” (ménage à trois a popular variation), the multiuse collective “triplet”, the Greek or Latinate collective “triad”, the collective prefix (from both Latin & Ancient Greek (the latter also had “trito”)) was “tri”, the fractional expression is “third” (the Latinate fractional prefix was “trient-”, the elemental “thrin” & “triplet” and a period of three years is a triennium.  However, while there are weeks, fortnights & months, there’s no accepted term which express a measure of 21 days although three months is often described as “a quarter”.

Boss & Co SxSxS 16-bore triple-barrel shotgun #4690.

Originally an adjective, the noun emerged in the early fifteenth century.  The use in baseball dates from 1880 while the various uses of triple-deck, triple-decker etc (a development of the earlier double-decker) for cakes, sandwiches, bunk-beds etc all came into use in the early 1940s.  Triple-barrel carburetors were rare but did exist, Porsche for example using them on their flat sixes.  Rugby Union in 1883 was the first to use “triple crown”, awarded in the UK to the side which won the three “home countries” (England, Ireland, Scotland & Wales) matches.  That was based on the use of the papal triple crown (sometimes as triple tiara) then used for the coronation of the Roman Catholic Pope and was later picked up in US thoroughbred racing: The Kentucky Derby, the Preakness Stakes, and the Belmont Stakes comprise the Triple Crown which was first officially awarded in 1919 although the term didn’t become widely used until the 1930s.  In motorsport, despite the popular perception, it’s never been an official award and many branches of the sport have their own triple crowns, most barely known outside of the small circle of their cognoscenti.  The three events which comprised the classic triple crown were (1) the Indianapolis 500 (first run in 1911), the 24 Hours of Le Mans (first run in 1923) and the Monaco Grand Prix (first run in 1929) and it’s been achieved only once.  That was by Graham Hill (1929–1975) who completed the set at Le Mans in 1972 and although he and others have suggested the Formula One World Championship should be included instead of the Monaco Grand Prix, the original arrangement seems still the accepted triple crown.

Six-pack: Lindsay Lohan re-imagined as one of identical triplets.

The word is used also as a modifier as required such as triple-barreled (used with three-element surnames and in various manufactured items but best known in shotguns), triple-headed (again widely used but probably still most associated with creatures from mythology, tripledemic (a term used in public health and epidemiology to describe the simultaneous outbreak of three epidemics or pandemics), triple fault (in computing a third (and fatal) error instance in a CPU attempting a graceful recovery from a double fault, triple jump (an athletic (track & field) event involving three different types of jump), triple goddess (a female deity who is either three goddesses in one or one who is triune (both three and one at the same time) and triple X syndrome (a chromosomal variation characterized by the presence of an extra X chromosome in each cell of a human female).

Pope Pius XII (1876-1958; pope 1939-1958) in the papal triple tiara, at his coronation, 1939.

The papal triple tiara is a crown which has been worn by popes of the Roman Catholic Church since the eighth century.  Traditionally it was worn for their coronation but no pontiff has been so crowned since Saint Paul VI (1897-1978; pope 1963-1978) in 1963 and he abandoned its use after the Second Vatican Council (Vatican II, 1962-1965).  The name tiara refers to the entire headgear and it has used a three-tiered form since a third crown was added during the Avignon Papacy (1309–1378).  It's also referred to as the triregnum, triregno or Triple Crown.  In a piece of one- (or perhaps four-) upmanship, Suleiman I (Süleyman the Magnificent, 1494-1566, Sultan of the Ottoman Empire 1520-1566) commissioned from Venice a four tier helmet to show, in addition to the authority claimed by popes, he could add the symbol of his imperial power.  Often put on display as the centrepiece of Ottoman regalia to impress visitors, there's no documentary evidence the sultan ever wore the four layer tiara, crowns not part of the tradition and, fashioned from gold and gemstones, it would anyway have been extraordinarily heavy.

A representation of the triregnum combined with two crossed keys of Saint Peter continues to be used as a symbol of the papacy and appears on papal documents, buildings and insignia.  Remarkably, there’s no certainty about what the three crowns symbolize.  Some modern historians link it to the threefold authority of the pope, (1) universal pastor, (2) universal ecclesiastical jurisdiction and (3) temporal power.  Others, including many biblical scholars, interpret the three tiers as meaning (1) father of princes and kings, (2) ruler of the world and (3) vicar of Christ on Earth, a theory lent credence by the words once used when popes were crowned:  Accipe tiaram tribus coronis ornatam, et scias te esse patrem principum et regum, rectorem orbis in terra vicarium Salvatoris nostri Jesu Christi, cui est honor et gloria in saecula saeculorum (Receive the tiara adorned with three crowns and know that thou art father of princes and kings, ruler of the world, vicar on earth of our Savior Jesus Christ, to whom is honor and glory for ever and ever).

Lindsay Lohan triple-pack DVD offer.

Documents in the Vatican Archive suggest by 1130 the papal tiara had been modified to become a conventional (and temporal) symbol of sovereignty over the Papal States.  In 1301 during a dispute with Philip IV (Philip the Fair, 1268–1314, King of France 1285-1314), Pope Boniface VIII (circa 1230–1303; pope 1294-1303) added a second layer to represent a pope’s spiritual authority being superior to an earthly king’s civil domain.  It was Benedict XII (1285–1342; pope 1334-1342 (as the third Avignon pope)) who in 1342 who added the third, said to symbolize the pope’s moral authority over all civil monarchs, and to reaffirm Avignon’s possession.  A changing world and the loss of the Papal States deprived the triple crown of temporal meaning but the silver tiara with the three golden crowns remained to represent the three powers of the Supreme Pontiff: Sacred Order, Jurisdiction and Magisterium.

Not since 1963 has a pope worn the triple crown.  Then, the newly-elected Pope Saint Paul VI, at the end of his coronation, took the tiara from his head and, in what was said to be a display of humility, placed it on the altar.  In a practical expression of that humility, the tiara was auctioned; the money raised used for missionary work in Africa although, keeping things in house, the winning bidder was the Archdiocese of New York.  Popes Benedict XVI (1927–2022; pope 2005-2013, pope emeritus 2013-2022) and Francis (b 1936; pope since 2013) received tiaras as gifts but neither wore them.  Benedict’s, in a nice ecumenical touch, was made by Bulgarian craftsmen from the Orthodox Church in Sofia, a gesture in the name of Christian unity.  Benedict would have appreciated that, having always kept a candle burning in the window to tempt home the wandering daughter who ran off to Constantinople.

The original (although there was a prototype rendered in the tradition of functional brutalism) Mercedes-Benz C111 with triple rotor Wankel engine (1969).

Triple cylinder engines in cars were something of a niche in the early post war years but of late they’ve achieve a new popularity, improvements in electronics and combustion chamber designs meaning three cylinders can now achieve what once required four and even with an equivalent displacement their efficiency is inherently greater because of the reduction in internal friction.  Obviously compact, they’ve proved an ideal power-plant in hybrid vehicles.  One quirky triple was the Mercedes-Benz C111 which first appeared in 1969 with a 1.8 litre (110 cubic inch) three-rotor Wankel engine, something then thought to have a great future.  It seemed a good idea at the time.  The C111, although produced in a small run and finished in some cases to production car standards was only ever a test bed, not only for the doomed rotary engine but also developments in suspension design, ant-lock braking (ABS) and safety engineering.  The gullwing body was actually designed by an Italian-born stylist but so long had he been in Stuttgart that the lines were a little more Teutonic than might have emerged from a studio in Turin but at the time it still caused a stir, even though finished in what the factory called “safety orange”, their standard high-visibility paint for prototypes and test-beds.  Later versions were fitted with a four-rotor Wankel, a variety of diesels and even a 4.8 litre (292 cubic inch) V8, the fastest of the rotaries said to be capable of 300 km/h (188 mph) while the V8 version (C111-II-D) in 1976 set a new closed-course record on the Nardò Ring in Italy, clocking in at 403.978 km/h (251.815 mph).

"Triple" is used of many things: Lindsay Lohan and her lawyer in court, Los Angeles, December 2011.

The fetish of motorcycle exhaust systems

1980 Laverda Jota 1000 (3-into-2, far left), 1973 Suzuki GT750 "Water Buffalo" (3-into-4, centre left), 1972 Kawasaki 750 Mach IV (H2) (3-into-3, centre right) and 2017 MV-Augusta Dragster 800Rc (3-into-3, far right).

Triple cylinder engines have been a feature of motorcycle engines for decades and different manufacturers have taken various approaches to the exhaust systems, an item which exerts upon riders a special fascination.  It’s not unusual to fit single systems (3-into-one) but there are also some which “siamesed” the central header pipe, the derived pair joining the two outer pipes to duct into two mufflers.  Unusually, Suzuki for a while offered 380, 550 & 750 cm³ machines with 3-into-4 systems, the central header again “siamesed” the central header but had the novelty of terminating the two pipes in separate mufflers thereby emulating the appearance of a four-cylinder machine.  It was a curious arrangement which Suzuki abandoned and other manufacturers choose not to follow.  Suzuki must greatly have valued symmetry.  Somewhat earlier, asymmetry hadn’t frightened Kawasaki which used pragmatic 3-into-3 engineering for their range (250, 350, 400, 500 & 750 cm³) of charismatic, highly strung two-strokes, one pipe to the left, two to the right and it was a distinctive feature which, although sometimes seen on the track, remains rare on the road.  In the same era, Triumph on their X75 Hurricane took asymmetry to its logical conclusion, its three pipes arranged in a radically upswept stack on the right.  It looked dramatic and was much admired but didn’t catch on although there’s the odd revival, the Italian house MV-Augusta engineering a particularly aggressive interpretation on their Dragster 800Rc.

1969 Triumph Trident T150.

So there have been triple-cylinder motorcycles with exhaust systems configured as 3-into-1, 3-into-2, 3-into-3 & 3-into-4 but the early versions of the Trident and BSA Rocket 3 (1968-1975) offered a unique take on things with a design which had the three headers ducted into two mufflers, each of which terminated with three exhaust stubs so it can be described as a 3-into-2-into-6 which seems at least one layer of complication too many.  The styling on the early Trident and Rocket wasn’t well received and was revised for 1971.  Neither motorcycle was a commercial success because they arrived too late; had the pair been released in 1966 as was planned, things might have been better because genuinely they were fast and offered a level of refinement beyond the parallel twins which for years had been a mainstay of the British industry.  As it was, within weeks of their debut, Honda’s epoch-making 750-Four was on the market, a generation (or more) advanced compared with the competition and when the Kawasaki 900 later followed, even the (slight) performance advantage enjoyed by the British triples vanished. 

1957 DeSoto Adventurer Convertible.

DeSoto's signature triple stacked taillamps were a footnote in Detroit's macropterous era of the late 1950s, the style making possible the distinctive vertical arrangement.  Chevrolet would for years make the triple lamps a trademark of their more expensive lines (although, apart from the odd special built for the show circuit, they resisted the temptation to add a third to the Corvette) but they always had them in a less memorable horizontal array.  DeSoto's motif was Chrysler's most successful use of the fins but it wasn't enough to save the brand  which was crowded out of the mid-priced market, not only by competition from General Motors (GM) and Ford but also by intra-corporate cannibalization, squeezed from below by Dodge and from above by Chrysler's new Newport line.  Demand for DeSotos collapsed and that so many were built in 1960 was simply to use up the large inventory of parts exclusive to the brand, the last of the line, heavily discounted, not sold until well into 1961.

Grand

Grand (pronounced grand)

(1) Impressive in size, appearance, or general effect.

(2) Stately, majestic, or dignified.

(3) Highly ambitious or idealistic.

(4) Magnificent or splendid.

(5) Noble or revered.

(6) Highest, or very high, in rank or official dignity.

(7) Main or principal; chief; the most superior.

(8) Of great importance, distinction, or pretension.

(9) Complete or comprehensive (usually as the “grand total”).

(10) Pretending to grandeur, as a result of minor success, good fortune, etc; conceited & haughty (often with a modifier such as “rather grand”, awfully grand” or “insufferably grand”).

(11) First-rate; very good; splendid.

(12) In musical composition, written on a large scale or for a large ensemble (grand fugue, grand opera etc) and technically meaning originally “containing all the parts proper to a given form of composition”.

(13) In music, the slang for the concert grand piano (sometimes as “concert grand”).

(14) In informal use, an amount equal to a thousand pounds or dollars.

(15) In genealogy, a combining (prefix) form used to denote “one generation more remote” (grandfather, grand uncle etc).

1350–1400: From the Middle English graund, grond, grand, graunt & grant, from the Anglo-Norman graunt, from the Old French grant & grand (large, tall; grown-up; great, powerful, important; strict, severe; extensive; numerous), from the Latin grandis (big, great; full, abundant; full-grown (and figuratively “strong, powerful, weighty, severe”, of unknown origin.  Words conveying a similar sense (depending on context includes ambitious, awe-inspiring, dignified, glorious, grandiose, imposing, large, lofty, luxurious, magnificent, marvelous, monumental, noble, princely, regal, royal, exalted, palatial; brilliant, superb opulent, palatial, splendid, stately, sumptuous, main, large, big & august.  Grand is a noun & adjective, grander & grandest are adjectives, grandness is a noun and grandly an adverb; the noun plural is grands.

In Vulgar Latin it supplanted magnus (although the phrase magnum opus (one’s great work) endured) and continued in the Romanic languages.  The connotations of "noble, sublime, lofty, dignified etc” existed in Latin and later were picked up in English where it gained also the special sense of “imposing”.  The meaning “principal, chief, most important” (especially in the hierarchy of titles) dates from the 1560s while the idea of “something of very high or noble quality” " is from the early eighteenth century.  As a general term of admiration (in the sense of “magnificent or splendid” it’s documented since 1816 but as a modifier to imply perhaps that but definitely size, it had been in use for centuries: The Grand Jury was an invention of the late fifteenth century, the grand tour was understood as “an expedition around the important places in continental Europe undertaken as part of the education of aristocratic young Englishmen) as early as the 1660s and the grand piano was name in 1797.  In technical use it was adapted for use in medicine as the grand mal (convulsive epilepsy with loss of consciousness), borrowed by English medicine from the French grand mal (literally “great sickness”) as a point of clinical distinction from the petit mal (literally “small sickness”) (an epileptic event where consciousness was not lost).

The use of the prefix grand- in genealogical compounds is a special case.  The original meaning was “a generation older than” and the earliest known reference is from the early thirteenth century in the Anglo-French graund dame (grandmother) & (later) grandsire (grandfather), etymologists considering the latter possibly modeled on the avunculus magnus (great uncle).  The English grandmother & grandfather formally entered the language in the fifteenth century and the extension of the concept from “a generation older than” to “a generation younger than” was adopted in the Elizabethan era (1558-1603) thus grandson, granddaughter et al.  Grand as a modifier clearly had appeal because in the US, the “Big Canyon” was in 1869 re-named the Grand Canyon and the meaning "a thousand dollars" dates from 1915 and was originally US underworld slang.  In the modern era grand has been appended whenever there’s a need economically to convey the idea of a “bigger or more significant” version of something thus such constructions as grand prix, grand slam, grand larceny, grand theft auto, grand unification theory, grand master (a favorite both of chess players and the Freemasons) etc.

The Grand Jury

Donald Trump in Manhattan Criminal Court, April 2022.

The Manhattan grand jury which recently indicted Donald Trump (b 1946; US president 2017-2021) on 34 felony counts of falsification of business records in the first degree is an example of an institution with origins in twelfth century England although it didn’t generally become known as the “grand jury” until the mid-1400s.  At least some of the charges against Mr Trump relate to the accounting associated with “hush-money” payment made in some way to Stormy Daniels (b 1979; the stage name of Stephanie Gregory although Mr Trump prefers “horseface” which seems both ungracious and unfair) but if reports are accurate, he’ll have to face more grand juries to answer more serious matters.

A grand jury is a group of citizens (usually between 16-23) who review evidence presented by a prosecutor to determine whether the case made seems sufficiently compelling to bring criminal charges.  A grand jury operates in secret and its proceedings are not open to the public, unlike a trial before a jury (a smaller assembly and classically a dozen although the numbers now vary and once it was sometimes called a petit jury).  It is this smaller jury which ultimately will pronounce whether a defendant is guilty or not; all a grand jury does is determine whether a matter proceeds to trial in which case it will issue an indictment, which at law is a formal accusation.  The origins of the grand jury in medieval England, where it was used as a means of investigating and accusing individuals of crimes was to prevent abuses of power by the king and his appointed officers of state although it was very much designed to protect the gentry and aristocracy from the king rather than any attempt to extend legal rights to most of the population.

The grand jury has been retained in the legal systems of only two countries: the US and Liberia.  Many jurisdictions now use a single judge or magistrate in a lower court to conduct a preliminary hearing but the principle is the same: what has to be decided is whether, on the basis of the evidence presented, there’s a reasonable prospect a properly instructed (petit) jury would convict.  In the US, the grand jury has survived because the institution was enshrined in the Fifth Amendment to the Constitution: “No person shall be held to answer for a capital, or otherwise infamous crime, unless on a presentment or indictment of a Grand Jury, except in cases arising in the land or naval forces, or in the Militia, when in actual service in time of War or public danger.”  The grand jury was thought a vital protection against arbitrary prosecutions by the government, and it was included in the Bill of Rights (1689) to ensure individuals would not be subject to unjustified criminal charges.  There is an argument that, by virtue of England’s wondrously flexible unwritten constitution, the grand jury hasn't been abolished but they're merely no longer summoned.  It's an interesting theory but few support the notion, the Criminal Justice Act (2003) explicitly transferring the functions to the Crown Prosecution Service (CPS) and the model of the office of Director of Public Prosecutions (DPP) has been emulated elsewhere in the English-speaking world.  Presumably, a resuscitation would require the DPP to convene a grand jury and (if challenged on grounds of validity) the would courts have to concur but as late as 1955 an English court was prepared to hold a court which had not sat for centuries was still extant so the arguments would be interesting.

The “Grand Mercedes”: The Grosser tradition

Der Grossers: 1935 Mercedes-Benz 770 K (W07) of Emperor Shōwa (Hirohita, 1901–1989, emperor of Japan 1926-1989 (left)), Duce & Führer in 1939 Mercedes-Benz 770 K (W150) leading a phalanx of Grossers, Munich, 1940 (centre) and Comrade Marshal Josip Broz Tito (1892–1980) in 1966 Mercedes-Benz 600 Landaulet (W100), Belgrade, 1967 (right).

Produced in three series (770 K (W07 1930–1938 & W150 1939-1945) & 600 (W100 1963-1981)) the usual translation in English of “Grosser Mercedes” is “Grand Mercedes” and that is close to the German understanding which is something between “great”, “big” and “top-of-the-line”.  In German & Austrian navies (off & one) between 1901-1945, a Großadmiral was the equivalent to the (five star) Admiral of the Fleet (UK) or Fleet Admiral (US); it was disestablished in 1945.  When the 600 (driven to extinction by two oil crises and an array of regulations never envisaged when it was designed) reached the end of the line in 1981, it wasn’t replaced and the factory didn’t return to the idea until a prototype was displayed at the 1997 Tokyo Motor Show.  The specification and engineering was intoxicating but the appearance was underwhelming, a feeling reinforced when the production version (2002-2013) emerged not as an imposing Grosser Mercedes but a Maybach, a curious choice which proved the MBAs who came up with the idea should have stuck to washing powder campaigns.  The Maybach, which looked something like a big Hyundai, lingered for a decade before an unlamented death.

Grand, Grand Prix & Grand Luxe

1967 Jaguar 420 G (left), 1969 Pontiac Grand Prix J (centre) and 1982 Ford XE Falcon GL 5.8 (351) of the NSW (New South Wales) Highway Patrol (right).

Car manufacturers were attracted to the word because of the connotations (bigger, better, more expensive etc).  When in 1966 Jaguar updated their slow-selling Mark X, it was integrated into what proved a short-lived naming convention, based on the engine displacement.  Under the system, with a capacity of 4.2 litres (258 cubic inch) the thing had to be called 420 but there was a smaller saloon in the range so-named so the bigger Mark X was renamed 420 G.  Interestingly, when the 420 G was released, any journalist who asked was told “G” stood for “Grand” which is why that appeared in the early reports although the factory seems never officially to have used the word, the text in the brochures reading either 420 G or 420 “G”.  The renaming did little to encourage sales although the 420 G lingered on the catalogue until 1970 by which time production had dwindled to a trickle.  The tale of the Mark X & 420 G is emblematic of the missed opportunities and mismanagement which would afflict the British industry during the 1970s & 1980s.  In 1961, the advanced specification of the Mark X (independent rear suspension, four-wheel disk brakes) made it an outstanding platform and had Jaguar fitted an enlarged version of the Superb V8 they had gained with their purchase of Daimler, it would have been an ideal niche competitor in mid-upper reaches of the lucrative US market.  Except for the engine, it needed little change except the development of a good air-conditioning system, then already perfected by Detroit.  Although the Daimler V8 and Borg-Warner gearbox couldn't have matched the ultimate refinement of what were by then the finest engine-transmission combinations in the world, the English pair certainly had their charms and would have seduced many.    

Pontiac’s memorable 1969 Grand Prix also might have gained ("Grand Prix" most associated with top-level motorsport although it originally was borrowed from Grand Prix de Paris (Big Prize of Paris), a race for thoroughbred horses staged at the Longchamps track) the allure of high performance, something attached to the range upon its introduction as a 1962 model (although by 1967 it had morphed into something grand more in size than dynamic qualities).  The 1969-1970 cars remain the most highly regarded, the relative handful of SJ models built with the 428 cubic inch (7.0 litre) HO (High Output) V8 a collectable, those equipped with the four-speed manual gearbox the most sought-after.  It was downhill from the early 1970s and by the next decade, there was little about the by then dreary Grand Prix which seemed at all grand.

During the interwar years (1919-1939) “deluxe” was a popular borrowing borrowed from the fashion word, found to be a good label to apply to a car with bling added; a concept which proved so profitable it remains practiced to this day.  Deluxe (sometimes as De luxe) was a commercial adaptation of the French de luxe (of luxury), from the Latin luxus (excess), from the primitive Indo-European lewg- (bend, twist) and it begat “Grand Luxe” which was wholly an industry invention.  Deluxe and Grand Luxe eventually fell from favour as model names for blinged-up creations became more inventive but the initializations L, DL & GL were adopted by some, the latter surviving longest by which time it was understood to signify just something better equipped and thus more expensive; it’s doubtful many may a literal connection to “Grand Luxe”.

In the matter of Grand Theft Auto (GTA5): Lindsay Lohan v Take-Two Interactive Software Inc et al, New York Court of Appeals (No 24, pp1-11, 29 March 2018)

In a case which took an unremarkable four years from filing to reach New York’s highest appellate court, Lindsay Lohan’s suit against the makers of video game Grand Theft Auto V was dismissed.  In a unanimous ruling in March 2018, six judges of the New York Court of Appeals rejected her invasion of privacy claim which alleged one of the game’s characters was based on her.  The judges found the "actress/singer" in the game merely resembled a “generic young woman” rather than anyone specific.  Unfortunately the judges seemed unacquainted with the concept of the “basic white girl” which might have made the judgment more of a fun read.

Beware of imitations: The real Lindsay Lohan and the GTA 5 ersatz, a mere "generic young woman".

Concurring with the 2016 ruling of the New York County Supreme Court which, on appeal, also found for the game’s makers, the judges, as a point of law, accepted the claim a computer game’s character "could be construed a portrait", which "could constitute an invasion of an individual’s privacy" but, on the facts of the case, the likeness was "not sufficiently strong".  The “… artistic renderings are an indistinct, satirical representation of the style, look and persona of a modern, beach-going young woman... that is not recognizable as the plaintiff" Judge Eugene Fahey wrote in his ruling.  Ms Lohan’s lawyers did not seek leave to appeal.