Waft

Waft (pronounced wahft)

(1) To carry lightly and smoothly through the air or over water.

(2) To send or convey lightly, as if in flight.

(3) To signal to, summon, or direct by waving (obsolete).

(4) A sound, odor etc, faintly perceived.

(5) A light current or gust of air; a brief, gentle breeze.

(6) In historic admiralty use, a signal flag hoisted or furled to signify various messages depending on where it was flown (archaic).

(7) In historic admiralty use, as "wafter", an armed convoy or escort ship (obsolete), the use later extended to an agent of the Crown with responsibility for protecting specific maritime activities, such as shipping or fishing (obsolete).

(8) In nautical use, a flag used to indicate wind direction (a la the windsocks used at aerodromes) or, with a knot tied in the centre, as a signal (a waif or wheft).

(9) To convey by ship (obsolete).

1535-1545: From the Middle English waften, of uncertain origin. It may have been from the unattested Old English wafettan, from wafian (to wave) or a modified from of the Middle Dutch wachten (to guard, provide for).  Related forms include the German wabern (to waft), the Faroese veiftra (to wave) and the Icelandic váfa (to fluctuate, waver, doubt).  In the obsolete sense of "conveying by ship", the word was a back formation from the late Middle English waughter (armed escort vessel) from the Dutch and Low German wachter (guard; a watchman or convoy vessel) which in some historic documents is confused with waff.  The familiar modern meaning “gently to pass through air or space, to float" was in use by the early eighteenth century and etymologists conclude it was in some way connected with the northern dialect word waff (cause to move to and fro) which dates from the 1510s.  The phrase “waft off” is a polite form of “fuck off” and is expressed non-orally by “a wafting motion with the hands indicating the subject should proceed in the opposite direction”.  Waft & wafting are nouns & verbs, waftage, wafture & wafter are nouns, wafted is a verb and wafty is an adjective; the noun plural is wafts.

How to Waft

Waft, in the practical laboratory work of chemistry and other sciences, is a term used in safety manuals when describing the recommended way to sniff stuff.  Successfully to waft, one uses an open hand with the palm facing the body, moving the hand in a gentle circular motion over or about the substance or gas of interest so as to lift vapours towards the nose.  This permits a lower concentration to be inhaled, especially important with anything dangerous like ammonia, hydrochloric acid et al.

Right & wrong: A student in the chemistry lab wafting correctly (left) and George W Bush (b 1946; US President 2001-2009) inhaling incorrectly (right).  Answering the now ritualized question of whether he'd ever smoked weed, Mr Bush admitted inhaling.

Waftability

It was in 2009 Tom Purves (b 1949; CEO of Rolls-Royce Motor Cars 2008-2010) announced the neologism “waftability” was “the essence of the brand”, the new coining he defined as meaning “calm perfect motion and accelerating quickly without fuss”.  Back then (and it seems now distant history) the CEO was describing the relationship between the appearance of a Rolls-Royce as a static object as something which embodied that definition, revealing the internal name for the “gentle, upswept line of the sill” on the new Ghost model was a “waftline” (actually borrowed from the fashion business), the idea being it created “a powerful, poised stance and makes the car appear to be moving when stationary.”

That was when Rolls-Royce was still in the business of making large-displacement petrol engines sound and behave as if they were electric motors but by 2023 they were ready to announce their first pure electric car, the Spectre.  It had taken a while but the connection with things electric actually predated even the formation of the company in 1904.  Sir Henry Royce (1863–1933) was an engineer was an engineer who designed dynamos, electric crane motors and patented the bayonet-style light bulb fitting while Charles Rolls (1877–1910) drove an electric car as early as 1900 and declared it the almost ideal form of propulsion, observing “The electric car is perfectly noiseless and clean. There is no smell or vibration, and they should become very useful when fixed charging stations can be arranged. But for now, I do not anticipate that they will be very serviceable – at least for many years to come.”  So it proved.  By 2023 however, the technology was ready and so (more debatably) was the infrastructure and there is nothing better at waftability than something large, luxurious and electric, Rolls-Royce saying in 20230 they will manufacture and sell their last car running on fossil fuel.

The electric Rolls-Royce Spectre.  Instead of the internal combustion V8 & V12 engines which faithfully have served the line sine 1959, the Spectre is powered by two electric motors producing a combined net 577 horsepower and 664 pound-feet of torque.  There was a time when Rolls-Royce would never have painted their cars purple but the catchment of those with the resources to buy or lease (rent) such things has expanded to include many whose tastes come from different traditions.  It's not the difference between good and poor taste; it's just there are different sophistications.

For Rolls-Royce, the engineering and financial challenges aside, the obstacles are few because, unlike an operation like Ferrari which for decades has based part of its mystique on the noise its engines make at full-cry, it has always put a premium of silence and smoothness.  Enzo Ferrari (1898-1988) said it was the howl of the V12 Packard engines (which he dubbed “the song of 12”) he heard on the race tracks which convinced him to make the V12 the signature configuration for the cars which would bear his name but for Charles Rolls the most influential sound was its absence.  In 1904, he had the opportunity to ride in Columbia Electric car and, knowing what so many of his customers craved, was most impressed, noting: “They should become very useful when fixed charging stations can be arranged.”  So, in 120-odd years not much has changed.  Ferrari are doubtlessly hoping the hydrogen refueling infrastructure develops at a similarly helpful rate, the exhaust note from exploding hydrogen able to be as intoxicating as that of burning hydrocarbons.

The waftline in fashion

Helena Bonham Carter (b 1966) in a Dolce & Gabbana waftline polka dot dress, British Academy Television Awards, London, June 2021.  Students of design should note the presence of "skirt-holding loops".

"Wafting" or "waftline" clothing (known also as "swishy skirts") are those voluminous creations made from lightweight, flowing fabrics which are cut to permit them gracefully to move, the material making a "swishing" sound (usually more imagined than real) when the wearer wafts by.  Characterized by their fluidity and movement, on the right figure (a term which is "fat-shaming" no matter how it's spun) they impart a sense of elegance and femininity while still offering designers some potential for playfulness.  Although the style can be applied to short skirts (although this does increase the danger of "wardrobe malfunctions), the classic waftlines tend to be at least knee or calf-length and because there's so much surface area, it's easier to use prints like big, dramatic florals and large-scale geometric shapes.  The anthesis of the pencil skirt, the fabrics most suited to the waftline include taffeta, chiffon, silk and the lighter cottons but any synthetic which drapes well and "wafts around" can be used.

Lindsay Lohan, who likes to waft, in waftline dresses.  

Wafting East of Suez

A classic wafting garment is the thawb most associated with Arab men of the Gulf region but also (with some variations) worn more widely.  Known regionally as the kandurah, kandoora, gandurah or dishdashah, it’s a long-sleeved, ankle-length robe which is enveloping but loose.  The word thawb is from the Arabic ثَوْب (literally “dress” (in the sense of “garment”)) although in the colonial era it was romanized as thobe, thob or thaub, TE Lawrence (Lawrence of Arabia; 1888–1935), often photographed wearing one (he used thawb), sometimes also with a zebun atop, a type of ankle-length sleeved-cloak, cut like a western bathrobe and unlike a thawb, often in a dark fabric.  Usually a thawb is bound loosely at the waist, using anything from a plain cord to a decorative belt depending on the taste and status of the wearer, functional attachments for carrying weapons (and in recent years cell phones) sometimes attached.

Crooked Hillary Clinton (b 1947; US secretary of state 2009-2013) (left) with the UAE's Crown Prince Sheikh Mohammed Bin Zayed Nahayan, Abu Dhabi  January 2011.  The crown prince is wearing a classic white thrab & keffiyeh, the latter secured with a black egel.  Crooked Hillary is in one of her signature pantsuits in Prussian blue.

The wafting quality of a thawb makes it a functional garment to wear in a hot climate like that of the Arabian Peninsula and studies of its thermodynamic and related properties have been undertaken, the findings concluding there are a number of factors which contribute to its utility:  (1) The material is usually a lightweight and breathable fabric such as linen or cotton which permits the circulation of air, facilitating the evaporation of sweat and consequent cooling of the body.  (2) Thawbs are traditionally white or light-hued, colors which reflect sunlight, unlike darker shades which tend to absorb and retain heat.  (3) By design, the robe is loose-fitting, encouraging ventilation and minimising direct contact between fabric & skin, reducing the thermodynamic effect known as “heat-soak”.  (4) The thawb covers most of the body’s surface area (including the arms and legs), almost negating direct exposure to the sun, preventing sunburn and reducing the risk of heat-related illnesses. (5) The thawb is part of a system, the inner layer which provides insulation against searing daytime temperatures but deserts can be cold places too, thus the addition of layers such as the zebun which protects from the cold.

Yasser Arafat, United Nations General Assembly (UNGA), 13 November, 1974.  Not many speeches delivered to the UN General Assembly are remembered; the one given by Yasser Arafat is one of the few to become famous without a shoe being removed.

The companion garment is the keffiyeh (or kufiyyeh or cheffiyeh), from the Arabic: كُوفِيَّة (kūfiyya (literally “coif”)) and again, because of tribal and linguistic diversity, it’s known also as the shemagh (شُمَاغ) (šumāḡ), ghutrah (غُترَة) or hattah (حَطَّة).  It is a headdress in the form of a square or rectangular scarf and except for those worn for formal or ceremonial purposes, is almost always made from cotton because these are the lightest and coolest to wear and the generous surface area allows it almost fully to envelope the face, protecting the lips and nose from dust, sand and sunburn.  To secure a keffiyeh in place (deserts can be windy too), it’s worn with an egel (عِقَال) (ʿiqāl) (or egal, agal or aqal).  An Egel is a cord which can be a simple, single strand in black or an elaborate and colourful multi-threaded construction; made traditionally from goat hair, synthetic fibres are now often used.  The keffiyeh attracted wider attention in 2024 when it came to be used as a political symbol, worn by demonstrators in Western cities protesting against Israel’s conduct of military operations in the Gaza strip.  The use as a political symbol is not new, old Yasser Arafat (Abu Ammar, 1929–2004; chairman of the Palestine Liberation Organization (PLO) 1969-2004) used to arrange with photographers who wanted a picture for them to use the angle at which his keffiyeh would fall across his right shoulder in the shape of a map of Palestine (with 1947 boundaries).

Cognac

Cognac (pronounced kohn-yak, or kaw-nyak (French))

(1) The brandy distilled in and shipped from the legally delimited area surrounding the town of Cognac, in western-central France (often with initial capital letters).

(2) Any French brandy (now technically incorrect since passage of various laws and WTO rules).

(3) Any expensive brandy (also incorrect).

(4) A town in south-west France famed for the brandy distilled from grapes grown in the region.

(5) A descriptor used for a range of brown shades from earthy to reddish-brown.

1585-1595: Borrowed from French Coniacke, (wine produced in Cognac region of western France), cognac’s origin was as a distilling of an otherwise unsaleable white wine.  The term Cognac brandy was in use as early as the 1680s and the sense of it being “a superior brandy” dates from 1755.  The city's name is from Medieval Latin Comniacum, from the personal name Cominius + the Gallo-Roman suffix -acum (from -aceus (indicating a resemblance). Cominius is an old Italic family name.

James Suckling 100 points crystal cognac glass from Lalique.

Although the traditional balloon glass was long associated with brandy and cognac, the distillers now advise the best choice is actually a “tulip” glass because it permits the aromas better to waft to the nose.  That's the most important part in enjoying Cognac; it's not so much drunk as breathed in, consumed mostly by a mere moistening of the lips while slowly but deeply inhaling; a nip of cognac can last a long time.  Enjoyed thus, it really should be taken neat.  

Named after the town of Cognac, France and known within the trade also as eau de vie, cognac is a brandy produced in any of the designated growing regions approved by the Bureau National Interprofessionnel du Cognac (BNIC).  In a pleasing irony, it’s distilled from an extremely dry, thin and acidic white wine thought undrinkable and unsuitable even for cooking yet which is ideal for distilling.  Grand Marnier, the cognac-based liqueur, from the French grand (great) + Marnier-Lapostolle (name of the manufacturer) was first sold in 1901.

Although the BNIC is the body which writes the rules and controls production, the industry is regulated under the French Appellation d'origine contrôlée which codifies all regulations including the naming requirements.  One linguistic curiosities of the quintessentially French business of cognac business is the official grades (XO, VSOP etc) are in English because they were standardised in the eighteenth century when the trade was dominated by the British, even before Pax Britannia’s control of the sea lanes.  The BNIC’s categories are:

VS (Very Special), denoted usually by the three stars (☆☆☆) on the label, VS designates a blend in which the youngest brandy has been cask-aged for a minimum of two years.

VSOP (Very Superior Old Pale), still often (though now less frequently) called Reserve, designates a blend in which the youngest has been cask-aged for a minimum of two years.  VSOP is sometimes incorrectly cited as Very Special Old Port or Very Special Over Proof.

Napoléon designates a blend in which the youngest brandy has been cask-aged for a minimum of six years.  Although long used as a marketing term (often as a synonym for XO), Napoléon was never part of the official naming system of Cognacs, appearing only in recent years, when, as a transitional arrangement due to stocks not being sufficient to permit implementation of a change in the rule governing use of the XO label, it was used specifically to denote those blends which, while aged the requisite six years, did not in other ways conform with the revised XO specifications.  Slated originally for introduction in 2016, the revised rules were instead gazetted in 2018.

XO (Extra Old), designates a blend in which the youngest brandy has been cask-aged for a minimum of ten years.

XXO (Extra Extra Old), designates a blend in which the youngest brandy has been cask-aged for a minimum of fourteen years.

Hors d'âge (Beyond Age), designates a blend, at least functionally equivalent to XO, but is applied by distillers to a cognac with some special characteristics which distinguish it in some way.

The naming conventions aren’t as old as the spirit.  When first produced from un-aged distilled grape wine from the Charente in the early 1600s, there was no system of ageing designations and it was sold simply as brandy, or, from the 1680s, Cognac brandy.  By century’s end however, the wine houses began storing the brandy in barrels of oak and to distinguish the aged product, this was called “old”, the un-aged, “young”.  The now familiar, hierarchical naming regime for the oak-aged spirit didn't begin until a batch called VSOP (Very Special Old Pale) was bottled for the Prince of Wales (George Augustus Frederick, 1762–1830; King George IV of Great Britain 1820-1830).

Lindsay Lohan color-co-ordinated in cognac (hair, eyes, outfit & nails), Christian Siriano Spring 2023 Collection Show, New York Fashion Week, February 2023.

The French wine industry was little-regulated until the phylloxera (a type of aphid) crisis of the mid-nineteenth century induced the government in 1888 to create the Viticulture Committee with a remit which grew gradually from disease control to encompass other regulatory aspects of the industry.  One concern was the widespread counterfeiting of cognac and in 1909 a decree was issued which defined the “Cognac” appellation area as the eight Cognac vintages named in a map based upon the work of geologist and paleontologist Henri Coquand (1813-1881).  It’s that map which remains the basis of the rule that cognac can only be produced within a delimited geographical area, defined by the 1909 decree which meant the “Cognac”, “Eau-de-vie de Cognac”, and “Eau-de-vie des Charentes” appellations are restricted exclusively to wine spirits grown and distilled within the defined regions of Charente-Maritime and Charente, as well as several villages in the Dordogne and Deux-Sèvres departments.

Later, the regulatory body was the National Bureau of Distribution of Cognac Wines and Eaux (NBDCWE) which in 1936 defined the conditions for the production of eaux-de-vie giving rise to the “cognac” appellation and two years later re-defined the appellation area, commune by commune, vintage by vintage.  The 1936 ruling outlined the requirements for distilled wine or brandy to be considered Cognac, mandating (1) the product must originate in the Cognac Appellation d’origine contrôlée (AOC) mapped that year, (2) that the grapes used to make cognac must come from one of the six designated growing areas (crus) located in the Cognac region (the six crus including  Borderies, Fins Bois, Bons Bois and Bois Ordinaires, Bois à terroirs, Grande Champagne and Petite Champagne), (3) that the grapes must come from one of the six approved appellations and (4), the cognac must be made from grapes blended from 90% eau de vie from Ugni Blanc, Folle Blanche and Colombard grapes with up to 10% Folignan, Jurancon blanc, Blanc Rame, Montils or Semillon grapes.

The NBDCWE was in 1946 replaced by the NIBC and in 1983 it formalized the long-established designations used to classify cognacs by age.  The designations are determined by the youngest eau-de-vie blended in the Cognac, thus nothing may be represented as cognac unless it has been aged at least two years (the VS (Very Special standard)).  The distillers may sell younger eau-de-vie as brandy (for example Rémy Martin’s Rémy V) but not labelled as cognac.  The point of the designations being based on the youngest part of the blend is significant in that a VS cognac may contain a proportion of much older eau-de-vie.  It’s for that reason some cognacs are sold without an official designation attached, if it’s thought by the house the label might confuse or inaccurately portray nature of the blend.  Rémy Martin’s 1738 Royal Accord by contains eau-de-vie aged between four & twenty years and thus, technically, is a VSOP but the house chose to forego a designation because it would tend to undersell the value of blend which included eaux-de-vie aged up to twenty years.

Most expensive: Henri IV Dudognon Heritage Cognac Grande Champagne.  Listed at almost US$2 million, it’s bottled in crystal which is dipped in 24-karat gold and Sterling platinum with 6,500 certified cut diamonds as decoration.  Said now to be aimed at the Middle-East market since the Standing Committee of the Chinese Communist Party's (CCP) Politburo cracked down on such extravagances, it’s assumed not many mix this with Coca-Cola.

Highly regarded: Remy Martin’s Louis XIII Grande Champagne Très Vieille Age Inconnu (pre-1950).  There was an official price list on which this appeared but, because of limited supply, it’s really only indicative and most sell at auction, the highest known paid for a decanter thought to be the US$44,630 achieved in a private Hong Kong sale in 2013.

Most fancy box: Camus Cuvee 5.150.  Camus use a sequential numbering system for their more interesting releases, the 5.150 the fifth release in their master collection which marked the company’s sesquicentenary (150 years).  With production limited to a run of 1,482, thoughtfully the crystal decanter was supplied with a brace of tasting glasses, presumably to dissuade those buyers tempted to drink straight from the bottle.  According to Camus, the 5.150 is a blend of five distinct and rare eaux-de-vie from five different regions and is unique in the history of cognac.  A bottle was listed at US$13,500.

Most interesting choice of packaging materials: Hennessy Beaute du Siecle Cognac.  Unusually in an industry which tends to favor creations made from precious metals and stones when packaging its more extravagant products, Hennessy’s most expensive cognac comes in a one litre bottle and a container styled in the manner of an art deco jewel-box, rendered in aluminum and bronze.  Limited to an edition of one-hundred and priced at US$194,927, the designer was French artist Jean-Michel Othoniel (b 1964).

Most expensive by the glass: Croizet Cognac Leonie 1858. General Eisenhower is said on the eve of the D-Day landings in 1944 to have shared a couple of nips of the 1858 with Winston Churchill, the bottle liberated from somewhere.  One sold at auction in 2011 for US$156,760 but for a more manageable US$8,764, it’s available by the glass (a 40 ml (1.3 oz) nip) at the InterContinental in Hong Kong.  Founded in 1805, Croizet is one of the older cognac houses and bottles only single vintages, a rarity in the industry but not even they can replicate the original.  It was distilled with grapes picked from vines with a lineage back to those planted by Julius Caesar’s armies in 55 BC and is the only cognac of its kind left because the vines were destroyed in the great phylloxera crisis of the 1870s.  At US$8,764 a nip, supply is dwindling slowly but, once gone, that’s it.  To encourage consumption, the InterContinental Hong Kong’s Lobby Lounge uses it in what’s claimed to be the world’s most expensive cocktail, the US$13,919 Winston which includes also Grand Marnier, Chartreuse VEP and Angostura bitters.  Better value for money is probably the hotel’s VVIP Presidential Suite Cognac Croizet Experience which, for US$166,117, includes a two-night stay in the Presidential Suite, a bottle of the 1858, a paired menu created by their Executive Chef and exclusive access to the Cognac Croizet vineyards for up to four people in Charentes, near Bordeaux.  During the one-night stay, there's a tour of the estate, gourmet dining and a cognac-blending tutorial from the cellar master.

Best value: Frapin Château Fontpinot XO. It tends to retail around US$175 (US$2000 a dozen)) and is one of the most rewarding XO blends.  Although many treat the language of wine tasting with some derision, just inhaling the vapors of the Fontpinot XO really does  summon thoughts of dark chocolate, still juicy dried fruit, warm caramel and herbs.  There are many more expensive cognacs with a similar taste but few match the endless aromatics of this one.  It’s a economical purchase too because one tends to neglect drinking, just to longer enjoy breathing it in.

Oldest vintage sold at auction: Gautier Cognac 1762.  In 2020, a bottle of Gautier Cognac 1762, the largest of the three known still to exist, was sold by Sotheby’s for US$144,525.  In 1762, Britain was entering the Seven Years’ War, Catherine II was empress of Russia, Mozart was six years old and George Washington had just turned thirty.  Cognac remains cheap by auction standards, the record price achieved by wine being the US$558,000 realized by a 1945 Romanee-Conti while ancient bottles of single-malt Scotch whisky have sold for almost US$2 million.  The new owner was described only as “an Asian private collector” and Sotheby’s added the buyer would get to “enjoy a bespoke experience at Maison Gautier, courtesy of the distillery” as part of his winning bid.

The future of the contents isn’t known but the auction house claimed, though some two-hundred and sixty years on, it should still be drinkable.  Their expert revealed the opinion is based on (1) the ullage (level of liquid inside) which was high, suggesting that the seal had not been compromised so evaporation was thus minimal and (2) a pleasing OBE (old bottle effect), the quality of which is determined by whether it imparts either a pleasant “tropical” note or the less appealing “porridge-y” sound.  He did add however that because glass isn’t entirely inert, it would have imparted some flavor of its own.  That notwithstanding, he suspected the depth of flavor from grapes grown on ancient root stock could give the spirit a complexity different from that known in the modern era.

Entasis

Entasis (pronounced en-tuh-sis)

(1) In architecture, a slight convexity given to a column or tower, as to correct the optical illusion of concavity and create the perception of straight lines.

(2) In medicine and physiology, an involuntary or spasmodic muscular contraction (also called entasia (from the Greek ɛnˈteɪzɪə)).

(3) In typography & calligraphy, the thinning in the waist of a stroke, the technique used to compensate for the visual perception of a stroke with perfectly straight sides appearing slightly to bulge.

1745–55: From the Latin entasis, from the Ancient Greek ἔντασις (éntasis) (tension, straining), from εντείνω (enteínō) (to stretch or strain tight), the construct being enta, variant stem of enteínein (to stretch tight) + teínein (to stretch) + sis.  The –sis suffix was from the Ancient Greek -σις (-sis) and was attached to words in English often via Latin or French.  It was identical in meaning with the Latin –entia and the English –ing and was used (1) to form nouns of action or process (catharsis, dialysis, diagnosis, crisis etc), (2) in medicine to form nouns of condition (psoriasis, sepsis, tuberculosis, psychosis etc) and more generally (3) nouns as required (basis, oasis, thesis, stasis etc).  Entasis is a noun; the noun plural is entases.

The Entasis or Parthenon Principle

Parthenon in Athens.

In modern architecture, entasis is the application of a convex curve to a surface for aesthetic purposes.  Its best-known use is in the columns from antiquity which curve slightly as their diameter is decreased from the bottom upward.  Because no relevant documents have yet been discovered, it’s not known whether the architects in antiquity applied the technique for aesthetic effect or as an engineering technique to enhance strength.  The latter is suggested by the design principle being described by Roman architect Marcus Vitruvius Pollio (circa 75 BC–circa 20 BC) using the Greek word enteino meaning "to stretch or strain tight", suggesting some emphasis on structural strength rather than appearance.  However, until contemporary records are uncovered, their reasons for using entasis remain mysterious, hence the two-thousand odd years of conjecture.  The most celebrated construction is the Parthenon in Athens.

1964 Rolls-Royce Silver Cloud III Flying Spur; coachwork by HJ Mulliner Park Ward.

The earliest known documented view of the matter was that written by Greek mathematician and engineer Hero of Alexandria (circa 10-circa 70), is that entasis corrects the optical illusion of concavity in the columns that the human eye would create if the correction were not made.  That’s the reason Roll-Royce have always used a variation of the  technique in their upright grilles; it’s to make it appear as if built with columns of identical dimensions.

Basilica's western front of the Second Temple of Hera, a Greek temple in Paestum, Campania, Italy.

The Second Temple of Hera was built in the Doric order circa 455 BC, just north of the first.  For the visual effect of entasis to work, the convex curve has to be so slight as to be imperceptible and it's not known why the Second Temple of Hera has an entasis so pronounced it creates an obvious curvature, not an illusion of straightness.  The proportions are such that historians have speculated it must have been deliberate, presumably purely for structural strength but it's at least possible the architect was afflicted by the desire many of his modern contemporaries share: The wish to produce something "original" and "new", the reason why so many modern buildings are so unpleasing to the eye.

Lindsay Lohan in Rolls-Royce Phantom Drophead Coupé (2007-2017).  By the 1970s factory (mostly) had ceased to use the historic terms FHC (Fixed-Head coupé) and DHC (Drop-Head Coupé (DHC) although and the revival in 2007 for the Phantom Drophead Coupé proved (thus far) a nostalgic one-off.

Over the decades, the designers generally were successful in their adaptations as they were required to make the grille wider and lower but the Phantom would have benefited aesthetically if a more traditional approach had been taken with the headlamps (centre) and even hidden units (right) would have been more pleasing.  Still, twenty-first century customers seem more accommodating of stylistic innovation than earlier generations.  In 1975, when the Camargue (1975-1986) was released, the novelty of it being the first Rolls-Royce designed using exclusively metric measurements (except for the odd carry-over component) attracted little attention but there was much comment about it being the first built with anything but a perfectly vertical grille.  The Camargue's grille was slanted at a (for mid-century Rolls-Royce) rakish 7^o.

The Pantheon Temple, Rome (left) and 1985 Rolls-Royce Camargue (right).

The Pantheon's Latin inscription M·AGRIPPA·L·F·COS·TERTIVM·FECIT actually isn't all that poetic and reads like a note the draftsman might have put on the blueprint (had there then been blueprints): it translates as "Marcus Agrippa, son of Lucius, made [this building] when consul for the third time.", crediting the Roman statesman & general, Marcus Vipsanius Agrippa (circa 63 BC–12 BC) who originally commissioned the construction during his third consulship in 27 BC.  The Pantheon that stands today was rebuilt by Emperor Hadrian (Publius Aelius Hadrianus, 76–138; Roman emperor 117-138) circa 126 AD after the original structure suffered severe damage in a blaze.  Hadrian chose to retain Agrippa's inscription as a tribute (not all the emperors were narcissists).  Since AD 609, the Pantheon has been a Roman-Catholic church and is known as the Basilica Santa Maria ad Martyres (Basilica of St. Mary and the Martyrs).

Despite the popular perception, what Rolls-Royce describes as their "Pantheon grill" doesn't feature a classic entasis (slight swelling in the middle of a column to counteract the illusion of concavity), the design does incorporate a similar visual effect: there is a (very) slight curvature which in the factory's vernacular is known as the "waftline".  Although there are, understandably, many references to the grill being the "Parthenon grill" (and there is a well-reviewed Greek restaurant in Murfreesboro, Tennessee called the Parthenon Grille), the factory has never used the term and say the designed was inspired by "Rome’s imposing Pantheon temple", a structure "...purposefully built with wider middle sections so the human eye perceives each long pillar to be completely straight."  What the architects of Antiquity did was use use an optical illusion as a "corrective" to achieve perfect visual symmetry and the Rolls-Royce engineers replicated the approach, the grill's columns wider towards the edges.  The waftline is used elsewhere, notably the gentle, upswept sweep along the sill-line which Rolls-Royce says "creates a powerful, poised stance and makes the car appear to be moving when stationary...", creating the impression of "calm perfect motion and accelerating quickly without fuss".  They clearly like the word "waft" because they coined the neologism "waftability" which is said to be "the essence of the brand".

The math of entasis.

Zephyr

Zephyr (pronounced zef-uhr (U) or zef-er (non-U))

(1) A gentle, mild breeze, considered the most pleasant of winds.

(2) By extension, any of various things of fine, light quality (fabric, yarn etc), most often applied to wool.

(3) In the mythology of Antiquity, the usual (Westernised) spelling of Ζεφυρος (Zéphuros or Zéphyros), the Greek and Roman god of the west wind, son of Eos & Astraeus and brother of Boreas; the Roman name was Zephyrus, Favonius.

(4) As a literary device, the west wind personified which should be used with an initial capital letter.

(5) In the mythology of Antiquity, as Zephyrette, a daughter of Aeolus; a tiny female spirit of the wind. 

(6) A model name used on cars of variable distinction produced by the Ford Motor Company (FoMoCo) and sold under the Ford, Mercury & Lincoln brands.

(7) A type of soft confectionery made by whipping fruit and berry purée (mostly apple purée) with sugar and egg whites, to which is added a gelling agent such as pectin, carrageenan, agar, or gelatine.  Often called zefir, the use was a semantic loan from the Russian зефи́р (zefír). 

Circa 1350: From the Middle English zeferus & zephirus, from the Old English zefferus, from the Latin zephyrus, from the Ancient Greek Ζέφυρος (Zéphuros or Zéphyros) (the west wind), probably from the Greek root zophos (the west, the dark region, darkness, gloom).  The Latin Zephyrus was the source also of zéphire (French), zefiro (Spanish) and zeffiro (Italian).  The feminine form zephyrette (capitalised and not) is rare and the alternative spellings were zephir & zefir, the latter (in the context of food) still current.  The casual use in meteorology dates from circa 1600 and the meaning has shifted from the classical (something warm, mild and occidental) to now be any gentle breeze or waft where the wish is to suggest a wind not strong and certainly not a gust, gale, cyclone, blast, typhoon or tempest.  Zephyr is a noun & verb, zephyred is a verb & adjective, zephyring is a verb and zephyrous, zephyrlike & zephyrean are adjectives; the noun plural is zephyrs.  The adverb zephyrously is non-standard.

Cupid and Psyche (1907) by Edvard Munch (1863–1944).

In Greek mythology, Ζεφυρος (transliterated as Zéphuros or Zéphyros) was the god of the west wind, one of the four seasonal Anemoi (wind-gods), the others being his brothers Notus (god of the south wind), Eurus (god of the east wind) and Boreas (god of the east wind).  The Greek myths offer many variations of the life of Zephyrus, the offspring of Astraeus & Eos in some versions and of Gaia in other stories while there were many wives, depending on the story in which he was featured.  Despite that, he’s also sometimes referred to as the “god of the gay”, based on the famous tale of Zephyrus & Hyakinthos (Hyacinthus or Hyacinth).  Hyacinth was a Spartan youth, an alluring prince renowned for his beauty and athleticism and he caught the eye of both of both Zephyrus and Apollo (the god of sun and light) and the two competed fiercely for the boy’s affections.  It was Apollo whose charms proved more attractive which left Zephyrus devastated and in despair.  One day, Zephyrus chanced upon the sight of Apollo and Hyacinth in a meadow, throwing a discus and, blind with anger, sent a great gust of wind at the happy couple, causing the discus to strike Hyacinth forcefully in the head, inflicting a mortal injury.  Stricken with grief, as Hyacinth lay dying in his arms, Apollo transformed the blood trickling to the soil into the hyacinth (larkspur), flower which would forever bloom in memory of his lost, beautiful boy. Enraged, Apollo sought vengeance but Zephyrus was protected by Eros, the god of love, on what seems the rather technical legal point of the intervention of Zephyrus being an act of love.  There was however a price to be paid for this protection, Zephyrus now pledged to serve Eros for eternity and the indebted god of the west wind soon received his first task.  There are other tales of how Cupid and Psyche came to marry but in this one, with uncharacteristic clumsiness, Cupid accidently shot himself with one of his own arrows of love while gazing upon the nymph Psyche and it was Zephyrus who kidnapped her, delivering his abducted prize to Cupid to be his bride.

Chloris and Zephyr (1875) by William-Adolphe Bouguereau (1825-1905), Musee des Beau-Arts of the Musées Mulhouse Sud Alsace.

Zephyros was in classical art most often depicted as a handsome, winged youth and a large number of surviving Greek vases are painted with unlabeled figures of a winged god embracing a youth and these are usually identified as Zephyros and Hyakinthos although, some historians detecting detail differences list a number of them as being of Eros (the god of Love) with a symbolic youth.  Although sometimes rendered as a winged god clothed in a green robe and crowned with a wreath of flowers, in Greco-Roman mosaics, Zephyros appears usually in the guise of spring personified, carrying a basket of unripened fruit.  In some stories, he is reported to be the husband of Iris, the goddess of the rainbow and Hera’s messenger and in others, Podarge the harpy (also known as Celano) is mentioned as the wife of Zephyrus but in most of the myths he was married to Chloris.  Chloris by most accounts was an Oceanid nymph and in the tradition of Boreas & Orithyia and Cupid and Psyche, Zephyrus made Chloris his wife by abduction, making her the goddess of flowers, for she was the Greek equivalent of Flora and, living with her husband, enjoyed a life of perpetual spring.

Standardized wind: The Beaufort wind force scale

With strategically placed palms, Lindsay Lohan resists a zephyr's efforts to induce a wardrobe malfunction, MTV Movie Awards, Los Angeles, 2008 (left) which may be C&Ced (compared & contrasted) with the stronger breeze (probably 3-4 on the Beaufort Scale) disrupting the modern art installation that is Donald Trump's (b 1946; US president 2017-2021 and since 2025) hair (right).

Beaufort Wind Scale, circa 1865.

The Beaufort wind force scale was devised because the British Admiralty was accumulating much data about prevailing weather conditions at spots around the planet where the Royal Navy sailed and it was noticed there was some variation in way different observers would describe the wind conditions.  In the age of sail, wind strength frequency and direction was critical to commerce and warfare and indeed survival so the navy needed to information to be as accurate an consistent as possible but in the pre-electronic age the data came from human observation, even mechanical devices not usually in use.  What Royal Navy Captain (later Rear Admiral) Sir Francis Beaufort 1774–1857) early in nineteenth century noticed was that a sailor brought up in a blustery place like the Scottish highlands was apt to understate the strength of winds while those from calmer places were more impressed by even a moderate breeze, little more than what a hardy Scots sold salt would call a zephyr.  Accordingly, he developed a scale which was refined until formally adopted by the Admiralty during the 1930s after he’d been appointed Hydrographer of the Navy.  The initial draft reflected the functional purpose, the lowest rating describing the sort of gentle zephyr which was just enough to enable a ship's captain slowly to manoeuvre while the highest was of the gale-force winds which would shred the sails.  As sails gave way to steam, the scale was further refined by referencing the effect of wind upon the sea rather than sails and it was adopted also by those working in shore-based meteorological stations.  In recent years, categories up to 17 have been added to describe the phenomena described variously as hurricanes, typhoons & cyclones.

The National Biscuit Company's Zephyrettes, circa 1915.

In the mythology of Antiquity, Zephyrette was a daughter of Aeolus and a tiny female spirit of the wind.  That the nymph's name was early in the twentieth century appropriated by the National Biscuit Company (1898–1971, Nabisco (1971–1985) & RJR Nabisco (1985–1999) and now a subsidiary of Mondelēz International) to describe a light, crisp cracker, recommended to be used for hors d'oeuvres might outrage feminists studying denotation and connotation in structural linguistics and the more they delve, the greater will be the outrage.  Mostly, the word "zephyr" now is used by novelists and poets because while indicative of the force of a wind, it's not defined and is thus not a formal measure so what's a zephyr in one poem might be something more or less in another.  In other texts, such inconsistencies might be a problem but for the few thousand souls on the planet who still read poetry, it's all part of the charm.

For good & bad: FoMoCo's Zephyrs

Lincoln Zephyr V12, 267 cubic inches (4.4 litre).  It was the last of the American V12s.

In the inter-war era, the finest of the big American cars, the Cadillacs, Lincolns, Packards and Duesenbergs, offered craftsmanship the equal of anything made in Europe and engineering which was often more innovative.  The 1930s however were difficult times and by mid-decade, sales of the big K-Series Lincolns, the KA (385 cubic inch (6.3 litre) V8) and KB (448 cubic inch (6.3 litre) V12) were falling.  Ford responded by designing a smaller, lighter Lincoln range to bridge the gap between the most expensive Ford and the lower-priced K-Series Lincolns, the intention originally to power it with an enlarged version of the familiar Ford V8 but family scion Edsel Ford (1893–1943; president of the Ford Motor Company (FoMoCo), 1919-1943), decided instead to develop a V12, wanting both a point of differentiation and a link to K-Series which had gained for Lincoln a formidable reputation for power and durability.  Develop may however be the wrong word, the new engine really a reconfiguration of the familiar Ford V8, the advantage in that approach being it was cheaper than an entirely new engine, the drawback the compromises and flaws of the existing unit were carries over and in some aspects, due to the larger size and greater internal friction, exaggerated.

Lincoln Zephyr V12, 292 cubic inches (4.8 litre).

The V12 however was not just V8 with four additional pistons, the block cast with a vee-angle of 75^o rather than the eight’s 90^o, a compromise between compactness and the space required for a central intake manifold and the unusual porting arrangement for the exhaust gases.  The ideal configuration for a V12 is 60^o and without staggered throws on the crankshaft, the 75^o angle yielded uneven firing impulses, although, being a relatively slow and low-revving unit, the engine was felt acceptably smooth.  The cylinder banks used the traditional staggered arrangement, permitting the con-rods to ride side-by-side on the crank and retained the Ford V-8’s 3.75 inch (90.7 mm) stroke but used a small bore of just 2.75 inches (69.75 mm), then the smallest of any American car then in production, yielding a displacement of 267 cubic inches (4.4 litres), a lower capacity than many of the straight-eights and V8s then on the market.

Because the exhaust system was routed through the block to four ports on each side of the engine, cooling was from the beginning the problem it had been on the Ford V8 but on a larger scale.  Although the cooling system had an apparently impressive six (US) gallon (22.7 litre) capacity, it quickly became clear this could, under certain conditions, be marginal and the radiator grill was soon extended to increase airflow.  Nor was lubrication initially satisfactory, the original oil pump found to be unable to maintain pressure when wear developed on the curfaces of the many bearings; it was replaced with one that could move an additional gallon (3.79 litre) a minute.  Most problems were resolved during the first year of production and the market responded to the cylinder count, competitive price and styling; after struggling to sell not even 4000 of the big KAs in 1935, Lincoln produced nearly 18,000 Zephyrs in 1936, sales growing to over 25,000 the following year.  Production between 1942-1946 would be interrupted by the war but by the time the last was built in 1948, by which time it had been enlarged to 292 cubic inches (4.8 litre (there was in 1946, briefly, a 306 cubic inch (5.0 litre) version) over 200,000 had been made, making it the most successful of the American V12s.  It was an impressive number, more than matching the 161,583 Jaguar built over a quarter of a century (1971-1997) and only Daimler-Benz has made more, their count including both those used in Mercedes-Benz cars and the the DB-60x inverted V12 aero-engines famous for their wartime service with the Luftwaffe and the Mercedes-Benz T80, built for an assault in 1940 on the LSR (Land Speed Record).  Unfortunately, other assaults staged by the Third Reich (1939-1945) meant the run never happened but the T80 is on permanent exhibition in the factory's museum in Stuttgart so viewers can ponder Herr Professor Ferdinand Porsche's (1875–1951) pre-war slide-rule calculations of a speed of 650 km/h (404 mph) (not the 750 km/h (466 mph) sometimes cited).

1939 Lincoln-Zephyr Three Window Coupe (Model Code H-72, 2500 of which were made out of the Zephyr’s 1939 production count of 21,000).  It was listed as a six-seater but the configuration was untypical of the era, the front seat a bench with split backrests, allowing access to the rear where, unusually, there were two sideways-facing stools.  In conjunction with the sloping roofline, it was less than ideal for adults and although the term “3+2” was never used, that’s probably the best description.  The H-72 Three Window Coupe listed at US$1,320, the cheapest of the six variants in the 1939 Zephyr range.

It may sound strange that in a country still recovering from the Great Depression Ford would introduce a V12 but the famous “Flathead” Ford V8 was released in 1932 when economic conditions were at their worst; people still bought cars.  The V12 was also different in that although a configuration today thought of as exotic or restricted to “top of the line” models, for Lincoln the Zephyr was a lower-priced, mid-size luxury car to bridge a gap in the corporate line-up.  Nor was the V12 a “cost no object” project, the design using the Flathead’s principle elements and while inaccurate at the engineering level to suggest it was the “Ford V8 with four cylinders added” the concept was exactly that and if the schematics are placed side-by-side, the familial relationship is obvious.  Introduced in November 1935 (as a 1936 model), the styling of the Lincoln Zephyr attracted more favourable comment than Chrysler’s Airflows (1934-1937), an earlier venture into advanced aerodynamics (then known as “streamlining”) and the name had been chosen to emphasize the wind-cheating qualities of the modernist look.  With a raked windscreen and integrated fenders, it certainly looked slippery and tests in modern wind tunnels have confirmed it indeed had a lower CD (drag coefficient) than the Airflows which looked something like unfinished prototypes; the public never warmed to the Airflows, however accomplished the engineering was acknowledged to be.  By contrast, the Zephyrs managed to cloak the functional efficiency in sleek lines with pleasing art deco touches; subsequently, New York’s MOMA (Museum of Modern Art) acknowledged it as “the first successfully streamlined car in America”.  So much did the style and small V12 capture the headlines it was hardly remarked upon that with a unitary body, the Zephyr was the first Ford-made passenger vehicle with an all-steel roof, the method of construction delivering the required strength at a lighter weight, something which enabled the use of an engine of relatively modest displacement.

The American Home Front 1941-1942 (2006) by Alistair Cooke (1908-2004),  The cover illustration was of him filling up the Zephyr's V12, Pasadena, California, 1942.

In 1942, just after the US had entered the war (thereby legitimizing the term “World War II” (1939-1945)) the expatriate (the apocope “expat” not in general use until the 1950s when Graham Greene's (1904-1991) novel The Quiet American (1955) appears to have given it a boost) UK-born US journalist Alistair Cooke began a trip taking from Washington DC and back, via Virginia, Florida, Texas, California, Washington state and 26 other states, purchasing for the project a 1936 Lincoln Zephyr V12, his other vital accessories five re-tread tyres (with the Japanese occupation of Malaya, rubber was in short supply and tyres hard to find), a gas (petrol) ration coupon book and credentials from his employer, the BBC (British Broadcasting Corporation).  It was a journalist’s project to “discover” how the onset of war had changed the lives of non-combatant Americans “on the home front” and his observations would provide him a resource for reporting for years to come.  Taking photographs on his travels, he’d always planned to use the material for a book but, as a working journalist during the biggest event in history, it was always something done “on the side” and by the time he’d completed a final draft it was 1945 and with the war nearly over, he abandoned the project, assuming the moment for publication had passed.  It wasn’t until two years after his death that The American Home Front 1941-1942 (2006) was released, the boxed manuscript having been unearthed in the back of a closet, under a pile of his old papers.

Cooke had a journalist’s eye and the text was interesting as a collection of unedited observations of the nation’s culture, written in the language of the time.  In the introduction Cooke stated: “I wanted to see what the war had done to the people, to the towns I might go through, to some jobs and crops, to stretches of landscape I loved and had seen at peace; and to let the significance fall where it might.”  During his journey, he interviewed many of the “ordinary Americans” then traditionally neglected by history (except when dealt with en masse), not avoiding contentious issues such as anti-Semitism and racism but also painted word-pictures of the country through which he was passing, never neglecting to describe the natural environment, most of it unfamiliar to an Englishman who’d spent most of his time in the US in cities on the east and west coasts.  As a footnote, although the Zephyr’s V12 engine has always been notorious for the deficiencies in its cooling system, at no time during the journey did Cooke note the car overheating so either the radiator and plumbing did the job or he thought the occasional boil-over so unremarkable he made no remark. 

1969 Ford (UK) Zephyr Zodiac Mark IV.

Lincoln ceased to use the Zephyr name after 1942, subsequent V12 cars advertised simply as Lincolns, distinguished in name only by the coachwork.  The Zephyr badge was in 1950 revived by Ford of England for their line of mainstream family cars, augmented after 1953 by an up-market version called the Zodiac, noted for its bling.  The first three generations (1950-1966) were well-regarded (the Mark III (1962-1966) in most ways a superior car to the contemporary US Ford Falcon) and enjoyed success in both the home and export markets but the Mark IV (1966-1972), despite a tantalizingly advanced specification and offering a lot of interior space and external metal for the money, proved so ghastly the name was retired when the range was replaced with something (the Mark 1 Granada (1972-1977) which was on paper less ambitious but was, on the road, much superior.  Not having suffered the tainted Mark IV Zephyrs, Ford felt it safe to recycle the Zephyr name in the US, firstly on the bland Mercury clone (1978-1983) of the (US) Ford Fairmont and finally, for two seasons (2005-2006), on an undistinguished Lincoln which with some haste was re-branded "MKZ".  On either side of the Atlantic, there have been no Zephyrs since.

 

1962 Ford Galaxie 500/XL Sunliner Convertible 390 (left), 1967 Ford Zodiac Executive (centre) and 1974 Leyland P76 V8 Executive (right). 

The Mark IV Zodiac's wheel covers (the design concept known as "starburst") had first been seen in the US on the 1962 Ford Galaxie and for Detroit's colonial outposts the use of components, years after they'd been discontinued in the US, was common.  In Australia, for the Fairlane and LTD, Ford at various times used the wheel covers introduced on the 1969 & 1970 Thunderbird (replacing the former with something flatter after owners reported vulnerability to damage from curbsides so either Australians were less competent at parking or the guttering designs used by cities was different) and some were still being fitted as late as 1982.  At least that was within the corporate family.  in 1973, Leyland Australia clearly so liked what ended up on the Zodiac they pinched the idea for the ill-fated P76 (1973-1976).  God punishes those who violate his seventh commandment but in fairness to Leyland (even in retrospect they need all the help they can get), the "starburst" motif had long been popular for wheelcovers, hubcaps (there is a difference) and aluminum wheels.

Starburst sea anemone (left), Kelsey-Hayes cast aluminum wheel for 1967 C2 Chevrolet Corvette (centre), the five-stud (option code N89) version unique to the 1967 range, replacing the knock off version (option code P48, 1963-1966) which had to be retired when US regulators passed rules restricting the use of the centre-lock, knock-off hubs.  To conceal the five studs, there was a "centre cap" (ie a hubcap in the classic sense) in the style of the wheel and these colloquially are known as "starbursts" (right).  The Corvette's wheels were manufactured by Western Wheel Corporation (a division of Kelsey-Hayes).

As a noun & verb, “starburst” widely has been used in slang and commerce but its origin is owed to astronomers of the 1830s and in the field it’s been used variously to describe (1) a violent explosion, or the pattern (likened to the shape of a star) supposed to be made by such an explosion and (2) a region of space or period of time (distinct concepts for this purpose) with an untypically or unexpectedly high rate of star formation.  In SF (science fiction), starbursts can be more exotic still and have described machines from light-speed propulsion engines to truly horrid doomsday weapons.  In typography, a starburst is a symbol similar in shape to an asterisk, but with either or both additional or extended rays and it’s used for a brand of fruit-flavored confectionery, the name implying the taste “explodes” in the mouth as one chews or sucks.  In corporate use, starburst is slang for the breaking up of a company (or unit of a company) into a number of distinct operations and in software it was in the early 1980s used as the brand name of an application suite (based around the Wordstar word-processor) which was (along with Electric Office) one of the first “office suites”, the model Microsoft would later adopt for its “Office” product which bundled, Word, Excel, the dreaded PowerPoint and such.  It was the name of a British made-portable surface-to-air missile (MANPADS) produced in the late twentieth century, in botany it’s a tropical flowering plant (Clerodendrum quadriloculare), the term applied also to a species of sea anemone in the family Actiniidae and, in human anatomy, certain cell types (based on their appearance).  In photography, the “starburst effect” refers to the diffraction spikes which radiate from sources of bright light.

 

2006 Lincoln Zephyr.

 

Available only in 2005-2006 before it was “refreshed” and renamed MKZ (2007-2012), the Lincoln Zephyr picked up its styling cues from a concept car displayed at the 2004 New York International Auto Show although with the lines tempered for production-line reality.  In a sign of the times, it replaced the rear wheel drive (RWD), V6 & V8 powered LS sedan (2000-2006, with one model sharing showrooms with the Zephyr for its final year) which had been well-reviewed in press reports but never succeeded as a challenger to the BMW 5-Series and Mercedes-Benz E-Class.  The twenty-first century Zephyr wasn’t a “bad” car in the sense the word is attached to the English Mark IV Zephyr & Zodiac but it was bland and built on the Mazda CD3 front wheel drive (FWD) platform which provided the underpinnings for also the Mazda 6, Ford Fusion and Mercury Milan; despite Lincoln’s efforts, had it not had the badges, most would have assumed the Zephyr was a fancy Ford or a Mercury, so closely did it resemble both.  Struggling to find some point of differentiation, journalists always mentioned the wood trim in the interior was “real timber”, quoting with approval from the document in the press-pack: “Ebony or maple wood inserts”.  Even that wasn't enough to persuade many it was worth some US$30,000, a US$6000-odd premium over the substantially similar Mercury Milan Premier V6.  It did though undercut by US$4000 what a basic V6 LS has cost the year before so the price of entry to Lincoln ownership became less but that also brought the usual marketing conundrum: “Lowering the price increases sales but tarnishes the perception of the brand as a prestige product”.

 

2012 Lincoln MKZ.

There was also the name.  The original Lincoln Zephyr had existed only between 1935-1942 and, except a as niche among collectors, had long ago faded from public consciousness, the same phenomenon which made the choice of “Maybach” by Mercedes-Benz so curious; Toyota’s decision to create “Lexus” was a much better idea and perhaps an indication Japanese MBAs were better informed than German MBAs.  For 2007 the Zephyr was renamed MKX and even that “naming strategy” (now an MBA fixation) may not within the corporation been well-communicated because initial suggestions for pronunciation included “Mark 10” & “Mark X”, picking up on the (actually quite muddled) history of Lincoln's “Mark” cars which, off & on, existed between 1956-1998 (although the label was in 2006-2007 revived for a pick-up truck(!)).  Neither caught on and before long, like everyone else, company executives were saying “em-kay-zee”.  The “Mark” moniker would have been tempting because, as the “Zephyr affair” demonstrated, despite a history stretching back to 1917, the only Lincoln brand names with any traction in the public imagination are “Continental” and “Mark something”.  When MKZ production ended in 2012, the demise wasn’t so much unlamented as unnoticed.