Rumble

Rumble (pronounced ruhm-buhl)

(1) To make a deep, heavy, somewhat muffled, continuous sound, as thunder.

(2) To move or travel with such a sound:

(3) In slang, a street fight between or among gangs.

(4) As rumble seat (sometimes called dickie seat), a rear part of a carriage or car containing seating accommodation for servants, or space for baggage; known colloquially as the mother-in-law seat (an now also used by pram manufacturers to describe a clip-on seat suitable for lighter infants).

(5) The action of a tumbling box (used to polish stones).

(6) As rumble strip, in road-building, a pattern of variation in a road's surface designed to alert inattentive drivers to potential danger by causing a tactile vibration and audible rumbling if they veer from their lane.

(7) In slang, to find out about (someone or something); to discover the secret plans of another (mostly UK informal).

1325-1375: From Middle English verbs rumblen, romblen & rummelyn, frequentative form of romen (make a deep, heavy, continuous sound (also "move with a rolling, thundering sound" & "create disorder and confusion")), equivalent to rome +‎ -le.  It was cognate with the Dutch rommelen (to rumble), the Low German rummeln (to rumble), the German rumpeln (to be noisy) and the Danish rumle (to rumble) and the Old Norse rymja (to roar or shout), all of imitative origin.  The noun form emerged in the late fourteenth century, description of the rear of a carriage dates from 1808, replacing the earlier rumbler (1801), finally formalized as the rumble seat in 1828, a design extended to automobiles, the last of which was produced in 1949.  The slang noun meaning "gang fight" is from 1946.  Rumbled & rumbling are verbs (used without object), rumbler is a noun, rumbling is an adjective and rumblingly an adverb.

The Velvet Underground and Nico

Link Wray’s (1929-2005) 1958 instrumental recording Rumble is mentioned as a seminal influence by many who were later influential in some of the most notable forks of post-war popular music including punk, heavy-metal, death-metal, glam-rock, art-rock, proto-punk, psychedelic-rock, avant-pop and the various strains of experimental and the gothic.  Wray’s release of Rumble as a single also gained a unique distinction in that it remains the only instrumental piece ever banned from radio in the United States, the authorities apparently finding its power chords just too menacing for youth to resist.

Lou Reed (1942-2013) said he spent days listening to Rumble before joining with John Cale (b 1942) in New York in 1964 to form The Velvet Underground.  Their debut album, The Velvet Underground & Nico, included German-born model Nico (1938-1988) and was, like their subsequent releases, a critical and commercial failure but within twenty years, the view had changed, their work now regarded among the most important and influential of the era.  The Velvet Underground’s output built on the proto heavy-metal motifs from Rumble with experimental performances and was noted especially for its controversial lyrical content including drug abuse, prostitution, sado-masochism and sexual deviancy.  However, despite this and the often nihilistic tone, in the decade since Rumble, the counter-culture had changed not just pop music but also America; The Velvet Underground was never banned from radio.

Rumble seat in 1937 Packard Twelve Series 1507 2/4-passenger coupé.  The most expensive of Packard's 1937 lineup, the Twelve was powered by a 473 cubic-inch (7.7 litre) 67^o V12 rated at 175 horsepower at 3,200 RPM.  It was best year for the Packard Twelve, sales reaching 1,300 units.

The rumble seat was also known as a dicky (also as dickie & dickey) seat in the UK while the colloquial “mother-in-law seat” was at least trans-Atlantic and probably global.  It was an upholstered bench seat mounted at the rear of a coach, carriage or early motorcar and as the car industry evolved and coachwork became more elaborate, increasingly they folded into the body.  The size varied but generally they were designed to accommodate one or two adults although the photographic evidence suggests they could be used also to seat half-a-dozen or more children.  Why it was called a dicky seat is unknown (the word dates from 1801 and most speculation is in some way related to the English class system) but when fitted on horse-drawn carriages it was always understood to mean "a boot (box or receptacle covered with leather at either end of a coach, the use based on the footwear) with a seat above it for servants".  On European phaetons, a similar fixture was the “spider”, a small single seat or bench for the use of a groom or footman, the name based on the spindly supports which called to mind an arachnid’s legs.  The spider name would later be re-purposed on a similar basis to describe open vehicles and use persists to this day, the Italians and others sometimes preferring spyder.  They were sometimes also called jump-seats, the idea being they were used by servants or slaves who were required to “jump off” at their master’s command and the term “jump seat” was later used for the folding seats in long-wheelbase limousines although many coach-builders preferred “occasional seats”.

Rumble seat in 1949 Triumph 2000 Roadster.  The unusual (and doubtless welcome) split-screen was a post-war innovation, the idea recalling the twin-screen phaetons of the inter-war years. 

The US use of “rumble seat” comes from the horse & buggy age so obviously predates any rumble from an engine’s exhaust system and it’s thought the idea of the rumble was literally the noise and vibration experienced by those compelled to sit above a live axle with 40 inch wooden rims with no suspension.  When such an arrangement is pulled along rough, rutted roads by several galloping horses, even a short journey could be a jarring experience.  The rumble seat actually didn’t appear on many early cars and became a thing again only as the machines grew larger.  Those in a rumble seat were exposed to the elements which could be most pleasant but not always and they enjoyed only the slightest protection afforded by the regular passenger compartment’s top.  Ford actually offered the option of a folding top with side curtains for the rumble seats on the Model A (1927-1931) but few were purchased, a similar fate suffered by those produced by third party suppliers.  US production of cars with rumble seats ended in 1939 and the last made in England was the Triumph 1800/2000 Roadster (1946-1949) but pram manufacturers have of late adopted the name to describe a seat which can be clipped onto the frame.  Their distinction between a toddler seat and a rumble seat is that the former comes with the stroller and is slightly bigger, rated to hold 50 lbs (23 KG), while the former can hold up to 35 (16).

Dictator

Dictator (pronounced dik-tey-ter)

(1) A person exercising absolute power, especially a ruler who (at least ostensibly) has absolute control (ie effectively not restricted by a constitution, laws, recognized opposition, etc) in a government (and officially without hereditary succession); applied particularly to those exercising tyrannical rule.

(2) In republican ancient Rome, a person vested by the senate with supreme authority during a crisis, the regular magistracy being subordinated to him until the crisis was met (typically by conducting a war).

(3) A person who makes pronouncements, as on conduct, fashion etc, which are regarded as authoritative.

(4) A person who dictates text to someone or some sort or mechanical or electronic recording device.

(5) In Ancient Rome (during certain periods), an elected chief magistrate.

1350–1400: From the Middle English dictatour, from the Old French dictator, from the Latin dictātor (genitive dictātōris), (Roman chief magistrate with absolute authority) the construct being dictā(re) (inflection of dictō (I repeat, say often; I dictate (to someone for writing))), frequentative of dicere (to say, speak); I compose, express in writing; I prescribe, recommend, order, dictate)) frequentative of dicere (to say, speak)" (from the primitive Indo-European root deik- (to show (also "solemnly to pronounce") (and related to dīcō (say, speak) + -tor (from the Proto-Italic -tōr, from the primitive Indo-European -tōr from -tor-s; the suffix added to the fourth principal part of a verb to create a third-declension masculine form of an agent noun).  The feminine forms were dictatress or dictatrix, both probably now obsolete except in historic reference or as a jocular form; the old alternative spelling dictatour is obsolete.  Some European languages (including Dutch and Romanian) were like English and borrowed directly the Latin spelling while others used variations including Catalan (dictador), French (dictateur) Italian (dittatore), Piedmontese (ditator), Polish (dyktator), Portuguese (ditador), Russian (дикта́тор (diktátor)), Sicilian (dittaturi), Spanish (dictador) and German (Diktator).  Dictator is a noun, dictatorially is an adverb and dictatorial is an adjective; the noun plural is dictators.

The noun dictatorship (office or term of a (Roman) dictator) came into use in the 1610s to describe the historically specific terms of office the Roman senate sometimes granted individuals in extraordinary and reprehensible circumstances while the now familiar general sense of "a ruler exercising absolute authority" evolved by the late seventeenth century.  The noun dictator had already proceeded along this path, the historical sense being the first used in English circa 1600, the extension to “one who has absolute power or authority" (in any context and not just political power) noted by the 1690s.  The nasty and not infrequently genocidal nature of some of the dictators of the twentieth century and beyond certainly influenced the understanding of the word which, as late as the 1800s could be used neutrally, effectively as a synonym for president.

The adjective dictatorial (pertaining to a dictator; absolute, unlimited), dating from 1901 evolved also to enjoy use outside of descriptors of absolute government and by 1704 had acquired the general sense of "imperious, overbearing", usefully (and often applied as required to husbands, mothers-in-law, parish priests et al; the related for was the adverb dictatorially.  In that vein, to convey the notion of "pertaining to a dictator" there had been dictatorian (1640s) & dictator-like (1580s).  Etymologists insist the dictatorial’s historic duality of implication (1) a disposition to rule and (2) a sharp insistence upon having one's orders accepted or carried out has survived in modern use but instances of the former are now probably rare.

Adolf Hitler (1889-1945; German head of government 1933-1945 and of state 1934-1945) is of course the dictator who for decades has loomed over the word and “Hitler” was used figuratively for "a dictator" from as early as 1934, a use which has persisted despite there being no shortage of dictatorial tyrants in the years since his assumption of power.  One amusing variation emerged in England in the early years of the Second World War (1939-1945), a “little Hitler” being someone appointed to a minor post (archetypically someone employed to walk the streets during a “black-out” telling folk to extinguish their lights) and, cloaked in this brief, unaccustomed authority, soon intoxicated by their power.  In post-revolutionary (1979-) Iran, the regime encouraged a similar put-down aimed at opponents, the US being شيطان بزرگ (Shaytân-e Bozorg (the great Satan)) and Israel شیطان کوچک, (Shaytân-e Kuchak (the little Satan)) and it’s even worse than it sounds because “great” is not the perfect translation, the idea of the great Satan being one of derision rather than awe.  When the Ayatollahs are in a bad mood (which does happens), sometimes the UK is also described as a “little Satan”.

Lindsay Lohan never forgave dictator Hosni Mubarak (1928–2020; president of Egypt 1981-2011) for shouting at Bill Clinton (b 1946; US president 1993-2001).  When told in 2011 he’d fallen from power as one of the victims of the Arab Spring, she responded: “Cool.”  When told it was brought about by a military coup she replied: “Gross!”  Lindsay Lohan doesn’t approve of coups d'état and believes soldiers should "stay in the barracks", allowing due constitutional process to be followed.   

Because of the evil of Hitler and his many spiritual successors in this century and the last, dictator really doesn’t cry out for synonyms but autocrat, despot, tyrant, absolutist, authoritarian, oppressor & totalitarian all tend in the direction.  Historically, the closest is probably the noun generalissimo (supreme military commander), dating from the 1620s and a borrowing of the Italian generalissimo, superlative of generale, from a sense development similar to the French general.  However, despite the title being used by dictators comrade Stalin (1878-1953; Soviet leader 1924-1953) and Francisco Franco (1892-1975; Caudillo of Spain 1939-1975), it’s never come into use as a general descriptor in the manner of "dictator".

1935 Studebaker Dictator phaeton (left) & 1936 Studebaker Dictator sedan (right).

The Studebaker Dictator was produced between 1927-1937 and was part of a naming scheme which used titles from government service to indicate a car’s place in the hierarchy, the Dictator replacing the Standard Six as the entry-level model, the progressively more expensive being the Commander and President.  Briefly (only for 1927) there was also the Chancellor but, presumably because it wasn’t a title which much resonated in the American imagination, it was short- lived.  Other manufacturers have adopted a similar idea, Opal in Germany once merging admiralty and political ranks, offering the Kapitän, Commodore, Admiral & Diplomat.

1929 Studebaker Dictator Royal Coupe with rumble seat.   

Some of the opposition to crooked Hillary Clinton's (b 1947; US secretary of state 2009-2013) presidential campaign in 2016 accused her of wanting to turn the US into a dictatorship.  That was hyperbolic because, although it may have been what she wanted, the US constitution would make it almost impossible to achieve.  The meme makers responded with agitprop.

It probably now seems strange a US manufacturer would call one of its products the Dictator but in 1927 the Nazis were years from power and Benito Mussolini (1883-1945; Duce (leader) & prime-minister of Italy 1922-1943), in office since 1922 was far from the tainted character he would later become and the public perception of his rule was still at the stage of admiring him for “making the trains run on time” (although it’s thought unlikely any improvements in punctuality were noted by many).  Studebaker anyway had always explained the name as suggesting “a fine car at a moderate price” that would “dictate the standards” in the vital mid-priced field.  That was fair enough but with the benefit of post-Nazi hindsight, when the option of a straight-eight engine was offered as an upgrade from the straight-six, Studebaker probably would not to have used the marketing slogan “a brilliant example of excess power”.  By 1937, the use of excess power by the Third Reich’s dictator was becoming obvious and Studebaker quietly dropped the Dictator name for 1938, re-positioning the Commander as the base model, the cars exported to the Europe, the UK and the British Empire having early been renamed Director.  Of those changes, probably just about everyone except Henry Ford (1863-1947) approved.

So Studebaker’s tale is an example of how the shifting meaning of words can influence many things.  Still, if in 1937 any association with Hitler had become distasteful for a US corporation, even by 1940, some two years after the Nazi’s most publicized pogrom against the Jews (Kristallnacht (Night of Broken Glass)), Charlie Chaplin (1889–1977) released his satirical comedy The Great Dictator which parodied both dictators (Hitler and Mussolini), his argument being that however controversial it might be, “…Hitler must be laughed at."  He later admitted that had he known in 1940 what would later be understood, he’d never have produced the film.

The Hijab Police

Of the many “morality police” forces which have existed in countries with a majority Islamic population, the best known was Afghanistan's Committee for the Propagation of Virtue and the Prevention of Vice which actually pre-dated the Taliban takeover in 1996 but they certainly deployed it with an enthusiasm which went much beyond it functioning as “burka police” and in one form or another, it actually operated for most of the (first) post-Taliban era.  When the Taliban regained power in 2021, immediately they created the "Ministry of Invitation, Guidance and Promotion of Virtue and Prevention of Vice" and, in a nice touch, allocated as its headquarters the building formerly used by the Ministry of Women’s Affairs.

The institution is infamous also in Iran.  In the West, it’s usually referred to as the “morality police” and among women the sardonic slang is “hijab police” but technically, the instrument of the Islamic Republic of Iran which enforces, inter alia, the laws governing the wearing of the hijab is گشت ارشاد (Gašt-e Eršād (Guidance Patrol)).  On 16 September 2022, the hijab police arrested Mahsa Amini (b 2001) because she was wearing her hijab in “an un-Islamic way”.  While in custody, Ms Amini suffered a medical event, dying two days later without recovering consciousness, the hijab police claiming the cause of death was heart failure, induced by pre-existing conditions.  Her family dispute this, saying the evidence suggests she was severely beaten and many witnesses have confirmed she was tortured in the back of a van before arriving at a hijab police office.

Handy guide for the hijab police.  Not only must hijab must be worn correctly but clothing must also be (1) not brightly colored, (2) not patterned with extravagant designs or shapes and (3) be loose enough that the shape of the body is not discernable.

Her death triggered waves of protests in Iran, which, on the basis of footage seen in the West, seem dominated by school girls and young women which, in the context of political protest, is historically unusual.  With protest signs and banners rendered in YouTube & TikTok friendly English, the headline issue is of course the matter of the hijab and whether women should be beaten to death for letting a lock of hair slip from beneath but the women and girls are making clear they're protesting about corruption (noting the poverty of most while the clerical elite have become very rich), the structure of the state, the economy and the very question of whether the republic should be an Islamic theocracy.  The Ayatollahs are no doubt well aware that the standard calculation in political science is that if 3½% of the population can be mobilized to revolt, regimes can be toppled and most recently, the Afghan Taliban did it with a fraction of that.  For many reasons, Afghanistan may be a special case and the Iranian state, on paper, is much better equipped to suppress internal dissent but then the security apparatuses around Hosni Mubarak and Muammar Gaddafi (circa 1942–2011; Libyan dictator 1969-2011) both looked impregnable until the volume of the protesters reached critical mass.  These things are however hard to judge from afar, Bashar al-Assad (b 1965; ophthalmologist and Syria dictator 2000-2024) looked vulnerable long before Gaddafi and Mubarak fell yet he sat as dictator in Damascus for another 14 years.  The Ayatollahs are of course watching things with concern but so will individuals in the Kremlin, aware their security apparatus has proved inadequate to execute the battle plan of the recent special military action (war) in Ukraine and, in a nice echo of the 1979 revolution, the protesters are again chanting the cry once spat against the Shah: “Death to the Dictator!”.

Roadster

Roadster (pronounced rohd-ster)

(1) An early automobile having an open body, a single seat for two or three persons, and a large trunk or a rumble seat.

(2) A horse for riding or driving on the road (archaic).

(3) A two-seater, convertible sports car.

(4) A sea-going vessel riding at anchor in a road or bay.

(5) In coastal navigation, a clumsy vessel that works its way from one anchorage to another by means of the tides.

(6) A bicycle, or tricycle, adapted for common roads, rather than for the racing track, usually of classic style and steel-framed construction (archaic).

(7) Slang for one who drives much or one who lives along the road (UK (8) archaic).

(8) Slang for a hunter who keeps to the roads instead of following the hounds across country (archaic).

(9) The pre-modern class of racing car most associated with the classic era of the Indianapolis 500 (1952-1964).

1735–1745: A compound word, road + -ster.  Road was from the Middle English rode & rade (ride, journey) from the Old English rād (riding, hostile incursion) from the Proto-Germanic raidō (a ride), from the primitive Indo-European reydh (to ride). It was cognate with raid, a doublet acquired from the Scots, and the West Frisian reed (paved trail/road, driveway).  The –ster suffix is applied to someone (or something) associated with an act or characteristic, or does something specified.  It’s from the Middle English –ster & -estere from the Old English -estre (-ster, the feminine agent suffix), from the Proto-Germanic –istrijǭ &, -astrijǭ from the primitive Indo-European -is-ter- (suffix).  It was cognate with the Old High German -astria, the Middle Low German –ester and the Dutch -ster.  Roadster is a noun; the noun plural is roadsters.

Roadsters, gullwings and courtesans

1920 Stutz Bearcat (1912-1934 and in the first season spelled Bear Cat).  One of the fastest and most admired American cars of the early era, the Stutz Bearcat assumed such a place in popular culture, it was was claimed that should anyone die at the wheel of a Stutz Bearcat, they were granted an obituary in the New York Times (NYT).  Wholly apocryphal, the origin of the romantic myth is thought to be related to the Bearcat being a symbol of wealth, adventure, and daring, owned by the sort of chaps (such a lifestyle at the time was most associated with men although women adventurers were not unknown) who would likely anyway warrant an NYT obituary.

In the United States of the mid-nineteenth century, a roadster was a horse suitable for travelling and by the early 1900s, the definition had expanded to include bicycles and tricycles.  In 1916, the US Society of Automobile Engineers (SAE) defined a roadster as "an open car seating two or three”, a meaning which endures to this day.  Despite the origins, use was patchy in the US with the word applied to vehicles as diverse as the front-engined USAC (Indy) racing cars of the 1950s, a variety of 1930s convertibles and the custom post-war creations otherwise known as hot-rods.

Two of the 1963 Kurtis Kraft Roadsters which ran at the 1963 Indianapolis 500.  Car 56 (Jim Hurtubise (1932–1989)) qualified 3^rd (150.257 mph (241.815 km/h)) but retired on lap 102 after suffering an oil leak.  Car 75 (Art Malone (1936–2013)) qualified 25^th (148.343 (238.735 km/h)) but retired on lap 18 with clutch failure.

Both Kurtis Kraft Roadsters used the supercharged, double overhead camshaft (DOHC) Novi V8 (167–183 cubic inch (2.7–3.0 litres)) which appeared on the Indy 500 grid between 1941-1966.  The Novi was famous for the howl it produced at full cry but it never achieved its potential because chassis and tyre technology didn’t advance to the point its prodigious power could successfully be handled, the adoption of an all-wheel-drive (AWD) platform (then still referred to as four-wheel-drive (4WD) which now is usually reserved for vehicles which claim some off-road capability) coming too late.  The Novi V8 and is sometimes compared to the 1.5 litre (91 cubic inch) BRM V16, another charismatic, supercharged, small displacement engine with a narrow power band.  The unusual fin on car 75 was an attempt to improve straight-line stability, an approach often used in the era before the implications of down-force fully were understood.

The Indy folklore is the adoption of the term “roadster” to describe the final era of the front-engined cars was the result of an act of subterfuge.  What defined the “Indy Roadster” was the engine and drive shaft being offset from the center-line of the car, something which allowed the driver to sit lower in the chassis thereby optimizing the weight distribution for use on (anti-clockwise) oval tracks.  It was in 1952 quite an innovation and the legend is that whenever there were visitors in their workshop, the Kurtis team covered the chassis with a tarpaulin and if asked, casually dismissed what lay beneath as “just our roadster” (then a common term for a “hot rod”, a hobby which became popular in the post-war years).  The name stuck when the car appeared, the design for a decade the dominant configuration in open-wheel oval racing although the writing was on the wall in 1961 when Jack Brabham (1926–2014) appeared at the brickyard in an under-powered mid-engined Cooper Climax which, although out-paced by the roadsters on the straights, posted competitive times because of its superior speed in the curves.  After that, the end of the roadster era came quickly and by 1965 one could manage to finish only as high as fifth, the last appearance at Indianapolis coming in 1968 when Jim Hurtubise’s Mallard retired after nine laps with a dropped piston (something as serious as it sounds).

1954 Jaguar XK120s: Roadster (open two-seater (OTS) in the UK and certain export markets; left) and Drop Head Coupé (DHC; right).  The roadsters were lighter and intended as dual-purpose vehicles which could be road-registered, driven to circuits and with relatively few changes be immediately competitive in racing.  The DHCs were based on the heavier, more luxuriously trimmed Fixed Head Coupé (FHC) coachwork while the roadsters featured cutaway doors without external handles or side windows and a removable windscreen.  Variations on this pre-war pattern was common in the British and parts of the European industry; even the early Chevrolet Corvettes were true roadsters.  

In pre-war Europe (though less so in the UK where “sports-car” or “open two seater” tended to be preferred), roadsters were often those with most rakish or flamboyant bodies, offered either by the factory or outside coachbuilders.  After the war, the term came to be restricted to what were once known as sports cars, the smaller, lighter and most overtly sporty of the line.  British manufacturers also distinguished, within a line of convertible two-seaters between lightweight roadsters and the more lavishly equipped drop-head coupés (DHC) which had features such a full-doors and side windows, neither always fitted to roadsters.  Interestingly, the early Jaguar XK120s and 140s (1949-1957) were marketed as open two-seaters (OTS) in UK and roadsters in the US, the home market not adopting the export nomenclature until the XK150 in 1958.

300 SL gullwing (1954-1957)

Although the public found them glamorous, the engineers at Mercedes-Benz had never been enamored by the 300 SL’s gullwing doors, regarding them a necessary compromise imposed by the high side-structure of the spaceframe which supported the body.  Indeed, the doors had never been intended for use on road-cars, appearing first on the original (W194) 300SL, ten of which were built to contest sports-car racing in 1952.  The W194 had a good season, the most famous victory a 1-2 finish in the 24 Heures du Mans (24 Hours of Le Mans) and this success, along with the exotic lines, attracted the interest of the factory’s US importer who guaranteed the sale of a thousand coupés, essentially underwriting the profitability of full-scale road-car production.  The sales predictions proved accurate and between 1954-1957, 1400 (W198) 300 SL gullwings were built, some eighty percent of which were delivered to North American buyers.  Curiously, at the time, Mercedes-Benz never publicly disclosed what the abbreviation "SL" stood for.  The assumption had long been it meant Sport Light (Sport Leicht), based presumably on the SSKL of 1929-1931 (Super Sport Kurz (short) Leicht) but the factory documentation for decades used both Sport Leicht and Super Leicht.  It was only in 2017 it published a 1952 paper discovered in the corporate archive confirming the correct name is Super Leicht.

300 SL Roadster (1957-1963)

 

That the sales reached the numbers hoped was good because the gullwing was expensive to produce and a certain volume was required to achieve profitability but by 1956, sales were falling.  At that time the US distributer was suggesting there was greater demand for a convertible so the decision was taken to replace the gullwing with a roadster, production of which began in 1957, lasting until 1963 by which time 1858 had been built.  Now with conventional front-hinged doors made possible by a re-design of the tubular frame, the opportunity was taken also to include some improvements, most notably a more powerful engine and the incorporation of low-pivot swing axles in the rear suspension.  The rear axle changes, lowering the pivot-point to 87mm (3.4 inches) below the differential centre-line did reduce the camber changes which could be extreme if cornering was undertaken in an inexpert manner but the tendency was never entirely overcome.  The swing axles, much criticized in later years, need to be understood in the context of their times, the tyres of the 1950s offering nothing like the grip of more modern rubber although it is remains regrettable the factory didn't, for its high-performance road cars, adopt the de Dion rear suspension it used on both road and competition cars during the 1930s.  Although manageable in expert hands, as the Mercedes-Benz Formula One drivers in 1954-1955 proved, the more predictable de Dion would likely have been better suited to most drivers on the roads.  In fairness, the gullwing’s rear suspension did behave better than many of the more primitive swing-axle systems used by other manufacturers but it needed to given that in any given situation, the Mercedes would likely be travelling a deal faster.  Remarkably, the Mercedes-Benz swing-axle arrangement lasted well into the age of the radial-ply tyre, in volume production until 1972 and used until 1981 on the handful of 600 Grossers built every year.

300 SLS (1957)

Less costly to build than the gullwing, a few hundred 300 SL roadsters were sold annually, the price tag reaching even higher in the stratospheric realm.  Unlike the lighter gullwing, the emphasis shifted from a dual-purpose vehicle suited to both road and track to one that was more of a grand-tourer.  The factory however managed to give the car one last fling at competition.  The SCCA (Sports Car Club of America), tired of the gullwing’s domination in the production sports car category, changed the rules to render it uncompetitive and, as the new roadster hadn’t yet achieved the volume needed to qualify for homologation, Mercedes-Benz built a new model: called the 300 SLS (Super Light Sport), two built to contest the SCCA’s modified production class.  Much lighter, slightly more powerful and with a few aerodynamic tweaks, the SLS won the trophy.

As a footnote (one to be noted only by the subset of word nerds who delight in the details of nomenclature), for decades, it was said by many, even normally reliable sources, that SL stood for sports Sports Leicht (sports light) and the history of the Mercedes-Benz alphabet soup was such that it could have gone either way (the SSKL (1929) was the Super Sports Kurz (short) Leicht (light) and from the 1950s on, for the SL, even the factory variously used Sports Leicht and Super Leicht.  It was only in 2017 it published a 1952 paper (unearthed from the corporate archive) confirming the correct abbreviation is Super Leicht.  Sports Leicht Rennsport (Sport Light Racing) seems to be used for the the SLRs because they were built as pure race cars, the W198 and later SLs being road cars but there are references also to Super Leicht Rennsport.  By implication, that would suggest the original 300SL (the 1951 W194) should have been a Sport Leicht because it was built only for competition but given the relevant document dates from 1952, it must have been a reference to the W194 which is thus also a Sport Leicht.  Further to muddy the waters, in 1957 the two lightweight cars based on the new 300 SL Roadster (1957-1963) for use in US road racing were (at the time) designated 300 SLS (Sports Leicht Sport), the occasional reference (in translation) as "Sports Light Special" not supported by any evidence.  The best quirk of the SLS tale however is the machine which inspired the model was a one-off race-car built by Californian coachbuilder ("body-man" in the vernacular of the West Coast hot rod community) Chuck Porter (1915-1982).  Porter's SLS was built on the space-fame of a wrecked 300 SL gullwing (purchased for a reputed US$500) and followed the lines of the 300 SLR roadsters as closely as the W198 frame (taller than that of the W196S) allowed.  Although it was never an "official" designation, Porter referred to his creation as SL-S, the appended "S" standing for "scrap". 

Job done, the factory withdrew from circuit racing although private teams would continue to campaign 300 SLs into the 1970s.  The road-going version continued with little visual change until 1963 although the engineering refinements continued as running changes, disk brakes adopted in 1961, the last few dozen built with a lighter aluminum engine block replacing the cast-iron casting.  When retired, it wasn’t replaced, the W113 (pagoda) and their successors (R107) roadsters a different interpretation of the genre.  It would be decades before Mercedes-Benz would again offer anything like the 300 SL.

190 SL (1955-1963)

The reception afforded the 300 SL prompted the US distributor to suggest a lower cost sports car would also be well-received.  The economics of that dictated the exotic features of the gullwing (dry-sump lubrication, the doors, fuel-injection) couldn’t be used so the factory instead grafted attractive roadster coachwork atop a shortened saloon car platform, the pedestrian four-cylinder engine barely more powerful than when found in its prosaic donor.  Still, the 190 SL (W121) looked the part and could be sold for well under half the price of a gullwing though even then it was hardly cheap, costing a third more than a Chevrolet Corvette and by then the Corvette had been transformed into a most estimable roadster with the addition of the new Chevrolet 265 cubic inch (4.3 litre) small-block V8.  Pleasingly profitable, nearly twenty-six thousand 190 SLs were built over an eight-year run beginning in 1955 and there were even plans for a 220 SL, using the 2.2 litre (134 cubic inch) straight-six from the “pontoon” saloon range (W120-121-105-128-180; 1953-1963) which had provided the roadster's platform.  Prototypes were built and testing confirmed they were production-ready but the continuing success of the 190 SL and capacity constraints first postponed and finally doomed the project.  After production ceased in 1962 (none were built in 1963 but the factory listed the final 104 cars as 1963 models), it wouldn’t be until the 1990s that the concept of a smaller roadster (the R170 SLK) to run alongside the (R129) SL was revived although, since the early 1970s, the SL (R107) had simultaneously been available with engines of different sizes and accordingly placed price-points.

190 SL Rennsport, Macau Grand Prix, 1957.

Though never designed with competition in mind, the factory did construct half a dozen higher-performance Rennsport (motor-racing) packages (referred to internally as the 190 SLR), the most important aspect of which was diet, the weight-reduction achieved with aluminium doors, a smaller Perspex windscreen and the deletion of non-essential items such as the soft top, sound insulation, the heater (they're surprisingly weighty devices) and bumpers.  Although never part of a major racing campaign, it did enjoy success including a class win in a sports car event at Morocco and victory in the 1957 Macau Grand Prix.

Last of the Adenauers: 300d (W189, 1957-1962) Cabriolet D (upper) & the "standard" 300d saloon (four-door hardtop).

Although some of its customers during the mid-twentieth-century (notably between 1933-1945) are understandably neglected in their otherwise comprehensive attention to history, Mercedes-Benz has always acknowledged and publicized the drivers and clients of the 1950s.  Their Formula One drivers (especially Juan Manuel Fangio (1911–1995) & Stirling Moss (1929–2020) were honored for decades after their retirements and Konrad Adenauer, the first chancellor of the Federal Republic, was even afforded the unique distinction of being the nickname for the 300 (W186 & W189, 1951-1962), the big limousine of the era which used a substantially similar engine to the 300 SL's unit.  Note that although the top image is of a convertible, it's a "cabriolet" and not a roadster.  According to Mercedes-Benz, a roadster is a two door, two seater convertible although, since the 1960s, the factory has sometimes offered the option of single (transverse) or conventional rear seat for occasional (and sometimes uncomfortable) use.  Small, these seats were really suitable only for very young children and no pretence was made that they make a roadster into a true four-seater, 2+2 the usual (generous) description.  Being Germans, during the 1930s, Daimler-Benz decided there were sufficient detail differences between the coachwork and hood (in the sense of folding roof) assemblies offered and formalized definitions of five distinct flavors of Mercedes-Benz cabriolets.

Fraulein Rosemarie Nitribitt with 190 SL and Joe der Hund.

However, in a fate shared with some of the most valued clients of the three-pointed star between 1933-1945, nor does the factory’s historic literature dwell on someone perhaps the 190SL’s best known owners, Rosemarie Nitribitt (1933-1957).  Fraulein Nitribitt was, by 1957, Frankfurt’s most illustrious (and reputedly most expensive) prostitute, a profession to which she seems to have been drawn by necessity but at which she proved more than proficient and, as the reports of the time attest, there was nothing furtive in the way she practiced her trade.  Something of a celebrity in Frankfurt, the republic’s financial centre, her black roadster became so associated with her business model that the 190SL was at the time often referred to as the “Nitribitt-Mercedes”, her car seen frequently, if briefly, parked in the forecourts of the city’s better hotels.  Unlike the contemporary connection with Herr Adenauer, the factory never acknowledged this nickname.

190 SL sales breakdown

The lives of prostitutes, even the more highly priced, can descend to their conclusion along a Hobbesian path and in 1957, aged twenty-four, she was murdered in her smart apartment, strangled with a silk stocking, the body not found for several days.  Given Fraulein Nitribitt operated at the upper end of the market, her clients tended variously to be rich, famous & powerful and that attracted the raft of inevitable conspiracy theories there had been a cover-up to protect their interests, a rather botched police investigation encouraging such rumors.  The murder remains unsolved.  It has been suggested sales of the 190 SL suffered because of the connection, the little roadster briefly attracting the moniker “whore’s taxi” and indeed, there was a decline in the period.  However, 1956 was the first year of full-production and a second-year drop-off in sales is not unknown, gullwing production for example dropped to 308 in 1956, quite a fall from the 855 achieved the previous year and while, at least in Germany, the association with the dead courtesan may have been off-putting for the bourgeoise, without qualitative data, one really can’t say.  There was a precipitous decline in 1958 but that was the year of the worst US recession of the post-war boom and it was in the US most of the drop was booked; sales anyway quickly recovered on both sides of the Atlantic.

Frankfurt police officers examining Helga Matura's 220 SE cabriolet (Hōchkühler).  Note the jackboots.

In a coincidence of circumstances, a decade later, Fraulein Helga Sofie Matura (1933-1966) was another high-end prostitute murdered in Frankfurt, the weapon this time a stiletto (the stylish shoe rather than the slender blade).  Never subject to the same rumors the Nitribtt case attracted, it too remains unsolved.  In another coincidence, Fraulein Matura’s car was a convertible Mercedes, a white (W111) 220 SE Cabriolet.  Despite the connection, the W111 never picked up any prurient nicknames and nor did its reputation suffer, the most valuable of the W111 cabriolets now attracting prices in excess of US$400,000 for original or fully-restored examples while German turning houses which update the drive-trains to modern standards list them at twice that.

Helga Matura (1966) by Gerhard Richter

Gerhard Richter (b 1932) is a German visual artist whose work encompasses glass as well as aspects of both photography and painting.  Although most noted for working in illusionistic space, some of his output has belonged to various schools of realism and he seems to place himself in many of the traditions of modernism, acknowledging surrealism, the primacy of the object and the purpose of art.  Of particular interest was his 1988 series of fifteen photo-paintings (18 October 1977) depicting four members of the Red Army Faction (RAF) (better, if a little misleadingly, known in the English-speaking world as the Baader-Meinhof Gang).  Created using monochrome photographs taken mostly before their deaths, the work was an interesting exploration of time, meaning and form.

His portrait of the late Helga Matura is representative of his technique in photo-paintings, applying the practices of the Fluxus movement to material not originally created as art.  Blurred and variously in and out of focus, it takes the entirely representational image of a photograph which is then disrupted; disruptions may be for the purposes of the artist, the subject or the viewer and indeed time, the nature of the work changing whether viewed with or without knowledge of her life and death.

Roadster off the road, California, 2005.

In October 2005, Lindsay Lohan went for a drive in her Mercedes-Benz SL 65 AMG roadster.  It didn’t end well.  Based on the R230 (2001-2011) platform, the SL 65 AMG was produced between 2004-2012, all versions rated in excess of 600 horsepower, something perhaps not a wise choice for someone with no background handling such machinery though it could have been worse, the factory building 400 (175 for the US market, 225 for the RoW (rest of the world)) of the even more powerful SL 65 Black Series, the third occasion an SL was offered without a soft-top and the second time one had been configured with a permanent fixed-roof.  A production number of 350 is sometimes quoted but those maintaining registers insist it was 400.

Roadster back on the road, Texas, 2007.

However, by 2007, the car (California registration 5LZF057), repaired, detailed & simonized, was being offered for sale in Texas, the mileage stated as 6207.  Bidding was said to be “healthy” so all's well that ends well.