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wingsoverlagos · 28 days

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Lewisohn vs. Preston

I've begun posting some additional Tune In citation comparisons on actual hellsite WordPress. I've been using it for a few days, and we have already built a deep animosity between us - it eats my posts, in whole or in part, and finding a simple, readable layout was a chore - but now there is a place to view my source comparisons without scrolling through twelve pictures of Paul McCartney circa 1974, which might be a plus to some people.

It also allows me to document many of the noteworthy but not terrifially unique Lewi-sins I've found without clogging up the dash for my dear followers. I'll continue to share highlights and anlysis here, plus an occasional round-up of anything that isn't crossposted, but this should save you some tedium.

I have brought a highlight to offer you today: Lewisohn's adaptation of Billy Preston's piece in Memories of John Lennon (2005).

Memories of John Lennon (2005) is a collection of short pieces about John Lennon, primarily by people who knew him. I say “primarily”, because Mark Lewisohn himself also has a piece in this collection! Unsatisfied with his own Lennon memorial, Lewisohn decided Billy Preston's words needed substantial edits.

Tune In 34-4 vs. Billy Preston

In Tune In:

In Memories of John Lennon (p.219-220):

This quote is altered extensively, though the meaning is more or less preserved. I’ve highlighted in yellow the parts Lewisohn quotes, and marked in red any additional changes Lewisohn made to the quotes text. There are several omissions – one a full paragraph long – that are unmarked.

The only marked change is the bracketed “[the Beatles]”, and even this isn’t done correctly. Lewisohn writes, “I made sure they [the Beatles] were well fed and watered,” indicating that “they” is the term used in the orginal source. Not so. Preston’s original piece reads, “I made sure that the soon-to-be Fab Four were well fed and watered.” There’s no “they” in the quote – Lewisohn introduces ambiguity with his own rephrasing, and then adds a bracketed “correction” as if it’s Preston’s words that lack clarity.

It’s particularly galling to me that Lewisohn found the need to extensively rephrase Billy Preston’s own recollections of a departed friend. Preston’s memories about John don’t meet whatever benchmark Lewisohn uses, so he alters them – Lewisohn never knew John Lennon himself, but he’s the authority on how his friends and colleagues should remember him.

Sources:

Lewisohn M. 2013. The Beatles: All These Years Vol. 1: Tune In. New York (NY): Crown Archetype. [ebook]

Ono Y [editor]. 2005. Memories of John Lennon. HarperCollins Publishers, Inc. [ebook]

#mark lewisohn #tune in #lewi-sins #the beatles #billy preston #john lennon

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things-about-cars-in-posts · 9 months

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So, there's many of you now. I know we're in the How Sweet It Is Not To Know Follower Counts website and I do cherish that, but still, more people than ever in my life clicked a button that in some capacity says "I care what this dork has to tell me" and I want to acknowledge and celebrate that - especially now that this growth seems to have settled into its rhythm.

Spot when @identifying-cars-in-posts reblogged my pinned, lol.

So, for my 100th post, I felt like celebrating our love for reaching round numbers. And little in the automotive world represents it more iconically than what reigned supreme above all cars in the 1980s.

Porsche started out as an engineering firm, whose most notable contract was what would become known as the Volkswagen Beetle (and boy what a story that is). The first car of its own was the 356 seen below - a sporty body laid over Beetle underpinnings and thus still mostly made by Volkswagen. But by God, they were going to run with that recipe and perfect it 'til the sun burst.

Meanwhile, in England, a chap called Colin Chapman decides the next of his company's track cars will actually be drivable on the street, to need no trailer to go race. Thus the Lotus Seven is born and sold in kit, which avoids high taxes on the exporting of cars to the US (but those taxes would have remained had they been sold with assembly manuals… so they were sold with disassembly manuals for you to read backwards. No, seriously.).

The Porsche 356 kept getting less and less Volkswagen and more and more Porsche until in 1964, the year of the Beatles, the year of the Stones, the stone-age Beetle was left behind for good with the Porsche 911 (seen below), a blank-canvas take on the same recipe of an air-cooled rear boxer engine powering the rear wheels of a squished-Beetle-shaped sportscar. 'Twas good.

In 1973, Lotus was doing pretty well for itself. The Seven's whole 2500 sales had carried it through producing a number of other models, and a few were even in production concurrently - a lineup! Exciting stuff! Well, that and an F1 team so successful its Wikipedia page features the section "Domination in the 60s and '70s". The exciting opportunity to move upmarket, with bigger models with AC and automatics and all that bougie shit, pushed them to move away from the image of scruffy old kit car makers, ceding the Seven's production to the last two dealers that sold it, main one being Caterham Cars.

The 911 headed into the 80s old enough to drive, and Porsche's plans considered it at the end of the line, with staff already mourning it. But then the yankee at his third week as CEO saw those plans (which to Germans are basically scripture), said "to hell with that" and extended that line off the chart. Literally. He went to the lead engineer's office and physically took a marker at a development chart. They all secretly liked that.

Still, it was clear the game was changing - intercoolers, all wheel drive, active suspension... how hard could the 911 layout go if it didn't stick to its simple air-cooled roots? Well, Porsche resolved to find out by filling it with the cusp of automotive advancements and then some. And I do mean filling - a chassis that didn't even need space for a radiator was suddenly tasked with storing it, two turbos, two intercoolers, and a good half dozen oil pumps.

Yeah good luck with that, buddy. Oh, and materials? The body was kevlar, the frame was aluminium, the floor was Nomex (ever even heard of Nomex???), the wheels were magnesium and the spokes were hollow!!!! You could blow into the spokes!!! And don't get me started on the technology! Variable height, an all-wheel-drive system that distributed torque at will, electronics galore... As you may be able to guess, development was… complex.

At one point a test driver was doing 180km/h (112mph) to go get the car un-on-fire-d, and that's just one of the plenty horror stories. Hell, work started in 1983 to create a car for Group B and took so long that when said rally series died in 1986, production was just starting. Not that development would stop at the start of production, either - the first cars just got updated when the owners took them in for their service. (Can't blame them, I fix wording in weeks-old posts...) But however long it took, the resulting Porsche 959 answered the originating question "How hard can this chassis go?" with a resounding "Hard and then some".

It was comfortable and refined enough to be driven every day, but so capable it extended the limits of the concept of production car. Put it this way: it reached car people's favorite round number, 100km/h (to yankee doodles, 60mph) in 3.6 seconds. The second fastest production car did so in 4.6. That's one second of margin in a race that ends in five. Oh, and if you want to put it another way: the 959 was the first production car to ever surpass 300km/h, let alone come 1 shy of the mythical 200mph (322km/h).

Meanwhile, the handful of chaps at Caterham was still producing the Caterham Seven. It's the Lotus Seven (specifically the third revision, from 1968), but I guess in '83 the engine changed. We were saying?

They couldn't sell the 959 stateside for lack of crash test data, and America's ban on importing foreign cars under 25 years of age had no exception. That is, until Bill Gates wanted a 959 so bad he spent 13 years getting an exception passed. That's how hot this car is.

And yet, this record-breaking, boundary-pushing, master-of-all-trades hypercar sits atop the 80s automotive landscape engulfed in shadow. But how? Why? Because it failed to contend with the greatest automotive headache: humans. It was planted, practical, reliable, predictable - docile, domesticated, amicable. Perfect. But these are not meant to be cars, they're meant to be posters. And you don't get posters of what is perfect, but of what excites you. And what excites us is the visceral, the raw, the uncompromising - the wild, the feral, the dangerous. And, of course, reaching round numbers. What excites us is a lot more like the first production car to break 200mph, the Ferrari F40.

Remember how the 959 was being developed for Group B racing and then the series died? Well, Ferrari got screwed over too, with the 288 GTO Evoluzione they were developing (seen here to the right of the base 288 GTO) suddenly having no reason to be.

The lead engineer then asked Enzo Ferrari to let him turn that weekend project (literally, they couldn't spend work week time on it) into a road car to celebrate their 40 years. Enzo, nearing the end of his days, thought "Ah, what the hell, let's leave with a bang", so they set off to build what would become the anti-959. Not anti as in response, but as in antithesis. Where the 959 was an attempt to modernize the noisy, unrefined, old-school 911 -to make a supercar "tested for everyday usability to the most strenuous standards", by Porsche's words- the F40 was a reaction to, per Ferrari's words, "customers saying Ferraris were becoming too plush and comfortable": "nothing but sheer performance. Not a laboratory for the future, as the 959 is. Not Star Wars."

To exemplify: left is the 959 - note the leather and electric seats, right is the F40, note the string you open the door with.

The F40 was noisy, crashy, torrid, and the turbo lag painstakingly smoothed out in the 959 here kicked you in the back like a locked door. It would rip your head off the moment it sensed you didn't know what you were doing. But it was more exciting - to look at, to hear, to drive. And that's what won people over - including the buyers, which were near four times as many as Porsche's despite the price tag being double.

Had the 959 lost then? Well, not quite. Enter the 959 S. Doing away with much of the 959's luxuries, like adjustable suspension, electric windows, AC, central locking, and even backsea- wait, the 959 had BACKSEATS???? Holy FUCK why does no one talk about that??? Take the family on a trip to 300kphville! I was saying. They schlapped some bigger turbos on too and power went from 444hp right past the F40's 470hp to a healthy 508, that propelled it over what any roadgoing F40 ever managed at 211mph, or 339km/h. Presumably for bragging rights.

And I want to stress, these were titans clashing here. This was leagues beyond what other production cars could even comprehend. Again, the 959 hit 100km/h in 3.6 seconds. The F40 held a record by taking less than 16 seconds to go from 0 to 160km/h(100mph) and back to 0. This was witnessing superhumans fighting through the clouds.

And then in 1992, the two chaps that 'developed' Caterhams (i.e. banged new ones together in the shed) told the chap they worked for "Hey, let's make one that's really barebones and fast", rang up their ol' mate (and ex-F1 racer) Jonathan Palmer to ask to lend a hand, and bought some of the 250hp engine that powered the Vauxhall (British for Opel) Cavalier GSi in the British Touring Car Championship.

Thus, the Caterham Seven Jonathan Palmer Evolution - a raw, uncomfortable, uncompromising beast that went fast as all fuck. Now, if you don't know Sevens you may think "Ah, so just like the F40, what with its handcrank windows and the string to open the doorlatch and all". And to illustrate how far off that is: in the Seven the windows were sown on and you latched the door yourself with a button.

And that's the standard version which had windows and doors. The JPE didn't.

The JPE had a carbon tub you were meant to call a seat, the controls, a rev counter and a tach that didn't even bother with speed under 30mph, and fuck you. And this one is not even as barebones as it gets: this one is painted.

So while the F40 went from 1,250kg (2760lb) to 1370kg (3020lb) when adjusted to comply with US regulations and the 959 went from 1450kg (3200lb) to the lightweight S version's 1350kg (2975lb), the Seven JPE weighed 1170. As in 1170lb. 530kg. Read that again if you need to, but it had about half the power of those two and considerably less than half the car to move. And so, in January 1993, this thing -this '50s coffin with a Vauxhall engine banged together by one guy in a shed- took the Guinness World Record for fastest car to 100km/h with a time of 3.46 seconds - and the 0-160km/h-0 record with 13.1 seconds. Close your eyes and picture that.

Yet the Seven JPE is hardly known to anyone but the most hardcore of enthusiasts, and owned by barely four dozens of 'em. So did it, perhaps, ultimately lose? Not at all. In fact, none of these cars did.

Every 959 cost Porsche twice what they sold it for, but the project proved the 911's layout could stand the test of time, and its development gave Porsche technologies it gradually infused into the 911 keeping it relevant, competitive, and most importantly alive to this day.

And I think we can safely say that when Enzo Ferrari died in 1988, a year after the F40's launch, his wish to leave with a bang was perfectly fulfilled - so much so that the F40 is commonly regarded as the peak of his legacy.

And the JPE was simply the greatest Seven ever - the most raw, thrilling, pure automotive experience the streets had ever witnessed. If driving a fast car was like biking down a hill, the Seven JPE was skydiving. Hell, it was the cover car of éX-Driver, an anime about a team using old-school sportscars to rescue haywire autonomous vehicles!

Not that culturally relevant but MAN was it cool as a kid. I need to hang those damn posters one of these days. I was saying.

These are three success stories in three radically different ways. Because, as much as I've made this post all about the numbers, sometimes it's not about that. Sometimes it's about making a show, leaving a mark, being spectacular. Sometimes it's about pushing yourself to achievements you can take pride and inspiration from. Sometimes it's simply about having fun seeing just how far you can really go. Sometimes it's about deciding what you want to be and make a new favorite version of yourself, that is the best it can be at what you care the most about. And for some that may result in less popularity or success or impact or legacy than others, but those are just some of the things you can work towards. It can be okay to just work towards having a blast. Hell, those madmen at Caterham used to stay after work to build themselves track cars, race them the next day and put ‘em back in the workshop after racing them, and the company survived to this day. Because, yes, they're still around - and their new lineup topper gets to 100 in 2.8. Windshield still optional. Well, at least there's headrests now. And a wider version, for the concrete possibility that you physically don't fit.

Never change, Caterham, because you certainly never have.

Links in blue are posts of mine explaining the words in question - if you liked this post, you might like those!

#this was meant to also celebrate 300 followers #i am just that slow at writing stuff #porsche 356 #porsche 911 #porsche 959 s #ferrari 288 evoluzione #ferrari f40 #lotus seven #caterham seven jpe #vauxhall cavalier gsi #round numbers

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