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This section presents an unsystematic collection of random, noteworthy, or peculiar observations. Some may turn out to be food for further thoughts - others less so. In any event, they don't come with any associated claim concerning relevance, truth, or even wisdom. Overview On "Maturity" (by Albert Schweitzer)1: "The ideas which determine the essence and the life of a person are innate in a mysterious way. When we leave our childhood behind they begin to bud in us. When we are stirred by youthful enthusiasm for the true and the good, they blossom and begin to bear fruit. In our subsequent development the only thing that matters is how much of the fruit that started to grow on our tree of life in the spring reaches maturity. The conviction that we have to struggle to remain as alive in our thinking and feeling as we were in our youth has accompanied me through life as a faithful mentor. Instinctively I have fought against becoming what is usually called a "mature person." The word 'mature' applied to human beings was, and still is, somewhat uncanny to me. I hear within it, like musical discords, the words impoverishment, stunted growth, and blunted feelings. What is usually considered maturity in a person is really resigned reasonableness. It is acquired by adopting others as models and by abandoning one after another the thoughts and convictions that were dear to us in our youth. We believed in the good; we no longer do so. We were zealous for justice; we are so no longer. We had faith in the power of kindness and peaceableness; we have it no longer. We could be filled with enthusiasm; we can no longer be. In order to navigate more safely through the dangers and storms of life, we lightened our boat. We threw overboard goods that we thought were dispensable; but it was our food and water that we got rid of. Now we travel more lightly, but we are starving. In my youth I listened to conversations of grown-ups which wafted me to a breath of melancholy, depressing my heart. My elders looked back at the idealism and enthusiasm of their youth as something precious that they should have held on to. At the same time, however, they considered it sort of a law of nature that one cannot do that. This talk aroused me in the fear that I, too, would look back upon myself with such nostalgia. I decided never to submit to this tragic reasonableness. What I promised myself in almost boyish defiance I have tried to carry out. Adults take too much pleasure in the sad duty of preparing the young for a future in which they will regard as illusion all that inspires their hearts and minds now. Deeper life experience, however, talks differently to the inexperienced. It entreats the young to hold on to the ideas that fill them with enthusiasm throughout their lives. In the idealism of his youth, man has a vision of the truth. In it he possesses a treasure which he must not exchange for anything. We must all be prepared for the sad fact that life is intent on robbing us of our faith in the good and the true, and our enthusiasm for it. But we don't have to make this sacrifice to life. When ideals collide with reality, they are usually crushed by the facts. That, however, does not mean that ideals have to capitulate before facts to begin with. It only means that our ideals are not strong enough. They are not strong enough because they are not sufficiently pure, firm, and stable within us. The power of ideals is incalculable. One does not see the power in a drop of water, but when it gets into a crevice and turns to ice, it splits the rock. Turned to steam, it drives the piston of a powerful machine. Something has happened to it that activates the latent force in it. So it is with ideals. . The knowledge about life which we grown-ups must impart to the young is not: 'Reality will surely do away with your ideals' but rather: 'Grow into your ideals so life cannot take them away from you.'" 1Source: A. Schweitzer (1997): Memoirs of Childhood and Youth. Translated by K. Bergel and A.R. Bergel. Syracuse, NY: Syracuse University Press, pp. 89-94. (Translation based on the original German edition by C.H. Beck'sche Verlagsbuchhandlung, Munich, 1924.) "A World under the Gun" (by Kris Kristofferson)2: Break a man, break a promise No more time, no more chances Kris Kristofferson was born into a military family in Brownsville, Texas, in 1936. A former Rhodes scholar and Oxford student, he went on active military duty, attended jump school and helicopter flight school in Georgia, and later accepted an assignment to go to career school and then teach English at West Point. Increasingly weary of the military life, he left the Army and moved to Nashville in 1965, releasing his first songs, "Killing Time" and "Golden Idol", without much impact. By the end of the 1960s, Kristofferson - admiring Dylan, Cash and Haggard - saw his breakthrough with melancholic ballads; among his early successes were "Sunday Morning Coming Down" (interpreted by Johnny Cash), "Me and Bobby McGee" (Janis Joplin), "For the Good Times" (Ray Price), and "Help Me Make It Through The Night" (Sammi Smith). Though considered by many a much better songwriter than singer, Kristofferson soon became a popular singer as well. Some of his song lines literally achieved proverb status, for instance, "freedom's just another word for nothing left to loose" (from "Me and Bobby McGee"), and "loving her was easier than anything I'll ever do again" (from "Loving Her Was Easier"). After a series of highly acclaimed recordings, many of them with then-wife Rita Coolidge, Kristofferson increasingly turned to express his concern for human freedoms - beginning with the album "Third World Warrior" of 1990. The lyrics above are taken from his 1995 release with Texas-based indie label Justice Records, "A Moment of Forever". 2Source: Kris Kristofferson (1995): A Moment of Forever, Houston, TX : Justice Records. Lyrics by Kris Kristofferson and G. Clark. For further information, cf. Chapter33. Lingua franca It is not uncommon in Germany (like in some other countries, it should be added) to meet with people who show concern, and occasionally open antagonism, related to the ever more common use of the English language. While there can be little doubt that, sometimes, German conversations are intermingled with English terms which are used with little reflection, the plain fact is that a deeper concern - and sometimes resentment - is grounded in a perceived loss of national heritage and, perhaps even more prevalently, in widespread feelings of inferiority in communications and negotiations in a second language. Yet, it is evident that English is the dominant language of science and technology, international communications, business and academics, medicine, sports, and popular culture - not to mention the Internet. In information technology, there is no relevant programming language that isn't based on English. Estimates are that not only some 80 percent of information stored on computers is in English, but also 75 percent of letters worldwide now are written in English. English is the official language of many multinational corporations with headquarters outside the English-speaking world. And, unfortunately enough, any contemporary publication not accessible in English is subject to an increasing risk of being forgotten, if not completely ignored. The implications are obvious. No German university, no business school in particular, can afford to ignore the role of the English language. There is no point in developing new Master level and executive educational programs that do not at least incorporate the use of English - unless they are deliberately positioned at the lower ends of the market. In turn, students are well advised to select programs taught in English. They may well expect that any additional effort invested in English literacy in the beginning of their studies will pay handsome dividends later. Vice versa, those without advanced English language skills will find themselves marginalized right from the start of their careers. This is increasingly the case in disciplines as different as medicine and the life sciences, economics and business - not to mention international trade -, philosophy or the social sciences. When Latin was the lingua franca of the Roman Empire and, throughout the medieval ages, the language of science, concerns were very similar to those of today about English. Native speakers and, at the time, Italians were envied for their ease and - often, one would hope - elegance and mastery of conversation. Yet, like the Latin language suffered as a result of improper and unsophisticated use, so does English today. Those who struggle with English as a foreign language, however, may find some relief in George Bernard Shaw's observation dating back to the beginning of the 20 th century. Shaw noted, "In London nine hundred and ninety nine out of every thousand people not only speak bad English but speak even that very badly." Though probably exaggerated, too precise use of English can in fact be a barrier to smooth conversation. As Shaw remarked: "Even among English people, to speak too well is a pedantic affectation. In a foreigner, it is something worse than an affectation: it is an insult to the native who cannot understand his own language when it is too well spoken." The clear consequence for foreign speakers of English, following Shaw, can only be to be less inhibited with the use of English, and not be too bothered when their pronunciation carries a "foreign" accent. 3Source: G.B. Shaw (1928): Spoken English and Broken English. London: Linguaphone Institute. Reprint in Tauber, A., and Pitman, Sir J. (eds.) George Bernard Shaw on Language. London: Peter Owen, pp. 54-64. Morgan: "First and Last of the Real Sports Cars” "Of the dwindling number of car companies that today constitute the British-owned motor industry, the Morgan, still built in Malvern Link, reassuringly remains a model of consistency and tradition. For this is a marque that has been in the ownership of the same family since 1910. Tradition is also underlined by the fact that these sports cars are still built by hand in the factory which has been Morgan's home since the early 1920s. The first of the line was the three-wheeled Runabout. . At the heart of the appeal of these three-wheelers was an ingenious sliding-pillar independent front suspension system, a concept that survives on two Morgan models to this very day. It was used on the four-wheeled 4/4 of 1936, from which the current Morgan four- and six-cylinder lines - not to mention the Plus 8, from 1968 through 2004 - take their mechanical and stylistic cues. Even before the Runabout entered production, 'HFS'- the company's founder - ran his prototype three-wheeler in a sporting event, and competition has remained at the very heart of the Morgan's appeal from that time onwards. Another important aspect of the Runabout was that a proprietary engine powered it. Wisely Morgan has never succumbed to the lure of producing a bespoke power unit. 'HFS' and his successors have left the cost of designing, manufacturing and developing an engine to outside suppliers, whereas many long-forgotten contemporaries embarked on a contradictory route to their cost. It can therefore be seen that Morgan is still very much in business today because of the engineering abilities and financial sagacity of its founding father. The three-wheeler, born in those days before the First World War when motoring was in its infancy, was destined to survive, in essence, until 1952. But it says much for the pragmatism of 'HFS' that with the dawning of the 1930s he recognized that the trike's appeal was dwindling, and in 1936 introduced the four-wheeler 4/4 derivative mentioned above. As a concept it is visually and mechanically perpetuated in the most important current Morgan product lines. In the years after the Second World War, son Peter Morgan took over the running of the company, and oversaw the introduction of the upgraded Plus 4 which replaced the 4/4, as it was by then rendered, in 1950. The latter model was revived in 1955 and has benefited from successive Ford engines ever since. Peter Morgan carefully nurtured a business which was widely regarded as manufacturing outdated products, at a time when demand from America was crucial in maintaining production. Fortunately there was a dramatic turnabout in the 1960s. It was then that customers, 'both in Britain and Europe ', began to respond to a car with its appearance and manufacturing methods so clearly rooted in pre-war days. Before long there was a waiting list, numbered in years rather than months, for the Malvern-built Morgan - a wait that has only abated, on the company's initiative, in recent years. In addition, Peter Morgan successfully saw the Plus 8 into production in 1968. Powered by Rover's versatile Buick-based V8, it was destined to be the most enduring four-wheeled model in the company's history, and survived for a total of 36 years. . Although a recent Plus 8, discontinued in 2004, is instantly recognizable as the car that Morgan announced at the 1968 London Motor Show, the model underwent considerable alteration and refinement over the years. With its 36-year life, it was built in larger numbers (some 6,000) than any other Morgan. As with so many Morgans, the Plus 8 came about because of a change in the requirements of the company's engine supplier. When the supplier changed to in-line six-cylinder engines, it turned out that those would not fit under the Plus 4's bonnet. This presented Morgan with a major problem. After some failing experiments, thankfully, fate intervened. After an almost unbelievable chain of events, Peter Morgan secured access to a V8 developed by Buick and manufactured by Rover. After a number of adjustments, the V8 engine appeared a remarkably good fit beneath the Morgan bonnet, despite its bulk. . One careful modification was however required at Morgan's Pickersleigh Road factory so that Rover's circular air filter would fit beneath the bonnet. A wooden block was placed directly on the top of the cover which was then smartly whacked with a hammer to produce the necessary indentation. Necessarily, nowadays there are reports about owners who worked hard to restore the air filter of their early Plus 8s, only to realize that, as the outcome of their diligent work, these pieces won't fit beneath the bonnet anymore. So tight was the installation that another modification was to remove an elliptical section of front wing to accommodate the alternator. In these circumstances it will come as no surprise that the unit can be the very devil to change. The cooling system was also a squeeze. The presence of an electric fan wasn't the only reliable source of trouble; instead, there also wasn't room for a radiator header tank so a separate reservoir was used, positioned between the radiator and the engine. The drivers of the first models still had to lubricate the independent front suspension every day by pressing a pedal, which duly delivered engine oil to the working parts. Weather equipment was as basic as ever, with a simple hood, located by three hoops and secured to the top of the windscreen by press-studs. Perspex side screens, complete with sliding panels, were retained. Morgan deemed that the brakes would only require modest enhancement. The front 11in discs, assisted by a Girling Powerstop servo (which was later abandoned), used 16P Girling callipers with greater resistance to fade than the 14P units used on the Plus 4, while the 9in rear drums were unchanged. Similarly the rear axle was carried over, although the Salisbury 7HA unit now had a 3.58 ratio, the highest available, and a Power lock limited slip differential was fitted. Rear suspension was by the traditional five-leaf springs, although a stiffer six-leaf set was used for a time; Armstrong lever-arm dampers were retained. The Plus 8 was capable of over 120mph, which was an impressive enough top speed then. But the really memorable aspect of the model was its acceleration, the result of a light, powerful V8 being installed in an equally light chassis. The first Plus 8s were able to reach 60mph in just 6 seconds, which was better than the MGC, Lotus Elan and Triumph TR5 - and even the E-type Jaguar. The first Plus 8 road test was published in Autocar on 12 September 1968. The summary pithily distilled the Morgan's appeal: 'Superb performance and very great flexibility. Poor synchromesh on top three gears; precise but stiff gearchange. Fade-free brakes. Hard bumpy ride. Very good smooth-surface roadholding, not as good on bad roads. Heavy, accurate steering; poor lock. Great fun.' . There was no doubt that its performance was the key to the Plus 8's appeal, and Autocar praised its 'wonderful flexibility'. But there was a down side. Once at the wheel it was necessary to become acclimatized to steering 'from the elbows rather than with the finger tips'. The suspension was predictably unyielding, needless to say, and the ride was judged 'decisively uncomfortable over second class roads', despite well-padded seats." In the subsequent years since 1968, a great many improvements have been introduced - some of them only to be abandoned again soon after. Some other modifications have been enforced by safety and emissions legislation, and lately even two front airbags were listed as an option. But the distinct features the Plus 8 earned its reputation for remained - including impressive torque and pulling power, the characteristic sound5 of the V8's exhaust system, the lack of any reasonable weather protection, and the antique suspension allowing the expert driver to identify which side of a coin he just rolled over. 4Source:
J. Wood (2004): Morgan - Performance
plus Tradition.
Sparkford, Yeovil, Somerset, United Kingdom: Haynes Publishing.
Cf. also: J. Worall, L. Turner (1992): The Original Morgan.
Osceola, WI: Bay View Books; and P. Miller (2004): Morgan
Three-Wheeler: The Complete Story. Ramsbury, Marlborough:
The Crowood Press. |
