Carburetor

Carburetor (pronounced kahr-buh-rey-ter or kahr-byuh-yey-tor)

(1) A device for mixing vaporized fuel with air to produce a combustible or explosive mixture for use in the cylinder(s) or chambers of an internal-combustion engine.

(2) In the slang of drug users, a water pipe or bong; a device for mixing air with burning cannabis or cocaine (rare since the 1970s and then usually in the form “carb” or “carby”).

1866: From the verb carburate, from the Italian carburate (to mix (air) with hydrocarbons”), an inflection of carburare & the feminine plural of carburato.  As a transitive verb carburet was used mean “to react with carbon”.  Strangely, the exact origin of the word is uncertain but it was likely a portmanteau of carbon (in the sensor of a clipping of hydrocarbon) + burette (a device for dispensing accurately measured quantities of liquid).  The construct was carb (a combined form of carbon) + -uret (an archaic suffix from Modern Latin) (uretum to parallel French words using ure).  The earlier compound carburet (compound of carbon and another substance; now displaced by carbide) was from 1795 and it was used as a verb (to combine with carbon) after 1802.  The use with reference to the fuel systems used in the internal combustion engines of vehicles dates from 1896.  Carburator, carbureter and carburetter were the now obsolete earlier forms and the standard spelling in the UK, Australia & New Zealand is carburettor.  Carb & carby (carbs & carbies the plural) are the the universally used informal terms (gasifer was rare) and although most sources note the shortened forms weren’t recorded until 1942 it’s assumed by most they’d long been in oral use.  Outside of a few (declining) circles, “carb” is probably now more generally recognized as the clipping of carbohydrate.  Carburetor & carburetion are nouns; the noun plural is carburetors.

One carburetor: 1931 Supercharged Duesenberg SJ with 1 x updraft Stromberg (left; the exhaust manifold the rare 8-into-1 monel "sewer-pipe") (left), 1966 Ford GT40 (Mark II, 427) with 1 x downdraft Holly (centre; the exhaust headers were referred to as the "bundle of snakes") and 1960 Austin Seven (later re-named Mini 850) with 1 x sidedraft SU.

Except for some niches in aviation, small engines (lawnmowers, garden equipment etc) and for machines where originality is required (historic competition and restorations), carburetors are now obsolete and have been replaced by fuel-injection.  There is the odd soul who misses the challenge of tinkering with a carburetor, especially those with the rare skill to hand-tune multiple systems like the six downdraft Webers found on some pre-modern Ferraris, but modern fuel injection systems are more precise, more reliable and unaffected by the G-forces which could lead to fuel starvation.  Fuel injection also made possible the tuning of induction systems to produce lower emissions and reduced fuel consumption, the latter something which also extended engine life because all the excess petrol which used to end up contaminating the lubrication system stayed instead in the fuel tank.

Two carburetors: 1970 Triumph Stag with 2 x sidedraft Strombergs (left), 1960 Chrysler 300F with 2 x Carter downdrafts on Sonoramic cross-ram (long) manifold (centre) and 1969 Ford Boss 429 with 2 x Holly downdrafts on hi-riser manifold.

Until the 1920s, all but a handful of specialized devices were simple, gravity-fed units and that was because the engines they supplied were a far cry from the high-speed, high compression things which would follow.  In the 1920s, influenced by improvements in military aviation pioneered during World War I (1914-1918), the first recognizably “modern” carburetors began to appear, the conjunction of adjustable jet metering and vacuum controls replacing the primitive air valves and pressurized fuel supply mechanisms allowed engineers to use a more efficient “downdraft” design, replacing the “updraft” principle necessitated by the use of the gravity-feed.  Between them, the “downdraft” and “sidedraft” (a favorite of European manufacturers) would constitute the bulk of carburetor production.  The next major advance was the “duplexing” of the carburetor’s internals, doubling the number of barrels (known now variously as chokes, throats or venturi).  Although such designs could (and sometimes were) implemented to double the capacity (analogous with the dual-core CPUs (central processing units) introduced in 2005), the greatest benefit was that they worked in conjunction with what was known as the “180^o intake manifold”, essentially a bifurcation of the internals which allowed each barrel to operate independently through the segregated passages, making the delivery more efficient to the most distant cylinders, something of real significance with straight-eight engines.  Few relatively simple advances have delivered such immediate and dramatic increases in performance: When the system was in 1934 applied to the them relatively new Ford V8 (the “Flathead”), power increased by over 25%.

Three carburetors: 1967 Jaguar E-Type (XKE) 4.2 with 3 x sidedraft SUs (left), 1967 Ferrari 275 GTB/C with 3 x downdraft Webers (centre) and 1965 Pontiac GTO with 3 x downdraft Rochesters.

Advances however meant the demand for more fuel continued and the first solution was the most obvious: new manifolds which could accommodate two or even three carburetors depending on the configuration of the engine.  Sometimes, the multiple devices would function always in unison and sometimes a secondary unit would cut-in only on demand as engine speed rose and more fuel was needed, an idea manufacturers would perfect during the 1960s.  World War II (1939-1945) of course saw enormous advances in just about every aspect of the design of internal combustion engines (ICE) and carburetors too were improved but in a sense, the concept had plateaued and it was fuel-injection to which most attention was directed, that being something which offered real advantages in flight given it was unaffected by G-forces, atmospheric pressure or acrobatics, working as well in inverted as level flight, something no carburetor could match.

Four carburetors: 1973 Jaguar XJ12 (S1) with 4 x sidedraft Zenith-Strombergs (left; the Jaguar V12 was unusual in that the carburetors sat outside the Vee), 1976 Aston Martin V8 with 4 x downdraft Webers (centre; Aston Martin-Lagonda originally fitted the V8 with fuel injection but it proved troublesome) and 1965 Ford GT40 (X1 Roadster 1, 289) with 4 x downdraft Webers (right, again with the "bundle of snakes" exhaust headers).

After the war, like the chip manufacturers with their multi-core CPUs in the early 2000s, the carburetor makers developed four-barrel devices.  In Europe, the preference for multiple single or two barrel (though they tended to call them “chokes”) induction but in the US, by the early-1950s just beginning the power race which would rage for almost two decades, for the Americans the four-barrel was ideal for their increasingly large V8s although sometimes even the largest available wasn’t enough and the most powerful engines demanded with two four-barrels and three two-barrels.  It was in the 1950s too that fuel-injection reached road cars, appearing first in a marvelously intricate mechanical guise on the 1954 Mercedes-Benz 300 SL (W198) Gullwing.  Others understood the advantages and developed their own fuel-injection systems, both mechanical and electronic but while both worked well, the early electronics were too fragile to be used in such a harsh environment and these attempts were quickly abandoned and not revisited until the revolution in integrated circuits (IC) later in the century.  Mechanical fuel-injection, while it worked well, was expensive and never suitable for the mass-market and even Mercedes-Benz reserved it for their more expensive models, most of the range relying on one or two carburetors.  In the US, Chevrolet persisted with mechanical fuel injection but availability dwindled until only the Corvette offered the option and in 1965 when it was made available with big-block engines which offered more power at half the cost, demand collapsed and the system was discontinued, the big engines fed either by three two barrels or one very large four barrel.

Other four barrel devices

Reggie (Reggie Bannister (b 1945) with Regman Quad-Barrel Dwarfcutter in Phantasm (1979).

 Four (and more) barrel weapons have long been common in fixed or mobile structures (warships, gun batteries etc) but are rare in anything hand-held because of the increases imposed in size & weight as well as the heat generated.  In fiction (notably video games and horror films) they’re a popular prop and the four barrel shotgun in Don Coscarelli’s cult classic Phantasm (1979) was among the more memorable.  An ad-hoc creation born of the need for more firepower (very much in the vein of the “…going to need a bigger boat” philosophy in the Film Jaws (1975), a line apparently improvised during filming because it appears neither in Peter Benchley’s (1940-2006) 1974 novel nor the original screenplay), it was made by welding together two double barrel shotguns and named the “Regman Quad-Barrel Dwarfcutter”.  It was that sort of film and freaks attracted to the design (which does seem hard to resist) have created Nerf-guns in the style.  Although rare, hand-carried, multi-barrel firearms have a history dating back centuries and provided the intended application is appropriate, they can be both effective and convenient, a number of manufacturers offering three and four barrel shotguns, all of which presumably include a section in the owner’s manual covering “recoil management”.  Very much in the spirit of those who took advantage of the modular construct of the early (and anyway already sometimes lethal) two-stroke Kawasaki triples (H1, H2, S1, S2 & S3; 1969-1975) to build a 48-cylinder version, nine-barrel(!) shotguns have been made... just in case.

Custom four barrel Vierling longarm by Johann Fanzoj (1790) of Ferlach, Austria.

The four-barrelled longarm was configured with a side-by-side double rifle (calibre: 9,3/9,3x74R), paired with an over-and-under shotgun (gauge 12/12/76).  Built to a customer specification to shoot four (plus two) times in sequence with “hot” barrels, the Vierling used H&H-type sidelocks with automatic ejectors.  An impressive example of the gunsmith's art, this was not a Phantasmesque welding job but an intricate design which had to regulate the rifle barrels two-times-two so they would shoot together to the same point of impact, in sequence.  First, the 9,3 barrels discharge, then by pushing the barrel selector forward, the shooter continues with the 12-gauge barrels with automatic ejection of the shotgun cartridges facilitating quick reloading… just in case.

English “Duck’s foot” four-barrelled pistol with walnut slab-sided butt and silver-wire scroll inlay, said to date from the early nineteenth century.  Note the angle of the barrels and thus the wide field of fire.

Collectors also prize bizarre and ambitious designs such as the four-barreled “duck’s foot” pistol.  Historians have questioned whether these weapons really were manufactured in the Georgian or Regency eras and some suggest they were a product of entrepreneurial Victorians creating “relics” which played into prejudices about just how bad were what were then the “olden days”.  The legend is these were early crowd-control devices with which some worthy (squire, mill or mine owner etc) could deter the mob (revolting peasants, disgruntled factory workers, whatever) which would have been inclined to take a chance against someone armed only with a single-shot pistol.  There’s nothing in the historic record to suggest riots and strikes were ever “controlled” with such things but the Victorians of the late nineteenth century were well aware they were the first generations to benefit from a standing, regulated constabulary so the need for such things would have seemed at least plausible.  The legend is they were also carried by naval captains in case of mutiny and while the Admiralty apparently never issued them, it’s not impossible some officers bought their own… just in case.

Five carburetors:  Le Monstre's 331 cubic inch (5.4 litre) Cadillac V8 (left) with its unusual (and possibly unique) five-carburetor induction system; the layout (one in each corner, one in the centre) is a "quincunx", from the Latin quīncunx.  Le Monstre ahead of Petit Pataud, Le Mans, 1950 (right).  At the fall of the checkered flag, the positions were reversed.  

Le Monstre was a much-modified 1950 Cadillac which ran at that year's Le Mans 24 hour endurance classic. one half of a two car team the other being a close to stock 1950 Cadillac coupe.  The idea behind the five carburettors was that by the use of progressive throttle-linkages, when ultimate performance wasn’t required the car would run on a single (central) carburettor, the other four summoned on demand and in endurance racing, improved fuel economy can be more valuable than additional power.  That’s essentially how most four-barrel carburettors worked, two venturi usually providing the feed with all four opened only at full throttle and Detroit would later refine the model by applying “méthode Le Monstre” to the triple carburettor systems many used between 1957-1971.  As far as is known, the only time a manufacturer flirted with the idea of a five carburetor engine was Rover which in the early 1960s was experimenting with a 2.5 (153 cubic inch) litre in-line five cylinder which was an enlargement of their 2.0 litre (122 cubic inch) four.  Fuel-injection was the obvious solution but the systems then were prohibitively expensive (for the market segment Rover was targeting) so the prototypes ended up with two carburettors feeding three cylinders and one the other two, an arrangement as difficult to keep in tune as it sounds.  Rover’s purchase of the aluminium 3.5 litre (214 cubic inch) V8 abandoned by General Motors (GM) meant the project was terminated and whatever the cylinder count, mass-produced fuel injection later made any configuration possible.  Motor racing is an unpredictable business and, despite all the effort lavished on Le Monstre, in the 1950 Le Mans 24 hour, it was the less ambitious Petit Pataud which did better, finishing a creditable tenth, the much modified roadster coming eleventh having lost many laps while being dug from the sand after an unfortunate excursion from the track.  Still, the results proved the power and reliability of Cadillac’s V8 and Europe took note: over the next quarter century a whole ecosystem would emerge, crafting high-priced trans-Atlantic hybrids which combined elegant European coachwork with cheap, powerful, reliable US V8s, the lucrative fun lasting until the first oil crisis began in 1973.

Six carburetors: 1979 Honda CBX with six sidedraft Keihins (left), 1965 Lamborghini P400 Miura (prototype chassis) with 6 x downdraft Webers (centre) and 1970 Ferrari 365GTB/4 (Daytona) with 6 x downdraft Webers (right).

It was the development of these big four barrels which in the US reduced the place of the multiple systems to a niche reserved for some specialist machines and even the engineers admitted that for what most people did, most of the time, the multiple setups offered no advantage.  The research did however indicate they were still a selling point and because people were still prepared to pay, they stayed on the option list.  There were a handful of engines which actually needed the additional equipment to deliver maximum power but they were rare, racing derived units and constituted not even 1% of Detroit’s annual production.  Paradoxically, the main advantage of the multiple setups was economy, a six-barrel (ie 3 x two-barrel) engine running only on its central carburetor unless the throttle was pushed open.  As it was, the last of Detroit’s three-carb setups was sold in 1971, the configuration unable easily to be engineered to meet the increasingly onerous exhaust emission rules.

Eight carburetors: 1955 Moto Guzzi 500cm³ Ottocilindri V8 Grand Prix motorcycle with 8 x Dell'Ortos.  One carburetor per cylinder was long common practice in motorcycle design and the two 1959 Daimler V8s (2.5 & 4.6 litre, 1959-1969), were designed along the lines of a motorcycle power-plant, intended originally to be air-cooled and run 8 carburetors; the production versions were water-cooled and used 2 x sidedraft SUs.  The very thought of keeping eight carburetors synchronized would alarm most but clearly such intricacy doesn't scare the Italians because, in 1967, the Cooper-Maserati Formula One team, seeking that elusive quality of increased power and sustained reliability did ponder bolting a dozen Webers to what was their by then antiquated (pre-historic in F1 terms) 3.0 litre V12.  To the eternal regret of those who value mechanical complication for its own sake, that idea, like the notion of using three spark plugs per cylinder, never left the engineers' sketch pads and the more rational fuel injection was adopted.  

Lindsay Lohan admiring Herbie’s carburetor in Herbie: Fully Loaded (2005).

Before fuel-injection was late in the century used for some, most Volkswagen Type 1s (Beetles) were fitted with a single Solex carburettor although there were exceptions, some more expensive and higher performance (such things are relative) variants in Europe, Mexico and Brazil using twin Solexes.  Additionally, because it wasn’t difficult to swap in the twin carburettor units used in the Karmann Ghia (Types 14 & 34) and Type 3 cars, many were upgraded and over the years there were literally dozens of kits to create multi-carburetor induction systems using equipment from a variety of manufacturers including Solex, Weber, Dell'Orto and Kadron (Solex-Brosol).

Choke & Choker

Choke (pronounced chohk)

(1) To be unable to breathe because of obstruction of the windpipe (solid & semi-solid objects such as food or fumes or particles in the air which cause the throat to constrict); asphyxiate, strangle, suffocate, throttle.

(2) Full to the point of obstruction (usually as “choked with”); block up, bung up, clog, congest, jam, obstruct, stop up.

(3) In forestry, to seize a log, felled tree etc with a chain, cable, or the like, so as to facilitate removal.

(4) In engineering, any mechanism which, by narrowing or blocking a passage, regulates the flow of air, gas etc.

(5) In fluid mechanics (of a duct), to reach a condition of maximum flow-rate (immediately before the choke-point), due to the flow at the narrowest point of the duct becoming sonic.

(6) In electronics, an inductor having a relatively high impedance, used to prevent the passage of high frequencies or to smooth the output of a rectifier (also called the choke-coil.

(7) In combat sports (wrestling, karate etc), a type of hold (of the throat) which can result in strangulation.

(8) A constriction at the muzzle end of a shotgun barrel which varies the spread of the shot.

(9) To enrich the fuel mixture of an ICE (internal-combustion engine) by diminishing the air supply to the carburetor (a choke a specific component of a carburetor althouh the term is used loosely).

(10) To make or install a choke in a device.

(11) To stop by or as if by strangling or stifling:

(12) To stop by filling; obstruct; clog

(13) To suppress a feeling, emotion, etc (often as “choke up”, choke down” or “choke back”).

(14) In sport, to grip a bat, racket, club etc) farther than usual from the end of the handle (to shorten the grip).

(15) To suffer from or as from strangling or suffocating.

(16) To become obstructed, clogged, or otherwise stopped.

(17) To become too tense or nervous to perform well (used most often in competitive sport, specifically in the sense losing by performing badly at a critical point, when in a winning position).

(18) In slang, the inedible centre of the head of an artichoke.

1150–1200: From the Middle English choken & cheken, a variant of achoken & acheken, from the Old English ācēocian (to suffocate), from the Old English ċēoce & ċēace (jaw, cheek) and cognate with the Old Norse kōk (gullet) and the Icelandic kok (throat) & koka (to gulp).  The transitive verb emerged in the late thirteenth century and by the late 1300s was being used in the sense of “to stop the breath by preventing air from entering the windpipe”; “to make to suffocate, deprive of the power of drawing breath” and that was used of persons as well as swallowed objects.  In that. It was a shortened form of the twelfth century acheken, from Old English ācēocian, probably from the root of ċēoce & ċēace (the spelling ceoke was also used).  In the narrow technical sense “choking” has been the cause of death of a number of rock stars including the guitarist Jimi Hendrix (1942-1970), Led Zeppelin’s drummer John Bonham (1948-1980) and AC/DC’s vocalist Bon Scott (1946-1980) although in all cases the critical “inhalation of vomit” which induced them to choke to death was caused by substance abuse.  In the same vein, the singer Janis Joplin suffered a fatal head injury in a fall while affected by drugs and alcohol; all these deaths may be regarded as “death by misadventure”.  The alternative forms choak & choake are obsolete; chock is dialectal.  Choke is a noun & verb, chokage & choker are nouns, choking is a noun & verb, chokeable is an adjective and choked is a verb & adjective; the noun plural is chokes.

The intransitive verb dates from the early fifteenth century when it was used to mean “gasp for breath”, in line with the figurative use in agriculture & horticulture (the Biblical notion of weeds stifling the growth of useful plants a Biblical image).  The term “choked up” (overcome with emotion and unable to speak) seems first to have been documented in 1896, the use possibly related to the earlier use of the word (choke-pear (1530s), crab-apple (1610s), choke-cherry (1785)) of fruits with an untypical degree of astringency and it’s thought the botanical link inspired Dr Johnson (Samuel Johnson (1709-1784)) to define the figurative use as “any aspersion or sarcasm, by which another person is put to silence”.  The noun chokage emerged in the 1840s while the term chokehold (tight grip around a person's neck to restrict breathing) was first used in 1962. The idea of a “choke” in sport in the sense of “losing by performing badly at a critical point, when in a winning position” dates from 1907 and comes from baseball where it referred to a “clutch hitter” (the hitter at the plate upon whom winning depended) “choking up” and failing to perform; the phrase “to fail in the clutch” similar in meaning.

Interchangeable choke for shotgun.

Although (except in the odd, curious niche), rendered obsolete by fuel injection, the carburetor is a device which continues to exert a fascination in those with a fondness for mechanical intricacy and an inclination to tinker.  Carburetors are devices used on ICEs (internal combustion engine) to produce the mix of fuel (typically petrol (gas)) & air required for combustion and in mainstream use they lasted into the twenty-first century.  Most carburetor were fitted with a choke, an instrument controlled by the driver and what the choke did was provide an enriched mixture (ie more fuel, less air) to make starting easier from cold.  The term “choke” was already known in engineering but the most direct comparison was probably from ballistics, chokes (some types described as “adjustable chokes”) fitted to shotguns as early as 1875.  A shotgun’s choke is a device (or constriction) at the muzzle end of the barrel which controls the spread (or pattern) of the shot as it exits the barrel.  By altering the spread, chokes allow shooters to customize their gun's performance for different purposes (ie hunting, target shooting, home defense et al).  When a shotgun cartridge is discharged, the begin to spread out immediately upon leaving the barrel (in slang they’re sometimes called “scatter guns” and a choke modifies this spread by narrowing or widening the diameter of the barrel at the muzzle.  This affects the density and size of the shot pattern at different distances.

Pellet field streams using various chokes.

In the industry, the classification of chokes is determined by the extent to which they narrow the barrel and the most common types are: (1) Cylinder: these are not fitted with a choke and thus there’s no constriction; they’re most suitable for short-range shooting. (2) Improved Cylinder: These have a slight constriction, thereby offering a moderately wide spread suitable for short and medium range targets. (3) Modified: A variation of the Improved with more constriction, lengthening the effective range.  (4) Full: Thos provides a narrow bore, creating a tight pattern for long-range accuracy, (5) Extra full: As the name implies, an even smaller bore, popular for turkey hunting or precision shooting.  There are also (1) fixed chokes (integral with the barrel and thus unchangeable) and (2) interchangeable chokes which are detachable inserts a shooter can swap according to the shooting to be done.

1971 Chrysler (Australia) Valiant Charger R/T E38 (choke knob arrowed).

Confusingly, although it was almost always the case a choke would be part of a carburetor (cable activated by a control in the driver’s cabin), the word “choke” was also used of carburetors in a different context and potentially more confusingly still, when used thus, it was often synonymous (and sometimes used interchangeably) with “throat”, “barrel” and “venturi”.  In the now arcane world of carburetors inhabited by those familiar with the things, this casual use isn’t a problem because the four words are known to refer to different components, although even experts rarely dwell on the details: (1) The throat is the main passage (there can be as many as four in a single carburetor, not necessarily all of the same bore (although if there are four they are usually sized in pairs)) through which air flows and a throat encompasses the entire internal air pathway.  (2) The barrel is the cylindrical tube that houses the throat, venturi and in many cases the throttle valve; the barrel is the structural element through which the air and fuel are mixed and delivered.

Weber-style IDF twin choke downdraft carburettor with chrome ram tubes (left), pair of Weber 40 IDA triple barrel carburetors (centre) and Holley Dominator 4500 1150 CFM Square Bore four barrel carburetor with fitting kit.

In US use, “barrel” is the most common way of describing carburetors (two barrel, four barrel) and the standard abbreviation is “bbl”.  That seems inexplicable by the usual conventions of English but is a historic legacy from the petroleum industry where it was used to denote a barrel of oil.  The specification and paint scheme of early oil barrels were standardized by Standard Oil, and the abbreviation “bbl” became widely used to signify a “standardized blue barrel”, hence the apparently superfluous “b”; over time, “bbl”, became the universal shorthand for barrel, even outside the oil industry. (3) The venturi is a specific narrowing of a carburetor's throat or barrel, the primary purpose of which is to create a pressure drop due to the “venturi effect” (a phenomenon of fluid dynamics) in which as air flows through the narrowed section, its velocity increases and its pressure decreases (surface friction at this scale not significant).  The pressure drop induced by the venturi effect draws fuel from the fuel bowl into the air stream for mixing and atomization.  (4) Choke in this context is simply another way of saying “barrel” and the choice is dictated by local conventions of use; In Europe it was common to speak of a “two choke” carburetor whereas if used by a US manufacturer this would be a “two barrel”.  There was trans-Atlantic respect for this tradition and in both communities tend to use the correct terminology of each other’s devices although hot-rodders in the US did like slang such as the evocative “four-holer”.  Despite that, Ford did for a while muddy the waters by using the terms to 2V and 4V (ie 2 venturi & 4 venturi) to refer both to two & four barrel carburetors but also the two different cylinder heads designed for each.  People got used to that but it did latter induce confusion elsewhere when 2V & 4V came to be understood as “two valve” & “four valve” (ie per cylinder).

Model Tessa Fowler (b 1992) wearing fabric chokers.

Choker (pronounced choh-ker)

(1) In fashion, a piece of jewelry or ornamental fabric, worn as a necklace or neckerchief, snug around the throat (use based on the “choker chain” used to restrain dogs).

(2) One who, or that which, chokes or strangles.

(3) A person administering a choking device (depending on context, either a class or machine operator or a murderous strangler).

(4) A neckcloth or high collar.

(5) As choker chain, a dog collar designed to pinch or squeeze the dog or other animal when the leash is pulled.

(6) In forestry, a chain or cable used to haul logs to a transportation point.

(7) In slang, any disappointing or upsetting circumstance.

(8) In slang, the traditional clerical collar worn by Christian clergy.

(9) In slang, a cigarette.

(10) A person who pratices autoerotic asphyxiation or paraphilia, a practice where someone temporarily cuts off their own air supply by means of a ligature or some other sort of self-asphyxiation device during sex or masturbation.

(11) In sport, one who “chokes” (losing by performing badly at a critical point, when in a winning position).

1550s: The construct was choke + -er.  The –er suffix was from the Middle English –er & -ere, from the Old English -ere, from the Proto-Germanic -ārijaz, thought most likely to have been borrowed from the Latin –ārius where, as a suffix, it was used to form adjectives from nouns or numerals.  In English, the –er suffix, when added to a verb, created an agent noun: the person or thing that doing the action indicated by the root verb.   The use in English was reinforced by the synonymous but unrelated Old French –or & -eor (the Anglo-Norman variant -our), from the Latin -ātor & -tor, from the primitive Indo-European -tōr.  When appended to a noun, it created the noun denoting an occupation or describing the person whose occupation is the noun.  The noun emerged in the 1550s in the sense of “one who chokes” an agent noun from the verb and from 1848 it was used to mean “large neckerchief”.  The use to mean “a kind of necklace worn against the throat” dates from 1928.  Choker is a noun; the noun plural is chokers.

Lindsay Lohan with choker at Moschino Fashion Show, London, June 2014.  A choker is a decorative accessory worn around the neck and differs from a necklace in that it sits higher (typically mid-way up the neck) and fits snugly.

In fashion, choker is a clipping of “choker chain”, a dog collar designed to pinch or squeeze the dog or other animal when the leash is pulled.  Chokers can be for any material (fabric, leather (studded varieties popular), metal etc), and are sometimes adorned with jewels or logos.  There are also chokers with LED (light-emitting diodes) displays in a variety of colors which are powered by a small button-battery, rechargeable via a USB (universal serial bus) port.  According to a normally reliable source (Urban Dictionary), a choker is (1) a symbol used by emos to convey a desire to engage in self-harm or even suicide or (2) a way certain young ladies advertize their especial fondness for and skill in performing fellatio (this should be treated as a gaboso (Generalized Association Based On Single-Observation).  In the BDSM (Bondage, Discipline (or Dominance) & Submission (or Sadomasochism) community, chokers are sometimes used as the “submissive collar”, given by dominants as a symbol of possession and sometimes augmented with a leash for purpose of public display.

Anna Teshu (b 1994, right), in choker and on leash with ex-boyfriend Nathan Riely (b 1988. left) while role-playing as a dog and handler.  If consensual, the "leashed partner" thing is a kink and a genuine ALC (alternative lifestyle choice), albeit one which has attracted some criticism, some suggesting the "leashed" are suffering from "false consciousness", an idea explored in other contexts by both Karl Marx (1818-1883) and Sigmund Freud (1856-1939).

Orifice

Orifice (pronounced awr-uh-fis or or-uh-fis)

A mouth, opening or aperture, as of a tube or pipe; a mouth-like opening or hole; mouth; vent (mostly technical or medical use).

1535–1545: From the Middle English orifice (an opening, a mouth or aperture), from the Old French & Middle French orifice (the opening of a wound), from the Late Latin ōrificium (an opening (literally "the making of a mouth")), the construct being Latin ōr- (stem of ōs (genitive oris)) (mouth (and related to "oral")) + fic- (combining form of facere; facio) (to make, to do) + -ium (the noun suffix).  The root of facere was the primitive Indo-European dhe- (to set, put).  The rare adjectival form is orificial; neither orificish or orificesque apparently exist.

Miss Schilling’s Orifice

Rolls-Royce Merlin V12.

Fuel to early versions of the twenty-seven litre (1648 cubic inch) Rolls-Royce Merlin V12 engine was supplied with a carburetor, putting the pilots in the Merlin-powered Spitfires and Hurricanes at a disadvantage against the German Messerschmitt BF109 fighters which used a fuel-injected Daimler-Benz DB601 inverted V12.  In the British planes, during a negative G-force maneuver (pitching the nose hard down), fuel was forced upwards to the top of the carburetor's float chamber rather than into the combustion chamber, leading to a loss of power. If the negative G continued, the fuel would collect in the top of the float chamber, forcing the float to the bottom. This in turn would open the needle valve to maximum, flooding the carburetor with fuel, drowning the supercharger with an over-rich mixture which would shut down the engine, a serious matter in aerial combat.

Battle of Britain era Hawker Hurricane Mk IIA and Supermarine Spitfire Mk II.

Ms Beatrice “Tilly” Shilling (1909-1990) was a pre-modern rarity, a female engineer and amateur racing driver.  While employed as an engineer at the Royal Aircraft Establishment (RAE) at Farnborough she worked on the fuel delivery problem, concluding quickly the only complete solution for fuel starvation was a pressurized fuel system such as the direct injection on the Daimler-Benz V12s but that such a development would take months to design, test, manufacture and install.  However, as a stop-gap measure, she designed a flow restrictor: a small metal disc with a central orifice, looking much like a plain metal washer.  The restrictor orifice was sized to accommodate just the fuel flow needed for maximum engine power, the setting usually used during dogfights and it solved the immediate, critical, problem of the engine shutdowns following flooding.  Officially named the RAE Restrictor or RAE Anti “G” Carburetor, the device proved popular with pilots, who much preferred to call it Miss Shilling's orifice or the Tilly orifice.  The simple and elegant solution proved effective until pressurized carburetors (essentially throttle-body injection, a simplified version of the Daimler-Benz direct fuel injection) were developed which permitted even inverted flight.  With a backpack of RAE Restrictors, she toured RAF airfields on her motor-bike instructing and assisting the maintenance crews with the installation of the devices.

RAE Anti "G" carburetor restrictor plate instruction sheet.

Ms Shilling was a serious engineer making an important contribution to the war effort and was not amused by the nick-names for her invention but reportedly regarded it as something typical of minds of men and carried on with her work.  The orifice was but a footnote in the history of the Merlin and the Allied war effort but did typify the improvisation and speed with which British industry developed "quick & dirty" solutions, especially in the early days of the war.

Triple

Triple (pronounced trip-uhl)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

In English, the Latinate multiplier “triple” is but one of many ways the value three (3) is in some way expressed or applied.  “Three” is the highest value, single digit cardinal number, as an ordinal it’s “third” (the Latinate ordinal is “tertiary”), the adverbial form is “thrice” (or the more mundane “three times”, as a multiplier the term is “threefold” (also as “three-fold”), the distributive is “triply”, the collective “tripartite”, “trio” or “threesome” (ménage à trois a popular version which has tended to limit the utility of “threesome” for other purposes), the multiuse collective “triplet”, the Greek or Latinate collective “triad”, the collective prefix (from both Latin & Ancient Greek (the latter also had “trito”)) was “tri”, the fractional expression is “third” (the Latinate fractional prefix was “trient-”, the elemental “thrin” & “triplet” and a period of three years is a triennium.  However, while there are weeks, fortnights & months, there’s no accepted term which express a measure of 21 days although three months is often described as “a quarter” although in the context of the nine month gestation associated with human pregnancy, the three month blocks are "trimesters" (first, second & third).  The use in obstetrics extended to education and in systems where academic years exist in four semesters (or terms), there is also the "fourth trimester".

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

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

The Triple Alliance and Triple Entente were diplomatic arrangements formed in Europe in the decades prior to the First World War (1914-1918).  The Triple Alliance between Germany, Austria-Hungary & Italy was signed in 1882 as a defensive system directed entirely against France.  It was an integral part of the series of treaties and agreements variously negotiated or imposed by Otto von Bismarck (1815-1989; chancellor of the German Empire (the "Second Reich") 1871-1890) and needs to be understood in the way it interacted with other cogs in the Bismarck machine.  That machine, a collection of inter-locking treaties and agreements (some of them secret) worked to further the interests of (1) the German Empire and (2) a general peace in Europe and was a good device in Bismarck’s capable hands but it proved lethal when less competent practitioners (who didn’t fully understand the implications) inherited the tool.  The Triple Entente was between France, Russia and the UK and was formed in 1907; in the narrow technical sense it was not a formal military alliance but an “understanding” between the three to counter the growing power of Germany and the Triple Alliance.  The Ottoman Empire and Bulgaria would become attached to the Triple Alliance with the onset of war although Italy initially remained neutral before (in what would continue to be an Italian tradition) switching sided in 1915 to join the Alliance.  Both the Alliance and the Entente played their parts in the escalating tensions which culminated in the outbreak of hostilities which would trigger the chain reaction of declarations of war.  Had Bismarck still been in Berlin, it’s unlikely things would have been allowed to assume their own momentum.

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

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

The papal triple tiara

Pius XII (1876-1958; pope 1939-1958) in the papal triple tiara, at his coronation, 12 March, 1939.

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

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

Lindsay Lohan triple-pack DVD bundle.

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

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

The Mercedes-Benz triple rotor Wankel

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

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

Triple carburetors

1966 Ferrari 275 GTB/C (Gran Turismo Berlinetta Competizione (denoting a grand touring coupé built to competition-specification)).

When submitting to the Fédération Internationale de l'Automobile (the FIA; the International Automobile Federation) the application to homologate the 275 GTB/C for sports car racing, there was some glitch in the factory’s administrative processes because the document certifying the existence of a six-carburetor option for the 275 GTB wasn’t part of the paperwork enclosed.  That meant the 275 GTB/C could appear on the grid only with triple carburetors so to compensate, Ferrari had Weber produce a run of 40 DF13 units which in addition to their higher flow-rate featured lightweight magnesium bodies instead of the aluminium housing and were distinguished also by the distinctive, rearward-facing inlet trumpets.  As might be expected, original Weber 40 DF13s now command a premium price.  Twelve 275 GTB/Cs were built and the model was a turning point in being the last Ferrari built for racing to use the classic Borrani wire wheels.  Such had been the advances in tyre technology that by 1966 the grip generated transferred stresses so acute that in extreme conditions the spokes could break, a tendency exacerbated by the wheels’ additional width (7 inch front 7½ rear); there were accidents.  Such was the concern the two 275 GTB/Cs built as road cars were factory-fitted with aluminum-alloy wheels although the lovely Borranis continued to be made available for the later and much heavier 365 GTB/4 (Daytona, 1968-1973) and 365 GTC/4 (1971-1972), the factory cautioning they were suitable only for road use.  In truth, using a 275 GTB/C on the road was a dubious proposition because, as a weight-saving measure, the body panels had been fabricated in thin 20-gauge aluminium; about half the thickness of the metal used for the road cars, it could be dented just by being touched and the dainty bumperettes (which offered at least some protection on the other variants of the 275 GTB) were wholly fake and merely affixed to the panels with no underlying structure.

1960 Jaguar XK150S 3.8 (left) and schematic of typical installation of Jaguar's auxiliary enrichment thermo-carburetor (right).

The last in the XK series (XK120 (1948-1954), XK140 (1954-1957) & XK150 (1957-1961)), the Jaguar XK150 debuted with a version of the twin carburetor 3.4 litre XK-Six used since 1948.  Increased weight had blunted the XK150's performance, something not wholly off-set by the slight increase in power coaxed from the engine and in 1958 the option of an "S" specification was made available as the XK150S, restoring the pace of the earlier cars, the raised output achieved with a revised cylinder head and triple carburettors (seen earlier in the 1950s on the C-Type, D-Type & XKSS).  The final and fastest of the species was the 3.8 litre version of the XK150S, introduced in 1960; the engine in essentially this configuration would later be shared with the early E-Types (XKE) and Mark X, the triple carburetor arrangement carried when the 4.2 litre versions were released in 1964.  The triple carburetor engines were in 1968 withdrawn from the US market because the anti-emission regulations made the cost of certification prohibitive although, while in North America buyers had to be content with twin-carburetor units, the triples continued for RoW (rest of the world) vehicles exported to other places or sold in the home market.  When the last of the six-cylinder E-Types was made in 1971, that was the end of the line for the triple carburettor Jaguar.  It is however misleading to suggest the XK150S, E-Type and Mark X/420G were the only series-production Jaguars with triple carburetors because on some cars during the 1950s & 1960s, the factory fitted a smaller electromagnetically controlled “auxiliary carburetor” which augmented the main pair, making starting easier.  The unusual arrangement acted as a choke but it was a complicated solution to a simple problem and, while performing faultlessly in testing, in the real world with gas (petrol) of varying quality and in different climatic conditions, it sometimes proved troublesome and there were owners who gave up and installed a conventional choke.

1966 Pontiac 2+2 421 HO Tri Power.

The early carburetors were all single throat (later also as “choke” or “barrel”) device and almost all were gravity-fed; it wasn’t until the 1930s the first two-barrel (then called a “duplex”) units appeared.  That design was such an advance because the duplexing allowed “fuel separation” manifolds which more accurately sent the mixture to the most distant cylinders; the adoption if this technology in 1934 allowed the output of Ford’s then new “flathead” V8 to rise from 60 to 85 horsepower (HP).  Buick in 1941 created what was, in effect, the first four-barrel system by installing two two-barrel units, the second becoming active only when the throttle had been opened far enough to operate the progressive linkage.  The advantage of that was economy of operation because the additional fuel-burn happened only on demand; it was an approach Detroit would use until 1971.  Four-barrel carburettors which operated on the same model appeared at scale in the 1950 and became an industry standard, some even installed in pairs on the high-performance vehicles.  Ideal in many ways for the V8 layout, the problem for the manufacturers was the engines grew at a much greater rate than the carburetors and while the dual four-barrel configuration was suited to some, a better compromise for many was to use triple two-barrels.  Pontiac and Oldsmobile chose that path in 1957 and Chevrolet and Cadillac followed in 1958.  Ford flirted only briefly with the triple two-barrel before switching for a few years to dual four barrels for their high performance V8s, their first venture in 1958 when three were bolted onto the big, heavy 430 cubic inch (7.0 litre) MEL V8 although in that form it appeared only on one Mercury for that single season.  As higher-volume four-barrel carburetors became widely available, the rationale for the triple option faded and Chevrolet ceased use for all but the full-sized line and the Corvette; the last triple carburetor corvettes were built in 1969.  Chrysler was last to adopt the idea and the last to offer it, Trans-Am themed 340 cubic inch (5.5 litre) Plymouth ‘Cudas and Dodge Challengers made in 1970 while the 440 cubic inch (7.2 litre) (advertised variously as “Six Pack” by Dodge and “Six Barrel” by Plymouth) was available in several models between 1969-1971 (it's said six 1972 cars were so configured) although its last appearance was in the Jensen SP, the last of which was built in 1973.  Jensen's experiment had at the time seemed a good idea because, with the engines outlawed in the US, they obtained the surplus stock at an attractive price but in the Interceptor's smaller engine bay and equipped with air-conditioning (something Chrysler never coupled with the triple carburetor engines), the SP proved troublesome and production was terminated, Jensen not taking up to option to buy the remaining stock, 

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

Of taillights and exhaust tips 

1957 DeSoto Adventurer Convertible.

DeSoto's signature triple stacked taillights were a footnote in Detroit's macropterous era of the late 1950s, the style making possible the distinctive vertical arrangement.  Chevrolet would for years make triple taillights a trademark of their more expensive lines (although, apart from the odd special built for the show circuit, they resisted the temptation to add a third to the Corvette (the additional rear apertures on the abortive 1963 Corvette Grand Sport (GS) were for air extraction)) but they appeared always in a less memorable horizontal array.  DeSoto's motif was Chrysler's most successful use of the fins but it wasn't enough to save the brand  which was crowded out of the mid-priced market, not only by competition from General Motors (GM) and Ford but also by intra-corporate cannibalization, squeezed from below by Dodge and from above by Chrysler's new Newport line.  Demand for DeSotos collapsed and that 3034 1961 models were built in late 1960 happened only to use up the large inventory of the few parts still exclusive to the brand.  The last of the line, heavily discounted, were not sold until well into 1961 by which time DeSoto was a single-model range and any loyal customer unable to be supplied with one after stocks were exhausted was rewarded instead with a similarly configured Chrysler Newport, a notch up the corporate hierarchy.  The 47-day production run of the 1961 DeSotos was short but it was longer than that of Ford's doomed 1960 Esdel, 2864 of which left the production line over 34 days late in 1959. 

More sharing of stuff than before: 1960 DeSoto Fireflite four-door hardtop (left) and 1960 Chrysler New Yorker four-door hardtop (right).

Note the New Yorker's larger rear window.  Remarkably (by today's standards), the Chryslers of this generation offered two different designs of rear glass, the extra surface-area described in the brochures as the “Extra-large rear window” and it was a time when such flourishes were a matter purely for designers and accountants whereas now it would require a separate programme crash-testing several vehicles.  The big glass was standard on all two-door hardtops & New Yorker four-door hardtops and optional at various times on the Saratoga, Newport and Windsor four-door hardtops.

1961 Chrysler brochure (page 7).

The phrase "EXTRA-LARGE REAR WINDOW" really did appear (capitalized) in the brochures and the simplicity in the description wasn't always typical of the advertising copy of an era during which words like "vista", "panoramic" or "dioramic" might have been expected when extolling the virtues of having more glass.  In the same (1961) brochure, the plain-speaking language may be compared with "FLIGHT-SWEEP DECK LID", used to describe the fake spare tyre cover the agency further explained was a "smooth sculptured circle" which added "a distinctive finishing touch".  In the wild, universally, the "flight sweep deck lid" was referred to as "the toilet seat".  "Flight-Sweep" was an allusion to a pair of concept-cars Chrysler sent around the show circuit in 1955 and they genuinely did have the spare tyre housed under the mounting although the complexity of the assembly would have seen it vetoed by the accountants as too expensive for mass-production.  When "Flight Sweep" was used as an advertising hook for the 1956 range, while some of the styling cues from the show cars did appear the "toilet seat" did not but it was a feature (many suggesting, even then, a blemish) between 1957-1960 when it was fitted as standard on some of the higher-priced lines and an option on others.  There were buyers who chose the option so the "toilet seat look" must have had some appeal.   

By 1959 the writing was on the wall for the once popular DeSoto and the 1960 range would prove its swansong, the last of the breed barely modified Chryslers and the only real hint of the past was the taillight's triple frets.  On the DeSoto the ridges were a modest attempt to retain brand identity but in optics such things have a purpose and are known as “Fresnel lenses” or “Fresnel ribs”, the name from French civil engineer Augustin-Jean Fresnel (1788–1827), remembered for his research into optics which led eventually to the near-unanimous acceptance of the nature of light being a wave (he was half-right but light was later proved to possess a wave-particle duality).  His more enduring Fresnel lens used the catadioptric (reflective/refractive) principle and what the “stepped” design did was extend the reach of lighthouse beams, doubtlessly saving the lives of many seafarers.  Fresnel’s invention was a refinement of the dioptric (refractive) stepped lens, a concept first published by the French cosmologist and mathematician Georges-Louis Leclerc, Comte de Buffon (1707-1788) and Fresnel’s enhancements better distributed and directed the light, improving visibility from longer distances and a greater range of angles.

By 1960 (left) the DeSoto's taillights were a shadow of the way the triple-stack motif had been defined in 1959 (right): This juxtaposition is DeSoto Red Tail Lights in Black and White by Paul Ward.  Many designers probably will prefer the later interpretation but there's a charm to the triple stack. 

1969 Dino 206 GT by Ferrari in Azzurro Metallizzato (left), 1974 Ferrari 365 GT4 in Rosso Corso (centre) and 1975 Ferrari 365 GT4 BB in Verde Germoglio.

Unexpectedly, in the early 1970s, Ferrari had a flirtation with triple taillights and they doubled-down for the 365 GT4 BB (better known as the Berlinetta Boxer), adding a pair of triple tail-pipe apparatuses (thus a count of six rather than the usual four) for the 4.4 litre Flat-12.  Before the decade was out it must have been decided four of either was enough and the factory decided for a while (mostly) to stick to the classics: as designs like the Dino 206 GT illustrate, less can be more.  Since the BB however, Ferraris have also appeared with two and three tailpipes (some in the 1970s had but one) and in the twenty-first century many cars come with just a minimalist pair of taillights.  Ascetically, no arrangement works as well as the traditional template: four lights, four pipes.

The fetish of motorcycle exhaust systems

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

Triple cylinder engines have been a feature of motorcycle engines for decades and different manufacturers have taken various approaches to the exhaust systems, an item which exerts upon riders a special fascination.  It’s not unusual to fit single systems (3-into-one) but there are also some which “siamesed” the central header pipe, the derived pair joining the two outer pipes to duct into two mufflers.  Unusually, Suzuki for a while offered 380, 550 & 750 cm³ machines with 3-into-4 systems, the central header again “siamesed” the central header but had the novelty of terminating the two pipes in separate mufflers thereby emulating the appearance of a four-cylinder machine.  It was a curious arrangement which Suzuki abandoned and other manufacturers choose not to follow (although there had been after-market suppliers which concocted 2-into-4 systems which exchanged the "advantage" of "the look" for the drawback of additional weight and needless complexity).  Greatly at the time, Suzuki must have valued symmetry.

1973 Kawasaki H2 Mach IV 750 (left) and 1975 Triumph X-75 Hurricane (right).

Somewhat earlier, asymmetry hadn’t frightened Kawasaki which used pragmatic 3-into-3 engineering for their range (250, 350, 400, 500 & 750 cm³) of charismatic, highly strung two-strokes, one pipe to the left, two to the right and it was a distinctive feature which, although sometimes seen on the track, remains rare on the road.  In the same era, Triumph on their X75 Hurricane took 3-into-3 asymmetry to its logical conclusion, its three pipes arranged in a radically upswept stack on the right.  It looked dramatic and was much admired but didn’t catch on although there’s the odd revival, the Italian house MV-Augusta engineering a particularly aggressive interpretation on their Dragster 800Rc.

1969 Triumph Trident T150.

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

2022 Triumph Rocket 3 GT in triple black.

When Triumph announced the Rocket 3 in 2019, most attention was on the numbers, the 2458 cm³ (150 cubic inch) triple being the largest displacement engine available in a motorcycle and the (163 ft-lb) (221 N⋅m) torque generated also industry leading, topping even the big Ducatis and the straight-six BMW.  Triumph since 2004 been at the top of the displacement tree with the Rocket III’s 2294 cm³ (140 cubic inch) engine and the updated model was very much a modernization exercise, something which may account for the decision to switch from the traditional Roman numerals to a digitally compliant “3”.  Being a triple there were of course options for how to handle the exhaust ducting and for the GT model Triumph opted for the asymmetric on the model of the old Kawasaki two-strokes rather than reprise its own X-75 Hurricane of nearly half a century earlier.  Unlike Kawasaki, Triumph didn’t make asymmetry a signature feature, choosing to route the third exhaust, almost inconspicuously, just under the swing-arm on the left side, a curious juxtaposition with the visual statement of intent made by the two on the right.  Doubtlessly the engineering behind the decision was sound and to add a bit of high-tech bling, some Rocket 3’s had carbon-fibre exhaust tips and most conspicuously they were carbon-fibre.