Centaur

Centaur (pronounced sen-tawr)

(1) In classical mythology, one of a race of monsters having the head, trunk, and arms of a man, and the body and legs of a horse (some modern depictions prefer the upper body of a woman).  The synonym is hippocentaur.

(2) In astronomy, the constellation Centaurus (initial capital).

(3) In astronomy, any of a group of icy bodies with the characteristics of both asteroids and comets, orbiting the Sun in elliptical paths mostly in the region between Saturn & Neptune.

(4) In modern slang, a skillful (male or female) rider of a horse.

(5) In rocketry, a US-designed and built upper stage (with re-startable liquid-propellant engine), used with an Atlas or Titan booster to launch satellites and probes.

(6) In chess, team comprising a human player and a computer.

(7) By extension, in AI (artificial intelligence), a human and some form or AI, working together.

1325–1375: From the Middle English, from the Old English, from the Latin centaurus, from the Ancient Greek, from Κένταυρος (Kéntauros), thought to mean “a member of a savage race from Thessaly” although some etymologists are sceptical.  Historically, Thessaly was known as Αἰολία (Aiolía (Aeolia in modern use)) and that’s how it was referred to in the Odyssey (Homer’s epic poem from the eighth or seventh century BC); the gentlemen in Athens were very quick to describe as savages or barbarians, those from elsewhere.  The half-human, half horse Centaur from Greek mythology belongs in the class of mixtumque genus, prolesque biformis (a mixed or blended race, offspring of two forms), the phrase made famous when it appeared in the Roman poet Virgil’s (Publius Vergilius Maro (70–19 BC)) Aeneid (29-19 BC) description of the Minotaur, the mythical creature with a bull's head and a human body.  Centaur & centaurdom are nouns, centaurian is a noun & adjective and centauresque, centaurial & centauric are adjectives; the noun plural is centaurs.  The most common use of the adjective centauric was a reference to the mythological creatures (resembling or of the nature of a centaur) but in the sometimes weird world of spiritualism it was defined as "characterized by an integration of mind and body for consciousness above the ego-self" (whatever that means).  When the adjective is used in SF (SciFi or science fiction) it's with an upper case if referring to the residents or natives of the constellation Centaurus.  The case difference matters because there no reason why in SF half human, half-horse beasts can't be part of the ecosystem in Centaurus and they would have to be described as Centauric centaurs.  In fantasy fiction, a centauress was a female centaur (a she-centaur) and the term centaurette has also been used; it does not (as the -ette prefix might be thought to imply) mean a “a small centaur”.  Presumably, a centauress, while possessing the secondary sex characteristics of a human female could, anatomically, in the hind quarters either colt, stallion, filly or mare so it could be helpful if authors differentiated centauress & centaurette thus.

Centaurus, copperplate engraving by Polish astronomer Johannes Hevelius (1611–1687) from Firmamentum Sobiescianum sive Uranographia (1687), his atlas of constellations.  In English, the southern constellation of Centaurus has been so described since the 1550 but was known by that name to the Romans and known as a centaur to the Greeks.  The ninth largest constellation, visible in the far southern sky in the months around March, since classical times, it has been confused with Sagittarius.

Judy Volker’s annotation of Sea & Sky’s sky-chart of the Centaurus constellation.

Centaurus is one of two constellations said to represent Centaurs and is associated primarily with Chiron (Cheiron), a wise, immortal being who was King of the Centaurs and said to be a scholar and prophet skilled in the healing arts.  In some of the myths, from his cave on Mount Pelion, he is said to have raised, tutored, or counselled several figures prominent in Greek mythology, including Jason, Heracles and Asclepius.  Of Chiron's association with the constellation, there are several tales.  In one legend, Chiron was the first to identify the constellations and teach them to mortal humans, placing an image of himself in the sky to help guide Jason on his quest for the Golden Fleece.  A different story has Chiron was placed in the sky by Zeus and of this telling there are variants but the most common element is Chiron being accidentally wounded by a poisoned arrow and giving up his immortality as a way to escape the never-ending pain.  A twist on this has Chiron simply bored with life and wanting it to be over and this came to the attention of Prometheus, the Titan undergoing permanent torture for stealing fire from the gods to give to humans.  For Prometheus to be released from his torture, an immortal had to volunteer to renounce eternal life and go to Tartarus in his place.  Someone (Zeus, Heracles, or Chiron himself depending on the author) suggested Chiron's offer be used to release Prometheus and for this Zeus honored Chiron with his place in the sky.  There’s even a tale in which the constellation represents the Centaur Pholus, honoured thus by Zeus for his skill in prophecy.

Lindsay Lohan AI generated as a centaur by EnjoyLingerie on DeviantArt.

In astronomy, a centaur is a small, icy celestial body orbiting the Sun in an in elliptical paths, most tracking between Jupiter and Neptune, the name gained from them typically having the characteristics of both asteroids and comets, the dual-nature the link with the half-human, half-horse from mythology.  Centaurs are considered transitional objects which may originally have been Kuiper Belt Objects and often have unstable orbits due to gravitational interactions with the giant planets.  Orbiting mostly between 5.5-30 AU (an “astronomical unit the average distance between the Earth and Sun (about 150 million km (93 million miles)) from the sun, such is the gravitational effect of the big planets that most centaurs (which range in diameter between 100-400 km (60-250 miles) are expected over millennia to be sent into the inner solar system or even ejected into interstellar space.  Astronomers first became aware of the objects in 1977 with the discovery of Chiron but the technology of the time didn’t permit the structure fully to be understood and the body was thus initially classified both as a comet (95P/Chiron) and minor planet.  It was improvements in observational hardware which demonstrated that while appearing as asteroids, when closer to the sun the comet-like behavior of developing a coma or tail will manifest.  The largest known centaur is 10199/Chariklo.  Listed as a minor planet, it orbits the Sun between Saturn and Uranus and in 2014 it was announced it possessed two rings (nicknamed Oiapoque and Chuí after the rivers that define Brazil's borders), the existence confirmed by observing a stellar occultation.  One implication of the rings is that it likely also has at least one shepherd moon and infrared images indicate the Chariklo is named after the nymph Chariclo (Χαρικλώ), the wife of Chiron and the daughter of Apollo.

Front (left) and rear (right) covers of the album Ride a Rock Horse (1975) by The Who's lead singer Roger Daltrey (b 1944).  The artwork was done by his cousin Graham Hughes who produced a number of album covers during the 1970s.

Things rarely were consistent in the evolution of the myths from Antiquity and the mythical centaurs were described variously as being wholly equine from (human) torso down or with the from parts of the legs also human, the latter a popular depiction during the Medieval period while in Classical era, they had four horses' hooves and two human arms.  Living on raw flesh and inhabiting mountains and forests, they were descended either from Centaurus (the son of Apollo & Stilbe) or of Ixion & Nephele although the Centaurs Chiron and Pholus were of a different descent lineage: Chiron was the son of Philyra & Cronus while Pholus was fathered by Silenus and born of an unnamed Nymph; what distinguished that pair was that unlike the other herds, they were hospitable and non-violent.  The cooking of food being a marker of civilization, it was recorded that when Heracles was hunting the Erymanthian boar, he visited Pholus who received him hospitably, giving him cooked meat whereas Pholus himself ate exclusively raw food.  When Heracles asked for wine, Pholus told him that there was only one jar, which either belonged communally to the Centaurs or had been a gift from Dionysus who had told them to open it only if Heracles should be their guest.  Telling his host not to be afraid, Pholus broke the seal but when the Centaurs smelled the wine they galloped from the mountains, armed with rocks, fir trees and torches to attack the cave.  The first two Centaurs to attack were Anchius and Agrius (killed by Heracles) but Pholus was killed in the aftermath of the fight: while burying a fallen Centaur he drew one of Heracles' poisoned arrows from a wound but it fell from his grasp, piercing his leg and almost instantly he died.  Heracles drove off the remaining Centaurs and pursued them to Cape Malea where they took refuge with Chiron.  In the ensuing battle Heracles shot Elatus in the elbow, but Chiron either dropped one of Heracles' arrows on his foot or was shot in the knee by Heracles.  The wounds of Heracles' arrows could not be healed and the immortal Chiron begged the gods to make him mortal.  It was Prometheus agreed to take on his immortality, and Chiron died, leaving most of the Centaurs to take refuge in Eleusis.  Their mother (Nephele) aided them by summoning a rain storm but that didn’t deter Heracles who slaughtered a dozen including Daphnis, Argeius, Amphion, Hippotion, Oreius, Ispoples, Melanchaetes, Thereus, Doupon, Phrixus & Homadus.

Wedding reception gone bad: Rape of Hippodamia (The Lapiths and the Centaurs) (1636-1637), oil on canvas by Peter Paul Rubens (1577-1640), Museo Nacional del Prado, Madrid, Spain.  The painting was one of a large cycle of mythologies by Rubens for the Torre de la Parada, Philip IV's (1605–1665; King of Spain 1621-1665 and (as Philip III) King of Portugal 1621-1640) newly built hunting lodge on the outskirts of Madrid.  One of Rubens’ oil sketches for the work is on display at Musees Royaux des Beaux-Arts de Belgique in Brussels, Belgium and is of interest to art students and critics because of the detail differences in the final composition.

The Centaurs also fought a legendary battle against the Lapiths (a Thessalian people who originally inhabited Pindus, Pelion and Ossa; they drove out the native people, the Pelasgians).  Pirithous invited the Centaurs (who regarded themselves as his parents) to his wedding feast and it went well until, unaccustomed to the effects of wine, the Centaurs became drunk and one of them tried to rape (in the classical sense of "abduction") Deidamia (Pirithous' bride and more commonly known as Hippodamia), resulting in a violent brawl which ended with the Lapiths driving the Centaurs out of Thessaly after killing many.  Containing so many wonderful subjects (Centaurs, a feast, a rape scene, a brawl), the disrupted wedding reception (which came to be known as “the Centauromachy”) for centuries drew artists to the theme.  In Antiquity the Centaurs got a bad press because and they appear in other appear in other legends involving rape, abductions and violence.  In many ways the myths can be deconstructed as violent soap operas with an undercurrent of licentiousness, typified by the tales of Eurytion attempting to rape Hippolyta or Mnesimache, the daughter of Dexamenus.  In one version Dexamenus had betrothed his daughter to Azan (an Arcadian) and Eurytion (again as a guest at the wedding feast) attempted a kidnapping but was saved by the hero Heracles arrived in time to kill him, returning bride safely to groom.  Most scribes were member of the Heracles admiration society and there also the story of how Heracles, on his way to Augias, seduced the girl, promising to marry her upon his return.  While he was away, forcibly she was betrothed to Eurytion but just as the wedding ceremony was about to begin, Heracles stormed in, killed the Centaur and had himself declared her husband.

1976 Chrysler Centura GL.  Despite the visual resemblance, the (optional) styled steel wheels were unrelated to those used on Oldsmobiles between 1966-1987.

Whatever processes led to Chrysler Australia adopting the name “Centura” for their local version of the European Chrysler 180 (1970-1982) may still exist in the corporation’s archives but it seems the details have never been published though it can be assumed it was not an Anglicized adaptation of the Romanian centură (belt, girdle).  In Latin centum meant "one hundred" and the term centuria referred to (1) a unit of the Roman army, nominally consisting of 100 soldiers (historians suggest in practice the establishments varied between 60-160) and headed by a centurion, (2) in real estate a unit of area, equal to 100 heredia or 200 iugera (circa 125 acres (50  hectares)), (3) a group of citizens eligible to vote, the system apparently one of the reforms introduced by Servius Tullius (king of Rome 578-535 BC) and based on the ownership of land, one of the many systems which, over millennia, have codified a relationship between ownership of property (usually land) with a right to in some way participate in the polity (usually by voting) and (4) figuratively or literally, things in some way related to "100".  In modern Romance languages, things of course evolved: the Romanian centura (belt or girdle) was from the French ceinture (belt), from the Latin cinctura (girdle, belt), thus by extension used also to refer to the to beltways (ring roads) around cities.  In Spanish & Portuguese, the related cintura (waist; belt) is from the same Latin root cingere (to gird; surround).

The name of the short-lived Chrysler Centura (1975-1978) may have been an allusion to the Centaurs of myth because, like them it had a dual nature, combining the platform of a European four-cylinder with a much more powerful (and heavier) Australian built six.  That had been a concept Holden (the General Motors (GM) outpost) in 1969 introduced when they installed their six-cylinder engine in a modified Vauxhall Viva and called it the Torana.  It proved a great success and Ford Australia in 1972 responded by fitting it’s even bigger sixes to the Cortina which, being longer than the Viva, didn’t need the four inch (100 mm) odd stretch of the wheelbase required for things (tightly) to fit in the Torana.  Given the way local journalists would within a few years decry the inherently unbalanced Cortina six, it is remarkable how well the press received it upon debut.

1975 Chrysler Centura brochure shot (GL left; XL right).

Had the Centura been released in 1973 as planned, it might have been a success but the timing was unfortunate, the decision by the French government of Georges Pompidou (1911–1974; President of France 1969-1974) to conduct tests of nuclear weapons in its South Pacific territories causing the trade unions to blacklist French goods arriving in ports (Australian trade unions in those days running an independent foreign policy and the ACTU (Australian Council of Trade Unions) a kind of co-government).  As a consequence, it wasn’t until 1975 the Centura arrived in showrooms and by then the market had moved on, competition rather more intense.  Although the Centura offered class-leading performance (indeed, in a straight line it could out-run some V8s) by virtue of its optional 4.0 litre (245 cubic inch) straight-six, increasingly buyers were more tempted by the equipment levels and perceptions (sometimes true) of superior build quality and economy of operation offered by vehicles with origins in the Far East.  As it was, Chrysler in 1976 began local production of the Japanese Mitsubishi Sigma and it proved a great success, even without the six cylinder engine once thought such a selling point.  Tellingly, although a prototype Centura with the 5.2 litre (318 cubic inch) V8 was built, the project rapidly was abandoned.  Officially, the explanation was the body structure lacked the rigidity to come with the additional torque, the same reason Ford never contemplated their V8 Cortina entering production; engineers familiar with the structures of both platforms agree that was true of the Cortina but maintain the Centura was robust enough and suspect both companies, having observed the subdued demand for the V8 Holden Toranas (1974-1978) decided Holden was welcome to its exclusive presence in the niche sector.  Fewer than 20,000 Centuras were built during its dismal three year run, a fraction of what was projected as its annual production.

Stormy Daniels (2019) by Robert Crumb (b 1943).

It’s not known if than Donald Trump (b 1946; US president 2017-2021 & since 2025) is a student of Greek mythology (stranger things have happened) but he did provide us with his unique version of the half horse, half human beast, labeling pornographic actress & director Stormy Daniels (Stephanie Gregory Clifford; b 1979) “horse face”.  In May, 2024, the memorable phrase returned to the news as matters came before court related to “hush money” allegedly paid to Ms Daniels (on behalf the of the President) in exchange for her maintaining a silence about a certain “intimate encounter” they had shared, their apparently brief tryst including her spanking him on the butt with a rolled-up magazine featuring his picture on the cover.  Mr Trump denies not only the spanking but the very encounter, claiming it never happened.  To give a flavor of the proceedings, at one point counsel asked Ms Daniels: “Am I correct in that you hate President Trump?” to which she replied: “Yes.”  No ambiguity there and although not discussed in court, her attitude may not wholly be unrelated to Mr Trump’s rather ungracious description of her as “horse face”.  Really, President Trump should have been more respectful towards a three-time winner of F.A.M.E.'s (Fans of Adult Media and Entertainment) much coveted annual “Favorite Breasts” award.

Death of a Centaur (1912), oil on canvas by Arthur Lemon (1850–1912).  For Lemon, the Centaur was what would now be called his "spirit animal" and the work was painted when he was close to death. 

Born on the Isle of Mann, Arthur Lemon spent his childhood in Rome before moving to California to work as a cowboy; there he became a devotee of what he would call en plain air (by which he meant “an outdoor life”.  Later he would return to Europe to study art and for the rest of his life he would travel between Italy and England where regularly he staged exhibitions at London's Royal Academy; his work most associated with scenes of the Italian countryside and the daily lives of the rural peasantry.  Lemon's fine eye for painting a Centaur was a thing of practice.  He became close friends with English artist Henry Scott Tuke (1858–1929), noted for his prolific output of works in the Impressionist tradition focused on nude adolescent boys and during the 1880s the pair for a time lived Florence where they “spent time sketching male nudes in the Italian sunshine.”

The Wooing of Daphnis (exhibited 1881), oil on canvas by Arthur Lemon.

Daphnis possessed the youthful beauty of the kind idealized by Tuke and the many nymphs who so adored him.  A victim of that beauty, his life ended badly.  The artistic approach of Lemon and Tuke was interesting in that their nude youths often were shown in a contemporary setting and in that they differed from the many paintings and sculptures of Ancient Greek gods and mythological which, historically, enabled an exploration of the male nude without upsetting public decency; what Lemon and Tuke especially did was eroticise their young subjects.  From his time as a cowboy, Lemon was well acquainted with the physicality of the horse and knew from his studies that in Greek art Centaurs often were depicted as highly sexed figures; being not wholly human, Centaurs could be treated as creatures able to ignore the strict moral expectations of society and accordingly, formed their own community.  Lemon and Tuke in their own ways noted this and both took the Centaur as something of a model although while Lemon devoted much of his energy to painting horses, Tuke’s attention on the nude male youth was an obsession and today, among sections of the gay community, he’s a minor cult.

Leap

Leap (pronounced leep)

(1) To spring through the air from one point or position to another; to jump.

(2) Quickly or suddenly to move or act.

(3) To cause to leap.

(4) A spring, jump, or bound; a light, springing movement.

(5) The distance covered in a leap; distance jumped.

(6) A place leaped or to be leaped over or from.

(7) A sudden or abrupt transition.

(8) A sudden and decisive increase.

(8) In folk mythology, to copulate with or coverture of (a female beast) (archaic).

(9) In slang, to copulate with (a human) (archaic).

(10) A group of leopards.

(11) In figurative use, a significant move forward.

(12) In figurative use, a large step in reasoning (often one that is not justified by the facts, hence the sceptical phrase “a bit of a leap” & “quite a leap”).

(13) In mining (also used in geology), a fault.

(14) In aquatic management, a salmon ladder; a trap or snare for fish, historically constructed with fallen from twigs; a “weely”.

(15) In music, a passing from one note to another by an interval, especially by a long one, or by one including several other intermediate intervals.

(16) An intercalary measure, best-known as “leap year”, “leap second” et al.

(17) In pre-modern measures of weight, half a bushel.

Pre 900: From the Middle English lepen, from the Old English hlēapan, from the Proto-West Germanic hlaupan, from the Proto-Germanic hlaupaną (a doublet of lope, lowp, elope, gallop, galop, interlope and loop).  It was cognate with the German laufen (to run; to walk), the Old Norse hlaupa the Gothic hlaupan, the West Frisian ljeppe (to jump), the Dutch lopen (to run; to walk), the Danish løbe and the Norwegian Bokmål løpe, from the primitive Indo-European klewb- (to spring; stumble) (and may be compared with the Lithuanian šlùbti (to become lame) & klùbti (to stumble).  The verb forms are tangled things.  The third-person singular simple present tense is leaps, the present participle leaping, the simple past leaped or leapt (lept & lope the archaic forms) and the past participle is leaped or leapt or (lept & lopen the archaic forms).  That leapt and leaped remain in concurrent use is another of those annoy things in English which are hangovers from their ancient entrenchments in regional use and, as a general principle leapt tends to be is preferred educated British English while leaped is seen more frequently in North America (although leapt is in those places not uncommon, especially in areas with historical ties to England).  The transitive sense as in “pass over by leaping” was in use by the early fifteenth century and there are references to the children’s game “leap-frog” documented in the 1590s, and so obvious was the use of that figuratively it probably quickly was adopted but the first attested entry dates from 1704.  The familiar “to leap tall buildings in a single bound” comes from the Superman comics of the 1940s although in idiomatic use, “leaps” has been paired with “bounds” since at least since 1720.  Leap is a noun, verb & adjective, leaper & leapling are nouns and leaping and leapt & leaped are verbs; the noun plural is leaps.

The leap year is “a year containing 366 days” and use dates from late fourteenth century Middle English lepe gere, a genuine innovation because no equivalent term existed in the Old English. The origin is thought to come from the effect of fixed festival days, which normally advance one weekday per year, to “leap” ahead one day in the week.  The Medieval Latin was saltus lunae (omission of one day in the lunar calendar every 19 years), the Old English form being monan hlyp.  The adjustments happened in the calendars of many cultures, always with the purpose of ensuring the man-made devices for tracking dates (and therefore time) remained consistent with the sun; summer needed always to feel like summer and winter like winter.  Different methods of handling the intercalary were adopted and in England the bissextile was the device.  The noun & adjective bissextile (plural bissextiles) dates from the early 1580s and was from the Latin bisextilis annus (bissextile year), the construct being bisextus + -ilis, deconstructed as bis- (two; twice; doubled) + sextus (sixth) + dies (day) and was a reference to the Julian calendar's original reckoning of its quadrennial intercalary day as a 48-hour 24 February (subsequently distinguished as the two separate days of the sixth day before the March calends (sexto Kalendas Martii) and the “doubled sixth day”.  In modern use, 24 February is now understood as “five days before 1 March” but in Roman use it was called “the sixth” because the counting of dates was then inclusive.

The most physically demanding (and dangerous) part of Lindsay Lohan’s impressive leap into a Triumph TR4 in Irish Wish was undertaken by a body double (the young lady in this case deserving the “stunt-double” title).

Ready to leap: Lindsay Lohan with stunt double Aoife Bailey (b 1999).

Lindsay Lohan's Netflix movie Irish Wish (2024) was said by Irish reviewers to be "a mix of Leap Year meets Just My Luck meets Freaky Friday in which Lohan stars as quiet book editor Maddie Kelly, who embarks on a journey to find love by learning to love herself first."  Like Irish Wish, Leap Year (2010) was filmed in Ireland but unlike 2010, 2024 was a leap year.  IMCDB’s (Internet Movie Cars Database) comprehensive site confirmed the Triumph TR4 was registered in Ireland (ZV5660, VIN:STC65CT17130C) as running the 2.1 litre version (17130C) of the engine.  The Triumph 2.1 is sometimes listed as a 2.2 because, despite an actual displacement of 2138 cm³; in some places the math orthodoxy is ignored and a "round up" rule applied, something done usually in jurisdictions which use displacement-based taxation or registration regimes, the "rounding up" sometimes having the effect of "pushing" a vehicle into a category which attracts a higher rate.  Those buying a TR4 for use in competitions with a 2.0 litre limit could specify the smaller unit from the factory but being based on a tractor engine (!) and thus fitted with wet-cylinder liners, “sleeving” a 2.1 back to 2.0 wasn’t difficult.  The lack of the "IRS" (independent rear suspension) badge on the trunk (boot) lid indicates the use of the live rear axle and that detail was of no significance in the plot although, given the leap scene, a convertible of some sort would have been required.  Although on the road the IRS delivered a smoother ride, those using TR4s in competition usually preferred the live rear-axle because it made the car easier to steer “with the throttle”.

The replacement of the bissextile by the then novel 29 February every four years-odd appears such an obviously good idea it seems strange it took centuries universally to be adopted in England although the documents reveal the shift was certainly well in progress by the mid-fifteenth century and in an echo of later practices, the more curmudgeonly the institution, the slower the intrusion of the new ways, the Admiralty and houses of parliament ignoring 29 February until well into the 1500s.  It wasn’t until the Calendar (New Style) Act (1750) passed into law that 29 February received formal recognition in UK law.  The reform worked well from the start but in some jurisdictions, government lawyers took no chances and for the handful of souls born on a 29 February, their birth dates were deemed to be 28 February or 1 March for all legal purposes (eligibility for drivers licenses or pensions, age of consent etc).  One born on 29 February is a “leapling” and there are said to be a few as five million of these lonely souls on the whole planet.  In many countries hospitals and midwives note the frequency with which expectant mothers approaching March request staff do whatever is required to avoid them giving birth to a leapling, fearing the child will feel deprived by having fewer birthdays than their siblings of friends.  The math of the leap year is it is one (1) evenly divisible by 4, (2) except for years are evenly divisible by 100 except that (3) years evenly divisible by 400 are leap years.  So, 2000 was while 1900 was not; 2100 will not be a leap year, but 2400 will be.  However, because the rotation of the Earth is changing (and thus the length of days), as is its distance from the Sun, even a 29 February now and then is not enough to keep everything in sync.  So, there are also leap seconds, spliced in as needed and unlike 29 February, only those dealing with atomic clocks and such notice addition.

Leap is common in idiomatic use:  To do something in “leaps and bounds” suggests commendably quick progress.  A “leap in the dark” is to take some action while being uncertain of consequences and the related “leap of faith” is trusting in something that cannot be seen or proven so in a sense they’re two ways of saying much the same thing although “leap of faith” does also imply some trust in something or someone.  To have one’s heart “leap into one’s throat” is an allusion to the sensation felt sometimes in the throat when something scary happens.  To “leap for joy” is much the same as “jump for joy” and describes joyous happiness.  To “leap at” something is enthusiastically to take up an offer, avail one’s self of an opportunity etc.  When doing so, one might be said to “leap into action”.  To be cautioned to “look before you leap” is to suggest one should be sure of things before doing something; if one ignores the advice then it’s a “leap of faith” or a “leap into the dark”.  To “leapfrog” is to skip a step in some process, the connotation almost always positive.  To suggest someone “take a flying leap” is much the same as telling them to “go jump in the lake” or, as is now more common: “fuck off”.  The concept of the "quantum leap" was in 1913 introduced (as the "quantum jump") by Danish physicist Niels Bohr (1885–1962) in his "Bohr model" of the atom.  In the strange world of quantum mechanics it describes the discontinuous change of the state of an electron in an atom or molecule from one energy level to another and was adopted figuratively to refer to an "abrupt, extreme change".  In modern use, it has come to mean a large or transformative change, a use to which pedants sometimes object but this is how the English language works.  The “leap year bug” is jargon rather than a idiom and describes the growing number of instances of problems caused by computers (and related machines) for whatever reason not correctly handling the existence of leap years.  Most are caused by human error and some are not being rectified because the original error has been built upon to such an extent that it’s easier to handle the bugs as they occur.  If something is said to be “a bit of a leap” or “quite a leap” it means there's some scepticism about the relationship one thing and another (often cause & effect). 

Jaguar's Leaper

Left to right (top row): Buick, Packard & Pierce-Arrow; (centre row): Rolls-Royce, Bentley & Mercury; (bottom row): Duesenberg, Mercedes-Benz & Nash.

The radiator cap of course began as a mere functional device which could be unscrewed to allow coolant to be added but, inevitably, possibilities occurred to stylists (they weren’t yet “designers”) and soon the things were a small platform for miniature (though many were anything but small) works of art to covey an image to suit at least what was imagined to be the character of the vehicle on which they sat.  Although such embellishments are now remembered for their decorative qualities (and many in the art deco era during the inter-war were lovely creations), some genuinely were functional and “topping-up” the coolant was for decades a frequent part of the motoring experience so, however attractive they may have been, their use as a handle means they may be thought architectonic as well as artistic. The Jaguar Leaper had fangs and while that sounds ominous for pedestrians, some of the radiator cap & hood emblems looked more lethal still and even before the “safety movement” of the 1960s, there had been discussions about the dangers they posed.  For the safety of pedestrians, the few survivors now are spring-loaded or retract when the vehicle is in motion.

Leaper on 1960 Jaguar Mark 2 3.8.  Owners found the fitting handy when opening the hood.

“Leaper” really was the factory’s name for the lunging feline figure which for decades adorned the space atop or behind the grill on many Jaguars.  The story of the origin is murky and while there may be some myth-making in it, the most likely explanation seems to be that when late in 1934 newly appointed Ernest William "Bill" Rankin (1898-1966, Advertising Manager and Public Relations Officer, Jaguar Cars 1934-1966) settled (from a list of charismatic wild animals) on “Jaguar” as a name for a new “sporty” SS (then the company name) car and, part of the “brand identity” was to design an appropriate radiator cap ornament.  Rankin was acquainted with the draftsman & technical illustrator Gordon Crosby (1885–1943) who he knew to be an amateur sculptor and it was to him the commission was granted.  Crosby delivered a prototype cast in bronze and according to company mythology, Jaguar’s founder, Sir William Lyons (1901–1985) thought it looked like “a cat shot off a fence” but liked the concept so, lengthened and softened into something sleeker, the refined shape emerged as the “Leaper”, first fitted in 1938.  The tales do differ, some suggesting Sir William’s “cat shot off a fence” thoughts were prompted by the sight of an earlier, third–party ornament which inspired him to task Mr Rankin with finding a replacement and, in the absence of documentary proof, Jaguar fans can pick the story they prefer.

Leaper on 1950 Jaguar Mark V 3.5.  The Mark V (1948-1951) was the last Jaguar with the external radiator cap and thus the last time a Leaper was also a cap-handle.

The SS name came from the Swallow Sidecar Company which Lyons had in 1922 co-founded with William Walmsley (1892–1961), reorganized as “S.S. Cars” after 1934 when Walmsley withdrew and the adoption in 1935 of “Jaguar” as a model name was mere marketing and nothing to do with the by then unsavoury reputation of the German SS (Schutzstaffel (protection squad), which began in 1923 as a small security guard for Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945) but which evolved into a kind of parallel army for the Nazi Party and later into an armed formation almost a million-strong).  Even by 1945 when motor vehicle production resumed and the corporate name S.S. Cars formerly was changed to “Jaguar Cars Limited”, the rationale was the stronger brand identity of the latter rather than an aversion to anything associative with the Nazis.  Indeed, in 1957 Jaguar returned to SS as designation with the release of the XKSS, a road-going version of the Le Mans-winning D-Type race car.

An early Leaper (left) and the later "in flight" version (right) with the fully extended hind legs.

First fitted to production SS Jaguars in 1938, it became standard equipment on all until 1951 when the Mark V was discontinued.  As the last Jaguar to feature an external radiator cap, the assumption was that was the end of the Leaper and the strikingly modernist XK120 which created a sensation at the 1948 London Motor Show had only a radiator grill; the spirit of the age was that the ornaments were antiquated relics.  However, elsewhere in the industry, modernity and nostalgia managed peacefully to co-exist and while there was no revival of external radiator caps, the ornaments refused to die and from expensive Mercedes-Benz and Rolls-Royce to the most humble Austins and Chevrolets, the chromed constructions continued and sometimes grew, those not able to sit atop grills (many now with no “top” as such) re-imagined as hood (bonnet) ornaments.  So, in 1955 the Jaguar Leaper made a comeback on the new small saloon (the 2.4), the mascot using the subtle post-war re-working of the hind legs, made more outstretched to suggest the big cat in “mid-leap”, about to take its prey.

Rendered usually in fibreglass anodized with a shiny silver finish (although some, daringly, were gloss black), large leapers were often a feature of Jaguar dealerships (left).  Once decommissioned, they were sometimes sold and, applying dreadful and indefensible gender stereotyping, were a good gift for the garden (right) of the Jaguar-owning husband or boyfriend who "has everything". 

On the saloons, the design lasted 14 years and it was offered as an option on the XK150 (1957-1961) for while the XK120 (1948-1954) in 1948 had seemed streamlined modernity exemplified, the world had moved on and by 1957, although much improved and still stylish, the lines now seemed baroque rather than minimalist; the Leaper now fitted in well.  For the big Mark X saloon in 1961, paradoxically, a smaller Leaper was cast and this remained in use until the car (by then called 420G) was retired in 1970 so it was thus the last of the early Leapers, the XJ unadorned upon its debut in 1968 with the last of the legacy saloons (240, 340 (1967-1969 and both renamed and often de-contented versions of the Mark 2 (1959-1967)), S-Type (1963-1968) & 420 (1966-1968) produced in 1969.  The aftermarket though remained buoyant with many XJs and XJSs fitted with Leapers by owners who liked the look or dealers who thought they would.  It does seem they were fitted at the plant to many of the New Zealand-assembled XJs and the factory may have been in two minds about it: the hoods of all XJs (1968-1992) included on the underside skin- panel marks indicating where the holes should be drilled.  Not until the X300 XJ in 1994 would they again be factory-fitted to some models (in “pedestrian friendly” spring-loaded form) and this continued until 2005.

1958 Jaguar XK150 DHC (drop head coupé, left) and 1967 420G (right).

When in 1957 the Leaper appeared as an option on the XK150, Jaguar used the standard part fitted to the saloons but for the Mark X in 1961, a smaller version was cast, despite the car (stylistically something of a preview of the “fuselage” Chryslers of 1969) being the widest then produced in the UK (and it would remain so until 1992 when the company released the XJ220).  So, although the Leaper genuinely was smaller, the compression of relativities exaggerated the effect.  Jaguar took the opposite approach to Mercedes-Benz, the Germans creating a larger cartouche (the three-pointed star inscribed within a circle which sat atop the grill) for use on the big 600 Grosser (1963-1981).  What that did was maintain the relative dimensions familiar from the symbol’s use on smaller models.

Leaper on a US market 1999 Jaguar Vanden Plas (X308) which in the US market were fitted with the fluted grill used otherwise only on the Daimler variants.  The solid-timber picnic tables (a feature adored by the English middle class) were much admired.

The US market Vanden Plas models were the only Jaguars on which the Leaper was used in conjunction with the fluted grill fitted to the home market and RoW (rest of the world) Daimlers.  Because it was Mercedes-Benz and not Jaguar which after 1966 held the US rights to the Daimler brand, Daimlers since then sold in the US were badged as Jaguar Vanden Plas although they were otherwise identical to Daimlers including the fluted fittings.  The supercharged Daimler Vanden Plas was the most exclusive of the X308s and was noted for details such as the rear picnic tables being crafted from solid burl walnut timber rather than the veneer over plastic used on cheaper models.

1970 S2 Jaguar E-Type (top) from the "R2" run of 1000-odd (almost all of which were registered as 1971 models) with the Leaper badges on the flanks (left-side p/n BD35865 (left); right side p/n BD35866 (right)).  A Growler appeared in the front centre-bar (right).

The Series 2 E-Type (1968-1971) was marred by the clutter of bigger bumpers, protuberant headlight assemblies, badges and side-marker lights and so much did they detract from lovely, sleek lines of the Series 1 cars (1961-1967), bolting a luggage rack to the boot (trunk) lid probably seemed no longer the disfigurement it would once have been.  The disfigurement had begun with the transitional E-Types (the so-called 1.25 & 1.5 cars built in 1967) and indicate what would have been necessary to ensure post-1973 MGBs & MG Midgets conformed with the US headlight height stipulation.  It could have been done on the MGB but the shape of the Midget made the modification impossible (at least within aesthetic acceptability) but BL (British Leyland) took the cheaper route (always their preferred option) and raised the suspension height, compromising handling and lending the things a slight cartoonish quality but by then power had been so reduced by emission controls the view probably was handling prowess was no longer so important.  Remarkably, demand for both the by the antiquated MGB and Midget remained strong until sales finally ended in 1980.  The left-hand (left) and right-hand (right) fender badges, being directional, were different part numbers (BD35865 & BD35866 respectively) and those used on E-Types were silver on black whereas the variants used on the XJs were gold on black, some of which depicted the leaping feline at a slight slope, both matters of note for those wishing to restore cars to the challenging “factory original” standard.

1976 Jaguar XJC 4.2.

This XJC is one of many in the wild which, at some point, was fitted with a Leaper but it’s a shame whoever made the addition didn't at the same time remove the unfortunate vinyl roof.  Like the headlight covers sometimes added to the later (S1.25 & 1.5) S1 E-Types, removing an XJC's vinyl roof is one of the rare exceptions Jaguar's usually uncompromising originality police not only tolerate but encourage.  The Leaper badges on the flanks (behind the front wheel arch) were factory-fitted on the Series 1 (1968-1973) & Series 2 (1973-1979) XJs but whether on the XJ or E-Type were just disfiguring clutter and having them in silver & gold and with the feline sometimes at a different angle seems a minor but needless complication to the production process.

Still under the control of the doomed British Leyland, Jaguar lacked the resources fully to develop the XJC (1975-1998) and although it was displayed to much acclaim in 1973, not for another two seasons would it appear in showrooms, the programme starved of capital because greater priority was afforded to the XJ-S (1975-1996 and from 1991 officially “XJS”, a change most of the world informally had long adopted) which was thought a product with greater potential in the vital US market.  The XJC thus debuted with problems including (1) flawed sealing of the side windows which resulted in intrusive wind-noise, (2) a tendency of the doors to droop because, although longer and thus heavier than those of the four-door saloons, the same hinges were used and (3) the pillarless (ie a two-door hardtop) construction induced a slight flexing in the roof’s metal and while not a structural issue, because regulators had (quite sensibly) had lead removed from paint, the paint on the roof was prone to crazing.  The solutions (the development of exotic paint additives or re-designing the roof with heavier-gauge metal) would have been expensive and time-consuming so, in the British Leyland tradition, the Q&D (quick & dirty) approach was preferred and a vinyl roof was glued on but modern paints mean the ugly vinyl can now be removed so the roof’s lovely lines can be admired.

Jaguar’s cancelled Growler (left) and the new (EV-friendly) Leaper.  According to the MBAs, the message the Leaper conveys is: “Always leaping forward, it is a representation of excellence and hallmark of the brand.”

The companion bad to the Leaper was the “Growler” which featured the head of a Jaguar, mid-growl.  There were over the years many version of the Growler and it appeared variously on trunk-lids, grills, steering wheel bosses and such.  Because as a fitting it was never rendered in a way likely to cause injury to pedestrians, it might have been supposed it wouldn’t be vulnerable to cancellation but it transpired the Growler poses a significant moral hazard, presumably on the basis that while the somehow sensuously feminine Leaper is acceptable, the Growler embodies toxic masculinity.  Whether Jaguar’s MBAs discovered this from focus groups or divined it from their own moral superiority hasn’t be revealed but in 2024 the company announced the Growler would not re-appear when the new range was launched in 2025.  Given the public response to the DEI (diversity, equity & inclusion) themed preview of the company's EV (electric vehicle) re-brand, the presence or not of the Growler may not be of great significance but a new expression of the Leaper, (with something of a stylistic debt to the IBM logo), would be included so there’s that.

1985 Jaguar XJ-SC with after-market large Leaper.  Because of regulations, US the market XJ-S used quad circular headlights rather than the twin oval units otherwise fitted and while many don't like them, the "four eyes" look was closer to Jaguar's traditions.

Leapers have been fitted to some XJ-S and XJSs where they really don’t belong, the factory never installing one.  If it’s done, the least-worse approach is to use the small Leaper from the Mark X/420G and remove the Growler badge (if fitted) while the WCS (worst case scenario) is to leave Growler in place and add a large Leaper which really is too much clutter; with pre-modern Jaguars, less usually is more.  Still, for those who insist, reproductions of the classic 4¾ inch (120 mm) feline predator are available and those manufactured by German Jaguar tuner Jochen Arden comply with the EU’s rigorous safety regulations in that maximum pedestrian impact protection is afforded by the design integrating both lateral and horizontal rotation of the assembly.  The part is supplied as a kit which includes adapter plates to suit a number of otherwise leaperless jags and, being German-made, there is of course a “lifetime corrosion warranty”, the small print limited to (1) rusty Leapers purchased after November 2011, (2) not damaged and (3) validity restricted to the original purchaser and presentation of the original invoice.

1988 Jaguar XJ-S V12 Convertible by Hess & Eisenhardt (left) and 1989 Jaguar XJ-S V12 Convertible (right).  Note the bulkier soft-top used by the factory, necessitated by retention of the coupé's fuel tank.  The after-market, anodized plastic fittings on the wheel arches are, on an XJ-S, as undesirable as a Leaper.

When introduced in 1975, the XJ-S was available only as a coupé, the prevailing feeling in industry it was only a matter of time until US regulators outlawed convertibles.  For a number of reasons, the ban was never imposed and by the 1980s toes were again being dipped in the topless market, Jaguar in 1982 releasing the XJ-SC which featured a targa-like structure somewhere between that used on the Triumph Stag (1970-1977) and the various landaulets with “fold-back” roofs.  It was thus not a true “convertible” and sales were disappointing, demand limited further by the thing being purely a two-seater, the rear compartment re-configured as a generously-sized storage apace.  The dealer-feedback (notably from the US) however indicated there would be demand for a convertible XJ-S, something confirmed by US specialists Hess & Eisenhardt selling some 2000 of the conversions fabricated between 1986-1988.  Accordingly, in 1988 the factory released an XJ-S convertible and although also a two-seater, it proved a great success.  Interestingly, the factory’s design almost replicated the approach earlier taken by Jochem Arden with most of the coupe’s components retained.  This did necessitate the soft-top not folding especially low, unlike the Hess & Eisenhardt cars although to achieve that, modifications were made to the fuel tank and among some that proved controversial.

1968 Mercury Cougar GT-E 428 in Augusta Green Poly (left) and 1968 Mercury Cougar GT-E 427 in Grecian Gold (right).  Other than the Jaguaresque iconography, about the only thing European about the Cougar was the use of the French spelling of “litre”.  Ford in 1966-1967 also used a “7 Litre” badge, for a model which was fitted variously with the 427 & 428 cubic inch (7.0 litre) FE V8s.  The interchangeable badges were probably not a cost-saving measure but may have been to avoid the complaints Shelby American received as a consequence of fitting both the 427 and the less robust 428 to AC Shelby Cobras universally badged as “427”.

1968 Mercury Cougar GT-E 427 in Grecian Gold (left side badge).

Ford's Mercury division also had a stylized feline, introduced in 1967 when the Cougar debuted.  Unlike Jaguar's symbol, the cougar wasn't leaping but was caught more in mid-prowl although Mercury's marketing department would probably have liked people to have thought of it like that; the Cougar was that sort of car.  Although in colloquial use, cougars are often referred to as “big cats”, in zoological taxonomy, felinologists restrict the “big cat” classification to the genus Panthera (lions, tigers, leopards, snow leopards & jaguars) and one defining feature of the Panthera cats is their ability to roar, made possible by a specific adaptation in the larynx and hyoid bone.  Lacking the anatomical feature, like cheetahs, cougars are not able to roar.  Often known as the mountain lion, puma, or Puma concolor, despite their size, the cougar is more closely related to smaller cats so it’s properly a “large” cat rather than a “big cat”.