Nipple

Nipple (pronounced nip-uhl)

(1) In anatomy, the small, conical projection near the center of the areola of each mammary gland (breast); also called mamilla, papilla or teat.  In females, the nipple contains the outlets of the milk ducts.

(2) Something resembling (often in scaled-up form) a female’s nipple, as the mouthpiece of a nursing bottle or pacifier (in some places an informal word for a pacifier).

(3) Any device resembling a nipple in shape or function.

(4) A mechanical device through which liquids or gases can be passed in a regulated manner; as grease nipple a small drilled bush, usually screwed into a bearing (or other component needing periodic replenishment of a greasing agent) through which grease is introduced.

(5) In plumbing & gas-fitting, a short piece of pipe with threads on each end, used for joining valves.

(6) Any small physical protrusion on an automotive, a machine part or any other part that fits into a groove on another part (now rare).

(7) In computer (hardware) slang, the pointing device in the centre of the keyboard of certain laptops, partially fulfilling the functionality of a mouse, trackball or track-pad (although some (male) users insist it is called “the clit”).

(8) In pre-modern ballistics, a perforated segment that fits into part of the breech of a muzzle-loading gun, on which the percussion cap is fixed.

(9) In the design of bicycles, an internally threaded piece which holds a bicycle spoke in place on the rim.

(10) To fit (a baby's bottle etc) with a nipple (archaic).

(11) To give one's nipple to (a baby) to allow breastfeeding (archaic).

1520–1530: From the Middle English nipple, from the earlier neble, nibble, nible & nepil (all of which may be derived from nib & neb (tip; point).  The Old English nypel (elephant’s trunk) was formed analogously as “a protuberance from one's neb”.  The late twelfth century pap & pappe (nipple of a woman's breast) was first attested in Northern and Midlands writing, probably from a Scandinavian source (there’s no record in the Old Norse but there was the dialectal Swedish pappe), from the primitive Indo-European imitative root pap- (to swell), the source also of the Latin papilla (nipple) which may have influenced the English papula (a swelling, pimple) and the Lithuanian papas (nipple).  The spellings neple, nypil, nyppell, neapel, neaple, neble and all obsolete.  Nipple is a noun & verb, nippling is a verb and nippleless & nippled are adjectives; the noun plural is nipples.

One extinct verb which, perhaps surprisingly, wasn’t revived even after it became apparent trends of use on the internet suggested it might be helpful, was expapillate (bare the breasts to the nipples), identified by the outstandingly good Online Etymology Dictionary as an entry in an early English "dictionary", published in eleven editions between 1623 and the 1650s.  The book was neither a prescriptive or descriptive work encompassing the whole language but was described as “An Interpreter of Hard English Words”, an approach others later took including Wilfred Funk (1883–1965) in his Word Origins and Their Romantic Stories (1950), the idea being to focus on the less known or more obscure.  The construct of expapillate was ex- + papillate.  The ex- prefix was from the Middle English, from words borrowed from the Middle French, from the Latin ex (out of, from), from the primitive Indo-European eǵ- & eǵs- (out).  It was cognate with the Ancient Greek ἐξ (ex) (out of, from), the Transalpine Gaulish ex- (out), the Old Irish ess- (out), the Old Church Slavonic изъ (izŭ) (out) & the Russian из (iz) (from, out of).  The “x” in “ex-“, sometimes is elided before certain constants, reduced to e- (eg ejaculate).  The Latin papillate was the vocative masculine singular of papillātus (having nipples or buds; shaped like a nipple or bud) and was used in English as a transitive verb (to cover with papillae) and intransitive verb (to take the form of a papilla, or of papillae).

In 1974, The British Medical Journal (BMJ) used the term "guitar nipple" to describe "the irritation to the breast that can occur from the pressure of the guitar against the body."  That was indicative of the trend in the English-speaking world for newly-identified (and sometimes novel) conditions to be constructed with English elements, rather than the Latin historically used.  In the same spirit, two years later a contributor to the JAMA (Journal of the American Medical Association) was more imaginative still, coining "hot pants syndrome" when documenting cases in which a burn to the skin had been induced by a patient carrying a battery-powered transistor radio in the pocket of their trousers.  There was also in 1978 the New England Journal of Medicine's (NEJM) "disco digit" which referred to "a sore or infected finger caused by too much finger snapping while dancing."    

Jaguar tool kit supplied with 1966 E-Type (XKE, 1961-1974).  The grease gun (left) was used to force grease into various components through grease nipples.  This was a regular part of automobile maintenance until recent decades and is still a feature of the servicing schedules of heavy vehicles and machinery.

Until the 1970s, it was common for cars to need periodic “greasing” of certain components, a process which involved attaching a “grease gun” to a “grease nipple” which permanently was mounted on the relevant part; manually, the gun (usually a type of plunger) was used to force grease through the nipple.  This was undertaken either by owners, chauffeurs or mechanics at service stations who routinely would perform an “oil and grease” which included (all or some of): changing the engine, gearbox & differential oil, replacing the filter(s) and greasing all required grease points.  On more expensive vehicles, “one-shot lubrication” systems (known also as CLS (centralized lubrication systems) & ALS (automated lubrication systems)) were introduced during the 1920s, the technology adapted from the hardware used in aviation.  Although some attempts were made to create wholly automated systems, the most widely used were those which incorporated a foot pump for the driver to press at specified intervals; this action forced grease from a central reservoir to the required points.  Being a sealed system, this meant that nowhere in the system were grease nipples required (although some often still were included in components which demanded less frequent attention or were of a design which made their inclusion in the CLS plumbing too difficult.  ALS systems remain common in many places including heavy machinery, ships and the industrial plant used in factories, power plants etc.

The standard grease nipple used on the Jaguar E-Type (XKE) (left) and a diagram with a legend listing the E-Type's oil, brake fluid, transmission fluid and grease nipple locations.  The grease nipples are indicated by the obelus (†).  In automobiles, by the 1970s the need for multiple grease points or one-shot lubrication had begun to be eliminated (although some older designs maintained the legacy for decades) as advances in metallurgy and lubrication technology permitted the development of sealed, maintenance-free components which are “packed with grease" and thus “lubricated for life”.  However, for heavy-duty machines such as trucks and earth-moving equipment operating in adverse conditions, there are often still components demanding regular greasing and thus grease nipples are still a thing.

Also a thing is the “nipple orgasm”, at least for those for whom a nipple is a “hardwired erogenous zone” responsive to stimulation; that's a sub-set of the population and there are probably no reliable estimates of the prevalence.  Although in humans orgasms are typically thought an ejaculative, vaginal or clitoral phenomenon, sexologists list more than a dozen types, varying in instance or intensity based on the individual, the circumstances and sensitivity to stimulation.  When warming to the topic, these specialists will also discuss the details of “energetic orgasms” (which can, without physical touch, be triggered by meditation or fantasy) and “sleep orgasms”, said to have been experienced by an “estimated” 37% of women and 83% of men.  Quite how those numbers were obtained isn’t clear but helpfully, in 2011, New Jersey-based neuroscientist, psychotherapist & sex therapist Dr Nan Wise (b 1967) undertook a study to reveal how nipple stimulation affects the brain.  What Dr Wise wanted to build on was the existing understanding “…the clitoris, vagina and cervix are mapped on the genital sensory cortex”, something which sits between the brain’s two hemispheres and which she labels “hedonistic pleasure zone” or, more illustratively “the crotch of the brain”.

What Dr Wise did was have the study’s subjects stimulated with various mental fantasies while in an MRI (magnetic resonance imaging) machine, allowing her team to observe how distinct parts of the brain responded to various experiences.  The results were generally in line with expectations except that nipple stimulation proved an outlier.  While her hypothesis had been there would have been activity in the brain region associated with chest sensation (the theory being nipple orgasms might occur because stimulation of the organ releases oxytocin, a hormone that can cause uterine contractions, potentially leading to vaginal orgasm), instead it was found nipple stimulation activated the genital sensory cortex itself, leading Dr Wise to conclude: “The nipples are a hardwired erogenous zone, like the genitals, when nipples are stimulated, the brain gets activated, and regions processing the sensation communicate with those responsible for pleasure.”  This tied in with one of the accepted dictums in neuroscience: “neurons that fire together wire together” and the study’s findings do seem to suggest it is plausible there exists a neural pathway between the nipples and the genitals.  Sexologists however caution individual responses will vary and techniques which produce pleasing results for one will induce no response in others.  So, YMMV (your mileage many vary) and the sexologists recommend experimentation.

The SKIMS Nipple Bra

Wearing it well: Kim Kardashian in SKIMS "nipple bra"

The admirable (and much admired) Kim Kardashian (b 1980) in October 2023 announced the latest addition to her SKIMS product line: a bra with “built in” nipples, designed to be prominent enough obviously to protrude through clothing.  Said to offer the “ultimate shock factor” (although after the shocks of the last decade-odd, some of which those associated with Kardashian clan have instigated, that may be hyperbolic) the viewer response suggested many weren’t certain whether product was real or a gimmick designed to attract publicity.  It certainly attracted publicity but turned out to be real (with SKIMS part number).  Even if the concept wasn't as “innovative” as claimed, the promotional approach in the video certainly was, the spin being that if women can don a bra to emulate one of the more pleasing consequences of cold weather, the psychological effect might be they’ll be less inclined to turn on (or up) the air-conditioner, thus reducing energy use, thereby lowering carbon emissions, meaning a lesser contribution to the concentration of atmospheric CO₂ (and other greenhouse gasses) which causes accelerated climate change including higher temperatures.  That seems to be drawing a long bow but doubtlessly somewhere there will be published research which can be spun to support (or at least not disprove) each of the steps in the internal Kardashian logic.  It was certainly an example of the way commerce is attempting to monetize concerns about climate change.  

As Ms Kardashian put it: “The earth’s temperature is getting hotter and hotter. Sea levels are rising. The ice sheets are shrinking. I’m no scientist, but I believe everyone can do their skillset to do their part.  That’s why I’m introducing a brand-new bra with a built-in nipple so matter how hot it is, you’ll always look cold.  Some days are hard but these nipples are harder. And unlike the icebergs, these aren’t going anywhere.”  The bra was said to be available in six colors with a stated “10% of sales” (the exact math of that calculation not disclosed) to be a “one off donation” to 1% for the Planet (a multi-national collective of businesses pledged to gifting at least 1% of their annual revenue to “environmental causes”).  So it sounded like a real product with a real part-number (not then listed) but there were those who thought the release date being Halloween (October 31) might suggest it might not be wholly serious.  Even had it not been real, it would have been a good case-study for students of such things learning the craft of the promotional video clip, the only opportunity missed being Ms Kardashian should first have appeared in a scientist's white lab coat, peeling it off as she spoke the words "I'm no scientist".  The part-number's later appearance in the catalogue verified the availability.   

The 1970s: Rudi's sheer bra (left & right) and the original Nipple Bra.

It’s not a new idea.  In the early 1970s, several manufacturers advertised a line of bras with cups in a sheer fabric which offered coverage and support (within a limited mass range) but clung to the nipples' definition, the most celebrated being those of Austrian-born Rudolf "Rudi" Gernreich (1922–1985), remembered as the "designer" of the "monokini" (ie a bikini supplied without the top part).  This approach was for those who wanted to display the profile of their own nipples.  The "Nipple Bra" offered enhanced engineering was the ancestor of the SKIMS bra in that rather than using, as Herr Gernreich did, the human body's "built-in" nipples, it provided some.  The pitch all those decades ago was aimed at those who wanted to look “provocative” and in 1975 to achieve that the “Nipple Bra” cost US$20 (US$114.42 adjusted for 2023) so Ms Kardashian setting her price at US$120.00 seems not unreasonable.  The somewhat obtuse contribution to averting climate change aside, reaction to the product included the observation the bra will provide permanently “perfectly aligned nipples”, something not always achieved by the real things because, like most body parts, between left and right, there’s often some variation in size, shape, direction or distance from the ground.  Like many aspects of structural engineering, “perfect alignment” is achieved often with slight adjustments to variables like strap length.

Rudi not required: Lindsay Lohan displays perfect alignment, Venice Beach, Los Angeles, California, 2011.

In the United States, patent law exists to protect inventions, processes, and methods rather than abstract ideas and the general criteria (interpreted with some latitude) for eligibility is that an invention should be novel, non-obvious, and useful.  What does qualify is the implementation or embodiment of an idea in a tangible form so while a mere thought or concept can't be patented, a specific application or embodiment of that idea can be and this includes a new product, process, machine, or composition of matter.  Within all that, patents can be granted to cover improvements made to existing inventions.  Whether SKIMS have applied for or been granted a patent isn't clear but several for products in this vein have been granted over the last 50-odd years.  On 24 August 1976 Mr Jakob E. Schmidt of Charlestown, Indiana was granted U.S. patent #3976083 (Brassiere Having Simulated Nipples) as well as #4241737 & #4127128 covering “Brassiere Having Simulated Nipples and Attachable-Detachable Nipple Simulators”.

Conceptual drawing supplied with application for patent #3976083 (Brassiere Having Simulated Nipples), granted 24 August 1976.  The patent expired 24 August 1993.

The abstract filed with the application for #3976083 included: A brassiere is disclosed having cups which are provided with a nipple-like protuberance simulating the bulge of a natural nipple. The nipple-like bulge or protuberance may be a built-in component of the brassiere, usually situated under the fabric of the cup; a component which is permanently attached to the external surface of the brassiere cop; or an individual structure which may be attached to or detached from the brassiere cup as will, by means of several linkage and attachment mechanisms.  Simulated nipples for a brassiere would offer an acceptable compromise for ladies who do not wish to go without a brassiere and a welcome release from the subconscious effects of the suppression brought on by wearing brassieres of the types variously available, which obliterate the nipple.  That’s informative but Ms Kardashian might have phrased things in a more "Tik-Tok friendly" way. 

A nipple patch (left), the nipple patch writ large to function as a special-purpose bra (centre) and the advertising concept (right) which could be used by the manufacturers of either the "nipple bra" or the "nipple patch".  All that would be required is transposing the photographs, depending on whether the object was to display or conceal.

However, while one niche market will like the idea of being “so provocative”, there are others who find the sight of their own nipples “too provocative” and for this niche, there are ranges of products which offer coverage and concealment, smoothing away any suggestion of a nipple with patches which can be worn under bras with cups of even the most sheer fabric.  Self-adhesive (using a skin-friendly temporary glue), they can also be used without a bra and the same technology has been adapted to larger-scale units which actually function as a bra.  Marketed as being ideal to be used when wearing “backless” dresses or tops, they’re also said to be easier to use than the “fashion tape” (better known in the industry as “booby tape” or “tit tape”), especially if being self-applied.  Helpfully, if one changes one’s mind after having smoothed away the nipples, stick-on nipples are available in a range of styles and colors.

Piece from Miguel Castro Freitas’s “Stardust Aphrodite” collection for Mugler, Paris Fashion Week, October. 2025.

Miguel Castro Freitas’s (b 1980) first collection for Mugler was called “Stardust Aphrodite” and the designer described the pieces as “a trilogy of glorified clichés”, the three elements being (1) oversize and bulky, with big fluffy fabrics or shoulder pads, (2) severely tailored with extreme hourglass figures or (3) lightweight, sheer dresses; critics detected some overlap in the use of the motifs.  Although there were a number of nods to Mugler’s historic use of materials in bulk for dramatic effect, the collection otherwise tended to the “less”, one eye catching piece a gown with sparkly silver stars, its straps hung from bare-breasted nipple piercings.  To re-assure those whose toes had curled, critics noted that one was made from “a very lightweight fabric”.  The technique had be seen before, a “nipple grown” the best-remembered thing from the catwalk from one of Mugler’s shows in 1998 and this year’s model was an acknowledged homage but apart from that, it certainly was on-theme, Victoria’s Secret unlikely to see much business generated from those taken with Stardust Aphrodite.

A fragment from Fashion Feed’s take on Paris Fashion Week, 2025.

Of course the point of the catwalk is it makes it possible to see a garment in motion, interacting with the body.  That can be transformative: an outfit that on a hanger or mannequin seemed bland or lifeless can, when worn by a strutting model, come alive although equally, one which seemed admirable when static might reveal flaws of design or in construction once on the move.  Had the already infamous “nipple-piercing gown” been assessed purely on the technical criteria usually applied it would have been judged a success because the suspended sparkly chiffon flowed and swished as the designer knew it would but that achievement wasn’t much commented upon because the usual factions quickly were posting, the l'art pour l'art (art for art's sake) crowd calling the piece “an artistic vision” and dismissing criticism as the unwanted intrusion of a resurgent “purity culture” while those who disapproved called it “inappropriate” and yet another example of the way women’s bodies are exploited for the benefit of the “male gaze”.

One perhaps daring observation was that despite “many of the biggest names in women’s fashion being gay men… their designs often over-sexualise women instead of empowering them.”  Quite how much of the collective energy of gay men over the years been devoted to empowering women isn't known but Indian fashion commentator Pranjal Jain (b 2001) seemed to speak for her faction by adding that having a model parade “…a topless dress down the runway” and presenting it homage to the original of a quarter-century earlier was absurd because in the particular social & political context of the late 1990s such a dress could be understood as something “sensuous and provocative” but in 2025, “…what the fuck was the topless dress doing next to structured blazers and mini dresses?  I can tell you, the dress was a social media stunt engineered for virality.  Yet again, a man using a woman’s body for shock value.”  “Here”, she concluded, “is a perfect example of how fashion is political and historical, because context matters.”  As it has been for centuries, the critical deconstruction of frocks remains a serious matter.

Chappell Roan on the red carpet, Grammy Awards, Crypto.com Arena, Los Angeles, California, February 2026.  The rich auburn hair worked well with the hues of the gown and body art.

Even if Mugler’s “Stardust Aphrodite” didn’t at once migrate from the Paris catwalk to high street stores, the house didn’t abandon the motif and in February 2026, singer Chappell Roan (stage name of Kayleigh Rose Amstutz, b 1998) wore another of Mugler's interpretations (this time a burgundy gown) for the walk down the red carpet at the 68^th Annual Grammy Awards.  Predictably the event’s most publicized outfit, men everywhere doubtless were intrigued at the possibilities but the immediate reaction of women, regardless of their views of the aesthetic, may have been an involuntary curling of the toes as they imagined donning the gown.  That phenomenon is known as “mirror-touch synesthesia” which describes the experience when, upon observing another individual being touched or injured, a corresponding tactile or pain sensation is elicited in the anatomically matching location in the observer’s own body.  It’s very common but is a spectrum condition, most experiencing it as momentary sensation but in rare cases there have been patients for whom the effects have been long-lasting.  Technically, it’s triggered by a (usually temporary) reduction in the “self–other distinction” at the neural processing level, the causes thought to include (1) an heightened cross-activation between the visual and somatosensory cortices and (2) hyperactive or atypical functioning of the brain’s mirror neuron system.  There seems to be evidence an individual’s susceptibility to mirror-touch synesthesia is more significant in frequency of occurrence than the perception of the extent of the sensation (eg severity of an injury) witnessed.

Mirror-touch synesthesia is quite specific in its “virtual emulation” and differs from the vicarious responses (typically, a flinching when seeing someone suffer an injury) in being usually qualitatively stronger and manifested by a location-specific somatic sensation; it may run in parallel with emotional empathy (which happens typically without the literal bodily sensation) but is a separate phenomenon.  There are of course exceptions and the traditional (probably culturally obligatory) reaction of cricketers seeing a batsman struck “in the groin region” by a ball (delivered sometimes at 90 mph (145 km/h) or more) is one of mirth rather than empathy.

Drawing the lens: Chappell Roan photographed in front of the backdrop.

It would however seem the toes of mirror-touch synesthetes may uncurl because in the many photographs and video clips circulated, Ms Roan appeared not at all discomforted and the physics of that would have been determined by (1) the use of faux nipple piercings, (2) the lightweight fabric and (3) the gathering at the waist, ensuring each nipple had to bear the weight only of a few square inches of material.  No doubt pleased (if not surprised) by the interest generated, Ms Roan insisted it was not “that outrageous of an outfit”, adding “the look’s actually so awesome and weird” before concluding “I recommend just exercising your free will; it’s really fun and silly.”  The look was complimented with temporary body art, an extensive lace panel spread over her bare back with a pony on the chest, both credited to artist Jenny Collins of Puppy Puppy Playtime; the gold choker and earrings were by Buccellati.  Perhaps disappointing some, the outfit made only a one-off appearance on the red carpet, Ms Roan changing into something warmer when serving as an award-presenter.

Skims Ultimate Pierced Nipple Push-up Bra.

Of course, for such gowns to work (and that really is the correct expression), it relies on the wearer's nipples having appropriate fittings and these can be real (as body-piercings) or faux (attached with an adhesive or clamping device, the latter on the model of “clip-on” earrings).  However, what the use of light-weight fabrics should make possible is the material's attachment directly to the nipples with either a transparent surgical-grade glue or strategically placed double-sided tape ("boob-tape" or "tit-tape" in the jargon) but some of the effect would be lost because of the extent of the surface area of skin such adhesives would require.  More to the point, were it not done with genuine fittings (piercings or clamed-on), some of the “edginess” would be lost and it was this vibe Skims picked up on in the promotional video for “The Ultimate Pierced Nipple Push-up Bra”.  The tag line was: “Our sexiest bra gets even hotter with a faux nipple piercing design so you can get the ‘Ooo’ without the ouch!” and there’s no reason why, for certain events (if not the street), a Mugleresque gown couldn’t be hung from the bra’s fittings.  Done well, it could look good although Ms Jain likely would remain unimpressed.

Skims promotional video: “The Ultimate Pierced Nipple Push-up Bra”. 

Penthouse

Penthouse (pronounced pent-hous)

(1) An apartment or dwelling on the roof of a building, usually set back from the outer walls.

(2) Any specially designed apartment on an upper floor, especially the top floor, of a building.

(3) A structure on a roof for housing elevator machinery, a water tank etc.

(4) Any roof-like shelter or overhanging part.

(5) In real tennis, a corridor having a slanted roof and projecting from three walls of the court.

(6) As mechanical penthouse, a floor, usually directly under a flat-roof, used to house mechanical plant & equipment.

(7) A special-interest magazine, aimed at a mostly male audience and published in several editions by a variety of owners between 1965-2023.

1520–1530: Despite the appearance penthouse is not a portmanteau (pent + house) word.  Penthouse is an alteration (by folk etymology) of the Middle English pentis, pentiz & pendize (and other spellings), from the Old French apentiz & apentis (appendage, attached building), the construct being apent (past participle of apendre (to hang against)) + -iz (the French -is ) from the unattested Vulgar Latin –ātīcium (noun use of neuter of the unattested –ātīcius, the construct being the Latin -āt(us) (past participle suffix) + -īcius (the adjectival suffix)).  Old French picked up apentis from the Medieval Latin appendicium (from the Classical Latin appendo (to hang) & appendere (to hang from).  A less common alternative variant to describe a shed with a sloping roof projecting from a wall or the side of a building was pentice.  Penthouse is a noun & verb, penthousing is a verb and penthoused & penthouslike are adjective; the noun plural is penthouses.  The adjectives penthouseish & penthousesque are non-standard.

Penthouse magazine, December 1993.

First published in 1965, Penthouse magazine was one of many ventures (in many fields) which proved unwilling or unable to adapt to the changes wrought by the internet and the atomization of the delivery of content; its last print edition (after a few stuttering years) appeared in 2023 although there must remain some perception of value in the name because of the decades-long prominence of the title and it's not impossible there will be a revival, even if it's unlikely to re-appear in the glossy magazine format of old.  In Australia, for students of the print industry the comparison between the “men’s magazines” Penthouse and Playboy (first published in 1953, on-line since 2020 and a print “annual edition” appeared in 2025) was something like that between the “women’s magazines” Cosmopolitan (since 1965 in its current niche) and Cleo (1972-2016) in that the two pairings were superficially similar but different in emphasis.  Not too much should be made of that because although identifiably there were “Cosmo women” & “Cleo women” (presumably with some overlap at the margins), between Penthouse and Playboy there were probably more similarities than variations.  Structuralists explained the difference between the two genres: “men’s magazines” were bought by men so they could look at pictures of women not wearing clothes while “women’s magazines” were bought by women so they could look at pictures of women wearing clothes.

View from the penthouse in which Lindsay Lohan lived in 2014, W Residences, Manhattan, New York City.

When the lovely Ms Schiffer appeared on the cover of the December 1993 edition of Penthouse, the editors may not have been aware of the beast which was coming to consume them but it was in April 1993 CERN (in 1953 the Conseil Européen pour la Recherche Nucléaire (European Council for Nuclear Research) but the following year re-named Organisation européenne pour la recherche nucléaire (European Organization for Nuclear Research) with the acronym retained because it was both more mnemonic and pronounceable than OERN) released into the public domain details of technology which would allow the free development of applications using the www (world wide web) which ran atop the internet, making indexed content more easily accessible and distributable.  When in April 1993 the NCSA (National Center for Supercomputing Applications) released version 1.0 of its Mosaic web browser, it triggered a social and industrial revolution which (variously on TikTok, X (formerly known as Twitter), FoxNews and such) continues to unfold.  Mosaic wasn’t the first web browser but it was the first to gain a critical mass and the applications which superseded it claimed many victims including Penthouse magazine.

Iso, the Grifo and the Penthouse

1965 Iso Grifo Bizzarini A3/C, Le Mans, 1965.

One of the most admired of the trans-Atlantic hybrids of the post-war years (1945-1973) which combined elegant coachwork, (hopefully) high standards of craftsmanship and the effortless, low-cost power of large-displacement American V8 engines, the Iso Grifo was produced between 1965-1974 by the Italian manufacturer Iso Autoveicoli.  Styled by Bertone’s Giorgetto Giugiaro (b 1938) with engineering handled by the gifted Giotto Bizzarrini (1926-2023), the Grifo initially used a 327 cubic inch (5.3 litre) version of the small-block Chevrolet V8, coupled with the equally ubiquitous Borg-Warner (four & five speed) manual gearbox or robust General Motors (GM) Turbo-Hydramatic automatics.  Later, after some had been built with the big-block Chevrolet V8, GM began to insist on being paid up-front for hardware so Iso negotiated with the more accommodating Ford Motor Company (FoMoCo) and switched to 351 cubic inch (5.8 litre) versions of their 335 (Cleveland) engine.

1955 Iso Isetta.

Iso was already familiar with the mechanical configuration, production of their Rivolta coupe, equipped also with the Chevrolet 327, having begun in 1962.  The Rivolta, let alone the Grifo was quite a change of direction for Iso which until then had produced a variety of appliances, scooters & moto-cycles, it’s most famous product the Isetta, one of the generation of “bubble cars” which played such a part in putting Europeans back on (three or four) wheels during the re-construction of the early post-war years.  Surprisingly, despite the prominence of the Isetta name and the Italian association, barely a thousand were actually manufactured by Iso, the overwhelming majority produced in many countries by BMW and others to which a license was granted.  The bubble cars were a product of the economic circumstances of post-war Europe and the ones produced in England even used the single rear wheel which had been abandoned by Iso because of the inherent instability; UK taxation laws made three-wheelers significantly cheaper and only a motor-cycle license was required to drive one.  Powered by tiny two and four-stroke engines, their popularity waned as “real” cars such as the Fiat 500 (1955-1975) and later the BMC (British Motor Corporation) Mini (1959-2000) emerged; although costing little more than the bubble cars, they offered more space, performance and practicality.  By the early 1960s, the bubble cars were almost extinct but, as a tiny specialized niche, they never completely vanished and the Isetta is enjoying a twenty-first century revival as model urban transportation, including the option of (Greta Thunberg (b 2003) approved) electric propulsion.  Once dismissed as dated and even absurd, their bug-eyed look is now thought to have "retro-charm".

1968 Iso Rivolta.

The Rivolta was thus quite a jump up-market and, while the engine wasn't the bespoke thoroughbred found in a Ferrari or Aston-Martin, the rest of the specification justified the high price.  Unlike some of the British interpretations using American V8s, Iso insisted on modernity, the platform probably the best of the era with a body welded to a pressed-steel chassis, a combination which proved both light and stiff.  Just as importantly, given the high rate of corporate failure among those attracted to this potentially lucrative market, it was cost-effective to manufacture, reliable and easy to service.  Probably the feature which let it rank with the most accomplished of the era was the sophisticated de Dion rear suspension which, combined with four wheel disc brakes, lent it a rare competence (surprising some Maserati and Ferrari drivers, their cars with rear suspension designs dating from the horse & buggy era).  The de Dion design was not an independent arrangement but certainly behaved as if it was and, despite what Mercedes-Benz claimed of their beloved swing-axles, was superior to many of the independent setups on offer.  A noted benefit of the de Dion system is it ensures the rear wheels remain always parallel, quite an important feature in an axle which has to transmit to the road the high torque output of a big V8, a lesson Swiss constructor Peter Monteverdi (1934–1998) applied later in the decade when he went into production using even bigger engines.  Iso, with a solid base in accounting and production-line economics, ran an efficient and profitable operation not beset by the recurrent financial crises which afflicted so many and the elegant Rivolta was a success, remaining available until 1970.  Some eight hundred were sold.

1967 Iso Grifo Series One.

The Rivolta’s platform proved adaptable.  In 1965, Iso released the Grifo coupé which was more overtly oriented to outright performance and strictly a two-seater.  With lovely lines and a modified version of the Rivolta’s fine chassis, the Grifo was another product of the fertile imaginations of Giugiaro & Bizzarrini but, in something not untypical in Italian industry of the time, the relationship between the latter and Iso’s founder Renzo Rivolta (1908–1966) soon became strained and was sundered.  Bizzarrini would go on to do remarkable things and Iso’s engineers assumed complete control of the Grifo after the first few dozen had been completed.  Bizzarrini had pursued a twin-stream development, a competition version called the A3/C with a lower, lightweight aluminum body as well as the road-going A3/L and when he decamped, he took with him the A3/C, to be released also under his name while Iso devoted its attentions to the A3/L, again using engine-transmission combinations borrowed from the Chevrolet Corvette.

1964 Iso Grifo A3/L Spider prototype by Bertone.

The Grifo weighed a relatively svelte 1430 kg (3153 lbs) in what must have been a reasonably slippery shape because the reports at the time confirmed some 240 km/h (150 mph) was easily attained, an increase on that managed by the C2 Corvette (1962-1967 and which turned out to be not aerodynamically efficient as it looked) and, when configured with the taller gearing the factory offered, the factory claimed 260 km/h (162 mph), was possible.  A test in the UK in 1966 almost matched that with a verified 161 mph (259 km/h) recorded and two years later, the US publication Car & Driver 1968 tested a 327 Grifo but didn't to a top-speed run, instead estimating 157 mph (253 km/h) should be possible given enough road.  There were surprisingly few variations, fewer than two-dozen made with a targa-style removable roof panel and a single, achingly lovely roadster was displayed on Bertone's stand at the 1964 Geneva Motor Show; it remained a one-off although a couple of coupés privately have been converted.  What made the Bertone prototype special however was it was a companion to the original A3/L prototype coupé with which it shared a number of distinctive features including (1) a side exhaust rakishly snaking through the passenger side of the cowl and under the rocker panel trim with its an almost matte finish, (2) frontal styling with the then fashionable “twin-nostril” fascia and (3) angled vents in the rear fenders.  Although visually similar to the series production Grifos, almost every line on the pair of A3/L prototypes was in some subtle way different.

The one-off Iso Grifo Spider on Bertone's stand, 1964 Geneva Salon, 1964 (left) and as discovered in Rudi Klein's famous shed, Los Angeles, 2024 (right). 

Although well-known in the collector community for its large stocks of rusty and wrecked Porsches, Mercedes-Benz and other notable vehicles from the post-war years, the Californian “junkyard” belonging to Rudi Klein (1936-2001) attracted world-wide interest when details were published of the gems which had for decades been secreted in the site's large and secure shed.  Mr Klein was a German butcher who in the late 1950s emigrated to the US to work at his trade but quickly discovered a more enjoyable and lucrative living could be had dealing in damaged or wrecked European cars, sometimes selling the whole vehicles and sometimes the parts (“parting out” in junkyard parlance).  His Porsche Foreign Auto business had operated for some time before he received a C&D (cease & desist) letter from the German manufacturer’s US attorneys, the result being the name change in 1967 to Porche (sic) Foreign Auto.  Unlike many collectors, Mr Klein amassed his collection unobtrusively and, astonishingly to many, apparently with little interest in turning a profit on the rarest, despite some of them coming to be worth millions.  After Mr Klein died in 2001, his two sons preserved the collection untouched until, in October 2024,the auction house Sotheby’s began a series of rolling sales, one to go under the hammer the one-off Grifo spider.  At some point there was an accident which damaged the nose so a standard Grifo facia was installed and in this form Mr Klein ran it for a while as a road car before parking it in the shed among its illustrious companions.  Remarkably original except for the nose, it sold for US$1,875,000 and the expectation is it will be fully restored (including a fabricated replica of the original nose) before appearing on the show circuit.  In the decades to come, it will likely spend its time in collections with the occasional outings to auction houses.

1970 Iso Grifo Targa (left) Series Two and 1971 Iso Grifo Can-Am (454) Targa.  Only four Series II Can-Ams were built with the targa roof.

The bodywork was revised in 1970, subsequent cars listed as Series Two models.  The revisions included detail changes to the interior, improvements to the increasingly popular air-conditioning system and some alterations to the body structure, the hydraulics and electrical system, some necessitated by new regulatory requirements in Europe but required mostly in an attempt to remain compliant with the more onerous US legislation.  The most obvious change was to the nose, the headlamps now partially concealed by flaps which raised automatically when the lights were activated.  Presumably the smoother nose delivered improved aerodynamics but the factory made no specific claims, either about performance or the drag co-efficient (CD) number.

1972 Iso Lele & 1972 Iso Fidia.

In 1972, an unexpected change in the power-train was announced.  After almost a decade exclusively using Chevrolet engines, Iso issued a press release confirming that henceforth, the Series Two Grifo would be powered by Ford’s Boss 351 cubic inch (5.8 litre) 335 series (Cleveland) V8.  In the state of tune (close to that fellow Italian specialist De Tomaso were using in their mid-engined Pantera) chosen, the Ford engine was similar in size, weight to the small-block Chevrolet and delivered similar power and torque characteristics so the driving experience differed little although there were 22 high-performance Leles using a tuned 351, all with a ZF five-speed manual gearbox.  The other improvement in performance was presumably Iso’s balance sheet.  The switch had been made because internal policy changes at GM meant they were now insisting on being paid up-front for their product whereas Ford was still prepared to mail an invoice with a payment term.  The change extended to the other models in the range, the Lele coupé and Fidia saloon and while the Chevrolet/Ford split in the Lele was 125/157, the circumstances of the time meant that of the 192 Fidias made, only 35 were fitted with the 351.

1969 Iso Grifo 7 Litre (427).

One of the trends which made machines of the 1960s so memorable was a tendency never to do in moderation what could be done in excess.  In 1968, Iso announced the Grifo 7 Litre, built following the example of the US manufacturers who had with little more than a pencil and the back of an envelope worked out the economics of simple seven litre engines were more compelling than adding expensive components like overhead camshafts and fuel-injection to five litre engines; in the US, gas (petrol) was then relatively cheap and and assumed by most to be limitless.  Gas wasn’t as cheap in Italy or the rest of Europe but Iso’s target market for the Grifo was those who either could afford the running costs or (increasingly) paid their bills with OPM (other people’s money) so in those circles fuel consumption wasn’t something often considered or much discussed.  The new version used a 427 cubic inch (7.0 litre) version of the big-block Chevrolet V8, bigger and heavier than the 327 so the driving characteristics of the nose-heavy machine were changed but contemporary reports praised the competence of the chassis, the de Dion rear-end notably superior in behavior compared with the Corvette’s independent rear suspension although some did note it took skill (which meant often using some restraint) effectively to use the prodigious power.  Tellingly, the most receptive market for the Grifos, small and big-block, was the  FRG (Bundesrepublik Deutschland (Federal Republic of Germany; the old West Germany) 1949-1990) with its network of highways without the tiresome speed limits elsewhere imposed and (even in Italy), often enforced.  The Autobahn really was the Grifo's native environment.

1971 Iso Grifo Can Am (454).

Faster it certainly was although the factory’s claim of a top speed of 186 mph (a convenient 300 km/h) did seem optimistic to anyone with a slide-rule and there appears not to be any record of anyone verifying the number although one published test did claim to have seen well over 255 km/h (150 mph) with the Grifo still "strongly accelerating" before “running out of road”.  It had by then become a genuine problem.  Gone were the happy times when testers still did their work on public roads; increased traffic volumes by the late 1960s meant the often deserted stretches of highway (in 1956 an English journalist had taken a Mercedes-Benz 300SLR Coupé to 183 mph (294 km/h) on the autobahn) were now rare but whatever the terminal velocity, nobody seemed to suggest the 7 litre Grifo lacked power.  In 1970, after Iso’s stock of the by-then out-of-production triple carburetor 427 were exhausted, the big-block car was re-named Can-Am and equipped instead with a 454 cubic inch (7.5 litre) version, the name an allusion to the unlimited displacement Group 7 sports car racing series run in North America in which the big-block Chevrolets were long the dominant engine.

Despite the increased displacement, power actually dropped a little because the 454 was detuned a little to meet the then still modest anti-emission regulations.  Officially, the 454 was rated at 395 HP (gross horsepower) but the numbers in that era were often at best indicative: The Boss 429 Mustang was said to produce 375 HP whereas the 500 cubic inch (8.2 litre) V8 in the FWD! (front-wheel-drive) Cadillac Eldorado was rated at 400; a comparison of their performance belies the numbers and the difference is not all accounted for by the Eldorado's weight and power-sapping accessories.  As early as the the mid-1960s Detroit had begun understating the output of many of their high-performance engines and as politicians and insurance companies (for their own reasons) became interested, the trend continued.    

1971 Iso Grifo Can Am (454).

Unlike the 427 which breathed through three two barrel carburetors, the 454 was equipped with less intricate induction, a single four barrel and while with output (officially) dropping from 435 to 395 HP, performance was s little blunted although it's probable few owners often went fast enough to tell the difference.  What didn’t change between the 7 Litre and the Can Am was its most distinctive feature, the modification to the hood (bonnet) made to ensure the additional height of the 427's induction system could be accommodated.  The raised central section, the factory dubbed "the penthouse".

Penthouse on 1969 Iso Grifo 7 Litre (427).

Not everyone admired the stark simplicity, supposing, not unreasonably, Giugiaro might have done something more in sympathy with its surroundings.  Critics more stern would have preferred a curvaceous scoop, blister or bulge and thought the penthouse amateurish, an angular discordance bolted unhappily atop Giugiaro’s flowing lines  but for those brought up in the tradition of brutalist functionalism, it seemed an admirable tribute to what lay beneath.  The days of the big-block Grifo were however numbered.  In 1972, with Chevrolet no longer willing to extent credit and Ford’s big-block (429 & 460) engines re-tuned as low-emission (for the time) units suitable for pickup trucks and luxury cars, the Can-Am was retired.  So the small-block 351 Grifo became the sole model in the range but it too fell victim to changing times, production lasting not long beyond the first oil shock (triggered by the OAPEC (Organization of Arab Petroleum Exporting Countries) on 17 October 1973 imposing an embargo on crude oil exports to certain countries) which made gas suddenly not only much more expensive but sometimes also scarce and the whole ecosystem of the thirsty trans-Atlantic hybrids became threatened; in little more than a year, Iso was one of the many dinosaurs driven extinct.  Decades later, the survivors of the 414 sold are highly desirable; fine examples of the small-block Grifos attract over US$500,000, the few dozen penthouse have sold for close to a million and the rare early A3/Cs for even more.

From the lost, tactile days of buttons and toggle switches: 1966 Iso Grifo, one of 31 built in RHD (right hand drive).

Not fans of brutalist functionalism were the Lancia-loving types at Road & Track (R&T) magazine in the US.  Late in 1974, R&T published their 1975 buyer’s guide for imported and domestically-built smaller cars (R&T neither approving of nor understanding why anyone would wish to buy a big American car) and surprisingly, there were reviews of the Grifo, Lele and Fidia although the last of these sold in the US some two years earlier had been titled as 1973 models, the company having never sought to certification to continue sales although, given nothing had been done to modify them to meet the new safety regulations, that would likely have been pointless unless the strategy was to seek a "low volume" exemption, something improbable by 1975.

A tale of two penthouses: Paradoxically, as installed in the Grifo the induction system of the big-block Chevrolet V8 sat a little lower than that of the small-block Ford (a not unusual anomaly in the small-block vs big-block world) so the Ford-engined Grifos (right) used a taller penthouse than those fitted with the Chevrolet unit.     

The distributors had however indicated to the press all three would return to the US market in 1975, supplying publicity photographs which included a Series II "penthouse" Grifo.  A further complication was that during 1974, Ford had discontinued in the US production of the high-performance 351 (the "Cleveland" 335 series which was exiled to Australia) V8 so it wasn't clear what power-train would have been used.  Others had the same problem, De Tomaso (which withdrew from the US market in 1974) switching to use tuned versions of the Australian-built 351s but for Iso, the whole issue became irrelevant as the factory was closed late in 1974.  R&T's last thoughts on the penthouse appeared in the buyer's guide: "However, the clean lines of the original Grifo have been spoiled by that terrible looking outgrowth on the hood used for air cleaner clearance.  For US$28,500 (around US$155,000 in 2025 US$ although direct translation of value is difficult to calculate because of the influence of exchange rates and other variables), a better solution to this problem should have been found."