Acronym

Acronym (pronounced ak-ruh-nim)

In linguistics, a word formed from the initial letters or groups of letters of words in a set phrase or series of words and pronounced as a separate word (and thus distinguished from an initialism in which the letters are pronounced separately; there are hybrids which combine both methods).

1943: The construct was acr- + -onym.  It was borrowed from the German Akronym, constructed from the Ancient Greek ἄκρον (ákron) (end, peak) + ὄνυμα (ónuma) (name), deconstructed as acr(o)- (high; beginning) +‎ -onym (name) and on the model of the German nouns Homonym & Synonym, first attested in German in the early 1900s and in English in 1940 (although the linguistic practice predated this by at least several decades).  The nouns acronymophilia (an abnormal liking or tendency for the use of acronyms), acronymania (the enthusiastic creation and use of acronyms) and acronymophobia (morbid fear or dread of acronyms) are deployed (usually) in humor.  Those exhibiting symptoms of acronymophilia or acronymania (beyond being a mere acronymist) are likely suffering from acronymitis.  Acronym is a noun & verb, acronymed is a verb, acronymic & acronymous are adjectives and acronymically is an adverb; the noun plural is acronyms.

The acronym is a one of a number of subsets in what are known as “curtailed words”.  Quite when the first acronym was used isn’t known but the habits of people do suggest it’s likely something ancient and there are folk etymologies which offer acronymic expansions for common words including “fuck” “posh” & “shit” but they’re all undocumented and the earliest known use in English was a form of the Arabic أبجد (ʔabjad), the term for the traditional ordering of the Arabic script (from the first four letters: أ (ʔ), ب (b), ج (j), د (d)).  It was the twentieth century in which the acronym multiplied, earlier antipodean contributions including ANZAC (Australian and New Zealand Army Corps) and QANTAS (Queensland and Northern Territory Aerial Services) which soon became the word Qantas, an unusual example in English of a “q” not being followed by a “u”.  Such words do appear in English language texts but they tend to be foreign borrowings including (1) qat (or khat) (a plant native to East Africa and the Arabian Peninsula, often chewed for its stimulant effects, (2) qi (a term from Chinese philosophy referring to life force or energy), qibla (the direction Muslims face when praying, towards the Kaaba in Mecca and (4) qiviut (the soft under-wool of the musk-ox, valued when making warm clothing).

Other acronyms followed ANZAC but it was the upsurge in military activity during World War II (1939-1945) which saw the creation of literally thousands, some to endure, some to be rendered obsolete by circumstances or changes in technology and some genuine one-offs such as PLUTO (Pipeline under the ocean and originally P.L.U.T.O.).  PLUTO really should have been PLUTC because the many lines ran on the floor of the English Channel between England & France as a way of pumping fuel to the beachhead established by the D-Day landings (6 Jun 1944) but PLUTC obviously had little appeal so PLUTO it was.  While a clever idea, problems with the couplings meant the volumes achieved never came close to reaching what was theoretically possible.  The terms acronym, abbreviation and initialism are often used interchangeably, but they have distinct meanings:

Acronym: (a general term for a shortened form of a word or phrase): An acronym is a type of abbreviation where the initial letters of a phrase are taken to form a new word (or one which duplicates an existing word and, not uncommonly, an earlier acronym) which is pronounced as one would a single word (although in commercial use, the pronunciation can be non-standard).  Examples of well known acronyms include “NASA” (National Aeronautics and Space Administration), “Laser” (Light Amplification by Stimulated Emission of Radiation) and “UNESCO” (United Nations Educational, Scientific and Cultural Organization”.

Abbreviation (a general term for a shortened form of a word or phrase): An abbreviation is a shortened form of a word or phrase used to represent the full version.  Abbreviations can include acronyms and initialisms, but they can also be simple clippings, truncations or contractions and common examples include “Dr” (Doctor), “Prof” (Professor) and “Thu” (Thursday).

Initialism (An abbreviation where each letter is pronounced separately): An initialism is specific type of abbreviation formed from the first letters of a phrase, but unlike acronyms, each letter is pronounced separately.  Well-known initialisms include “CIA” (Central Intelligence Agency), “UAE” (United Arab Emirates) and “WHO” (World Health Organization).

Leslie Nielsen (1926-2010) ) in one of his muddles as President Harris, addressing the General Assembly (GA) of the United Nations (UN), treating an initialism as an acronym, Scary Movie 4 (2006).

The WHO is an example of the way in which the oral use of acronyms, abbreviations & initialisms evolves by way of practice and habit rather than defined rules or convention.  Obviously, in speech, once could speak of “the who” but it’s never done, the name always expressed in full which is most among the notoriously lazy speakers of the English language who tend usually to prefer the shortest form.  Perhaps it’s felt there could be some ambiguity using the word “who” for such a purpose although that seems a thin argument and it may be there was a sense “the who” might be thought flippant although initialisms are common replacements for formal terms; HMG (his (or her) Majesty’s government) is a standard in Whitehall and Westminster while JPII & JP2 routinely appeared in Vatican documents to refer to John Paul II (1920–2005; pope 1978-2005).  Sometimes, the reason dictating the choice between spelling out the letters or forming a word is obvious:  The Bougainville Revolutionary Army was an armed secessionist movement formed in 1988 by some inhabitants of Bougainville Island who sought independence from Papua New Guinea (commonly referred to as PNG) and the group was always spoken of as the initialism the “bee-ah-eh” rather than the “Bra”, the latter definitely inappropriate.  By contrast, the armed Basque separatist organization Euskadi Ta Askatasuna (“Basque Homeland and Liberty” or “Basque Country and Freedom; active 1959-2018) was always used as an acronym (pronounced et-ah rather than ey-tuh).

The BRA and the bra, not to be confused: Francis Ona (b circa 1953–2005; Bougainville secessionist leader) with fighters from the BRA (Bougainville Revolutionary Army) (left) and Lindsay Lohan in demi-cup bra, Terry Richardson (b 1965) photo-shoot for Love Magazine, 2012.  Of the military formation, BRA is an acronym while as a abbreviation, under ISO 3166-1, it's the alpha-3 country code for Brazil.  Bra is also an abbreviation which has become an English noun; it was a clipping of brassiere, from the French brassière (in the sense it was used of a camisole-like garment).  The French brassière was a singular form which is why in English one buys "a bra" rather than the "pair of bras" one would expect on the model of "pair of spectacles", pair of gloves" etc.

Sometimes though there is inventiveness.  In 1964 the Ford Motor Company released a version of their 427 cubic inch (7.0 litre) FE V8 which featured a then novel (for Detroit) single overhead camshaft.  In industry parlance such a configuration was a “SOHC” but there was no accepted way to pronounce that a stand-alone word so the slang became “cammer” but others saw the possibility in Sohc and decided it was the “sock” so it was both an initialism and an acronym.  Acronyms can also be confused with something else.  In July 1968, John Gorton (1911-2002; Australian prime-minister 1968-1971), conducting a press conference in Djakarta (now Jakarta), was asked a question about “…general SEATO attitudes…” (SEATO was the South East Asian Treaty Organisation, a regional security arrangement (which included the UK & USA); it was created in 1954 but had become moribund years before its dissolution in 1977) to which he replied “Who’s this General Seato?”  The tale is not believed apocryphal.

There is no universal convention (an certainly no “rule”) about whether acronyms are written in upper case (NATO; UNESCO), lower case (radar, scuba) or camel case (a combination of both) (ChiPs) and the best advice is probably to follow to practice of the manufacturer, institution etc or follow one’s preferred style guide.  Quite how these practices evolve varies with the acronym, the most significant influence apparently the subjective sense of how anacronymic they’re perceived to have become and there’s also some evidence of regionalism; historically the US style guides tended to recommend all upper case for pronounced acronyms of four or fewer letters (NATO) while in the UK there was a preference to use the conventions of standard English (Nato) but the such is the US influence on the language that the upper case form is becoming more dominant.  Acronyms formed from beginning syllables are sometimes written in camel case (EpiPen) which appals some but in many cases they’re registered trademarks and that dictates what is correct; in the IT industry the mix of upper & lower case in all sorts of words has for decades been prevalent and such is the apparent randomness that the mix can’t be predicted.  Often “minor” words (“of”; “the”; “and” et al) are represented in lower case but this is not universal so “Out of Order” might appear either as “OOO” of “OoO”.  One thing which does seem to thankfully (mostly) to have vanished is the full stop (period) between letters; U.S.A. demanding a pointless additional three keystrokes.

Cammer

Cammer (pronounced kham-ah)

(1) A content-provider who uses a webcam to distribute imagery on some basis (applied especially to attractive young females associated with the early use of webcams).

(2) Slang for an engine produced in small numbers by Ford (US) in the mid-late 1960s.

(3) A general term for any camera operator (now less common because the use in the context of webcam feeds prevailed.

1964: A diminutive of single overhead cam(shaft).  Cam was from the sixteenth century Middle English cam, from the Dutch kam (cog of a wheel (originally, comb)) and was cognate with the English comb, the form preserved in modern Dutch compounds such as kamrad & kamwiel (cog wheel).  The association with webcams began in the mid-1990s, cam in that context a contraction of camera.  The Latin camera (chamber or bedchamber) was from the Ancient Greek καμάρα (kamára) (anything with an arched cover, a covered carriage or boat, a vaulted room or chamber, a vault) of uncertain origin; a doublet of chamber.  Dating from 1708, it was from the Latin that Italian gained camera and Spanish camara, all ultimately from the Ancient Greek kamára and the Old Church Slavonic komora, the Lithuanian kamara and the Old Irish camra all are borrowings from Latin.  Cammer was first used in 1964 as oral shorthand for Ford’s 427 SHOC (single overhead camshaft) V8 engine, the alternative slang form being the phonetic “sock” and it became so associated with the one item that “cammer” has never been applied to other overhead camshaft engines.  The first web-cam (although technically it pre-dated the web) feed dates from 1991 and the first to achieve critical mass (ie “went viral”) was from 1996.  Cammer is a noun; the noun plural is cammers. 

Lindsay Lohan on webcam in Get a Clue (2002) a Disney Channel original movie.

The word came be used for photographic devices as a clipping of the New Latin camera obscura (dark chamber) a black box with a lens that could project images of external objects), contrasted with the (circa 1750) camera lucida (light chamber), which used prisms to produce an image on paper beneath; it was used to generate an image of a distant object.  Camera was thus (circa 1840) adopted in nineteenth century photography because early cameras used a pinhole and a dark room.  The word was extended to filming devices from 1928. Camera-shy (not wishing to be photographed) dates from 1890, the first camera-man (one who operates a camera) recorded in 1908.  The first webcam feed (pre-dating the public availability of the worldwideweb (www) which permitted feeds to the wild), dates from 1991.  

jennicam.org (1996-2003)

xcoffee cam-feed of Trojan Room coffee pot, University of Cambridge, 1991-2001.

It wasn’t the internet’s first webcam feed, that seems to have been one in started in 1991 (before the worldwideweb was available to the public) aimed at a coffee machine in a fourth floor office at the University of Cambridge's Computer Science Department, created by scientists based in a lab the floor below so they would know whether to bother walking up a flight of stairs for a cup, but in 1996, nineteen year-old Jennifer Ringley (b 1976), from a webcam in her university dorm room, broadcast herself live to the whole world, 24/7.  With jennicam.org, she effectively invented "lifecasting" and while the early feed was of grainy, still, monochrome images (updated every fifteen seconds) which, considered from the twenty-first century, sounds not interesting and hardly viral, it was one of the first internet sensations, attracting a regular following of four-million which peaked at almost twice that.  According to internet lore, it more than once crashed the web, seven million being a high proportion of the web users at the time and the routing infrastructure then wasn't as robust as it would become.  Tellingly, Ms Ringley majored in economics which explains the enticingly suggestive title "jennicam" whereas the nerds at Cambridge could think of nothing more catchy than "xcoffee".  

Jenni and pussy.

Although there were more publicized moments, jennicam.org was mostly a slideshow of the mundane: Jennifer studying at her desk, doing the laundry or brushing her teeth but it hinted at the realisation of earlier predictions, Andy Warhol's (1928–1987) fifteen minutes of fame and Marshall McLuhan's (1911-1980) global village.  While not exactly pre-dating reality television, jennicam.org was years before the genre became popular and was closer to real than the packaged products became.

The 1964 Ford 427 SOHC (the Cammer)

1964 426 HEMI in Plymouth race-car.

There was cheating aplenty in 1960s NASCAR (National Association for Stock Car Auto Racing) racing but little so blatant as Chrysler in 1964 fielding their 426 HEMI, a pure racing engine, in what was supposed to be a series for mass-produced vehicles.  Whatever the legal position, it was hardly in the spirit of gentlemanly competition though in fairness to Chrysler, they didn't start it, NASCAR for years something of a parallel universe.  In 1957, the Automobile Manufacturers Association (AMA) had announced a ban on auto-racing and the public positions of General Motors (GM), Ford and Chrysler supported the stand, leaving the sport to dealer and privateers although, factory support of these operations was hardly a secret.  NASCAR liked things this way believing the popularity of their “stock cars” relied on the vehicles raced being close to (ie "in stock") what was available for purchase by the general public.  Additionally, they wished to maintain the sport as affordable even for low budget teams and the easy way to do this was restricting the hardware to mass-produced, freely available parts, thereby leveling the playing field.  The façade was maintained until the summer of 1962 when Ford announced it was going to "go racing".  Market research had identified the competitive advantage to be gained from motorsport in an era when, uniquely, the demographic bulge of the baby-boomers, unprecedented prosperity and cheap gas (petrol) would coalesce, Ford understanding that in the decade ahead, a historically huge catchment of 17-25 year old males with high disposable incomes were there to be sold stuff and they’d likely be attracted to fast cars.  Thus began Ford's "Total Performance" era which would see successful participation in just about everything from rally tracks to Formula One, including four memorable victories at the Le Mans twenty-four hour classic.

1963 Chevrolet 427 "Mystery Motor".

The market leader, the more conservative GM, said they would "continue to abide by the spirit of the AMA ban" and, despite the scepticism of some, it seems they meant it because their racing development was halted though not without a parting shot, Chevrolet in 1963 providing their preferred team a 427 cubic inch (7 litre) engine that came to be known as the "mystery motor".  It stunned all with its pace but, being prematurely delivered, lacked reliability and, after a few races, having proved something, GM departed, saving NASCAR the bother of the inevitable squabble over eligibility.

1961 Ford Galaxie Starliner (left) & 1962 Galaxie with “distinguished hardtop styling” (aka “boxtop”, right).

Ford stayed and cheated, though not yet with engines.  The aerodynamic qualities the 1960-1961 Galaxie Starliner possessed by virtue of its gently sloping rear roof-line generated both speed and stability on the NASCAR ovals; that made it a successful race-car but in the showrooms, after some early enthusiasm, sales dropped so it was replaced in 1962 with an implementation of the “formal” style which had been so well-received when used on the Thunderbird.  As the marketing department predicted (or, more correctly, worked out from the results of their focus-group sessions), what they called “distinguished hardtop styling” proved more commercially palatable but while customers may have been seduced, the physics of fluid dynamics didn’t change and the “buffeting” induced at speeds above 140 mph (225 km/h) limited performance, adversely affected straight-line stability (especially when in close proximity to other cars) and increased fuel consumption.  What the distinguished hardtop styling had done was make the Galaxie less competitive on the circuits, the loss of up to 3 mph (5 km/h) in top speed the difference being winning and losing; Ford’s NASCAR teams dubbed the look the “boxtop”, boxes not noted for their fine aerodynamic properties and years later, Chrysler too would discover just how significant at high speed is the slope of the rear glass.

Beware of imitations: Images from Ford's 1962 Galaxie Starlift "brochure" which didn't fool NASCAR.  

Quickly to regain the lost aerodynamic advantage, Ford fabricated a handful of detachable fibreglass hard-tops which could be “bolted on”, essentially transforming a Galaxie convertible back into something as slippery (and even a little lighter) as the previous Starliner.  Having no intention of incurring the expense of designing and engineering them to an acceptable consumer standard (which they knew few anyway would buy) Ford simply gave the hand-made plastic roof the name “Starlift”, allocated a part-number and even mocked-up a brochure for NASCAR to read.  Although on paper it appeared a FADC (factory-authorized dealer accessory) like any other (floor-mats, mud flaps et al), an inspection of the device revealed it was obviously phoney, the rear passenger glass on each side not fitting the sloping C-pillar, demanding the use of a pair of tacked-on plastic fillers to close the gap and it was obvious the thing wasn’t close to being waterproof.  NASCAR outlawed the scam.  However, because five Starlift-equipped Galaxie convertibles had qualified for a postponed event at Atlanta before the ban, they were permitted to run in the re-scheduled event and on the only occasion it was raced in NASCAR competition it won, the 100% win-record ranking it among the sport’s most successful models.

The 483 cid Galaxie Starlift at speed, Bonneville, October 1962. 

Banned from the circuits though it was, Ford did manage to give the Starlift one final fling.  In October 1962, one fitted with an “experimental” version of the FE V8 with a displacement of 483 cubic inches (7.9 litres) was taken to Bonneville where it was used to set a slew of international speed records, clocked at 182.19 mph (293.21 km/h) and averaging 163.91 mph (263.79 km/h) over 500 miles (804.67 km).  Noting the big numbers, NASCAR took the opportunity to impose a 7 litre (usually expressed as 427 cid) displacement limit, one rule that was easy to enforce.

Galaxies with "sports hardtop" roofline, Firecracker 400, Daytona International Speedway, July, 1963.

Hobbled by the distinguished hardtop styling, Ford managed to win only another four races in a season dominated by Pontiac but the engineers solved the problem in early 1963 with the “sports hardtop” roofline which pleased both the pubic buying cars and the teams racing them.  Remarkably, the revision to the roofline, in conjunction with increasing engine displacement from 406 cubic inches (6.6 litres) to 427 (strictly speaking it was 426 (7.0)) created one of the era’s more improbably successful race cars which enjoyed great success in saloon car events in England, Europe, South Africa, Australia & New Zealand until the lighter and more nimble Mustang became available.

1964 427 SOHC (Cammer).  Note the famously long timing chain.

Ford, which while enjoying great success in 1963 had actually adhered to the engine rules, responded to Chrysler’s 426 HEMI (which had dominated the 1964 season) within a remarkable ninety days with a derivation of their 427 FE which replaced the pushrod activated valves with two single overhead camshafts (SOHC), permitting higher engine speeds and more efficient combustion, thereby gaining perhaps a hundred horsepower.  The engine, officially called the 427 SOHC, was nicknamed the Cammer (although some, noting the acronym, called it the "sock").  The problem for NASCAR was that neither the 426 HEMI nor the 427 Cammer was in a car which could be bought from a showroom.

1964 Chrysler 426 HEMI DOHC prototype.

Not best pleased, NASCAR was mulling over things when Chrysler responded to the 427 Cammer by demonstrating a mock-up of their 426 HEMI with a pair of heads using double overhead camshafts (DOHC) and four valves per cylinder instead of the usual two.  Fearing an escalating war of technology taking their series in an undesired direction, in October 1964, NASCAR cracked down and issued new rules for the 1965 season.  Although retaining the 427 cubic inch limit, engines now had to be mass-production units available for general sale and thus no hemi heads or overhead camshafts would be allowed  The rule change had been provoked also by an increasing death toll as speeds rose beyond what was safe for both tyres and on circuits.

1965 Ford 427 FE.

That meant Ford’s 427 FE was eligible but Chrysler’s 426 HEMI was not and a disgruntled Chrysler withdrew from NASCAR, shifting their efforts to drag-racing where the rules of the NHRA (National Hot Rod Association) were more accommodating (while it's not clear if Chrysler complied even with those, the NHRA welcomed them anyway).  In 1965, Chrysler seemed happy with the 426 HEMI's impact over the quarter-mile and Ford seemed happy being able to win just about every NASCAR race.  Not happy was NASCAR which was watching crowds and revenue drop as the audience proved less interested in a sport where results had become predictable, their hope the rule changes would entice GM back to motor-sport not realised.  NASCAR audiences were a tribal lot and to attract the "Ford people", "GM people" and "Chrysler people", competitive cars from each needed to be fielded.

1966 Chrysler 426 Street HEMI.

It was 1967 before everybody was, (more or less) happy again.  Chrysler, which claimed it had intended always to make the 426 HEMI available to the general public and that the 1964 race programme had been just part of engineering development, for 1966 introduced the 426 Street HEMI, a detuned version of the race engine, a general-production option for just about any car in which it would fit (almost the 11,000-odd made between 1966-1971 went into two door coupés but there were also some 200 convertibles and in the first year of availability a a reputed five were installed in Dodge Coronet four-door sedans (the industry legend being two were special orders for the FBI (Federal Bureau of Investigation) although Chrysler did decline one request for a Street HEMI station wagon).  NASCAR responded quickly, announcing the HEMI now complied with the rules and was welcome, with a few restrictions, to compete.  Ford assumed NASCAR needed them more than they needed NASCAR and announced they would be using the 427 Cammer in 1966.  NASCAR was now trapped by its own precedents, conceding only that Ford could follow Chrysler’s earlier path, saying the 427 Cammer would be regarded “…as an experimental engine in 1966… (to) …be reviewed for eligibility in 1967."   In other words, eligibility depended still on mass-production (ie "mass" as defined by NASCAR's minimum annual production threshold of 500 and "production" meaning available to the general public in showrooms).

427 SOHC installed in a replica (by ERA) of a 1966 Shelby American AC Cobra 427SC.

Ford, although unable easily to create a 427 Street Cammer, recalled the Starlift trick and announced the SOHC was now available as a production item.  That was, at best, economical with the truth, given not only could nobody walk into a showroom and buy a car with a 427 Cammer under the hood but it seemed at the time not always possible to purchase one even in a crate.  Realising the futility of kicking the can down the road, NASCAR decided to kick it to the umpire, hoping all sides would abide by the decision, referring the matter to the Fédération Internationale de l'Automobile (FIA), the world governing body for motor-sport.  Past-masters at compromise, the FIA approved the 427 Cammer but imposed a weight handicap on any car in which it was used.

Cutaway Ford FE V8s: the 427 (left) and 427 SOHC (right).

Ford called that not just unfair but also unsafe, citing concerns at the additional stress the heavier vehicles would place of suspension and tyres, adding their cars couldn’t “… be competitive under these new rules."  Accordingly, Ford threatened to withdraw from NASCAR in 1966 but found the public’s sympathy was with Chrysler which had done the right thing and made their engine available to the public.  Ford sulked for a while but returned to the fray in late 1966, the math of NASCAR’s new rules having choked the HEMI a little so the 427 FE remained competitive, resulting in the curious anomaly of the 426 Street HEMI running dual four-barrel induction while on the circuits only a single carburetor was permitted.  Mollified, Ford returned in force for 1967 and the arrangement, which ushered in one of the classic eras of motorsport, proved durable, the 427 FE used until 1969 and the 426 HEMI until the big block engines were finally banned after the 1974 season, three years after the last 426 Street HEMI was sold.

Ford 427 Cammer in 1967 Fairlane.

While the 426 HEMI DOHC never ran (the display unit's valve train was electrically activated), the 427 Cammer was produced for sale in crates and although the number made remains uncertain, most sources suggest it was probably as high as several-hundred and it enjoyed decades of success in various forms of racing including off-shore power boats.  Whether it would ever have been reliable in production cars is questionable.  Such was Ford’s haste to produce the thing there wasn’t time to develop a proper gear drive system for the various shafts so it ended up with a timing-chain over six feet (1.8m) long.  For competition use, where engines are re-built with some frequency, that proved satisfactory but road cars are expected to run for thousands of miles between services and there was concern the tendency of chains to stretch would impair reliability and tellingly, Ford never considered the 427 Cammer for a production car, a breed which, unlike racing engines, attract warranties.  Even some sixty years on there’s still a mystique surrounding the cammer and if one can’t find an original for sale (one sold at auction in 2021 for US$60,000), from a variety of manufacturers it’s possible still to buy all the bits and pieces needed to build one (in a quirk of timing and the overlap of simultaneous product development, some of the very early SOHCs used the top oiler block although most were side oilers and the third party reproductions over the years have always been the latter).  Although the production numbers have never been verified (which seems strange given Ford's accounting system recorded everything which emerged with a serial number), what all agree is the horsepower of a stock SOHC was somewhere over 600, the number bouncing around a bit because there were versions with single and dual four barrel carburetors, different camshaft profiles and variations in the cylinder heads and while it never made it into a production car, it remains the ultimate FE.

Oiler

Oiler (pronounced oi-ler)

(1) A person or device which is some way delivers oil.

(2) A worker employed to oil machinery.

(3) Any of several devices, other than pressure devices, for feeding lubricating oil to a bearing.

(4) In oil exploration, a productive well.

(5) An oilcan.

(6) An oilskin garment, especially a coat.

(7) A ship which uses oil as fuel (archaic).

(8) In admiralty slang, an oil tanker used to refuel other vessels.

(9) In admiralty slang, an assistant in the engine room of a ship, senior only to a wiper, mainly responsible for keeping machinery lubricated (archaic).

(10) In the cleaning kits of firearms, a small (typically thumb-sized) metal container of oil, often containing an integral brush.

(11) As an ethnic slur (mostly southern US), a Mexican (sometimes extended to other of Latino appearance.

Circa 1290: The construct was oil + -er.  Oil was from the Middle English olyer, oyller & oyellere (the later alternative spellings included oylle, olie, oli, eoli, eoyle, olige, oyll, uile, oile & oyl.  Oyler was from the Anglo-Norman olie and the Old French oile, from the Latin oleum (olive oil), from the Ancient Greek ἔλαιον (élaion) (olive oil).  The –er suffix was from the Middle English –er & -ere, from the Old English -ere, from the Proto-Germanic -ārijaz, thought most likely to have been borrowed from the Latin –ārius where, as a suffix, it was used to form adjectives from nouns or numerals.  In English, the –er suffix, when added to a verb, created an agent noun: the person or thing that doing the action indicated by the root verb.   The use in English was reinforced by the synonymous but unrelated Old French –or & -eor (the Anglo-Norman variant -our), from the Latin -ātor & -tor, from the primitive Indo-European -tōr.  When appended to a noun, it created the noun denoting an occupation or describing the person whose occupation is the noun.  The meaning “an appliance for distributing oil in machines" was in use by 1861 and was adopted by the British Admiralty in 1916 to describe "navy vessels carrying oil for use by other ships"; although such vessels had been in use for some years, the Royal Navy having begun the conversion from coal to oil a decade earlier, by 1911 only the submarine fleet ran exclusive on oil and coal (sometimes sprayed with oil) still fuelled most of the navy’s vessels.

Evolution of the Ford 427 side-oiler

The side valve (usually called “the flathead”, an allusion to the almost flat plate covering the combustion chambers) Ford V8 of 1932 is remembered for its vices as well as the many things which made it one of the great engines of the mid-century.  In the 1930s, those vices could be both forgiven and worked-around but by 1953, it was still in production and outdated (though in overseas production it would continue, in French Simca cars until 1961, in Brazilian Fords until 1964 and remarkably, until 1990 in the Simca Unic Marmon Bocquet military truck.  For 1954, Ford responded to the modern overhead valve (OHV) V8s others had introduced with the debut of two new engines, essentially (by the standards of the time) small and big block versions of the same design.  Known as the Y-Blocks because of the shape of the castings, they were sturdy pieces of machinery and addressed many of the problems identified in the flathead over two decades of production but neither was suited to the evolutionary path the American automobile would follow during the 1950s.

1962 Ford 406 FE V8 with 3 x 2 barrel carburetors.

That path was not one which anyone in Detroit was likely to foresee in the late 1940s when the design work on the Y-Blocks began but by 1954, it was at least competitive with the competition.  However, in 1955, Chevrolet introduced their small-block V8 which was light, compact and free-breathing, not something which could be said of the Y-Blocks and more importantly, the design afforded a potential for development which would play out over decades.  By contrast, the Y-Blocks’ potential in both capacity and power output soon plateaued and Ford was forced to resort to exotic solutions like supercharging, something not practical for low-cost mass-manufacturing.  Ford’s solution was not one new V8 but three.  All released during 1958, the SD (Super Duty, a large, low revving truck engine), the MEL (a big block for what were now very large Lincolns and Mercurys) and the FE (thought at the time a big-block but subsequently listed by pedants as a mid-block because later castings would out-weigh it by so much).  The durable SD would remain in the catalogue until 1980, its demise prompted only by the implications of the second oil-shock in 1979, the sole complaint about it being its prodigious thirst.  The MEL would last a decade, early attempts to use it on the race-tracks abandoned because of the penalty imposed by excessive weight although it did enjoy some success in powerboat racing where it’s capacity to run reliably at full throttle for sustained periods was highly valued.

1966 Ford 427 FE V8 side oiler with tunnel-port cylinder heads and Kar-Kraft transaxle, the specification used in the mid-engined Ford GT40s which recorded a 1-2-3 finish at that year's 24 Le Mans 24 hour classic.

Although rapidly it would earn a stellar reputation which endures to this day, Ford’s FE V8 engine didn’t enjoy a wholly auspicious start, associated as it was with the ill-fated Edsel (FE really did stand for “Ford-Edsel” despite some post-debacle attempts to suggest “Ford Engine” (the contemporary MEL decodes as Mercury-Edsel-Lincoln)).  However, whatever the problems of the Edsel, the use of the FE in some was not one.  Offered in its first few seasons in several displacements, the most produced in the 1960s would be the 352 & 390 cubic inch (5.8 & 6.5 litre) versions, both of which briefly were offered in high-performance versions until the decision was taken to develop such engines (to be used in competition) as a separate FE branch, the first fruit of which was the 406 (6.6 litre) which debuted in 1962.  The 406 had performed well on Ford’s test-rigs, its output slightly exceeding the engineers’ projections and when installed in the new, slippery bodies offered that year, the combination proved fast on the racetracks.  The power however came at the cost of reliability and the increasing speeds on the circuits had exposed weaknesses in the bottom-end, the main bearing caps “walking” when vibrations attained a certain resonance.  

By their bolts they shall be known.  By convention a "four bolter" was one with the four all into the boss while in a "cross bolter" two were in the boss and two into the block.  "Six bolters" (with four in the boss, two in the block) are now common.

The solution was to “cross-bolt” the caps; an additional two securing bolts (installed sideways through the block) per cap augmenting the pairs mounted in the conventional vertical position.  This approach, still widely used to this day, proved successful and was carried over when in 1963 the FE was further enlarged to 425 cubic inches (7.0 litre), Ford labelling the new mill the 427 to align it with the displacement limit used by both NASCAR (National Association for Stock Car Auto Racing) and the FIA (Fédération Internationale de l'Automobile (the International Automobile Federation and world sport’s dopiest regulatory body)).  However, greater capacity meant more power, higher speeds and increased heat and the 427 began to also to suffer, the higher internal pressures meaning lubrication to the now cross-bolted main bearings had become marginal.  Ford’s solution was to reverse the priority with which oil was delivered.  The original design (subsequently known as the “top oiler”) lubricated first the valve-train at the top of the engine, then the main bearings which supported the crankshaft.  The new process reversed this order and the design became known as the side-oiler: on one side of the block was cast an additional oil galley, the bulge the external distinguishing feature of the new arrangement.

By their oil galleys they shall be known: Lubrication systems of 1964 Ford 427 FE V8 top oiler (left) & Ford 427 FE V8 side oiler (right). 

Introduced in 1965, the side-oiling proved the final solution and the 427 became a paragon of reliability, powering even the Le Mans 24 hour winning GT40s in 1966 & 1967.  Today the 427 is perhaps best remembered as the power-plant in the Shelby American AC Cobra 427 (although some of those actually used the rather more tame FE 428) but in those happy days when one could tick a box and have what was essentially a racing engine installed in a road car, it was available also in full-sized machines (the Galaxie), intermediates (the Fairlane) and, at the tail-end of production, a few (by then somewhat toned down) were even put in the Cougar, Mercury’s Mustang-based take on the pony-car.  By then however, the side-oiler’s days were numbered because not only was it noisy, apt to be cantankerous and a bit of an oil-burner, the complex lubrication and cross bolting made it quite expensive to build, added to which the big bore was at close to the limit the FE block could accommodate so during the manufacturing process, even a slight shift in the casting cores meant a scrapped block.  Thus the attraction for most (non racing) purposes of the 428 with its smaller bore.

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As supplied ex-factory: Ford 427 SOHC on stand.

The side oiler also provided the basis for one engine which wasn’t exactly mythical because quite a few were built but remains mysterious because nobody seems quite sure how many, the consensus being it was somewhere in mid-three figures, the last of which (in a crate) wasn't sold until 1970 although production ended in 1967.  This was the 427 SOHC (single overhead camshaft (the “sock” in the slang of some)) which for all sorts of reasons never made it onto the circuits for which it was intended nor into even one road car, despite the wishes of many.  Popularly known as “the cammer”, even some sixty years on there’s still a mystique surrounding the cammer and if one can’t find an original for sale (one sold at auction in 2021 for US$60,000), from a variety of manufacturers it’s possible still to buy all the bits and pieces needed to build one (in a quirk of timing and the overlap of simultaneous product development, some of the very early SOHCs used the top oiler block although most were side oilers and the third party reproductions over the years have always been the latter).  Although the production numbers have never been verified (which seems strange given Ford's accounting system recorded everything which emerged with a serial number), what all agree is the horsepower of a stock SOHC was somewhere over 600, the number bouncing around a bit because there were versions with single and dual four barrel carburetors, different camshaft profiles and variations in the cylinder heads and while it never made it into a production car, it remains the ultimate FE.