Sunroof

Sunroof (pronounced suhn-roof)

(1) A section of an automobile roof (sometimes translucent and historically called a moonroof) which can be slid or lifted open.

(2) In obstetrics, a slang term used by surgeons to describe the Caesarean section.

1952: A compound word, the construct being sun + roof.  Sun was from the Middle English sonne & sunne, from the Old English sunne, from the Proto-West Germanic sunnā, from the Proto-Germanic sunnǭ, from the primitive Indo-European shwen-, oblique of sóhw (sun).  The other forms from the Germanic included the Saterland Frisian Sunne, the West Frisian sinne, the German Low German Sünn, the Dutch zon, the German Sonne and the Icelandic sunna.  The forms which emerged without Germanic influence included the Welsh huan, the Sanskrit स्वर् (svar) and the Avestan xᵛə̄ṇg.  The related forms were sol, Sol, Surya and Helios.  Roof was from the Middle English rof, from the Old English hrōf (roof, ceiling; top, summit; heaven, sky), from the Proto-Germanic hrōfą (roof).  Throughout the English-speaking world, roofs is now the standard plural form of roof.  Rooves does have some history but has long been thought archaic and the idea there would be something to be gained from maintaining rooves as the plural to avoid confusion with roof’s the possessive never received much support.  Despite all that, rooves does seem to appear more than might be expected, presumably because there’s much more tolerance extended to the irregular plural hooves but the lexicographers are unimpressed and insist the model to follow is poof (an onomatopoeia describing a very small explosion, accompanied usually by a puff of smoke), more than one poof correctly being “poofs”.  In use, a poof was understood as a small event but that's obviously a spectrum and some poofs would have been larger than others so it would have been a matter of judgement when something ceased to be a “big poof” and was classed an explosion proper.  Sunroof is a noun (sometimes hyphenated); the noun plural is sunroofs.

1973 Lincoln Continental Mark IV with moonroof.

Sunroofs existed long before 1952 but that was the year the word seems first to have been adopted by manufacturers in Detroit.  The early sunroofs were folding fabric but metal units, increasingly electrically operated, were more prevalent by the early 1970s.  Ford, in 1973, introduced the word moonroof (which was used also as moon roof & moon-roof) to describe the sliding pane of one-way glass mounted in the roof panel over the passenger compartment of the Lincoln Continental Mark IV (1972-1976).  Moonroof soon came to describe any translucent roof panel, fixed or sliding though the term faded from use and all such things tend now to be thought sunroofs.

Open (left) and shut (centre) case: 1976 Lincoln Continental Mark IV (right) with Moonroof.

According to Ford in 1973, a “sunroof” was an opening in the roof with a sliding hatch made from a non-translucent material (metal or vinyl) while a “moonroof” included a hatch made from a transparent or semi-transparent substance (typically then glass).  The advantage the moonroof offered was additional natural light could be enjoyed even if the weather (rain, temperature etc) precluded opening the hatch.  A secondary, internal, sliding hatch (really an extension of the roof lining) enabled the sun to be blocked out if desired and in that configuration the cabin’s ambiance would be the same whether equipped with sunroof, moonroof or no sliding mechanism of any kind.  Advances in materials mean many of what now commonly are called “sunroofs” are (by Ford’s 1973 definition) really moonroofs but use of the latter term is now rare.

Lindsay Lohan standing through a sunroof: Promotional photo-shoot for Herbie Fully Loaded (2005).

Unlike many manufacturers, for many years Volkswagen maintained specific “Sunroof” models in the Beetle (Type 1) range.  When in 1945 the British military occupation forces assumed control of the Volkswagen factory and commenced production of civilian models (those made since 1938 delivered almost exclusively to the German armed forces or Nazi Party functionaries), one of the first organizational changes was to replace Herr Professor Ferdinand Porsche’s (1875–1951) internal type designations with a new set and these included the 115 (Standard Beetle Sunroof Sedan (LHD (left-hand drive)), 116 (Standard Beetle Sunroof Sedan (RHD (right-hand drive)), 117 (Export Deluxe Beetle Sunroof Sedan (LHD) & Export Deluxe Beetle Sunroof Sedan (RHD).  The original sunroof was a folding, fabric apparatus and this remained in use until 1963, a steel, sliding (manually hand-cranked) unit was fitted after the release of the 1964 range.  The Beetle used in the original film (The Love Bug (1968)) was a 1963 Sunroof Beetle; at the time they were readily available at low cost but by 2004-2005 when Herbie: Fully Loaded was in production, they were less numerous and some of those used in the filming were actually 1961 models modified (to the extent required in movies) for purposes of continuity.  Interestingly, the one which appears in most scenes appears to be a 1964 model which implies the folding sunroof was at some point added, not difficult because the kits have long been available.

Caesarean section post-operative scar: C-section scar revision is now a commonly performed procedure.

Manufacturers in the 1970s allocated resources to refine the sunroof because, at the time, the industry’s assumption was the implications of the US NHTSA's (National Highway Traffic Safety Administration) FMVSS (Federal Motor Vehicle Safety Standards) 208 (roll-over protection, published 1970) fully would be realized, outlawing both convertibles and hardtops (certainly the four-door versions).  FMVSS 208 was slated to take effect in late 1975 (when production began of passenger vehicles for the 1976 season) with FMVSS 216 (roof-crush standards) added in 1971 and applying to 1974-onwards models.  There was a “transitional” exemption for convertibles but it ran only until August 1977 (a date agreed with the industry because by then Detroit’s existing convertible lines were scheduled to have reached their EoL (end of life)) at which point the roll-over and roof-crush standards universally would be applied to passenger vehicles meaning the only way a “convertible” could registered for use on public roads was if it was some interpretation of the “targa” concept (Porsche 911, Chevrolet Corvette etc), included what was, in effect a roll-cage (Triumph Stag) or (then more speculatively), some sort of device which in the event of a roll-over would automatically be activated to afford occupants the mandated level of protection and Mercedes-Benz later would include such a device on the R129 SL roadster (1998-2001).  Although in 1988 there were not yet “pop-ups” on the internet to annoy us, quickly the press dubbed the R129’s innovative safety feature a “pop-up roll bar”, the factory called the apparatus automatischer Überrollbügel (automatic rollover bar).  It was spring loaded and pyrotechnically activated, designed fully to deploy in less than a half-second if sensors detected an impending rollover although the safety-conscious could at any time raise it by pressing one of the R129’s many buttons.

Alternative approaches (partial toplessness): 1973 Triumph Stag in Magenta (left) and 1972 Porsche 911 Targa in silver (right).  The lovely but flawed Stag (1970-1977) actually needed its built-in roll cage for structural rigidity because it's underpinnings substantially were unchanged from the Triumph 2000 sedan (1963-1977) on which it was based.

Despite the myths which grew to surround the temporary extinction of convertibles from Detroit’s production lines, at the time, the industry was at best indifferent about their demise and happily would have offered immediately to kill the breed as a trade-off for a relaxation or abandonment of other looming safety standards.  As motoring conditions changed and the cost of installing air-conditioning fell, convertible sales had since the mid-1960s been in decline and the availability of the style had been pruned from many lines.  Because of the additional engineering required (strengthening the platform, elaborate folding roofs with electric motors), keeping them in the range was justifiable only if volumes were high and it was obvious to all the trend was downwards, thus the industry being sanguine about the species loss.  That attitude didn’t however extend to a number of British and European manufacturers which had since the early post-war years found the US market a place both receptive and lucrative for their roadsters and cabriolets; for some, their presence in the US was sustained only by drop-top sales.  By the 1970s, the very existence of the charming (if antiquated) MG & Triumph roadsters was predicated upon US sales.

High tech approach (prophylactic toplessness): Mercedes-Benz advertising for the R129 roadster (in the factory's Sicherheitsorange (safety orange) used for test vehicles).

The play on words uses the German wunderbar (“wonderful” and pronounced vuhn-dah-baah) with a placement and context so an English speaking audience would read the word as “wonder bar”; it made for better advertising copy than the heading: Automatischer Überrollbügel.  This was a time when the corporate tag-line “Engineered like no other car” was still a reasonable assertion.  It had been the spectre of US legislation which accounted for Mercedes-Benz not including a cabriolet when the S-Class (W116) was released in 1972, leaving the SL (R107; 1971-1989) roadster as the company’s only open car and it wasn’t until 1990 a four-seat cabriolet returned with the debut of the A124. 

Chrysler was already in the courts to attempt to have a number of the upcoming regulations (focusing on those for which compliance would be most costly, particularly barrier crash and passive safety requirements) so instead of filing their own suit, a consortium of foreign manufacturers (including British Leyland & Fiat) sought to “append themselves” to the case, lodging a petition seeking judicial review of roll-over and roof-crush standards, arguing that in their present form (ie FMVSS 208 & 216), their application unfairly would render unlawful the convertible category (on which the profitability of their US operation depended).  A federal appeals court late in 1972 agreed and referred the matter back to NHTSA for revision, ordering the agency to ensure the standard “…does not in fact serve to eliminate convertibles and sports cars from the United States new car market.”  The court’s edit was the basis for the NHTSA making convertibles permanently exempt from roll-over & roof crush regulations.  That ensured the foreign roadsters & cabriolets lived on but although the ruling would have enabled Detroit to remain in the market, it regarded the segment as one in apparently terminal decline and had no interest in allocating resources to develop new models, happily letting existing lines expire.

The “last American convertible” ceremony, Cadillac Clark Street Assembly Plant, Detroit, Michigan, 21 April 1976.

One potential “special case” may have been the Cadillac Eldorado which by 1975 was the only one of the few big US convertibles still available selling in reasonable numbers but the platform was in its final years and with no guarantee a version based on the new, smaller Eldorado (to debut in 1978) would enjoy similar success, General Motors (GM) decided it wasn’t worth the trouble but, sensing a “market opportunity”, promoted the 1976 model as the “Last American convertible”.  Sales spiked, some to buyers who purchased the things as investments, assuming in years to come they’d have a collectable and book a tidy profit on-selling to those who wanted a (no longer available) big drop-top.  Not only did GM use the phrase as a marketing hook; when the last of the 1976 run rolled off the Detroit production line on 21 April, the PR department, having recognized a photo opportunity, conducted a ceremony, complete with a “THE END OF AN ERA 1916-1976”) banner and a “LAST” Michigan license plate.  The final 200 Fleetwood Eldorado convertibles were “white on white on white”, identically finished in white with white soft-tops, white leather seat trim with red piping, white wheel covers, red carpeting & a red instrument panel; red and blue hood (bonnet) accent stripes marked the nation’s bicentennial year.

The “last American convertible” ceremony, Cadillac Clark Street Assembly Plant, Detroit, Michigan, 21 April 1976.

Of course in 1984 a convertible returned to the Cadillac catalogue so some of those who had stashed away their 1976 models under wraps in climate controlled garages weren’t best pleased and litigation ensued, a class action filed against GM alleging the use of the (now clearly incorrect) phrase “Last American Convertible” had been “deceptive or misleading” in that it induced the plaintiffs to enter a contract which they’d not otherwise have undertaken.  The suit was dismissed on the basis of there being insufficient legal grounds to support the claim, the court ruling the phrase was a “non-actionable opinion” rather than a “factual claim”, supporting GM's contention it had been a creative expression rather than a strict statement of fact and thus did not fulfil the criteria for a “deceptive advertising” violation.  Additionally, the court found there was no actual harm caused to the class of plaintiffs as they failed to show they had suffered economic loss or that the advertisement had led them to make a purchase they would not otherwise have made.  That aspect of the judgment has since been criticized with dark hints it was one of those “what’s good for General Motors is good for the country” moments but the documentary evidence did suggest GM at the time genuinely believed the statement to be true and no action was possible against the government on several grounds, including the doctrines of remoteness and unforeseeability.

Ronald Reagan (1911-2004, US president 1981-1989). in riding boots & spurs with 1938 LaSalle Series 50 Convertible Coupe (one of 819 produced that year), Warner Brothers Studios, Burbank California, 1941.  

LaSalle was the lower-priced (although marketed more as "sporty") "companion marque" to Cadillac and a survivor of GM's (Great Depression-induced) 1931 cull of brand-names, the last LaSalle produced in 1940.  Mr Regan remained fond of Cadillacs and when president was instrumental is shifting the White House's presidential fleet to them from Lincolns.  Although doubtlessly Mr Reagan had fond memories of top-down motoring in sunny California (climate change not yet making things too hot, too often for them to be enjoyed in summer) and was a champion (for better and worse) of de-regulation, it's an urban myth he lobbied to ensure convertibles weren't banned in the US.  

Following Lindsay Lohan's example: President Xi standing through a sunroof, reviewing military parade in Hongqi L5 state limousine, Beijing, 2019.

The highlight of the ceremonies marking the 70^th anniversary of the founding of the People's Republic of China (PRC) was the military parade, held in Beijing on 1 October 2019.  Claimed to be the largest military parade and mass pageant in China's 4,000-odd year history (and the last mass gathering in China prior to the outbreak in Wuhan of became the COVID-19 pandemic), the formations were reviewed by the ruling Chinese Communist Party’s (CCP) General Secretary Xi Jinping (b 1953; paramount leader of the PRC since 2012).  The assembled crowd was said without exception to be “enthusiastic and happy” and the general secretary's conspicuously well-cut Mao suit was a nice nostalgic touch.

Two generals of the Belarus army take the salute standing, in Honggi L5 Parade Convertibles, Minsk, Belarus, June 2017.

Independence Day in Belarus is celebrated annually on 3 June and there is always a significant military component.  Other than the PRC, Belarus is the only known operator of the Honqqi and the four-door convertible parade cars were apparently a "gift" (as opposed to foreign aid) from the Chinese government but the aspect of this photograph which attracted some comment was whether the hats worn by generals in Belarus were bigger than the famously imposing headwear of the army of the DPRK (Democratic People’s Republic of Korea (North Korea)); analysts of military millinery appeared to conclude the dimensions were similar.  Purists traditionally describe this style of coach-work as "four-door cabriolet" and it was "Cabriolet D" in the Daimler-Benz system but the "parade convertible" is a distinct breed and often includes features such as grab bars for those standing, microphones and loud-speakers so the “enthusiastic and happy” crowd miss not one word.   

Hongqi L5 state limousine.

The car carrying President Xi was the Hongqi L5, the state limousine of the PRC, the coachwork styling a deliberately retro homage to the Hongqi CA770, the last in the line (dating from 1958) of large cars built almost exclusively for use by the upper echelons of the CCP.  Most of the earlier cars were built on the large platforms US manufacturers used in the 1960s and were powered by a variety of US-sourced V8 engines but the L5 was wholly an indigenous product, built with both a 6.0 litre (365 cubic inch) V12 and 4.0 litre (245 cubic inch) V8 although neither configuration is intended for high-performance.  Interestingly, although Hongqi L5 have produced a version of the L5 with four-door convertible coachwork as a formal parade car and they have been used both in the PRC and in Belarus, the general secretary conducted his review in a closed vehicle with a sunroof.

US President Richard Nixon (1913-1994, US president 1969-1974) with Anwar Sadat (1918–1981; President of Egypt 1970-1981) in a 1967 Cadillac convertible, Alexandria, Egypt, June 1974.  On that day, the motorcade was 180-strong and unlike the reception his appearance in the US now induced, the Egyptian crowd really did seem genuinely enthusiastic and happy.  Within two months, in disgrace because of his part in the Watergate Affair, Nixon would resign.

The CCP didn’t comment on the choice of a car with a sunroof and it may have been made on technical grounds, the provision of a microphone array presumably easier with the roof available as a mounting point and given the motorcade travelled a higher speed than a traditional parade, it would also have provided a more stable platform for the general secretary.  It’s not thought there was any concern about security, Xi Jinping (for a variety of reasons) safer in his capital than many leaders although heads of state and government became notably more reticent about travelling in open-topped vehicles after John Kennedy (1917–1963; US president 1961-1963) was assassinated in 1963.  Some, perhaps encouraged by Richard Nixon being greeted by cheering crowds in 1974 when driven through the streets of Alexandria (a potent reminder of how things have changed) in a Cadillac convertible, persisted but after the attempt on the life of John Paul II (1920–2005; pope 1978-2005) in 1981, there’s been a trend to roofs all the way, sometimes molded in translucent materials of increasing chemical complexity to afford some protection from assassins.

Military parade marking the 70^th anniversary of the founding of the PRC, Beijing, China, 1 October 2019.  Great set-piece military parades like those conducted by the PRC and DPRK (recalling the spectacles staged by both Nazi Germany (1933-1945) and the Soviet Union (1922-1991) are now packaged for television and distribution on streaming platforms and it may be Donald Trump (b 1946; US president 2017-2021 and since 2025) was hoping the "Grand Military Parade" he scheduled in 2025 for his 79^th birthday (ostensibly to celebrate 250 years since the formation of the US Army) would display the same impressive precision in chorography.     

Covering all possibilities during the 24 hour cycle.  US advertisement (1974) for the Renault 17 Gordini Coupe Convertible, the Gordini tag adopted as a "re-brand" of the top-of-the-range R17 (1971-1979).  Gordini was a French sports car producer and tuning house, absorbed by Renault in 1968, the name from time-to-time used for high-performance variants of various Renault models.

Renault over the decades made the occasional foray into the tempting US market but all ended badly in one way or another, their products, whatever their sometimes real virtues, tending not to be suited to US driving habits and conditions.  Sunroofs had long been popular in Europe and, noting (1) what was assumed to be the demise of the convertible and (2) Lincoln's coining of "moon roof", Renault decided Americans deserved a sunroof, moonroof & starroof, all in one.  Actually, they got even more because there was also a removable, fibreglass hardtop for the winter months, Renault correctly concluding there would be little demand for a rainroof.  Physically large as it had to be, unlike a targa top, the 17's panel was intended (like other hardtops) to be stored in a garage until the warmer months.  One quirk of the R17's nomenclature was in Italy, in deference to the national heptadecaphobia, the car was sold as the R177 but the Italians showed little more interest than the Americans.

Porsche, sunroofs, weight distribution and centres of gravity 

Porsche 917K, Le Mans, 1970.

Porsche in the early 1970s enjoyed great success in sports car racing with their extraordinary 917 but greatly innovation and speed disturb the clipboard-carriers at the Fédération Internationale de l'Automobile (the FIA; the International Automobile Federation) which is international sport's dopiest regulatory body.  Inclined instinctively to ban anything interesting, the FIA outlawed the 917 in sports car racing so Porsche turned its glance to the Can-Am (Canadian-American Challenge Cup) for unlimited displacement (Group 7) sports cars, then dominated by the McLarens powered by big-displacement Chevrolet V8s.  Unable to enlarge the 917's Flat-12 to match the power of the V8s and finding their prototype Flat-16 too bulky, Porsche resorted to forced aspiration and created what came to be known as the "TurboPanzer", a 917 which in qualifying trim took to the tracks with some 1,500 horsepower (HP).  There's since been nothing quite like it and for two years it dominated the Can-Am until the first oil shock in 1973 put an end to the fun.  However, the lessons learned about turbocharging the factory would soon put to good use.

The widow-maker: 1979 Porsche 930 Turbo (RoW (rest of the world (ie Non-NA (North American) market) model) in the “so 1980s” Guards Red with “Sunroof Delete” option.

Although an RoW car, this one has been "federalized" for registration in the US including the then required sealed-beam headlights, fitted inside the "sugar-scoop" housings.  Curiously, although the term “sunroof delete option” is often applied to the relative few 930s with solid metal roofs, there was at the time no such 930 option code and, the sunroof being listed as “standard equipment” on 930s, if a customer requested one not be fitted, what the factory did was not include option 9474 (electric sunroof) on the build sheet.  Later the companion option codes 650 (Sunroof) and 652 (Delete Sunroof) became part of the list for all models.  Rare though it may be in some Porsches, for some the “sunroof delete” thing is surprisingly desirable and in the aftermarket, it's possible to purchase “sunroof delete” panels which convert a sunroof-equipped car into one with a solid metal roof.  They are bought usually by those converting road-going cars for track use, the removal of the 29 lb-odd (13 kg) assembly not only saving weight but also lowering the centre of gravity.

1977 Porsche 930 “Sunroof Coupé” in Talbot Yellow.

Introduced in 1975, the 911 Turbo (930 the internal designation) had been intended purely as a homologation exercise (al la the earlier 911 RS Carrera) so the engine could be used in competition but so popular did it prove it was added to the list as a regular production model and one has been a permanent part of the catalogue almost continuously since.  The additional power and its sometimes sudden arrival meant the early versions were famously twitchy at the limit (and such was the power those limits were easily reached if not long explored), gaining the machine the nickname “widow-maker”.  There was plenty of advice available for drivers, the most useful probably the instruction not to use the same technique when cornering as one might in a front-engined car and a caution that even if one had had a Volkswagen Beetle while a student, that experience might not be enough to prepare one for a Porsche Turbo.  When stresses are extreme, the physics mean the location of small amounts of weight become subject to a multiplier-effect and the advice was those wishing to explore a 930's limits of adhesion should get one with the rare “sunroof delete” option, the lack of the additional weight up there slightly lowering the centre of gravity.  However, even that precaution may only have delayed the inevitable and possibly made the consequences worse, one travelling a little faster before the tail-heavy beast misbehaved.

Porsche 911 Carrera S, Pacific Coast Highway in Santa Monica, Los Angeles, June 2012.

Although it seems improbable, when in 2012 Lindsay Lohan crashed a sunroof-equipped Porsche 911 Carrera, it's not impossible the unfortunate event may have been related to the slight change in the car's centre of gravity when fitted with a sunroof.  She anyway had some bad luck when driving black German cars but clearly Ms Lohan should avoid Porsches with sunroofs.

The interaction of the weight of a 911’s roof (and thus the centre of gravity) and the rearward bias of the weight distribution was not a thing of urban myth or computer simulations.  In the February 1972 edition of the US magazine Car and Driver (C&D), a comparison test was run of the three flavours of the revised 911 (911T, 911E & 911S), using one of each of the available bodies: coupé, targa & sunroof coupé, the latter with the most additional weight in the roof.  What the testers noted in the targa & sunroof-equipped 911s was a greater tendency to twitchiness in corners, something no doubt exacerbated in the sunroof coupé because the sliding panel’s electric motor was installed in the engine bay.  C&D’s conclusion was: “If handling is your goal, it's best to stick with the plain coupe.”  

The Porsche 911 E series and the Ölklappe affair

1971 Porsche 911S (note the flap for the oil filler cap behind the passenger-side door (US market model and thus left-hand drive (LHD)).  The factory confirmed this car was built in July 1971, despite many references to E series production beginning in August.

Although in C&D's 1972 comparison test there was much focus on the rearward weight bias, the three 911s supplied actually had a slightly less tail-heavy weight distribution than either that season's predecessor or successor.  Porsche in 1971 began the build of its E series update (produced between July 1971-July 1972 and generally known as the “1972 models”) of the then almost decade-old 911 and in addition to the increase in the flat-six’s displacement from 2.2 litres (134 cubic inch) to 2.3 (143) (although always referred to as the “2.4”), there were a myriad of changes, some in response to US safety & emissions legislation while others were part of normal product development.  One of latter was the placing of the hinged-flap over the oil filler cap behind the right side door, something necessitated by the dry sump oil tank having been re-located from behind the right rear wheel to in front, one of a number of design changes undertaken to shift the weight distribution forward and improve the handling of the rear-engined machine’s inherently tail-heavy configuration.  In Germany, the addition was known variously as Ölklappe, Oil Klapper or Vierte Tür (fourth door, the fuel filler flap being the third).  Weight reduction (then becoming difficult in the increasingly strict regulatory environment), especially at the rear, was also a design imperative and the early-build E series cars were fitted with an aluminum engine lid and license-plate panel although these components were soon switched to steel because of production difficulties and durability concerns.

Where the troubles began:  The fuel filler flap on the left-front fender (left) and the oil filler flap on the right-rear fender (right).  Apparently, not even the “◀ Oil” sticker in red was sufficient warning.

For the E series 911s, Porsche recommended the use of a multigrade mineral oil (SAE 20W-50 or SAE 15W-40, depending on climate) but were aware those using their vehicles in competition sometimes used a high-viscosity SAE 50 monograde.  With the car’s 10 litre (10.6 US quarts, 8.8 Imperial quarts) oil tank, the fluid’s weight would be between 8.5-9.1 kg (18.7-20.0 lb) and the physics of motion meant that the more rearward the placement of that mass, the greater the effect on the 911’s handling characteristics.  It was thus a useful contribution to what would prove a decades-long quest to tame the behaviour of what, in the early versions, was a car regarded (not wholly unfairly) as handling like “a very fast Volkswagen Beetle” and ultimately the engineers succeeded, it being only at the speeds which should be restricted to race tracks the 911s of the 2020s sometimes reveal the implications of being rear-engined.

VDO instruments in 1971 Porsche 911S.  In home market cars, the oil pressure gauge (to the left of the centrally mounted tachometer) was labelled DRUCK.

However, when in August 1972 the revised F series entered production, the oil tank was back behind the rear wheel and the filler under the engine lid, the retrogressive move taken because there had been instances of gas (petrol) station attendants (they really used to exist) assuming the oil filler flap was the access point for the gas cap and, to be fair, it was in a location used for gas on many front-engined cars (a majority of the passenger-car fleet in most markets where Porsche had a presence).  Quite how often this happened isn’t known but it must have been frequent enough for the story to become part of the 911 legend and the consequences could have been severe and rectification expensive.  The factory paid much attention to oil and also ensured drivers could monitor the status of the critical fluid; all air-cooled 911s ran hot and the more highly tuned the model (in 1971-1972 the 911T, E & S in increasing potency), the hotter they got.  As well as being a lubricant, engine oil functions also as a coolant and the VDO instrumentation included gauges for oil level, oil temperature, and oil pressure; for all three to appear in a road car was unusual but being air-cooled and thus with no conventional fluid coolant, the oil's dynamics were most important.

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”.

(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”.