Doily

Doily (pronounced doi-lee)

(1) A small ornamental mat, historically in embroidery or of lace (the style later emulated in plastic or paper), placed under plates, vases etc.  In addition to any decorative value, their function is to protect surfaces (such as timber) from spills and scratches.

(2) A small napkin, intended to be used for the dessert course (archaic).

(3) A visually similar circular piece of lace, worn as a head-covering by some Jewish & Christian women.

(4) A wool fabric (obsolete).

Circa 1714:  The small, decorative mats were named after the linen drapery on London’s Strand, run by the Doily family in the late seventeenth century.  They were doubtless one of many products offered in the shop (and probably a minor line) but for whatever reason they were the one which picked up the name and remain admired by some while dismissed by others as kitsch.  Doily is a noun (and historically an adjective); the noun plural is doilies.

Traditionally, most doilies were circular in shape and white or beige but many which were bleached white became beige or grey after repeated launderings.  Hotels and cafés often use the paper versions atop plates on which sandwiches, slices of cake and such are served,  This isn't always ideal because paper chaff (from stamping the holes) sometimes remains partially attached (al la the "hanging chads" made infamous in the Florida vote-count during the 2000 US presidential election), only to become detached and end up in the food.      

The alternative spellings were (and in some cases still are) doiley, doilie, doyly, or doyley, sometimes used deliberately as trade-names.  Various sources claim the family name of those running the eponymous London linen drapery was Doily or Doyly but there’s evidence to suggest it really was Doily, one example from Eustace Budgell (1686–1737), an English politician & writer who was a cousin of Joseph Addison (1672–1719), poet, playwright, essayist and fellow parliamentarian, remembered as the co-founder of The Spectator (1711-1712) magazine.  Budgell wrote dozens of pieces for the magazine (unrelated to the current The Spectator published since 1828 which borrowed the name) and in 1712 one (capitalized as originally printed) recorded:

“The famous Doily is still in everyone’s Memory, who raised a Fortune by finding out Materials for such Stuffs as might at once be cheap and genteel”.

That was a reference to the summer-weight woolen clothing which was much favored at the time because it was comfortable, inexpensive and stylish, a combination of virtues which sometimes still eludes manufacturers of many products.  Doily was attached as an adjective to the distinctive garments in the 1780s as “doily suit” & “doily stuffs” and it was only in 1711 the term was picked-up for the small ornamental napkins used at formal dinners when dessert was served.  The “doily-napkins” were literally sold as such (there were many others but the term became generic) and were available in a variety of forms, some quite elaborate and because these resembled the small mats the shop also sold, they came to lend their name to the style, regardless of whether or not purchased from Mr Doily’s shop.  The doilies in their familiar modern form seem first to have been so described in 1714 although it may be they’d been on sale for many years. 

Doilyed-up: Lindsay Lohan in doily-themed top over pink bikini, Mykonos, Greece, August 2014.

Addison is remembered for many reasons, one of which was his once widely performed play Cato (1712) which, based on the final days of Marcus Porcius Cato Uticensis (known variously in history as “Cato the Younger” & “Cato of Utica”), a conservative Roman senator in the late Republic who died by his own hand, explored issues such as the conflict between individual liberty and the powers of the state.  The work suited the zeitgeist of pre-revolution America and many of its lines became phrases the revolutionaries would make famous in the War of Independence (1775-1783).  Cato enjoyed a macabre coda when Budgell, beset with problems, took his own life by throwing himself into the Thames, his suicide note reading: “What Cato did, and Addison approved, cannot be wrong.”

Because plates come in different shapes, so do doilies and there’s no inherent limitation in design although at some point, a construction ceases to be a doily and becomes a tablecloth.

Visually, doilies are strikingly similar to the head-coverings used in a number of Jewish traditions which some Christian women wear in accordance with scriptural dictate:

1 Corinthians 11:1-13: King James Version (KJV 1611)

1 Be ye followers of me, even as I also am of Christ.

2 Now I praise you, brethren, that ye remember me in all things, and keep the ordinances, as I delivered them to you.

3 But I would have you know, that the head of every man is Christ; and the head of the woman is the man; and the head of Christ is God.

4 Every man praying or prophesying, having his head covered, dishonoureth his head.

5 But every woman that prayeth or prophesieth with her head uncovered dishonoureth her head: for that is even all one as if she were shaven.

6 For if the woman be not covered, let her also be shorn: but if it be a shame for a woman to be shorn or shaven, let her be covered.

7 For a man indeed ought not to cover his head, forasmuch as he is the image and glory of God: but the woman is the glory of the man.

8 For the man is not of the woman: but the woman of the man.

9 Neither was the man created for the woman; but the woman for the man.

10 For this cause ought the woman to have power on her head because of the angels.

11 Nevertheless neither is the man without the woman, neither the woman without the man, in the Lord.

12 For as the woman is of the man, even so is the man also by the woman; but all things of God.

13 Judge in yourselves: is it comely that a woman pray unto God uncovered?

It’s not one of biblical passages much approved by feminists and nor do they like 1 Corinthians 14:34–35: As in all the churches of the saints, women should be silent in the churches.  For they are not permitted to speak, but should be subordinate, as the law also says.  If there is anything they desire to know, let them ask their husbands at home.  For it is shameful for a woman to speak in church.

Designer colors are also available and because doilies are a popular thing with hobbyists, the available spectrum is close to limitless and some are variegated.

The origin of the surname Doily was Anglo-Norman, from d'Œuilly (Ouilly), the name of several places in Calvados in the Normandy region, from Old French oeil (eye) and Doiley, Doilie, Doyly & Doyley were all Englishized forms of d'Ouilly and its French variants.  In England, apart from the noted draper, the best known was Richard D'Oyly Carte (1844–1901), the theatrical impresario who for years produced the collaborative works of WS Gilbert (1836-1911) & composer Arthur Sullivan (1842-1900) which came to be known as “Savoy operas”, the name derived from Carte’s Savoy Theatre in which many were first performed.  The D’Oyly part of his name was a forename (he was christened Richard D’Oyly Carte) which he used because his father, Richard Carte (1808-1891), was already well-known in the theatrical business and “Dick Carte” presumably wasn’t thought appropriate but “D’Oyly Carte” anyway became cockney rhyming slang for “fart” and in informal use it was later joined by “doily dyke” a synonym of “lipstick lesbian”, the alliterative terms used to contrast a feminine lesbian with those not (described variously as "bull dykes", "butch lesbians", "heavy-duty lesbians" etc).  Except within certain sub-sets of the LGBTQQIAAOP community, both are now proscribed as microaggressions.  The rhyming slang may still be used.

"Japanese car doilies" (more correctly antimacassars & side-curtains) in Toyota Century V12s.

Apparently as culturally obligatory in Tokyo taxis as white gloves used to be for the drivers (though many still follow the tradition), the inevitably white partial seat covers are often referred to as “Japanese seat doilies” but technically, when used to protect the surfaces of chairs, they are antimacassars, the construct being anti- (from the Ancient Greek ἀντι- (anti-) (against, hostile to, contrasting with the norm, opposite of, reverse (also "like, reminiscent of")) +‎ macassar (an oil from the ylang ylang tree and once used to style the hair, the original sources of which were the jungles of the Dutch East Indies (modern-day Indonesia), the product shipped from the port of Macassar.

Fifty years of “continuity with change”: 1967 Toyota Century V8 (left) and 2017 Toyota Century V12 (right).

Produced over three generations (1967-1996; 1997-2017 & since 2018), the Toyota Century is the company’s flagship in the Japanese domestic market (JDM).  Although the Lexus marque was invented to rectify the perception of a “prestige deficit” in the RoW (rest of the world), models from the range were introduced in the home market only in 2005 and the Century has maintained its position at the top of the Toyota tree.  The first generation used a number of Toyota V8 engines which grew in capacity to reach an untypically large (for the JDM) 4.0 litres (245 cubic inch) but the most admired were the 1997-2017 cars (a few hundred of 9500-odd built exported) which used a 5.0 litre (305 cubic inch) V12 unique to the Century.  For political reasons, the factory under-rated the power output of the V12 but it was anyway designed and tuned for smoothness and silence, achieving both to an extent few have matched.  Like the memorable “suicide door” Lincolns of the 1960s, the Century’s external appearance changed little and although there were updates, it needed a trained eye to tell one from another and the 2023 cars still maintain a distinct resemblance to the 1967 original although for various reasons, since 2018 there’s been a reversion to eight-cylinder engines, a 5.0 litre version of the Lexus V8 fitted, augmented with electric motors.  Offered with a choice of leather or cloth interior trim, “Japanese seat doilies” are regularly seen in the Century.

2006 Toyota Century Royal (left) and the 2019 Toyota Century four-door cabriolet built for the Japanese Imperial Household (right).  

The Japanese Imperial Household in 2006 requested Toyota provide a fleet of cars for the royal family and four limousines and one hearse were constructed.  Based on the second generation Century (G50), the range was known as the Century Royal and received the special designation G51.  Following traditional English coach-building practice, the rear compartment was trimmed in a wool cloth while the front used leather and an unusual touch was the fitting of internal granite steps.  The factory released a number of details about the construction but were predictably vague about the “security measures” noting only they were an "integral" part of the design and it’s believed these included Kevlar & metal internal skins (as protection from gunfire or explosive devices) plus a multi-laminate, bullet-proof glass.  Another Century was added to the royal mews in 2019, this time a one-off four-door cabriolet parade car (both Toyota and the palace preferred "convertible").  Although of late heads of state have tended to avoid open-top motoring, while there’s a long Japanese tradition of assassinating politicians, during the last few hundred years emperors have been safe (the rumors about the death in 1912 dismissed by most historians) so the palace presumably thought this a calculated risk.  All the same, it’s doubtful a prime-minister will be invited to sit alongside while percolating through city streets, their faith in Japanese marksmanship unlikely to be as high as their belief His Majesty won't be the target.  It’s believed the ceremonial fleet of the royal mews is now made exclusively by Toyota, ending the use of foreign manufactured cars such as the Mercedes-Benz 770Ks (W07, 1930-1938) and a Rolls-Royce Corniche (1990), the latter the previous open-top parade vehicle.  When in use, the royal cars do not display number plates but are instead adorned with a gold-plated, stylized chrysanthemum, the symbol an allusion to the Chrysanthemum Throne (皇位, kōi (imperial seat)), the throne of the Emperor of Japan.  As far as is known, the cars in the royal mews are not fitted with “Japanese seat doilies”.

Quartervent

Quartervent (pronounced kwawr-ter-vent)

A small, pivoted, framed (or semi-framed) pane in the front or rear side-windows of a car, provided to optimize ventilation.

1930s: The construct was quarter + vent.  Dating from the late thirteenth century, the noun quarter (in its numerical sense) was from the Middle English quarter, from the Anglo-Norman quarter, from the Old French quartier, from the Latin quartarius (a Roman unit of liquid measure equivalent to about 0.14 litre).  Quartus was from the primitive Indo-European kweturtos (four) (from which the Ancient Greek gained τέταρτος (tétartos), the Sanskrit चतुर्थ (caturtha), the Proto-Balto-Slavic ketwirtas and the Proto-Germanic fedurþô).  It was cognate to quadrus (square), drawn from the sense of “four-sided”.  The Latin suffix –arius was from the earlier -ās-(i)jo- , the construct being -āso- (from the primitive Indo-European -ehso- (which may be compared with the Hittite appurtenance suffix -ašša-) + the relational adjectival suffix -yós (belonging to).  The suffix (the feminine –āria, the neuter -ārium) was a first/second-declension suffix used to form adjectives from nouns or numerals.  The nominative neuter form – ārium (when appended to nouns), formed derivative nouns denoting a “place where stuff was kept”.  The Middle English verb quarteren, was derivative of the noun.  Dating from the mid fourteenth century, vent was from the Middle English verb venten (to furnish (a vessel) with a vent), a shortened form of the Old French esventer (the construct being es- + -venter), a verbal derivative of vent, from the Latin ventus (wind), in later use derivative of the English noun.  The English noun was derived partly from the French vent, partly by a shortening of French évent (from the Old French esvent, a derivative of esventer) and partly from the English verb.  The hyphenated form quarter-vent is also used and may be preferable.  Quarter-vent is a noun; the noun plural is quarter-vents.  In use, the action of using the function provided by a quarter-vent obviously can be described with terms like quarter-venting or quarter-vented but no derived forms are recognized as standard.

1959 Cadillac Eldorado Biarritz.

Like almost all US passenger cars, the post-war Cadillacs all had quarter-vents (“vent windows” or “ventiplanes” to the Americans) and on the most expensive in the range they were controlled by an electric motor, a feature optional on the lesser models.  This was a time when the company's slogan “Standard of the World” really could be taken seriously.  In 1969, with General Motors (GM) phasing in flow-through ventilation, Cadillac deleted the quarter-vents, meaning purchasers no longer had to decide whether to pay the additional cost to have them electrically-activated (a US$71.60 option on the 1968 Calais and De Ville).  GM's early implementation of flow-through ventilation was patchy so the change was probably premature but by 1969 the system was perfected and as good as their air-conditioning (A-C), famous since the 1950s for its icy blast.    

The now close to extinct quarter-vents were small, pivoted, framed (or semi-framed) panes of glass installed in the front or rear side windows of a car or truck; their purpose was to provide occupants with a source of ventilation, using the air-flow of the vehicle while in motion.  The system had all the attributes of other admirable technologies (such as the pencil) in that it was cheap to produce, simple to use, reliable and effective in its intended purpose.  Although not a complex concept, GM in 1932 couldn’t resist giving the things an impressively long name, calling them “No Draft Individually Controlled Ventilation” (NDICV being one of history’s less mnemonic initializations).  GM’s marketing types must have prevailed because eventually the snappier “ventiplanes” was adopted, the same process of rationality which overtook Chrysler in 1969 when the public decided “shaker” was a punchier name for their rather sexy scoop which, attached directly to the induction system and, protruding through a carefully shape lacuna in the hood (bonnet), shook with the engine, delighting the males aged 17-39 to whom it was intended to appeal.  “Shaker” supplanted Chrysler’s original “Incredible Quivering Exposed Cold Air Grabber” (IQECAG another dud); sometimes less is more.  Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945) suggested a good title for his book might be Viereinhalb Jahre [des Kampfes] gegen Lüge, Dummheit und Feigheit (Four and a Half Years of Struggle against Lies, Stupidity and Cowardice) but his publisher thought that a bit ponderous and preferred the more succinct Mein Kampf: Eine Abrechnung (My Struggle: A Reckoning) and for publication even that was clipped to Mein Kampf.  Unfortunately, the revised title was the best thing about it, the style and contents truly ghastly and it's long and repetitious, the ideas within able easily to be reduced to a few dozen pages (some suggest fewer but the historical examples cited for context do require some space).

The baroque meets mid-century modernism: 1954 Hudson Italia by Carrozzeria Touring.  

Given how well the things worked, there’s long been some regret at their demise, a process which began in the 1960s with the development of “through-flow ventilation”, the earliest implementation of which seems to have appeared in the Hudson Italia (1954-1955), an exclusive, two-door coupé co-developed by Hudson in Detroit and the Milan-based Italian coachbuilder Carrozzeria Touring.  Although some of the styling gimmicks perhaps haven’t aged well, the package was more restrained than some extravagances of the era and fundamentally, the lines were well-balanced and elegant.  Unfortunately the mechanical underpinnings were uninspiring and the trans-Atlantic production process (even though Italian unit-labor costs were lower than in the US, Touring’s methods were labor-intensive) involved two-way shipping (the platforms sent to Milan for bodies and then returned to the US) so the Italia was uncompetitively expensive: at a time when the bigger and more capable Cadillac Coupe de Ville listed at US$3,995, the Italia was offered for US$4,800 and while it certainly had exclusivity, it was a time when there was still a magic attached to the Cadillac name and of the planned run of 50, only 26 Italias were produced (including the prototype).  Of those, 21 are known still to exist and they’re a fixture at concours d’élégance (a sort of car show for the rich, the term an un-adapted borrowing from the French (literally “competition of elegance”) and the auction circuit where they’re exchanged between collectors for several hundred-thousand dollars per sale.  Although a commercial failure (and the Hudson name would soon disappear), the Italia does enjoy the footnote of being the first production car equipped with what came to be understood as “flow-through ventilation”, provided with a cowl air intake and extraction grooves at the top of the rear windows, the company claiming the air inside an Italia changed completely every ten minutes.  For the quarter-vent, flow-through ventilation was a death-knell although some lingered on until the effective standardization of A-C proved the final nail in the coffin.

1965 Ford Cortina GT with eyeball vents and quarter-vents.

The car which really legitimized flow-through ventilation was the first generation (1962-1966) of the Ford Cortina, produced over four generations (some claim it was five) by Ford’s UK subsidiary between 1962-1982).  When the revised model displayed at the Earls Court Motor Show in October 1964, something much emphasized was the new “Aeroflow”, Ford’s name for through-flow ventilation, the system implemented with “eyeball” vents on the dashboard and extractor vents on the rear pillars.  Eyeball vents probably are the best way to do through-flow ventilation but the accountants came to work out they were more expensive to install than the alternatives so less satisfactory devices came to be used.  Other manufacturers soon phased-in similar systems, many coining their own marketing trademarks including “Silent-Flow-Ventilation”, “Astro-Ventilation” and the inevitable “Flow-thru ventilation”.  For the Cortina, Ford took a “belt & braces” approach to ventilation, retaining the quarter-vents even after the “eyeballs” were added, apparently because (1) the costs of re-tooling to using a single pane for the window was actually higher than continuing to use the quarter-vents, (2) it wasn’t clear if there would be general public acceptance of their deletion and (3) smoking rates were still high and drivers were known to like being able to flick the ash out via the quarter-vent (and, more regrettably, the butts too).  Before long, the designers found a way economically to replace the quarter-vents with “quarter-panes” or “quarter-lights” (a fixed piece of glass with no opening mechanism) so early Cortinas were built with both although in markets where temperatures tended to be higher (notable South Africa and Australia), the hinged quarter-vents remained standard equipment.  When the Mark III Cortina (TC, 1970-1976) was released, the separate panes in any form were deleted and the side glass was a single pane.

Fluid dynamics in action: GM's Astro-Ventilation.

So logically a “quarter-vent” would describe a device with a hinge so it could be opened to provide ventilation while a “quarter-pane”, “quarter-light” or “quarter-glass” would be something in the same shape but unhinged and thus fixed.  It didn’t work out that way and the terms tended to be used interchangeably (though presumably “quarter-vent” was most applied to those with the functionality.  However, the mere existence of the fixed panes does raise the question of why they exist at all.  In the case or rear doors, they were sometimes a necessity because the shape of the door was dictated by the intrusion of the wheel arch and adding a quarter-pane was the only way to ensure the window could completely be wound down.  With the front doors, the economics were sometimes compelling, especially in cases when the opening vents were optional but there were also instances where the door’s internal mechanisms (the door opening & window-winding hardware) were so bulky the only way to make stuff was to reduce the size of the window.  In some cases, manufacturers "solved" the problem by making rear side glass fixed which lowered their costs but it was never popular with customers.

1976 Volkswagen Passat B1 (1973-1980 (1988 in Brazil)) without quarter-vents, the front & rear quarter-panes fixed.

The proliferation of terms could have come in handy if the industry had decided to standardize and the first generation Volkswagen Passat (1973-1980) was illustrative of how they might been used.  The early Passats were then unusual in that the four-door versions had five separate pieces of side glass and, reading from left-to-right, they could have been classified thus: (1) a front quarter-pane, (2) a front side-window, (3) a rear side-window, (4) a rear quarter-pane and (5) a quarter-window.  The Passat was one of those vehicles which used the quarter-panes as an engineering necessity to permit the rear side-window fully to be lowered.  However the industry didn’t standardize and in the pre-television (and certainly pre-internet) age when language tended to evolve with greater regional variation, not even quarter-glass, quarter-vent, quarter-window & quarter-pane were enough and the things were known variously also as a “fly window”, “valence window”, “triangle window” and (possibly annoying architects) “auto-transom”, the hyphen used and not.

1960 Bentley S2 Continental Flying Spur by H.J. Mulliner (Design 7508 with Van Gerbig rear quarter-windows, left), the "Van Gerbig" quarter-window (centre) and the Flying Spur's (Six Light) standard rear quarter pane (right).

In 1960, cars with rear quarter windows which pivoted open were not uncommon so it may seem strange such a fitting can attract comment.  However, much prized in the rarefied world of coach-built Rolls-Royces and Bentleys are the little quirks and oddities which can make the bespoke creations “even more unique” (a phrase which will annoy the grammar Nazis but in this context it’s handy verbal shorthand).  H.J. Mulliner bodied an estimated 125 Bentley S2 chassis with the Flying Spur four-door sports saloon coachwork (Design 7508 “Six Light” saloon) but only three were fitted with the “Van Gerbig-style pop-open rear quarter lights (following Design 6110)”.  Of the three “Van Gerbig Flying Spurs” two were built with LHD (left hand drive) and one was RHD (right hand drive).  The otherwise unexceptional quarter-vents gained the name from Peter Van Gerbig (b 1934), a New York socialite who specified the feature in a Flying Spur he ordered for US delivery.

PA Vauxhall Velox (1957-1962): 1959 (left) and 1960 (right).  The one-piece rear window was introduced as a running-change in late 1959.

Before flow-through ventilation systems and long before A-C became ubiquitous, quarter-vents were the industry standard for providing airflow to car interiors and it was common for them to be fitted on both front and rear-doors and frequently, the rear units were fixed quarter-panes (the lowering of the side window thing).  A special type of fixed quarter-pane were those used with rear windows, originally an economic imperative because initially it was too expensive to fabricate one piece glass to suit the “wrap-around styles becoming popular.  Improved manufacturing techniques let the US industry by the early 1950s overcome the limitations but elsewhere, the multi-piece fittings would continue to be used for more than a decade.

1957 Mercury Turnpike Cruiser (left), details of the apparatuses above the windscreen (centre) and the Breezeaway rear window lowered (right)

The 1957 Mercury Turnpike Cruiser was notable for (1) the truly memorable model name, (2) introducing the “Breezeway" rear window which could be lowered and (3) having a truly bizarre arrangement of “features” above the windscreen.  Unfortunately, the pair of “radio aerials” protruding from the pods at the top of the Mercury’s A-pillars were a mere affectation, a “jet-age” motif decorating what were actually air-intakes.

Brochure for 1957 Mercury Turnpike Cruiser promoting, inter-alia, the Breezeway retractable rear window.

A three-piece construction was however adopted as part of the engineering for the “Breezeway”, a retractable rear window introduced in 1957 on the Mercury Turnpike Cruiser.  It was at the time novel and generated a lot of publicity but the concept would have been familiar to those driving many roadsters and other convertibles which had “zip-out” rear Perspex screens, allowing soft-top to remain erected while the rear was open.  Combined with the car’s quarter-vents, what this did was create the same fluid dynamics as flow-through ventilation.  The way Mercury made the retractable glass work was to section the window in a centre flat section (some 80% of the total width), flanked by a pair of fixed quarter-panes.  After the run in 1957-1959, it was resurrected for use on certain Mercury Montclairs, Montereys and Park Lanes.

1958 (Lincoln) Continental Mark III Convertible (with Breezeway window).  The platform was unitary (ie no traditional chassis) which with modern techniques easily was achievable on the sedans and coupes but the convertible required so much additional strengthening (often achieved by welding-in angle iron) that a Mark III Convertible, fueled and with four occupants, weighed in excess of 6000 lb (2720 kg). 

Ford must have been much taken with the feature because it appeared also on the gargantuan “Mark” versions of the (Lincoln) Continentals 1958, 1959 & 1960, dubbed respectively Mark III, IV, & V, designations Ford shamelessly would begin to recycle in 1969 because the corporation wanted the new Mark III to be associated with the old, classic Continental Mark II (1956-1957) rather than the succeeding bloated trio.  The “Breezeway” Lincolns also featured a reverse-slanted rear window, something which would spread not only to the Mercurys of the 1960s but also the English Ford Anglia (105E, 1959-1968) and Consul Classic (1961-1963) although only the US cars ever had the retractable glass.  The severe roofline was used even on the convertible Continentals, made possible by them sharing the rear window mechanism used on the sedan & couple, modified only to the extent of being retractable into a rear compartment.

1974 Lincoln Continental Town Car with mini vents.

In the 1970s Lincoln introduced the novelty of “mini-vents” which raised and lowered separately from the main side-glass.  Smoking was at the time socially acceptable (in some circles it must have appeared obligatory) and there was a lot of it about so engineers devoting time to finding a better way for those wanting to “flick ash out the window” while running the A-C wasn’t surprising.  Those visualizing a “flick” in process might be surprised such a thing existed because if in a modern vehicle, its shape honed in wind-tunnels and computer simulations, what would likely happen would be “blowback”.  That’s because the shape is aerodynamically efficient (with a “buffer zone” very close to the surface) and disrupting that by lowering a window shifts the inside pressure from positive to negative, ask thus being “sucked-in”.  However, on something like a 1974 Lincoln Continental (which conceptually can be imagined as one brick sitting atop two), the buffer zone can (depending on speed) extend as as much as 3 feet (close to a metre) from the body.  The meant ash was flicked into the “buffer zone” and it didn’t end up back in the cabin.  The vents didn’t last (another casualty of the quest for lower drag) but as late as 1985 they appeared as a US$72 extra and were known in the industry as the “smoker's option”.

1967 Chevrolet Camaro 327 Convertible with vent windows (left), 1969 Chevrolet Camaro ZL1 without vent windows (centre) and Lindsay Lohan (b 1986) & Jamie Lee Curtis (b 1958) in 1969 Chevrolet Camaro Convertible during filming of the remake of Freaky Friday (2003), Los Angeles, August 2024.  Freakier Friday is slated for release in August, 2025).

Through Chevrolet's COPO (Central Office Production Order) system, 69 1969 Camaros were built with the ZL1, an all-aluminum version of the 427 cubic inch (7.0 litre) big-block V8.  The COPO had been established as an efficient way to coordinate the production of fleet orders (law enforcement agencies, utility companies etc) for runs of vehicles in a certain specification but the drag racing community and others worked out it could be used also as “back-door” way to order small runs of cars with otherwise unavailable high-performance engines.  The Freakier Friday Camaro (badged as a 396 SS but several were used during filming including at least one with a roll-over bar for the stunt work) lacks the vent windows which were deleted from the range after 1967 when “Astro-Ventilation” (GM’s name for flow-through ventilation) was added.  In North American use, the devices typically are referred to as “vent windows” while a “quarter light” is a small lamp mounted (in pairs) in the lower section of the front bodywork and a “quarter-vent” is some sort of (real or fake) vent installed somewhere on the quarter panels.  As flow-through ventilation became standardized and A-C installation rates rose, Detroit abandoned the quarter-vent which pleased industry because it eliminated both parts and labor, lowering the cost of production (the savings absorbed as profits rather than being passed to the customers).  On the small, cheap Ford Pinto (1971-1980), removing the feature saved a reported US$2.16 per unit but, being small and cheap, A-C rarely was ordered by Pinto buyers which was probably a good thing because, laboring under the 1970s burdens of emission controls, the weight of  impact-resistant bumper bars and often an automatic transmission a Pinto was lethargic enough with out adding power-sapping A-C compressor and plumbing.  Responding (after some years of high inflation) to dealer feedback about enquires from Pinto customers indicating a interest in the return of vents, Fords cost-accountants calculated the unit cost of the restoration would be some US$17.

1961 Maserati 3500 GTi with single (front) quarter-vent.

With the coming of flow-through ventilation and in increasing up-take of air conditioning, the US manufacturers welcomed being able to eliminate quarter-vents because it meant fewer parts, less material and some minutes of labor saved during assembly.  The process also worked the other way which resulted in some Maserati 3500 GTs (Tipo 101, 1957-1964) being a rare example of a car with front and rear quarter-vents fitted to the same door.  Between 1947-1956, Maserati had sold various versions of its A6 as road cars but, with a design based on the principles used in racing as well as many components from the competition department, none were ideally suited to volume (or even series) production.  Noting the success Ferrari was enjoying with the road-going variants of their 250 series sports cars, Maserati resolved to emulate the business model and developed a platform which was something of a “parts bin special”, components from many European manufacturers bought “off the shelf” as a way of lowering costs; in the usual manner of the low-volume Italian specialists in the post war-era, coachbuilders were asked to submit designs for the bodywork and ultimately, the contract was awarded to Carrozzeria Touring of Milan.  Like Ferrari, Maserati used a derivative of one of their racing engines and although the 3.5 litre (213 cubic inch) straight-6 neither looked or sounded as exotic as Ferrari’s charismatic V12s, it was a reliable, well-proven unit with power and torque characteristics better suited to a wide range of buyers (many of whom appreciated the ease with which the straight-6 could be serviced).  As a relic of its days in Formula One and sports car racing, Maserati did have a V12 but it was bulky and in output offered little more than the six, certainly for road use (Remarkably, the ancient V12, heavily revised, briefly would enjoy some success in 1966 when it was one of the few fully-developed engines available when the new 3.0 litre (183 cubic inch) rules took effect in Formula One).

1962 Maserati 3500 GTi with front & rear quarter-vents.

Almost all the 3500 coupés were bodied by Touring using their patented Superleggera (super light) technique of construction, the method involving the fabrication of a structural framework of small diameter steel tubes that conformed to the body shape, this skeletal frame then covered by an aluminium outer skin.  The result was something both light and rigid. In the late 1950s, the 3500 GT was the right car for the time and was company’s first truly successful road car, the profits from the model for the first time putting things on a stable financial footing; almost 2000 coupés and some 250 Spyders (roadster), mostly by Carrozzeria Vignale, leaving the factory between 1957-1964 and the memorable, bespoke 5000 GTs (1959-1966) were developed on the same platform with Maserati 5.0 litre (301 cubic inch) (the original “big bore” units later replaced by “long stroke” versions better suited to road use).  In 1959-1962, the 5000 GT was probably the fastest car on sale but was so expensive only 32 were built.

1962 Maserati 3500 GTi; the quarter-vents were opened and closed using knurled, stainless steel knobs.

The 3500 GT was however a design of its time and although in some ways mechanically advanced, was in other aspects little different from the way things were done in the 1930s, including the cabin ventilation, the extent of the sophistication being the ability to wind down the windows (power windows were standard on all but the earliest models).  So, in a 3500, things could get hot and stuffy and, in late 1961, the first were built with air-flow augmented by second, rear-mounted quarter-vent.  What that did was emulate exactly the fluid dynamics of flow-thru ventilation and the reason it was done that way was simple economics: to add a pair of quarter-vents was simple and cheap whereas the addition of an integrated flow-thru ventilation system would be demanding of time and resources and thus expensive.  In one review, it was reported such an upgrade would cost more than three times the budget the factory allocated for the introduction of Lucas mechanical fuel-injection to replace the triple Weber carburetors.  The engineers did implicitly acknowledge the second quarter-vent was an unhappy, if necessary, compromise, all subsequent Maseratis including an integrated flow-thru system.  

Ford Australia’s early advertising copy for the XA Falcon range included publicity shots both with and without the optional quarter-vents (left) although all sedans & station wagons had the non-opening, rear quarter-panes, fitted so the side window completely could be lowered.  One quirk of the campaign was the first shot released (right) of the “hero model” of the range (the Falcon GT) had the driver’s side quarter-vent airbrushed out (how “Photoshop jobs” used to be done), presumably because it was thought to clutter a well-composed picture.  Unfortunately, the artist neglected to defenestrate the one on the passenger’s side.

Released in Australia in March 1972, Ford’s XA Falcon was the first in the lineage to include through-flow ventilation, the previously standard quarter-vent windows moved to the option list as RPO (Regular Production Option) 86.  Because Australia often is a hot place (and now getting hotter) and many Falcons were bought by rural customers, Ford expected a high take-up rate of RPO 86 (it was a time when A-C was expensive and rarely ordered) so the vent window hardware was stockpiled in anticipation.  However, the new flow-through ventilation system was effective and the option didn’t prove popular but with a warehouse full of the parts, they remained available on the subsequent XB (1973-1976) and XC (1976-1979) Falcons although the take-up rate never rose, less the 1% of each range so equipped and when the XD (1979-1983) was introduced, there was no such option and this continued on all subsequent Falcons until Ford ceased production in Australia in 2016, by which time A-C had long been standard equipment.

Great moments in tabloid journalism: Sydney's Sun-Herald, Sunday 25 June, 1972.  The Sun-Herald was then part of the Fairfax group, proving Rupert Murdoch (b 1931) can't be blamed for everything.

The infrequency with which RPO 86 was ordered has been little noted by history but on one car the fixtures did become a element which enabled a owner to claim the coveted “one-of-one” status.  In August 1973, near the end of the XA’s run, with no fanfare, Ford built about 250 Falcons with RPO 83, a bundle which included many of the parts intended for use on the stillborn GTHO Phase IV, cancelled (after four had been built) in 1972 after a tabloid newspaper generated one of the moral panics of which they're so fond, this time about the “160 mph super cars” it was claimed the local manufacturers were about to unleash and sell to males ages 17-25.  Actually, none of them were quite that fast but not often has the tabloid press been too troubled by facts and the fuss spooked the politicians (it's seldom difficult to render a "minister horrified").  Under pressure, Holden cancelled the LJ Torana V8, Ford the GTHO Phase IV and Chrysler reconfigured it's E55 Charger 340 as a luxury coupé, available only with an automatic transmission and no high-performance modifications.

The “quarter-vent XA RPO 83 GT”: 1973 Ford Falcon XA GT sedan (Body Identification: 54H; Model Code: 18238) in Calypso Green (code J) with Onyx Black (code B) accents over Black Vinyl (Code B) with 351 4V V8 (Code T) and four-speed manual transmission (Code L).  It’s the only one produced with both RPO 83 (a (variably fitted) bundle of parts left-over from the aborted GTHO Phase IV project) and RPO 86 (front quarter-vent windows).  In the collector market they're referred to usually as “the RPO83 cars”.

So in 1973 Ford's warehouse still contained all the parts which were to be fitted to the GTHO Phase IV so they’d be homologated for competition and although the rules for racing had been changed to ensure there was no longer any need to produce small batches of “160 mph [257 km/h] super cars”, Ford still wanted to be able to use the heavy-duty bits and pieces in competition so quietly conjured up RPO 83 and fitted the bundle on the assembly line, most of the cars not earmarked for allocation to racing teams sold as “standard” Falcon GTs.  Actually, it’s more correct to say “bundles” because while in aggregate the number of the parts installed was sufficient to fulfil the demands of homologation, not all the RPO 83 GTs received all parts so what a buyer got really was “luck of the draw”; with nobody being charged extra for RPO 83, Ford didn’t pay too much attention to the details of the installations and many who purchased one had no idea the parts had been included, the manual choke's knob the only visually obvious clue.  Ford made no attempt to publicize the existence of RPO 83, lest the tabloids run another headline.  It’s certain 250 RPO 83 cars were built (130 four-door sedans & 120 two-door Hardtops) but some sources say the breakdown was 131 / 121 while others claim an addition nine sedans were completed.  Being a genuine RPO 83 car, the Calypso Green GT attracts a premium and while being only RPO 83 with quarter-vent windows is not of any great significance, it does permit the prized “one-of-one” claim and not even any of the four GTHO Phase IVs built (three of which survive) had them.  In the collector market, the “one-of-one” status can be worth a lot of money (such as a one-off convertible in a run of coupés) but a Falcon’s quarter-vents are only a curiosity.

The Bathurst 1000 winning RPO 83 Falcon GTs, 1973 (left) & 1974 (right).

All else being equal, what makes one RPO83 more desirable than another is if it was factory-fitted with all the option's notional inventory and most coveted are the ones with four-wheel disk brakes.  Because the project was focused on the annual endurance event at Bathurst's high-speed Mount Panorama circuit, the disks were as significant as an additional 50 horsepower and a few weeks before the RPO 83 run they'd already been fitted to the first batch of Landaus, which were Falcon Hardtops gorped-up (what bling used to be called) with hidden headlights, lashings of leather, faux woodgrain and a padded vinyl roof, all markers of distinction in the 1970s; unusually, there was also a 24 hour analogue clock.  Essentially a short wheelbase, two-door LTD (which structurally was a Falcon with the wheelbase stretched 10 inches (250 mm) to 121 (3075 mm)), the Landau was not intended for racetracks but because it shared a body shell and much of the running gear with the Falcon GT Hardtops, Ford claimed Landau production counted towards homologation of the rear disks.  Fearing that might be at least a moot point, a batch were installed also on some of the RPO 83 cars and duly the configuration appeared at Bathurst for the 1973 event, their presence of even greater significance because that was the year the country switched from using imperial measures to metric, prompting the race organizers to lengthen the race from 500 miles (804 km) to 625 (1000), the Bathurst 500 thus becoming the Bathurst 1000.  RPO 83 Falcon GTs won the 1973 & 1974 Bathurst 1000s.

The “quarter-vent XB GT”: 1973 Ford Falcon XB GT sedan (Body Identification: 54H; Model Code: 18338) in Polar White (Code 3) with Onyx Black (code B) accents over Parchment Vinyl (Code P) with 351C 4V V8 (Code T) and four-speed manual transmission (Code L).  This is the only XB GT ordered with RPO 86 (front quarter-vent windows).

So with a large stock sitting in the warehouse, despite the dismally low take-up rate, the quarter-vents remained available when the XB Falcon (1973-1976) range was released and of the 1952 XB GT sedans sold (there were also 949 two-door Hardtops) a single buyer ticked the RPO 86 box.  Again, while granting the coveted “one-of-one” status, it’s not something of great significance although the car to which the pair of vents was fitted is one of the more desirable XB GTs because it was one of the 139 XB GTs built with the combination of the “4V Big Port” 351 V8 and four-speed Top Loader manual transmission.  The first 211 XB GTs received the fully-imported 351 4V Clevelands, “using up” what was in stock, subsequent models switching to the locally made variant.

US Built 351C-4V in 1973 XB Falcon GT.

Ford Australia had been importing from the US the high-performance 351C-4V V8 for use in the GT but when advised US production of that configuration was ending, the decision was taken to produce a local “high-performance” version of the 351 using the 351C 2V “small port” cylinder heads with “open” combustion chambers and a four-barrel carburetor; Ford Australia only ever manufactured the “small port” heads.  That means the Australian nomenclature “351C-4V” (small ports & four barrel carburetor) differs in meaning from that used in the US where it translated to “big ports & four barrel carburetor”.  It sounded a retrogressive step and while there was some sacrifice in top-end power, the antipodean combo turned out to be ideal for street use because the fluid dynamics of the flow rate through the smaller ports made for better low and mid-range torque (most useful for what most drivers do most of the time) whereas the big-port heads really were optimized for full-throttle operation, something often done on race tracks but rarely on public roads… even in the Australia of the early 1970s.  Still, some did miss the responsiveness of the high-compression US-built engine, even if the difference was really apparent only above 80 mph (130 km/h).  Ford's "2V" & "4V" nomenclature came to mislead some because the terms later were adopted to differentiate between cylinder heads using two (intake) and four (exhaust) valve configurations in the cylinder head(s).  Why Ford decided to use "venturi" rather than the more usual "barrel", "throat" or "choke" doesn't seem to be documented but it must at the time have seemed a good idea.  Ford Australia's hybrid interpretation of the Cleveland (the 2V heads & 4V carburetor combo) must have baffled the Americans which only ever assembled their 351s in matching form.      

The other ceremony that happened in Australia on 11 November, 1975: Ford Australia's photo shoot, Melbourne, Victoria.

Although only 2,901 XB GTs were produced, as the “halo” model it was an important image-maker and the XB range proved successful with almost 212,000 sold over its 34 month life (over 18 months in a generally more buoyant economy XA production had reached over 129,000).  Stylistically, the XB was an improvement over the poorly detailed XA and much was made (among Ford's claimed 2,056 changes from the XA) of the headlight’s high-beam activation shifting from a foot-operated button to a steering column stalk which, thirty-odd years on from the achievement of nuclear fission, doesn’t sound like much but motoring journalists had for years been advocating for “a headlight flasher”, having been impressed by the “safety feature” when being “flashed” on the German Autobahns by something about to pass at high speed.  More welcome still were the GT’s four-wheel disk brakes, acknowledged as good as any then in volume production.  The success of the XB coincided with Ford Australia’s two millionth vehicle leaving the assembly line so on Tuesday 11 November, 1975, Ford’s public relations office invited journalists and camera crews to a ceremony to mark the occasion, laying on the usual catering (including free cigarettes!) to ensure a good attendance.

Ford Australia pre-release publicity shot for the XB range release (embargoed until 15 September 1973).

1973 Ford Falcon XB GT Hardtop (Body Identification: 65H; Model Code: 18318) in Yellow Blaze (Code M) with Onyx Black (code B) accents over Black Vinyl (Code B) with 351C 4V V8 (Code T) and three-speed T-Bar automatic transmission (Code B).  Because the various side windows used by the Hardtop, Ute and Panel Van derivatives were different to fit the door and roof shapes, the quarter-vents were never offered on those and RPO 86 on the Hardtops was the dreaded vinyl roof in tan.  The sunroof (RPO 10) was a rarely (168 Falcons and 244 Fairmonts) specified option.

Unfortunately, the pictures of the dutifully polished XB Fairmont (a Falcon with some gorp) sedan didn’t generate the publicity expected because the next editions of the daily newspapers (there were then a lot of those and they sold in big numbers) had a more sensational story to cover: On that Tuesday, Sir John Kerr (1914–1991; governor-general of Australia 1974-1977) had dismissed from office Gough Whitlam (1916–2014; prime minister of Australia 1972-1975) and his troubled administration.  It was the first time the Crown had sacked a prime-minister since William IV (1765–1837; King of the UK 1830-1837) in 1834 dismissed Lord Melbourne (1779–1848; prime minister of the UK 1834 & 1835-1841) and although in 1932 Sir Philip Game (1876–1961; governor of NSW 1930-1935) had sundered the commission of Jack Lang (1876–1975; premier of New South Wales 1925-1927 & 1930-1932), the few Australians who pondered such things believed the days of meddling viceroys were done.  Sir John however proved the royal prerogative still existed (although paradoxically perhaps now only in the hands of a monarch’s representative rather than their own) and a certain XB Fairmont making a footnote in the history of Australian manufacturing passed almost unnoticed.