Janus

Janus (pronounced jey-nuhs)

(1) In Roman mythology, a god of doorways (and thus also of beginnings), and of the rising and setting of the sun, usually represented as having one head with two bearded faces back to back, looking in opposite directions, historically understood as the past and the future.

(2) When used attributively, to indicate things with two faces or aspects; or made of two different materials; or having a two-way action.

(3) In zoology, a diprosopus (two-headed) animal.

(4) In chemistry, used attributively to indicate an azo dye with a quaternary ammonium group, frequently with the diazo component being safranine.

(5) In astronomy, a moon of the planet Saturn, located just outside the rings.

(6) In figurative use, a “two-faced” person; a hypocrite.

(7) In numismatics, (as Janus coin),a coin minted with a head on each face.

(8) In architecture, as the jānus doorway, a style of doorway, archway or arcade, the name derived from the Roman deity Iānus (Janus) being the god of doorways.

Mid-late 1500s: From the Latin Iānus (the ancient Italic deity Janus), to the Romans of Antiquity, the guardian god of portals, doors, and gates; patron of beginnings and endings.  The Latin Iānus (literally “gate, arched passageway”) may be from the primitive Indo-European root ei- (to go), the cognates including the Sanskrit yanah (path) and the Old Church Slavonic jado (to travel).  In depictions, Janus is shown as having two faces, one in front the other in back (an image thought to represent sunrise and sunset reflect his original role as a solar deity although it represents also coming and going in general, young and old or (in recent years) just about anything dichotomous).  The doors of the temple of Janus were traditionally open only during the time of war and closed to mark the end of the conflict, the origins of allusions to the “temple of Janus” being used metaphorically to mean conflict or wartime and the month of January is named after Janus, the link being to “the beginning of the year”.  The most commonly used forms are Janus-faced & Janus-headed while specialized uses include Janus cat (a cat with diprosopus (a condition in which part of the face is duplicated on the head)) and Janus particle (in nanotechnology and physics, a spherical microscopic particle which has hemispheres with sharply differing properties, such as one hydrophilic hemisphere and one hydrophobic hemisphere).  Janus is a noun or proper noun and Janus-like, janian, janiform & januform are adjectives.

Prosthetic in studio (left), Ralph Fiennes (b 1962) on-set in character (centre) and Peter Dutton (b 1970; leader of the opposition and leader of the Liberal Party of Australia 2022-2025) imagined in the same vein (right).

The prosthetic used in the digitally-altered image (right) was a discarded proposal for the depiction of Lord Voldemort in the first film version of JK Rowling's (b 1965) series of Harry Potter children’s fantasy novels; it used a Janus-like two-faced head.  It's an urban myth Peter Dutton auditioned for the part when the first film was being cast but was rejected as being "too scary" but if ever there's another film, the producers could do worse than to cast him and should Mr Dutton not resume his political career (God forbid), he could bring to Voldemort the sense of menacing evil the character has never quite achieved, fine though Mr Fiennes' performance surely was.

Peter Dutton captured by a photographer during a happy moment (left), Pinhead the head Cenobite (centre) and and artist's depiction of Mr Dutton in “Pinhead mode” (digitally altered image, right).

However, even if too scary to be a Voldemort, for the next instalment in the Hellraiser franchise, Mr Dutton may be just scary enough to be the next “Pinhead”, the leader of the Cenobites, extra-dimensional, sadomasochistic creatures unable to differentiate between pain and pleasure.  As well, as looking the part, to depict a convincing Cenobite, Mr Dutton would absorb little of the director’s time in rehearsals because he’d need just to “act naturally”.  The first Hellraiser film was released in 1987 and there have since been nine sequels with Pinhead gaining a cult following among aficionados of the genre so, should he need a post-political career, definitely he should audition.  Interestingly, despite many opportunities, Mr Dutton has never denied being a Freemason and that also would work in his favour because it’s clear the Cenobites are a Masonic crew.

Roman cast bronze coin from the aes grave series, circa 225-217 BC; it shows the bearded head of Janus opposite the prow of a war galley.

In the lushly populated pantheon of Roman gods, Janus (Iānus) was one of the oldest, represented with two faces, one looking forwards and the other backwards (ie artistically, to the left & right).  In some of the myths, Janus was a native of Rome where, at some point, he ruled with Camesus while others claimed he came from Thessaly and ended up in Rome as an exile, welcomed there by Camesus, who shared his kingdom with him.  He ruled alone after the death of his host and in many tales Janus built a city on a hill (consequently called Janiculum as would have been the convention).  He had come to Italy with his wife (Camasenea or Camise) and the best known of their children was Tiberinus.  Janus received Saturn when he was driven from Greece by Jupiter, Saturn ruling over Saturnia, a village situated on the heights of the capitol.  By consensus, it seems that during the reign of Janus people unfailingly were honourable & honest (the stories from Antiquity are well-named as “myths”) and there was universal peace and prosperity.  While trade was as old as humanity and it’s clear there had been various means of exchange, it’s Janus who is credited with inventing “money” in the modern sense in which currency is understood, the oldest known Roman bronze Roman coins cast with an effigy of Janus on one side and the prow of a boat on the reverse.  Where the myth-tellers differ is whether the “civilizing” of the first natives of Latium can be attributed to Janus or Saturn but upon his death he was deified so there was some sense of gratitude.

The fate of Tarpeia, pressed (bludgeoned in some stories) to death by the shields of the Sabines.

In the way the myths did tend to multiply, other legends became attached to his memory, the most famous being the events which transpired after Romulus and his companions had carried off the Sabine women, prompting Titus Tatius and the Sabines to attack the city.  One night, driven by her lust for Tatius, the treacherous Tarpeia delivered the citadel into the hands of the Sabines but rather than wedding her as he had promised, Tatius had her put to death on the very Roman basis: “nobody likes a snitch”.  His soldiers had already scaled the heights of the Capitol when Janus launched a jet of hot water which put them to flight; to commemorate this military miracle, it was decreed that in time of war the door of the Temple of Janus should always be left open so in times of trouble the god could come to the aid of the Romans.  It was closed only if the Roman Empire was at peace.  Janus was said also to have married the Nymph Juturna who gave him a son, the god Fontus (or Fons).

(John) Foster Dulles (1888–1959; US Secretary of State 1953-1959, left) with Dwight Eisenhower (1890-1969; US POTUS 1953-1961, right), Washington DC, 1955.

The terms “Janus-faced” or “Janus-headed” are used in engineering an architecture to describe designs where the “face” or “head” of an object or shape is duplicated but the idea usually is applied to people.  To speak of someone as being “two faced” is to suggest, variously, they’re deceitful, duplicitous or hypocritical.  Many have been damned (and sometimes even admired) as “two-faced” but on one occasion, after someone had observed Foster Dulles was “a bit two-faced” about something, Winston Churchill (1875-1965; UK prime-minister 1940-1945 & 1951-1955) responded he couldn’t be because “…if he had two faces, he wouldn’t use that one.”  During his not infrequent criticisms of Dulles, habitually Churchill would speak of his “great slab of a face” although in retirement the old enmities (mostly) were forgotten and in May 1959 he visited him in his hospital room in Washington DC.  The two had “a pleasant chat” and within a fortnight Dulles was dead.

Noses down: In the Berghof on the Obersalzberg on 21 June 1939, Albert Speer (1905–1981; Nazi court architect 1934-1942; Nazi minister of armaments & war production 1942-1945, (left) and Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945, right) study plans for Linz's new opera house (photograph by Heinrich Hoffmann (1885–1957; Nazi court photographer), Bavarian State Library's Fotoarchiv Hoffmann.

Sometimes, such realizations, literal or figurative, come too late.  In the entry Speer made on 30 November 1946 in his clandestine prison diary (Spandauer Tagebücher (Spandau: The Secret Diaries) (1975)) is the passage: “Once again I am obsessed by the thought of Hitler’s two faces, and that for so long a time I did not see the second behind the first.  It was only toward the end, during the last months, that I suddenly became aware of the duality; and, significantly, my insight was connected with an aesthetic observation: I suddenly discovered how ugly, how repellent and ill proportioned, Hitler’s face was. How could I have overlooked that for so many years?”  Clearly, such thoughts stayed with him because on 8 December 1953 he noted: “Last night I had the following dream: In a rather sizable group, sometime toward the end of the war, I declare that everything is lost, that there is no longer a chance and the secret weapons do not exist.  The others in the dream remain anonymous. Suddenly Hitler emerges from their midst I am afraid that he will have heard my remark and may order my arrest.  My anxiety increases because Hitler’s retinue displays extreme iciness.  Nobody says a word to me.  Suddenly the scene changes.  We are in a house on a slope, with a narrow driveway.  Only gradually do I realize that it is Eva Braun’s [Eva Hitler (née Braun; 1912–1945)] house.  Hider comes to tea, sits facing me, but remains frosty and forbidding.  He chews the comers of his fingernails, as he so often did.  There are bloody places where they are bitten down to the quick.  Looking into his swollen face, I realize for the first time that perhaps Hitler wore his moustache in order to divert attention from his excessively large, ill-proportioned nose.  Now I am afraid that I will be arrested any moment because I have perceived the secret of his nose.  Heart pounding, I wake up.”

An eighteenth century carving of Janus in the style of a herm.

A part of the etymological legacy of the Roman Empire, the name Janus appears in several European languages.  In Danish (from the Latin Iānus), it’s a Latinization of the Danish given name Jens.  In Faroese, it’s a male given name which begat (1) Janussson or Janusarson (son of Janus) and (2) Janusdóttir or Janusardóttir (daughter of Janus).  In Estonian it’s a male given name.  In Polish, it’s both a masculine & feminine surname (the feminine surname being indeclinable (a word that is not grammatically inflected).  There is no anglicized form of the Latin name Janus.  Although it was never common and is now regarded by most genealogy authorities as "rare", when used in the English-speaking world the spelling remain "Janus".  Often, when Latin names were adopted in English, even when the spelling was unaltered, there were modifications to suit local phonetics but Janus is pronounced still just as it would have been by a Roman.

Tristar pictures used the Janus motif in promotional material for I Know Who Killed Me (2007).  Not well-received upon release, it's since picked up a cult following.

Dating from the 1580s, was from the Latin ianitor (doorkeeper, porter), from ianua (door, entrance, gate), the construct being ianus (arched passageway, arcade" + tor (the agent suffix).  The meaning “usher in a school” and later “doorkeeper” emerged in the 1620s white the more specific (and in Scotland and North America enduring) sense of “a caretaker of a building, man employed to attend to cleaning and tidiness” seems first to have been documented in 1708 (the now unused feminine forms were janitress (1806) & janitrix (1818).  Why janitor survived in general use in Scotland and North America and not elsewhere in the English-speaking world is a mystery although the influence of US popular culture (film and television) did see something of a late twentieth century revival and in  sub-cultures like 4chan and other places which grew out of the more anarchic bulletin boards of the 1980s & 1990s, a janitor is the (often disparaging) term for a content moderator for a discussion forum.

Augustus Orders the Closing of the Doors of the Temple of Janus (circa 1681), oil on canvas by Louis de Boullogne (1654–1733), Rhode Island School of Design Museum.

Among the more annoying things encountered by those learning English are surely Janus words, those with opposite meanings within themselves.  Examples include:  Hew can mean cutting something down or adhering closely to it.  Sanction may mean “formal approval or permission” or “an official ban, penalty, or deterrent”.  Scan can mean “to look slowly and carefully” or “quickly to glance; a cursory examination”.  Inflammable, which many take to mean “easy to burn” but the treachery of the word lies in the in- prefix which is often used as a negative, with the result that inflammable can be deconstructed as “not flammable”.  Trip can (and usually does) suggest clumsiness but can also imply some nimbleness or lightness of foot, as in the saying “trip the light fantastic”.  Oversight is a particularly egregious example.  To exercise oversight over someone or something is provide careful, watchful supervision yet an oversight is an omission or mistake.  In the ever-shifting newspeak of popular culture, the creation of the janus-word is often deliberate.  Filth can mean “of the finest quality”, wicked can mean “very good” and in the way which might have pleased George Orwell (1903-1950) "bad" has become classic “newspeak” (coined by Orwell for Nineteen Eighty-Four (1949) and used now to describe ambiguous, misleading, or euphemistic words, used deliberately to deceive, typically by politicians, bureaucrats or corporations).  “Bad weed” can mean the drug was either of fine or poor quality depending on the sentence structure: “that was bad weed” might well suggest it was of not good while “man, that was some bad weed” probably means it was good indeed.  Saying nice now seems rarely to mean what dictionaries say nice has come to mean but can variously describe something wonderful, appalling or disgusting.

Customer

Customer (pronounced kuhs-tuhm-ah)

(1) A habitual patron, regular purchaser, returning client; one who has a custom of buying from a particular business (obsolete in its technical sense).

(2) A patron, a client; one who purchases or receives a product or service from a business or merchant, or intends to do so.

(3) In various slang forms (cool customer, tough customer, ugly customer, customer from hell, dream customer etc), a person, especially one engaging in some sort of interaction with others.

(4) Under the Raj, a native official who exacted customs duties (historic use from British colonial India).

Late 1300s: From the Middle English customere & custommere (one who purchases goods or supplies, one who customarily buys from the same tradesman or guild), from custumer (customs official, toll-gatherer), from the Anglo-French custumer, from the Old French coustumier & costumier (from which modern French gained coutumier (customary, custumal)), from the Medieval Latin noun custumarius (a toll-gatherer, tax-collector), a back-formation from the adjective custumarius (pertaining to custom or customs) from custuma (custom, tax).  The literal translation of the Medieval Latin custumarius was “pertaining to a custom or customs”, a contraction of the Latin consuetudinarius, from consuetudo (habit, usage, practice, tradition).  The generalized sens of “a person with whom one has dealings” emerged in the 1540s while that of “a person to deal with” (then as now usually with some defining adjective: “tough customer”, difficult customer” etc) was in use by the 1580s.  Derived terms are common including customer account, customer base, customer care, customer experience, customer-oriented, customer research, customer resistance, customer service, customer success, customer support, direct-to-customer, customer layer, customer-to-customer, ugly customer, tough customer, difficult customer etc.  Customer is a noun; the noun plural is customers.

William Shakespeare (1564–1616) used the word sometimes to mean “prostitute” and in his work was the clear implication that a buyer was as guilty as the seller, the law both unjust and hypocritical, something which in the twentieth century would be rectified in Swedish legislation.

Shakespeare: All's Well That Ends Well (circa 1602), Act 5, scene 3

LAFEW:  This woman’s an easy glove, my lord; she goes off and on at pleasure.

KING: This ring was mine. I gave it his first wife.

DIANA: It might be yours or hers for aught I know.

KING (to attendants) Take her away. I do not like her now.  To prison with her, and away with him. Unless thou tell’st me where thou hadst this ring, Thou diest within this hour.

DIANA: I’ll never tell you.

KING: Take her away.

DIANA: I’ll put in bail, my liege.

KING: I think thee now some common customer.

DIANA (to Bertram): By Jove, if ever I knew man, ’twas you.

In Sweden, the law was amended in a way of which Shakespeare might have approved, Chapter 6, Section 11 of the Swedish Penal Code making it an offence to pay for sex, the act of “purchasing sexual services” criminalized, the aim being to reduce the demand for prostitution.  The law provides for fines or a maximum term of imprisonment for one year, depending on the circumstances of the case.  So selling sexual services is not unlawful in Sweden but being a customer is, an inversion of the model for centuries applied in the West.  Individuals who engage in prostitution are not criminalized under Swedish law, which is intended to protect sex workers from legal penalties while targeting the customers, now defined as those who “exploit them”.  The Swedish model aims to reduce prostitution by focusing on the demand side and providing support for those who wish to exit prostitution and as a statement of public policy, the law reform reflected the government’s view prostitution was a form of gender inequality and exploitation.  The effectiveness of the measure has over the years been debated and the customer-focused model of enforcement has not widely been emulated.

The customer is always right

Reliable return customer: Lindsay Lohan in the Chanel Shop, New York City, May 2013.

The much quoted phrase (which in some areas of commerce is treated as a proverb): “the customer is always right” has its origins in retail commerce and is used to encapsulate the value: “service staff should give high priority to customer satisfaction”.  It is of course not always literally true, the point being that even when patently wrong about something, it is the customer who is paying for stuff so they should always be treated as if they are right.  Money being the planet’s true lingua franca, variations exist in many languages, the best known of which is the French le client n'a jamais tort (the customer is never wrong), the slogan of Swiss hotelier César Ritz (1850-1918) whose name lived on in the Hôtel Ritz in Paris, the Ritz and Carlton Hotels in London and the Ritz-Carlton properties dotted around the world.  While not always helpful for staff on the shop floor, it’s an indispensible tool for those basing product manufacturing or distribution decisions on aggregate demand.  To these counters of beans, what is means is that if there is great demand for red widgets and very little for yellow widgets, the solution probably is not to commission an advertising campaign for yellow widgets but to increase production of the red, while reducing or even ceasing runs of the yellow.  The customer is “right” in what they want, not in the sense of “right & wrong” but in the sense of their demand being the way to work out what is the “right” thing to produce because it will sell.

Available at Gullwing Motor Cars: Your choice at US$129,500 apiece.

The notion of “the customer is always right” manifests in the market for pre-modern Ferraris (a pre-1974 introduction the accepted cut-off).  While there nothing unusual about differential demand in just about any market sector, dramatically is it illustrated among pre-modern Ferraris with some models commanding prices in multiples of others which may be rarer, faster, better credentialed or have a notionally more inviting specification.  That can happen when two different models are of much the same age and in similar condition but a recent listing by New York-based Gullwing Motor Cars juxtaposed two listings which left no doubt where demand exists.  The two were both from 1972: a 365 GTC/4 and a Dino 246 GT.

Some reconditioning required: 1972 Ferrari 356 GTC/4

The 365 GTC/4 was produced for two years between 1971-1972 during which 505 were built.  Although now regarded as a classic of the era, the 365 GTC/4 lives still in the shadow of the illustrious 365 GTB/4 with which, mechanically, it shares much.  The GTB/4 picked up the nickname “Daytona”, an opportunistic association given 1-2-3 finish in the 1967 24 Hours of Daytona involved three entirely different models while the GTC/4 enjoyed only the less complementary recognition of being labeled by some il gobbone (the hunchback) or quello alla banana (the banana one).  It was an unfair slight and under the anyway elegant skin, the GTB/4 & GTC/4 shared much, the engine of the latter differing mainly in lacking the dry-sump lubrication, the use of six twin-choke side-draft Weber carburetors rather than the downdrafts, this permitting a lower hood (bonnet) line and a conventionally mounted gearbox rather than the the Daytona's rear transaxle.  Revisions to the cylinder heads allowed the V12 to be tuned to deliver torque across a broad rev-range rather than the focus on top-end power which was one of the things which made the Daytona so intoxicating.

Criticizing the GTC/4 because it doesn’t quite have the visceral appeal of the GTB/4 seems rather like casually dismissing the model who managed only to be runner-up to Miss Universe.  The two cars anyway, despite sharing a platform, were intended for different purposes, the GTB/4 an outright high performance road car which could, with relatively few modifications, be competitive in racing whereas the GTC/4 was a grand tourer, even offering occasional rear seating for two (short) people.  One footnote in the history of the marque is the GTC/4 was the last Ferrari offered with the lovely Borrani triple-laced wire wheels; some GTB/4s had them fitted by the factory and a few more were added by dealers but the factory advised that with increasing weight, tyres with much superior grip and higher speeds, they were no longer strong enough in extreme conditions and the cast aluminum units should be used if the car was to be run in environments without speed restrictions such as race tracks or certain de-restricted public roads (then seen mostly in the FRG (Bundesrepublik Deutschland (Federal Republic of Germany; the old West Germany) 1949-1990), Montana & Nevada in the US and Australia's Northern Territory & outback New South Wales (NSW)).  The still stunning GTB/4 was the evolutionary apex of its species; it can't be improved upon but the GTC/4 is no ugly sister and when contemplating quello alla banana, one might reflect on the sexiness of the fruit.

Gullwing’s offering was described as “a highly original unrestored example in Marrone Colorado (Metallic Brown) with a tan leather interior, factory air conditioning, and power windows; showing 48K miles (77K kilometres) on the odometer.  It has been sitting off the road for several years and is not currently running.”  It was certainly highly original and seemed complete but properly should be regarded as a “project” because of the uncertainty about the extent (and thus the cost) of the recommissioning.  At an asking price of US$129,500, it would represent good value only if it was mechanically sound and no unpleasant surprises were found under the body’s shapely curves although, given the market for 365 GTC/4s in good condition, it was a project best taken on by a specialist.

Some assembly required: 1972 Dino 246 GT by Ferrari

The days are gone when the Dino 246 was dismissed as “more of a Fiat than a Ferrari” and even if the factory never put their badge on the things (although plenty subsequently have added one), they are now an accepted part of the range.  The 246 replaced the visually almost similar but slightly smaller and even more jewel-like Dino 206, 152 of which (with an all-aluminium 2.0 litre (122 cubic inch) V6 rather than the V12s which had for some years been de rigueur in Ferrari’s road cars) were built between 1967-1969, all with berlinetta (coupé) bodywork.  Mass-produced by comparison, there were 3569 Dino 246s produced between 1969-1974, split between 2,295 246 GTs (coupés) & 1,274 246 GTSs (spyders (targa)).  Fitted with an iron-block 2.4 litre (147 cubic inch) V6, the Dinos were designed deliberately to be cheaper to produce and thus enjoy a wider market appeal, the target those who bought the more expensive Porsche 911s, a car the Dino (mostly) out-performed.  In recent decades, the Dino 246 has been a stellar performer in the collector market, selling typically for three times the price of something like a 365 GTC/4; people drawn to the seductive lines rather than the significantly better fuel consumption.

Most coveted of the 246s are those described with the rhyming colloquialism “chairs and flares” (C&F to the Ferrari cognoscenti), a reference to a pair of (separately available) options available on later production Dino 246s.  The options were (1) seats with inserts (sometimes in a contrasting color) in the style used on the Daytona & (2) wider Campagnolo Elektron wheels (which the factory only ever referred to by size) which necessitated flared wheel-arches.  At a combined US$795.00 (in 1974), the C&F combination has proved a good investment, now adding significantly to the price of the anyway highly collectable Dino.  Although it's hard to estimate the added value because so many other factors influence calculation, all else being equal, the premium is usually between US$100-200,000 but these things are always relative; in 1974 the C&F option added 5.2% to a Dino GTS's list price and was just under a third the cost of a new small car such as the Chevrolet Vega.  It was a C&F Dino 246 GTS which in 1978 was found buried in a Los Angeles where it had sat for some four years after being secreted away in what turned out to be an unplanned twist to a piece of insurance fraud.  In remarkably good condition (something attributed to its incarceration being during one of California’s many long droughts), it was fully restored.

Not in such good condition is the post-incineration Dino 246 GT (not a C&F) being offered by Gullwing Motor Cars, the asking price the same US$129,500 as the 365 GTC/4.  Also built in 1972, Gullwing helpfully describe this as “a project”, probably one of history’s less necessary announcements.  The company couldn’t resist running the title “Too Hot to Handle” and described the remains as “…an original car that has been completely burnt.  Originally born in Marrone Colorado with beige leather.  It comes with its clear matching title and this car clearly needs complete restoration, but the good news is that it's certainly the cheapest one you will ever find.  The Dino market is hot and shows no signs of cooling. An exciting opportunity to own an iconic 246GT Dino. This deal is on fire!”  It’s still (technically) metal and boasts the prized “matching numbers” (ie the body, engine & gearbox are all stamped with the serial numbers which match the factory records) so there’s that but whether, even at the stratospheric prices Dinos often achieve, the economics of a restoration (that may be the wrong word) can be rationalized would need to be calculated by experts.  As with the 365 GTC/4, Gullwing may be amenable to offers but rather that the customer always being right, this one needs "the right customer".

Aggregate demand: The highly regarded auction site Bring-a-Trailer (BAT, their origin being a clearing house for “projects” although most were less challenging than Gullwing’s Dino) publishes auction results (including “reserve not met” no-sales) and the outcomes demonstrate how much the market lusts for Dinos.  BAT also has a lively comments section for each auction and more than once a thread had evolved to discuss the seeming incongruity of the prices achieved by Dinos compared with the rarer Berlinetta Boxer (365 GT4 BB, BB 512 & BB 512i) (1973-1984) which was when new much more expensive, faster and, of course, a genuine twelve cylinder Ferrari.  In such markets however, objective breakdowns of specifications and specific performance are not what decide outcomes: The customer is always right.

Digging up: The famous "buried" 1974 Dino 246 GTS, being extracted, Los Angeles, 1978 (left) and the body tag of a (never buried) 1974 Dino 246 GTS.  While it's true the factory never put a "Ferrari badge" on the Dino 206 & 246 (nor did one appear on the early Dino 308s) the Ferrari name does appear on the tags and some parts.  Gullwing's Dino would be a more challenging "project" and even with today's inflated values, the financial viability of a restoration might be dubious. 

Although it's in recent years the prices paid for the things sharply have spiked, the lure of the Dino is not a recent thing.  In 1978, a 1974 246 GTS was discovered buried in a Los Angeles yard and it transpired it was on the LAPD’s (Los Angeles Police Department) long list of stolen vehicles.  The department’s investigators concluded the burial had been a “rush job” because while it had been covered with carpets and some plastic sheeting in an inexpert attempt to preserve it from the sub-terrain, one window had been left slightly open.  Predictably, the back-story was assumed to be an “insurance scam”, the owner allegedly hiring two “contractors” to “make it disappear” in a manner consistent with car theft, hardly an unusual phenomenon in Los Angeles.  The plan was claimed to be for the Dino to be broken up with all non-traceable (ie not with serial numbers able to be linked to a specific vehicle) parts on-sold with whatever remained to be dumped “somewhere off the coast”.  In theory, the scamming owner would bank his check (cheque) from Farmers Insurance while the “contractors” would keep their “fee for service” plus whatever profits they realized from their “parting-out” which, even at the discount which applies to “fenced” stolen goods, would have been in the thousands; a win-win situation, except for the insurance company and, ultimately, everyone who pays premiums.

Dug Up: The 'buried" Dino after restoration.  Two of the Campagnolo wheels are said to be original and the 14 x 7½ wheels & fender flares combo was at the time a US$680.00 (about a third the cost of a new, small car); their presence can now add US$100,000 to a 246's value so they proved a reasonable investment.

However, it’s said that when driving the Dino, the hired pair found it so seductive they decided to keep it, needing only somewhere to conceal it until they could concoct another plan.  Thus the hasty burial but for whatever reason (the tales differ), they never returned to reclaim the loot and four years later the shallow automotive grave was uncovered after a “tip-off” from a “snitch” (tales of children finding it while “playing in the dirt” an urban myth).  The matter of insurance fraud was of course pursued but no charges were laid because police could not discover who had done the burial and rather than being scraped and “parted-out” (this time lawfully) as might have been expected, the Dino was sold and restored.  That was possible because it was in surprisingly good condition after its four years in a pit, something accounted for by (1) the low moisture content of the soil, (2) the degree of protection afforded by the covers placed at the time of burial and (3) its time underground coinciding with one of the prolonged droughts which afflict the area.  So, although Dino values were not then what they became, purchased at an attractive price (a reputed US$9000), it was in good enough shape for a restoration to be judged financially viable and it was “matching numbers” (#0786208454-#355468) although that had yet become a fetish.  The car remains active to this day, still with the Californian licence plate “DUG UP”.

Sandra West with her 1964 Ferrari 330 America.

Cars (for fraudulent purposes being buried or otherwise secreted away is a not uncommon practice (some have even contained a dead body or two) but there’s at least one documented case of an individual being, in accordance with a clause in their will, buried in their Ferrari.  Sandra West (née Hara, 1939-1977) became a Beverly Hills socialite after marrying Texas oil millionaire and securities trader Ike West (1934-1968) and as well as jewels and fur coats (then socially acceptable evening wear), she developed a fondness for Ferraris.  Her husband died “in murky circumstances” in a room of the Flamingo Hotel in Las Vegas and while the details of his demise at a youthful 33 seem never to have been published, he had a history of drug use and “health issues” related to his frequent and rapid fluctuations in weight.  His widow inherited some US$5 million (then a considerable fortune) so the LA gossip columnists adjusted their entries from “Mrs West” to “Sandra West, Beverly Hills Socialite and Heiress”.  Her widowed life seems not to have been untroubled and her death in 1977 was certainly drug-related although sources differ about whether it was an overdose of some sort or related to the injuries she’d suffered in an earlier car accident.

Sandra West's burial.  The legal proceedings related to the contested "burial clause" had been well publicized and the ceremony attracted a large crowd.

She left more than one will but a judge ultimately found one to be valid and it included a clause stating she must be buried “…in my lace nightgown … and in my Ferrari with the seat slanted comfortably.”  Accordingly, after a two month delay caused by her brother contesting the “burial clause”, Mrs West’s appropriately attired body was prepared while the Ferrari was sent (under armed guard) by train to Texas where the two were united for their final journey.  Car and owner were then encased in a sturdy timber box measuring 3 metres (10 feet) x 2.7 m (9 feet) x 5.8 m (19 feet) which was transported by truck to San Antonio for the ceremony, conducted on 4 May 1977 in the Alamo Masonic Cemetery (chartered in 1848, the Ancient Free and Accepted Masons in 1854 purchased this property because of the need for a burial ground for Freemasons).  It was an unusual ceremony in that a crane was used carefully to lower the crate into an obviously large grave while to deter “body snatchers” (who would be interested in exhuming car rather than corpse), a Redi-mix truck was on-hand to entomb the box in a thick layer of concrete.  In a nice touch, her grave lies alongside that of her husband and has been on the itinerary of more than one tourist operator running sightseeing tours.  Mrs West owned three Ferraris and it’s not clear in which her body was laid; while most reports claim it was her blue, 1964 330 America (s/n 5055), some mention it as a 250 GTE but 330 America #5055 has not since re-appeared (pre-modern Ferraris carefully are tracked) so that is plausible and reputedly it was “her favourite”.  Inevitably (perhaps sniffing the whiff of a Masonic plot), conspiracy theorists have long pointed out the only documentary evidence is of “a large crate” being lowered into the grave with no proof of what was at the time within.  However, given burial clause was ordered enforceable by a court, it should be assumed that under the remarkably plain gravestone which gives no indication of the unusual event, rests a Ferrari of some tipo.

Dogdish

Dogdish (pronounced dog-dish or dawg-dish)

(1) The dish in which a pet dog’s meals are served (probably now less common because “dog bowl” is a more accurate descriptor.

(2) In US use, the style of simple hubcap used in the post-war years (mostly) for low-cost vehicles (especially for fleet operators such as police forces) or certain high-performance cars (especially those ordered for use in competition).

1940s or 1950s (in the automotive context): The word dog pre-dates the eleventh century and was from the Middle English dogge (akin to the Scots dug), from the Old English dogga & docga, of uncertain origin.  The documentary evidence from a thousand years ago is unsurprisingly scant but does suggest “dog” was used to mean something like the modern “cur” or “mutt” (ie a common or stray dog as opposed to one of good breeding), later refined to be applied to “large or stocky canines”.  The Old English dogga & docga may have been a pet-form diminutive of dog, the appended suffix -ga also used of pet frogs (frocga) and pigs (picga).  The ultimate source of dog (and the meaning) is uncertain but there may be some link with the Old English dox (dark, swarthy) or the Proto-West Germanic dugan (to be suitable), the latter the origin of the Old English dugan (to be good, worthy, useful), the English dow, the Dutch deugen and the German taugen.  It’s all speculative but the most supported theory appears to be it was likely a children’s epithet for dogs meaning something like “good creature”.  Less supported is the notion of a relationship with docce (stock, muscle), from the Proto-West Germanic dokkā (round mass, ball, muscle, doll), from which English gained dock (stumpy tail) and ultimately (in that context) docking (the removal of a tail.  In England, as late as the early fifteenth century, the common words used of domestic canines was hound, from the Old English hund while dog tended to be restricted to a sub-type resembling the modern mastiff and bulldog.  In the way English tends towards shorter forms, by the sixteenth century dog had become the general word with hound increasingly a specialist word used of hunt dogs (accounting for all those English pubs called “The fox & hounds”.  At the same time, the word dog was adopted by several continental European languages as their word for mastiff although this use didn’t persist as “dog” became more generalized.

Etymologists note that despite the overlaps in form and meaning, the English word was not related to the Mbabaram dog.  Dish predated the tenth century and was from the Middle English dish & disch, from the Old English disċ (plate; bowl; dish), from the Proto-West Germanic disk (table; dish), from the Latin discus, from the Ancient Greek δίσκος (dískos) (quoit, disc, discus, dish, trencher, round mirror, reliquary, marigold).  For centuries the orthodox etymology of dískos was that it was from δίκ-σκος (dík-skos), from δικεῖν (dikeîn) (to cast) but more recent scholarship have cast doubts on this on the grounds the suffix -σκο- was rare in nominal derivation.  The alternative suggestion was δισκ- (disk-) was a variant of δικεῖν (dikeîn) (of pre-Greek origin) rather than a direct formation.  Dogdish is a noun; the noun plural is dogdishes.

The dogdish hubcap

Dogdishes (also as dog dish or dog-dish and there’s even a faction which calls them “pie pans” although the most evocative collective is “poverty caps”) are a basic, unadorned style of hubcap used with steel wheels (“steelies” to the tappet-heads).  Although some steel wheels could be stylish (notably those offered by the US manufacturers in the 1960s & 1970s and those Jaguar fitted to some E-Types (XKE) and XJs, in passenger vehicles, lighter aluminium wheels have in recent decades become the standard fitting for all but the cheapest models in a range.  However, the steel wheel possesses a number of virtues as well as being cheaper than aluminium units, notably their resistance to impact injuries and ease of repair, the latter the reason they’re still the choice for many police & commercial vehicles.  The steel wheel is inherently heavier so not the ideal choice for high performance use but their characteristics are attractive for off-road users who appreciate being able to effect repairs in remote places with little more equipment than a hammer.

1929 Mercedes-Benz 460 Nürburg (W08, 1928-1933); a Nürburg was the first "Popemobile" (supplied by the factory to Pius XI (1857–1939; pope 1922-1939) and the official car of Eugenio Pacelli (1876-1958, the future Pope Pius XII (1939-1958)) while Apostolic Nuncio to Germany (1920–1930).  The wheels were fashioned in timber and the hubcaps were of stainless steel.  Wooden wheels were by 1929 already archaic although some were still being produced as late as 1939.  Typically, hickory was favored because of its strength, flexibility and shock resistance which made it able to cope with the stresses imposed by the often rough roads of the era.

1957 Cadillac Eldorado Brougham.  During the 1930s, for various reasons (dirt protection, aerodynamics and, increasingly, aesthetics), hubcaps grew to become "wheel covers" and in the hands of US stylists in the 1950s they became an integral component of the whole design, used for product differentiation and the establishment of a model's place in the hierarchy.  Compared with the excesses that would be seen in the 1960s & 1970s, those on the 1957 Cadillac Eldorado Brougham were almost restrained.      

The origin of the hubcap was, fairly obviously, “a cap for hub”, something which dates from the age of horse-drawn carts.  Although they would later become something decorative, hubcaps began as a purely function fitting designed to ensure the hub mechanism was protected from dirt and moisture because removing a wheel when the hub was caked in mud with bolts “rusted on” could be a challenge.  In the twentieth century the practice was carried over to the automobile, initially without much change but as wheels evolved from the wooden-spoked to solid steel (and even in the 1920s some experimented with aluminium), the hubcaps became larger because the securing bolts were more widely spaced.  This meant they became a place to advertise so manufacturers added their name and before long, especially in the US, the humble hubcap evolved into the “wheel-cover”, enveloping the whole circle and they became a styling feature, designs ranging from the elegant to the garishly ornate and some were expensive: in 1984 a set of replacement “wire” wheel covers for a second generation Cadillac Seville (the so-called “bustle-back”, 1980-1985) listed at US$995.00 if ordered as a Cadillac part-number and then that was a lot of money.

1969 COPO Chevrolet Camaro ZL1.

Only 69 units in this configuration were built for not only was the all-aluminium ZL1 a highly-strung engine not suited to street use, it added US$4160.15 to a V8 Camaro's base price of US$2727.00 restricting demand to those who really did want to run on drag strips.  The basic interior fittings and dogdish hubcaps saved buyers a few dollars.  Bob Jane (1929-2018) used one of the 69 Camaro ZLIs to win the 1970 ATCC (Australian Touring Car Championship), upsetting some who questioned whether it was enough of a “production car” to be accepted for inclusion.  In retaliation, CAMS (Confederation of Australian Motor Sport, then motor-sport’s sanctioning body) retaliated by imposing a 6.0 litre (366 cubic inch) displacement limit.  Jane fitted the Camaro with a 350 cubic inch (5.7 litre) Chevrolet V8 and returned to win the 1971 ATCC title. 

But the dogdishes persisted because police forces and other fleet operators ordered cars with them in large volumes and many thrifty private buyers opted for them too.  As the cult they are today however, the origin lies in their appearance on muscle cars during the 1960s.  Sometimes their inclusion was as a cost-cutting measure such as the 1968 Plymouth Road Runner although in 1969, when the model was made available with a triple carburetor version of the 440 cubic inch (7.2 litre) V8, even the dogdishes weren't included in the package and the cars shipped to dealer with the five chromed lug nuts exposed, the companion Dodge Super Bee also so de-contented.  Those purchasing something for competition (such as the Chevrolet Camaros fitted with 427 cubic inch (7.0 litre) engines via General Motors’ (GM) COPO (Central Office Production Order) scheme used usually for volume runs of things like vans for utility companies or police interceptors with the high-performance but not the "dress-up" options) also usually would opt for the steelie/dogdish combo.  The apparent anomaly of the high-performance Camaros running the dogdishes (already referred to as “poverty caps”) was that the buyer would anyway be fitting their own wheel/tyre combination so the vehicle was supplied ex-factory with the cheapest option.  The photographic record suggests that in truth, when new, relatively few muscle cars prowled the street with dogdishes still attached, something more stylish usually fitted at some point during ownership but they’ve become so emblematic of the era that reproductions are now available for those undertaking restorations or creating their own clone (tribute/faux/fake/replica etc); authenticity can be emulated.

1961 Ford Galaxie Sunliner (Z-Code).  Although the convertible wasn't the biggest seller, the body-style has enjoyed the highest survival rate, reflecting demand in the collector market.

However, in the heyday of the dogdishes, even before they became the preferred choice for those buying cars to be used on drag strips, there was the odd exception to them being associated with the “cheapest in the range”.  In 1961, those ordering a Ford Galaxie with the expensive “Z-Code” package got a “Thunderbird Special” 390-4V engine (390 cubic inch (6.4 litre) FE series V8 with four barrel carburetor) rated at 375 HP, along with heavy-duty brakes, stiffened suspension and 15-inch wheels… with dogdishes.  Mid-way through the season, Ford added the “6V” option which was an induction system with triple two-barrel Holly carbbretors and buyers of these had their Galaxies delivered with the elaborate apparatus in the trunk (boot), ready to be “dealer fitted” although it was available from the parts counter so owners of 4V Z-Code 390s could install one themselves.

Dimes: 1961 Ford Galaxie Sunliner (Z-Code) dog dishes, rear (left) and front (right).

In an age of mechanical linkages (it was GM that added vacuum-assist to the process), installation wasn’t a challenging task although with Ford reversing the position of the carburetors, the hardware connecting them to the throttle controls was untypically intricate but the 6V option raised HP to a then impressive 401 so it was worth the effort.  Although the Z-Code was an expensive option, it wasn’t possible with it to specify the fancy wheel-covers available for other Galaxies because the 15 x5½ inch wheels (a width which would now be though too narrow for a modest hatchback) were heavy-duty units produced by Kelsey Hayes only in the small volume which would be required for the limited number of customers ordering Ford’s high-performance cars.  In a quirk, the wheels later became minor collectables because so many (judged “heavy and boring”) were dumped as styled aluminium wheels became widely available in the mid-late 1960s.  Because the production numbers were so low, Ford never produced “fancy” wheel-covers or hubcaps to suit the 15 inch wheel (other Galaxies used a 14 inch version) so for Z-Code buyers, dogdishes were compulsory.

1961 US Dime: obverse (or face, left) and reverse (right).  Any resemblance to Ford’s dogdishes certainly was vague (round, silver and shiny) but slang has its own dynamic.

Some dictionaries of slang also recorded “dime” as a term used for dogdishes although it’s noted as a “Detroit regionalism”, such geographical specificity once common but declining as early as the seventeenth century and now effectively extinct as social media has made successful slang forms close to instantly global.  The “dime” reference was apparently not a reference to the “cheapness” of the simple metal pressings but an allusion to them vaguely recalling the appearance of the coin.  In US English, that was unusual because most slang uses of “dime” related in some way to the number “10” (a dime being a 10 cent coin), the most inventive including (1) a “10” being “a beautiful woman” (ie “she’s 10 out of 10”), (2) “dime bag” (A baggie (small bag) containing marijuana with a retail (street) value of US$10) and (3) “dime dropper” (in underworld slang a “snitch or informer”, based on them using a payphone to report someone to the police),  In the US, until by the late 1970s inflation had forced up the price, in most jurisdictions a local call from a payphone cost 10c which was actually expensive compared with many countries.  Someone “snitched on” by a “dime dropper” was said to have been “dimed”.

1973 Maserati Bora 4.9 with the early (1971-1975) aluminium wheels fitted with "frisbee" (not dogdish) hubcaps (left), 1977 Maserati Bora 4.9 with the later (1975-1978) aluminium wheels without hubcaps (centre) and 1974 Maserati Merak 3.0 (right).

So, aberations apart, in the US, the dogdish tended to appear on (1) the cheapest cars in a range, (2) those purchased (sometimes in the thousands) by fleet operators interested only in cost-breakdown or (3) those buying a car for racing, the wheels of which were going to be discarded immediately upon delivery.  In Europe however, things were done differently and one of history’s plainest hubcaps appeared on a top-of-the-range model: Between 1971-1975, the mid-engined Maserati Bora (Tipo AM117; 1971-1978) was equipped with removable, polished stainless steel hubcaps (which the Maserati cognoscenti call frisbees) on its 7½ x 15 inch (190.5 x 381 mm) Campagnolo aluminium wheels.  Although structurally different, the less expensive Merak (Tipo AM122; 1972-1983) used a similar body but was equipped with 2.0 & 3.0 V6 engines rather than the Bora’s 4.7 & 4.9 litre V8s, the smaller engines meaning the Merak was able to be fitted with two rear seats (most suitable for small children or contortionists).  The Merak used wheels in the same style without the frisbees and after 1975 this configuration extended to the Bora.  Rarely has there been a hubcap plainer than the those used on the Bora but anyone calling it a “poverty cap” would be shocked by the price they command as used parts; on the rare occasions they’re available, those in perfect condition have been listed between US$700-2000 apiece.  Unlike the Merak which was named after a star in the constellation of Ursa Major, the Bora borrowed its name from a wind which blows along the Adriatic coast, the company over the years having used the names of a number of (usually hot) winds from North Africa and the Middle East including Ghibli, Khamsin, Shamal and Karif.

Dogdish owner: Lindsay Lohan leaving a Lincoln Town Car with Chloe the Maltese (which lived to the reasonable age of 15), May 2008, New York City.  He first dog, also a Maltese, she called Gucci, the name explained by the puppy arriving simultaneously with her “first pair of Gucci boots”.  The dog promptly chewed up the boots.

Usually, in the collector market, what commands the highest price is a vehicle which left the factory fitted with the most options, the “fully-optioned” machine the most desirable (although the odd extra-cost item like an automatic transmission or a vinyl roof can detract), the dogdishes don’t deter buyers, most of who would probably admit the various styled steel wheels of the era were better looking.  In August 2024, the most highly optioned 1969 Dodge Daytona in the most desirable mechanical configuration (the 426 cubic inch (7.0 litre) Street Hemi V8 & four-speed manual transmission combination) achieved US$3.36 million at Mecum’s auction at Monterey, California.  The price was impressive but what attracted the interest of the amateur sociologists was the same Daytona in May 2022 sold for US$1.3 million when offered by Mecum at their auction held at the Indiana State Fairgrounds.  The US$1.3 million was at the time the highest price then paid for a Hemi Daytona (of the 503 Daytonas built, only 70 were fitted with the Hemi and of those, only 22 had the four-speed manual) and the increase in value by some 250% was obviously the result of something other than the inflation rate.

The US$3.36 million 1969 Dodge Daytona.

When new, the Daytona (and the more numerous companion "winged warrior" Plymouth Superbird) was sometimes difficult for dealers to sell, the wild body modifications not appealing to all.  Consequently, so resorted to returning them to the same visual appearance as standard Dodge Chargers.  Now, the process is reversed and a number of Chargers have been transformed into "clone" Daytonas but the US$3.36 million car was authentic.  The consensus was that although the internet had made just about all markets inherently global, local factors can still influence both the buyer profile and their behaviour, especially in the hothouse environment of a live auction.  Those who frequent California’s central coast between Los Angeles and San Francisco include a demographic not typically found in the mid-west and among other distinguishing characteristics there are more rich folk, able to spend US$3.36 million on a half-century old car they’ll probably never drive.  That’s how the collector market now works.

1971 Plymouth Hemi 'Cuda: US$410,000 in 1999; US$3.36 million in 2014, the appreciation due to (1) the supply & demand curve and (2) the largess of the US Federal Reserve.  For those wanting "the look", reproduction stainless steel dogdishes are available for US$258.00 (set of four). 

Despite the result, the green Daytona’s result wasn’t even the highest price a Chrysler product had achieved at auction, that mark set in Seattle in 2014 when one of the five four-speed manual 1971 Plymouth Hemi ‘Cuda convertibles (there were another seven automatics) sold US$3.78 million.  While the outcome of such a rarity was not indicative of broader market trends (although there have been stellar performances for classic Mercedes-Benz and pre-1973 Ferraris), it did illustrate the effect of the increase in the global money supply in the wake of the GFC (Global Financial Crisis, 2008-2012) when central banks essentially not only “replaced” much of money the rich had lost gambling but gave them a healthy bonus as well.  The Hemi ‘Cuda in December 1999 had (albeit in its original, un-restored state sold at auction for US$410,000 so the successful US$3.36 million bid 14 years on was an increase of more than 800%, the sort of RoI (return on investment) which would once have impressed even Richard "Dick" Fuld (b 1946), chairman & CEO of Lehman Brothers (1850-2008).  Time however will tell if the money spent in 2014 was a good investment because when another four-speed 1971 Hemi ‘Cuda convertible was offered for auction in 2021, despite predictions it would go for as much as US$6.5 million, it was passed-in at US$4.8 million without reaching the reserve.  The car was fitted with Chrysler’s “Rallye” wheels rather than the steelie/dogdish combo but this was not thought to be of any significance.

Mecum Auctions catalogue image of 1971 four-speed Plymouth Hemi 'Cuda convertible with 15" Rallye wheels.  Passed in on a high-bid of US$4.8 million, it'll be interesting to see if, when next offered, steelies & dogdishes are fitted.