Coupe

Coupe (pronounced koop or koo-pey (the latter used even if spelled without the “é”)).

(1) A closed, two-door car, sometimes on a shorter wheelbase than the four-door version on which they’re based.

(2) A four-door car with a lower or more elongated, sloping roofline than the model on which it’s based.

(3) An ice cream or sherbet mixed or topped with fruit, liqueur, whipped cream etc.

(4) A glass container for serving such a dessert, usually having a stem and a wide, deep bowl (similar in shape but usually larger than a champagne coupe).

(5) As champagne coupe, a shallow, broad-bowled saucer shaped stemmed glass also often used for cocktails because of their greater stability than many a cocktail glasses.

(6) A short, four-wheeled, horse-drawn, closed carriage, usually with a single seat for two passengers and an outside seat for the driver.

(7) The end compartment in a European diligence or railroad car with seats on one side only.

(8) In commercial logging, an area of a forest or plantation where harvesting of wood is planned or has taken place.

(9) In military use, as coupe gorge (a borrowing from French (literally “cut-throat”), any position affording such advantage to an attacking formation that the troops occupying it must either surrender or be “cut to pieces”.

(10) In various sports, a cup awarded as a prize.

(11) A hairstyle (always pronounced coop) which typically features shorter sides and back with longer hair on top.

1825–1835: From the French coupé (low, short, four-wheeled, close carriage without the front seat, carrying two inside, with an outside seat for the driver (also “front compartment of a stage coach”)), a shortened form of carrosse coupé (a cut-off or shortened version of the Berlin (from Berliner) coach, modified to remove the back seat), the past participle of couper (to cut off; to cut in half), the verbal derivative of coup (blow; stroke); a doublet of cup, hive and keeve, thus the link with goblets, cups & glasses.  It was first applied to two-door automobiles with enclosed coachwork by 1897 while the Coupe de ville (or Coup de ville) dates from 1931, describing originally a car with an open driver's position and an enclosed passenger compartment.

The earlier senses (wicker basket, tub, cask) date from 1375–1425, from the Middle English, from the Anglo-French coupe & cope, from the Old French coupe, from the Medieval Latin cōpa (cask), from the Latin cūpa (cask, tub, barrel), the ultimate source of the modern “cup” (both drink vessels and bras).  The Middle English cǒupe was from the Old Saxon kûpa & côpa, from the Old High German chôfa & chuofa, again from the from the Medieval Latin cōpa from the Latin cūpa.  It described variously a large wicker basket; a dosser, a pannier; a basket, pen or enclosure for birds (a coop); a cart or sled equipped with a wicker basket for carrying manure etc; a barrel or cask for holding liquids.  The obvious descendent is the modern coop (chickens etc).  Coupe is a noun; the noun plural is coupes.

Marie Antoinette and the unrelated champagne coupe.

The “coupe” hair-style (always pronounced coop) is one which typically features shorter sides and back with longer hair on top, the modern interpretations making a distinct contrast between the shorter and longer sections, the aim being the creation of sharp lines or acute angles.  The longer hair atop can be styled in various ways (slicked back, textured, or even the messy look of a JBF.  Historically, the coupe hairstyle was associated with men's cuts but of late it’s become popular with women, attracted by the versatility, low maintenance and the adaptability to suit different face shapes, hair types and variegated coloring.  Because outside the profession, there’s no obvious link between “coupe” and hair-styles, the term “undercut” is often used instead.  Unfortunately, despite the often-repeated story, there seems little to support the claim the wide-mouthed, shallow-bowled champagne coupe was modelled on one of Marie Antoinette's (1755–1793; Queen Consort of France 1774-1792) breasts.

Harold Wilson (1916–1995; UK prime minister 1964-1970 & 1974-1976) outside 10 Downing Street with his official car, a Rover 3.5 saloon.

In automobiles, by the 1960s, the English-speaking world had (more or less) agreed a coupe was a two door car with a fixed roof and, if based on a sedan, in some way (a shorter wheelbase or a rakish roof-line) designed put a premium on style over utility.  There were hold-outs among a few UK manufacturers who insisted there were fixed head coupes (FHC) and drop head coupes (DHC), the latter described by most others as convertibles or cabriolets but mostly the term had come to be well-understood.  It was thus a surprise when Rover in 1962 displayed a “four-door coupe”, essentially their 3 Litre sedan with a lower roof-line and a few “sporty” touches such as a tachometer and a full set of gauges.  Powered by a 3.0 litre (183 cubic inch) straight-six, it had been available as a four-door sedan since 1958 and had found a niche in that part of the upper middle-class market which valued smoothness and respectability over the speed and flashiness offered by the rakish Jaguars but, heavy and under-powered by comparison, even its admirers remarked on the lethargy of the thing while noting it was fast enough to over-tax the four-wheel drum brakes.  The engine did however set standards of smoothness which only the Rolls-Royce straight-sixes and the best of the various straight-eights could match but by 1959, both breeds were all but extinct so the Rover, with its by then archaic arrangement using overhead inlet and side-mounted exhaust valves had at least one unmatched virtue to offer.

Rover-BRM Gas-Turbine, Le Mans, 1965.

Although obviously influenced by the then stylish 1955 Chryslers, its conservative lines appealed to a market segment where such a thing was a virtue and reflected Rover’s image although it was a company with a history which included some genuine adventurism, their experimental turbine-engined cars in the early post-war years producing high performance, something made more startling by them being mounted in bodies using the same styling cues as the upright 3 Litre.  The company however discovered that whatever the many advantages, they suffered the same problems that would doom Chrysler’s turbine project, notably their thirst (although turbines do have a wide tolerance of fuel types) and the high costs of manufacturing because of the precision required, something hinted at by the Chrysler’s tachometer reading to 46,000 rpm while the temperature gauge was graduated to 1,700°F (930°C).  While such machinery was manageable on warships or passenger jets, to sell them to general consumers would have been too great a risk for any corporation and neither ever appeared in the showrooms although Chrysler’s research continued until 1979 and Rover co-developed a turbine race car which proved its speed and durability in several outings in the Le Mans 24 hour endurance classic.

Chop top: The Rover 3.5 Coupé (P5B).

For the public however, Rover upgraded the 3 Litre in a way which was less imaginative but highly successful, purchasing from General Motors (GM) the rights to the 3.5 litre (2.15 cubic inch), all-aluminum V8 which Buick, Oldsmobile & Pontiac had all used in their new generation of “compact” cars between 1960-1963.  For a variety of reasons, GM abandoned the project (to their later regret) and Rover embarked on their own development project, modifying the V8 to suit local conditions and the availability of components.  Remarkably, it would remain in production until 2006, used by several manufacturers as well as a legion of private ventures in capacity up to 5.0 litres (305 cubic inch) although megalomaniacs discovered that by using a mix-and-match of off-the-shelf parts, a displacement of 5.2 litres (318 cubic inch) was possible.  Lighter and more powerful than the long-serving straight-six, the V8 transformed the 3 Litre although Rover, with typical English understatement, limited themselves to changing the name to “3.5 Litre”, solving the potential of any confusion when the V8 was offered in the smaller 2000 by calling it the “3500”.

Although the factory never released one, privately some 3.5 Coupés have been converted to two-doors and there are even some cabriolets (ie drop head coupes or convertibles).

Although the new engine couldn’t match the smoothness of the old, the effortless performance it imparted added to the refinement and fortunately, by the time the V8 was installed, disk brakes had been fitted and transformed by the additional power, it became an establishment favorite, used by prime-ministers and Queen Elizabeth II even long after it had been discontinued.  Even by the time the V8 version was released in 1967, it was in many ways a relic but it managed to offer such a combination of virtues that its appeal for years transcended its vintage aspects.  When the last was produced in 1973, that it was outdated and had for some time been obsolescent was denied by few but even many of them would admit it remained a satisfying drive.  One intriguing part of the tale was why, defying the conventions of the time, the low-roof variation of the four-door was called a coupé (and Rover did use the l'accent aigu (the acute accent: “é”) to ensure the “traditional pronunciation” was imposed although the Americans and others sensibly abandoned the practice).  The rakish lines, including more steeply sloped front and rear glass were much admired although the original vision had been more ambitious still, the original intention being a four-door hardtop with no central pillar.  Strangely, although the Americas and Germans managed this satisfactorily, a solution eluded Rover which had to content themselves with a thinner B-pillar.

1955 Chrysler C-300 (top left), 1970 Mercedes-Benz 280 SE 3.5 Coupé (top right), Rover 3.5 Coupé (bottom left) and Rover 3.5 Saloon (bottom right).

On sale only in the 1955-1956 seasons, the restrained lines of Chrysler’s elegant “Forward Look” range didn’t last long in the US as extravagance overtook Detroit but the influence endured longer in Europe, both the Mercedes-Benz W111 (1961-1971) & W112 Coupé (1962-1967) and the Rover P5 (1958-1967) & P5B (1967-1973) interpreting the shape.  The Rover was a tale of two rooflines: the “Establishment” Saloon and the rakish Coupé.

Whether or not Chrysler in the US had noted the Rover P5 Coupé isn't known but in 1971 Plymouth also released a four-door coupe and this one really was a genuine hardtop.  Mid-way through the 1970 season, quietly slipped into the range was the "Gran Coupe", based on the Fury II two-door sedan but bundled with a number of otherwise extra-cost options including air conditioning and the then fashionable concealed headlights.  What was most obvious however, was the paisley theme, a patterned vinyl roof with matching upholstery, most Gran Coupes finished in a newly created copper tone paint although other colors were available.  The Gran Coupe returned for 1971 but the coachwork was the more elegant pillarless hardtop in both two and four-door versions, the latter still known as a coupe.  That attracted criticism from those who had come to associate the word exclusively with two-door bodywork and unlike Rover which, with a nod to the etymology of coupé, had cut the P5’s roof-line a little, shamelessly, Plymouth ignored the etymology and invented the un-cut coupe, clearly believing gluing on some paisley vinyl vested sufficient distinction.  The factory also imposed some restraint on buyers: although the Gran Coupe was available in a variety of colors, only if the standard interior trim (tan) was chosen would the paisley patterned upholstery be available and, befitting the likely ownership of the full-sized line, the vinyl roof was subdued rather than the swirling psychedelia of the groovy Mod Top’s swirls.  In the twenty-first century the “four door coupe” became a thing but although Rover seems to have been the first to apply a “Coupé” badge, the now familiar motifs were seen in some coach-built four-doors during the inter-war years, the big Duesenbergs and Buccialis among the most memorable.

Following Rover: 1971 Plymouth Fury III Gran Coupe (four-door hardtop).  There are four door coupes because Plymouth said so.  

Rover wasn't unique; one way or another, windows have troubled the English: (1) the “window tax” imposed on houses during the eighteenth & nineteenth centuries a constant irritant to many, (2) the squircle (in algebraic geometry "a closed quartic curve having properties intermediate between those of a square and a circle") windows used in the early de Havilland Comets found to be a contributing factor in the catastrophic structural airframe failures which doomed the thing and the reason why oval windows are used to this day (mathematicians pointing out the Comet’s original apertures were not “quartic” as some claim on the basis of them being “a square with rounded corners”, the nerds noting “quartic” means “an algebraic equation or function of the fourth degree or a curve describing such an equation or function” and (3) even by the mid 1970s, Jaguar couldn’t quite get right the sealing on the frameless windows used on the lovely “two-door” versions (1975-1978) of the Jaguar & Daimler XJ saloons (which the factory insisted were NOT a coupé, presumably to differentiate them from the long-serving (1975-1995) but considerably less lovely XJ-S (later XJS).

Lindsay Lohan with Porsche Panamera 4S four-door coupe (the factory doesn't use the designation but most others seem to), Los Angeles, 2012.

The etymology of coupe is that it comes from couper (to cut off) but the original use in the context of horse-drawn coaches referred to the platform being shortened, not lowered but others have also been inventive, Cadillac for decades offering the Coupe De Ville (they used also Coupe DeVille) and usually it was built on exactly the same platform as the Sedan De Ville.  So Rover probably felt entitled to cut where they preferred; in their case it was the roof and in the early twentieth century, the four-door coupe became a thing, the debut in 2004 of the Mercedes-Benz CLS influencing other including BMW, Porsche, Volkswagen and Audi.  Whether the moment for the style has passed will be indicated by whether the current model, the last of which will be produced in August 2023, will be replaced.

Club

Club (pronounced kluhb)

(1) A heavy stick, usually thicker at one end than at the other, suitable for use as a weapon; a cudgel.

(2) A group of persons organized for a social, literary, athletic, political, or other purpose.

(3) The building or rooms occupied by such a group.

(4) An organization that offers its subscribers certain benefits, as discounts, bonuses, or interest, in return for regular purchases or payments.

(5) In sport, a stick or bat used to drive a ball in various games, as golf.

(6) A nightclub, especially one in which people dance to popular music, drink, and socialize.

(7) A black trefoil-shaped figure on a playing card.

(8) To beat with or as with a club.

(9) To gather or form into a club-like mass.

(10) To contribute as one's share toward a joint expense; make up by joint contribution (often followed by up or together).

(11) To defray by proportional shares.

(12) To combine or join together, as for a common purpose.

(13) In nautical, use, to drift in a current with an anchor, usually rigged with a spring, dragging or dangling to reduce speed.

(14) In casual military use, in the maneuvering of troops, blunders in command whereby troops get into a position from which they cannot extricate themselves by ordinary tactics.

(15) In zoological anatomy, a body part near the tail of some dinosaurs and mammals

(16) In mathematical logic and set theory, a subset of a limit ordinal which is closed under the order topology, and is unbounded relative to the limit ordinal.

(17) In axiomatic set theory, a set of combinatorial principles that are a weaker version of the corresponding diamond principle.

(18) A birth defect where one or both feet are rotated inwards and downward.

1175-1225: From the Middle English clubbe, derived from the Old Norse klubba (club or cudgel) akin to clump, from Old English clympre (lump of metal) related to the Middle High German klumpe (group of trees).  The Proto-Germanic klumbon was also related to clump.  Old English words for this were sagol and cycgel.  The Danish klőver and Dutch klaver (a club at cards) is literally "a clover."  Ultimate root is the classical Latin globus or glomus (forming into a globe or ball), a later influence the Middle Low German kolve (bulb) and German Kolben (butt, bulb, club).  The sense of a "bat used in games" is from mid-fifteenth century; the club suit in the deck of cards is from the 1560s although the pattern adopted on English cards is the French trefoil.  The social club emerged in the 1660s, apparently an organic evolution from the verbal sense "gather in a club-like mass", first noted in the 1620s, then, as a noun, the "association of people", dating from the 1640s.  The Club Sandwich was probably first offered in 1899, the unrelated club soda in 1877, originally as the proprietary name Club Soda.  Club, clubbishness & clubbing are nouns & verbs, clubber is a noun, clubbed is a verb & adjective, clubby & clubbish are adjectives and clubbily is an adverb; the noun plural is clubs.

On her Only Fans page, Tash Petersen shows her club membership.

Something of a local legend in the world of vegan activism, Tash Peterson (b circa 1995) is an animal rights activist based in Perth, Australia.  Not actually part of the the militant extreme of the movement which engages in actual physical attacks on the personnel, plant & equipment of the industries associated with animal slaughter, Ms Peterson's form of direct action is the set-piece event, staged to produce images and video with cross-platform appeal, the footage she posts on social media freely available for re-distribution by the legacy media, her Instagram feed providing a sample of her work in various contexts.  The accessories used include blood (reputedly from slaughterhouses) and very fetching figure-fitting costumes styled to resemble various animals including cows, her favored locations including the meat section of supermarkets, cafés and restaurants serving animal flesh, processing facilities associated with the slaughter industry and any events celebrating the carnivorous.  Ms Peterson's other club membership is that of the vegansexuals (vegans who chooses to have sex or pursue sexual relationships only with other vegans).

The Club Sandwich

A majority of historians of food suggest the club sandwich, as an item able to be ordered, first appeared on a menu in 1899 at the Union Club of New York City.  It was however made with two toasted slices of bread with a layer of turkey or chicken and ham between them, served warm, not the three slices with which it’s now associated; at that point the "club" was merely self referential of the institution at which it was served.  Others suggest it originated in 1894 at an exclusive gambling club in New York’s Saratoga Springs.  The former is more accepted because there’s documentary evidence while the latter based on references in secondary sources.  It’s a mere etymological point; as a recipe, what’s now thought of as a club sandwich had doubtless been eaten for decades or centuries before the words Club Sandwich appeared on a menu.

The notion that club is actually an acronym for "chicken and lettuce under bacon" appears to be a modern pop-culture invention, derived from a British TV sitcom, Peter Kay’s Car Share (episode 5: Unscripted, 7 May 2018) in what’s claimed to be an un-scripted take, although, on television, very little is really ad-lib and "reality" has a specific technical meaning.  On the show, the discussion was about the difference between a BLT (bacon, lettuce & tomato) and a club sandwich.  It spread quickly on the internet but was fake news.

Seemingly sceptical: Lindsay Lohan contemplates club.

Ingredients

12 slices wholegrain or rye bread

12 rashers rindless, shortcut, peach-fed bacon

Extra-virgin olive oil

2 free-range eggs

1/2 cup whole egg mayonnaise

12 cos lettuce leaves

320g sliced lean turkey breast

4 ripe Paul Robeson heirloom tomatoes, sliced

A little freshly-chopped tarragon

Ground smoked sea salt & freshly cracked black peppercorns

Instructions

(1) Preheat a grill tray on medium.  Place half the bread under grill and cook until lightly toasted.  Repeat with remaining bread.

(2) Lightly brush both sides of bacon with oil.  Place under grill and cook for 2-4 minutes each side according to taste.  Once removed, place on a paper towel, turning over after one minute.

(3) Fry eggs, preferably leaving yokes soft and runny.  Fold tarragon into mayonnaise according to taste.   

(4) Spread 8 of the slices of toast with mayonnaise.  Arrange half of the lettuce, turkey and tomatoes over 4 slices.  Evenly distribute the fried eggs.

(5) Top with a second slice of toast with mayonnaise. Then, add remaining lettuce, bacon and tomato. Season well with salt and pepper. Top with remaining pieces of toast.

(6) Cut each sandwich in half or quarters according to preference, using toothpicks driven through centre to secure construction.

Variations

Chefs are a dictatorial lot and tend to insist a club sandwich must be a balanced construction with no predominant or overwhelming taste or texture.  Trick is to agree with everything they say and then make things to suit individual taste.  By varying the percentages of the ingredients, one can create things like a bacon club with extras and vegetarian creations are rendered by swapping bacon and turkey for aubergine and avocado.  A surprising number find tomato a mismatch, some add cheese or onion while many prefer butter to mayonnaise.  In commercial operations like cafés, tradition is to serve clubs with French fries but many now offer salads, often with a light vinaigrette dressing.  Served with soup, it’s a meal.

1946 Lincoln Club Coupe (body style 77).  When production of the V12 Lincoln Zephyr (1936-1942) resumed in 1946, the cars were sold simply as Lincolns with no model designation, differentiated by the style of coach-work (Sedan, Club Coupe & Convertible Coupe).  When production ended in 1948, it was the last of the American V12s.

The mysterious term “club coupe” emerged in the 1930s to distinguish the style from the “business coupe”, the latter a two door car with only a front seat, the rear compartment used to augment the space in the trunk (boot), the target market the numerous “travelling salesmen” who needed a vehicle with lots of secure storage for their wares.  What the term “club coupe” described was a two-door car with a rear passenger including a bench seat for two or three.  The use of the word “club” was an example of “aspirational branding”, a marketing flourish intended to suggest something more upscale than the utilitarian business coupe, the invocation that of the style and exclusivity of the “private club”.  Being a product of the marketing department, “club coupe” was never precisely defined and while the characteristics associated with the style were sometimes identifiable they were never consistent.

1951 Ford Custom Deluxe Club Coupe; long model names are nothing new.

The mid-century tendency was to use a body shorter than that of a sedan but retaining the convenience of a full-size back seat (unlike the single-seat business coupe) but as the “two door sedan” emerged as a descriptor things became fuzzy and by the time the two door hardtops appeared at scale in the 1950s, it wasn’t surprising “club coupe” fell from favour.  Ford in 1954 offered a club coupe but they were the next season renamed “Tudor sedan” (ie a two-door sedan) but made the use murkier still by calling the Customline Six two-door a "Tudor Sedan" and the new V8 Fairlane a “Club Sedan”, business coupes and club sedans lingering for years in the line-up but the club coupe vanished until 1966.  The 1960s revival was a use of the word to allude to the upmarket fittings once associated with the more luxurious club coupes of the pre-war years and like “landau”, “brougham” and such, was just another model designation, suggestive of some link to the past.

Promotional images used for 2015 Holden Commodore Clubsport R8 25th anniversary edition.  Note the bogan-themed tyre marks; Holden knew their target-market.

The meaning denoted was different in 1990 when Holden added the V8 HSV (Holden Special Vehicles) Clubsport to the VN range as a “de-contented” entry-level model, along the lines of the original Plymouth Road Runner (1968-1970), the message being: fewer fittings meant lower cost and higher performance.  The Clubsport would remain in the line-up until the end of Commodore production in 2017 although for various reasons, equipment levels steadily increased.

1992 Porsche 911 Club Coupé in Familiengrün.

Porsche also used the word and until the US use in the 1930s which was an allusion to the generic “private club”, the German like was to a literal club.  In 2012, Porsche celebrated the company’s 60th anniversary and part of the programme was the creation of 13 911 Club Coupés, the unusual production volume a tribute to the 13 fanboys who formed the world’s first “Porsche Club”: the Westfälischer Porsche Club Hohensyburg.  Although “fanboy” is understood to mean something like übertriebener Fan (excessively obsessive fan), blinder Anhänger (blind follower) or fanatischer Anhänger (fanatical follower), German has absorbed the English slang “fanboy” and uses it unmodified.  Based on the 991 series 911, the Club Coupé was bundled with the Sport Design package, X51 Powerkit, body-colored Sport Techno wheels, PCCB (Porsche Ceramic Composite Brakes which used a ceramic disk-rotor reinforced with carbon fibre), Club-themed door sills, and PASM (Porsche Active Suspension Management).  One marker of uniqueness was the color; although the factory listed the hue as Brewster Green, it was actually known internally as Familiengrün (Family Green), used for Wolfgang Porsche’s personal 911s.

Hooptie

Hooptie (pronounced hoop-dee or whoop-dee (contested))

In slang, an old, worn-out car.

Circa 1960s: The slang hooptie is used to describe an old, battered car.  The origin is uncertain but it’s thought to have originated in African American urban vernacular sometime in the second half of the twentieth century.  The most common explanation is that the word is a phonetic adaptation from Coupe de Ville, a model of Cadillac produced 1949-2005 (although the factory used the syntax Coupe De Ville only from 1959; prior to that they were Cadillac DeVilles with coupe bodies).  Coupé was from the French couper (to cut), from the Old French coper & colper (to cut off), probably from cop (blow) or colp (which endures as the modern coup), with sense derived from the notion of “cutting off with a blow”.  It may correspond to a Vulgar Latin verb colpāre, a syncopated form of colaphāre (blow, cuff), from the Latin colaphus (a blow delivered by a fist).  The alternative etymology suggests a link with the Vulgar Latin cuppāre (to behead), from the Latin caput (head) although this has never received much support.  The term de ville was from the French phrase de la ville which translated literally as de (of) la (the) ville (city) and in the eighteenth & nineteenth centuries a “sedanca de ville” was a type of small, horse drawn carriage popular for use in the tight streets of cities.  The carriages featured an enclosed compartment for usually two-three passengers while the driver sat outside.  That configuration was adopted in the early coachwork of some automobiles and although production declined as fully-enclosed bodies began to prevail, the style remained on the lists of many coachbuilders until the outbreak of World War II (1939-1945).  In the post-war years there was the odd sedanca de ville which coachbuilders would build on special request by the 1970s the style was thought extinct, a feeling which Bentley’s quixotic semi-revival with the production of a few dozen Continental Sedanca Coupés (SC) in 1999 did little to dispel.  The SC was actually just an appropriation of the name and really a variation of a targa, the rear passenger compartment covered but not enclosed.

Lindsay Lohan assessing her hooptie: Herbie: Fully Loaded (2005).

There have been five alternative theories for the etymology: (1) One suggests both hoopdie & hooptie were both used in the African American community in the 1920s to describe a run-down or dilapidated house (a use perhaps derived from “hovel”) and over time the term came to be was applied to old cars in some advanced state of disrepair.  There is little support for this.  (2) It may be onomatopoeic and a reference to the tortured sounds which emanate from a defective machine in need of repairs.  There is little support for this. (3) It may be related to the phrase “hope I die”, the anthropomorphic notion being the car would sooner be crushed than continue in its dilapidated state.  There is no support for this.  (4) It may be from Hupmobile, a popular brand of car early in the twentieth century, the linguist progress being from “Hupmobile” to “hup” and finally to "hoop", the theory being the use was originally specific to neglected Hupmobiles and later generalized.  There is little support for this.  (5) Hooptie may be from the West African Wolof xub (broken down), the connection being many African Americans are descended from those brought to the US during the slave trade.  It’s thought not impossible but linguistic anthropologists seem unconvinced.  The link with the Cadillac Coupe DeVille (Cadillac followed the usual US practice and never spelled Coupé with the l'accent aigu (acute accent) on the final "e") remains most convincing because for decades, the model was a byword for automotive prestige in the US and it (and similar long cars from the era) is still used in music videos by African Americans.  The song My Hooptie by Sir Mix-a-Lot (stage name of Anthony L Ray (b 1963)) was released in 1989 and included on his album Seminar.  The alternative spellings are hooptee & hoopty.  Hooptie is a noun; the noun plural is hoopties.

Peak Cadillac Coupe DeVille is probably the 1968 model which, uniquely, combined the classic 1960s styling with the stacked headlamps with the new 472 cubic inch (7.7 litre) V8 which in the 1970s would grow to 500 cubic inches (8.2 litre) before shrinking in the post oil-shock world.  When, in 368 cubic inch (6.0 litre) form it was retired in 1984, it was the last of the old “big-block” V8s available in a passenger car.

Reflecting the etymology, the original use of coupé was to describe a horse-drawn carriage cut down to a smaller size to provide for greater speed & agility but by the time Cadillac released the Coupe de Ville in 1949, coupe had come generally to mean a two door car and DeVille was appended because it was known to be suggestive of something expensive or exclusive although presumably few were well acquainted with the literal translation.  That was probably just as well because the big Cadillacs weren’t ideal for use in densely populated and congested cities, even those of the late twentieth century US where the parking meters were further apart.  Adopting Cadillac’s usual conventions of nomenclature, the companion four-door models were called Sedan DeVille (It began in 1949 as de Ville and Cadillac published material with the spellings de Ville, De Ville & DeVille before standardizing the later) and the convertibles received no separate designation, labeled also Coupe DeVille.  Surprisingly, the two and four-door were the same length which must have helped with production-line rationalization.

My Hooptie by Sir Mix-a-Lot (Lyrics © Universal Music Publishing Group)

My hooptie rollin', tailpipe draggin'
Heat don't work an' my girl keeps naggin'
Six-nine Buick, deuce keeps rollin'
One hubcap 'cause three got stolen
Bumper shook loose, chrome keeps scrapin'
Mis-matched tires, and my white walls flakin'
Hit mickey-d's, Maharaji starts to bug
He ate a quarter-pounder, threw the pickles on my rug
Runnin', movin' tabs expired
Girlies tryin' to dis 'n say my car looks tired
Hit my brakes, out slid skittles
Tinted back window with a bubble in the middle
Who's car is it? Posse won't say
We all play it off when you look our way
Rollin' four deep, tires smoke up the block
Gotta roll this bucket, 'cause my Benz is in the shop
My hooptie - my hooptie
Four door nightmare, trunk locks' stuck
Big dice on the mirror, grill like a truck
Lifters tickin', accelerator's stickin'
Somethin' on my left front wheel keeps clickin'
Picked up the girlies, now we're eight deep
Cars barely movin', but now we got heat
Made a left turn as I watched in fright
My ex-girlfriend shot out my headlight
She was standin', in the road, so I smashed her toes
Mashed my pedal, boom, down she goes
Law ain't lyin', long hairs flyin'
We flipped the skeez off, dumb girl starts cryin'
Baby called the cops, now I'm gettin' nervous
The cops see a beeper and the suckers might serve us
Hit a side street and what did we find?
Some young punk, droppin' me a flip off sign
Put the deuce in reverse, and started to curse
Another sucker on the south side about to get hurt
Homey got scared, so I got on
Yeah my group got paid, but my groups still strong
Posse moved north, headin for the CD
Ridin' real fast so the cops don't see me
Mis-matched tires got my boys uptight
Two Vogues on the left, Uniroyal on the right
Hooptie bouncin', runnin' on leaded
This is what I sport when you call me big-headed
I pot-hole crusher, red light rusher
Musher of a brother 'cause I'm plowin' over suckers
In a hooptie
It's a three-ton monster, econo-box stomper
Snatch your girly, if you don't I'll romp 'er
Dinosaur rush, lookin' like Shaft
Some get bold, but some get smashed
Cops say the car smokes, but I won't listen
It's a six-nine deuce, so the hell with emissions
Rollin' in Tacoma, I could get burned
(Sound of automatic gunfire) Betta make a you-turn
Spotted this freak with immense posterior
Tryin' to roll smooth through the Hilltop area
Brother start lettin' off, kickin' that racket
Thinkin' I'm a rock star, slingin' them packets
I ain't wit' dat, so I smooth eject
Hit I-5 with the dope cassette
Playin' that tough crew hardcore dope
The tape deck broke
Damn what's next, brothers in Goretex
Tryin' to find a spot where we could hunt for sex
Found a little club called the N-see-O
Military, competition. You know.
I ain't really fazed, 'cause I pop much game
Rolled up tough, 'cause I got much fame
"How ya doin' baby, my name is Mixalot"
"Mixalot got a Benz boy, quit smokin' that rock"
Ooooh, I got dissed. But it ain't no thing
Runnin' that game with the home made slang
Baby got ished, Bremelo gip.
Keep laughin' at the car and you might get clipped
By a hooptie
Runnin' outta gas, stuck in traffic
Far left lane, throwin' up much static
Input, output, carbeurator fulla soot
"Whatcha want me to do Mix?"
Push freak, push
Sputter, sputter rollin' over gutters
Cars dip low with hard core brothers
Tank on E, pulled into Arco
Cops on tip for Columbian cargo
We fit a stereotype, that's what he said
Big long car, four big black heads
Cops keep jockin', grabbin' like 'gators
'Bout stereotypes, I'm lookin' nuthin' like Noriega
Cop took my wallet, looked at my license
His partner said "Damn, they all look like Tyson"
Yes, I'm legit, so they gotta let me go
This bucket ain't rollin' in snow
It's my hooptie

Groovy

Groovy (pronounced groo-vee)

(1) Of, pertaining to, or having grooves.

(2) Set in one's ways (obsolete).

(3) Inclined to follow a fixed routine (obsolete).

(4) Cool, neat, interesting, fashionable, highly stimulating or attractive; excellent. (used in the 1940s and then more frequently in the 1960s and 1970s; now dated but often used ironically or to suggest an association with the 1960s counter-culture (hippies, psychedelia and all that).

(5) A programming language for the Java Virtual Machine (JVM), now under the auspices of the Apache Software Foundation.

(6) In music (jazz), as a professional compliment with the meaning "performing well (without grandstanding)”.

(7) In music, melodious, danceable; particularly of a riff or bassline.

1853:  The construct was groove + -y.  Groove was from the Middle English grov, grove, groof & grofe (cave; pit; mining shaft), from the Old English grōf (trench, furrow, something dug), from the Proto-Germanic grōbō (groove, furrow”, from the primitive Indo-European ghrebh- (to dig, scrape, bury).  It was cognate with the Dutch groef & groeve (groove; pit, grave), the German Grube (ditch, pit), the Norwegian grov (brook, riverbed) & the Serbo-Croatian grèbati (scratch, dig).  The earlier form in Old English was grafan (to dig) and from here there’s a lineal descent to groove and, at some point, a fork led to “grave”.  The –y suffix was from the Middle English –y & -i, from the Old English -iġ (-y, & -ic”, suffix), from the Proto-Germanic -īgaz (-y, -ic), from the primitive Indo-European -kos, -ikos & -iḱos (-y, -ic).  It was cognate with the Scots -ie (-y), the West Frisian -ich (-y), the Dutch -ig (-y), the Low German -ig (-y), the German -ig (-y), the Swedish -ig (-y), the Latin -icus (-y, -ic) and the Ancient Greek -ικός (-ikós); doublet of -ic.  Groovy is a noun & adjective, grooving is a noun & verb, groovier & grooviest are adjective, groover & grooviness are nouns and groovily is an adverb; the noun plural is groovies (though groovers is more common).  The standard comparative is groovier and the superlative grooviest but constructs like supergroovy, ultragroovy and hypergroovy have been seen and the The alternative spelling groovey is extinct.

Groovy was first noted in 1853 in the metal working trades as a literal descriptor of the surface texture of metals and evolved into the general sense of “of or pertaining to a groove” and oral (either a dialectic form or specific to metal working) use may pre-date 1853.   One colloquial figurative sense was "having a tendency to routine, inclined to a specialized and narrow way of life or thought", attested from 1882 and linked to the idea of a grove being “something permanent, static and unchanging”.  That sense died out and the next figurative use was something of the opposite.  The reason English never created ungroovy or nongroovy is there were already number of words adequately to convey the idea, the one most associated with the 1960s counter-culture being "square" which used to convey the quality of "someone honorable & upright".  It's possible the purloining of "square" was developed from the familiar "straightlaced" although the eighteenth century "squaretoe" was an epithet applied to disparage the "prim & proper"; this later form is thought unrelated to the hippies' use of "square".

Groovers in the groove: Lindsay Lohan (right) DJing with former special friend, DJ Samantha Ronson (left).

The slang sense in the context of jazz music is from circa 1926 and was used by musicians to convey a professional compliment: "performing well (without grandstanding)”.  This seems to have migrated to adopt its modern sense to describe something wonderful in the late 1930s although it even then tended to be confined to the young and, outside of parts of some US cities, doesn’t appear to have enjoyed wide use.  It became widely popular in 1960s youth culture which spread world-wide, including beyond the English-speaking word.  Despite falling from favor after hippiedom passed its peak, it’s never actually gone extinct and occasional spikes are noted, triggered usually by some use in pop-culture.  Generally though, it’s been out of currency since the 1970s although still used ironically.

Groovy.  1970 Plymouth Hemi Cuda with Mod Top.  This is the only Hemi Cuda with the Mod Top option.

The psychedelic Mod Top was a Plymouth factory option in 1969-1970.  Ordered mostly in yellow, the flower power themed material was supplied by the plastics division of Stauffer Corporation, chosen for their expertise in the manufacture of durable, brightly patterned tablecloths and shower curtains.  The company, dating from 1907, remains in family ownership and still operates but it’s not known if it's one of the Stauffer families which are branches of the Staufer Dynasty (known also as the Hohenstaufen) which provided a number of medieval German kings who were crowned also as Holy Roman Emperors.

1969 Plymouth advertising: Barracuda (left) & Satellite (right).  The copy called the motif a "pop print", an allusion to "pop art" which recently had emerged as a trend in the art market.

In the curious way Chrysler allowed its divisions to operate in the era, Dodge, Plymouth’s corporate stable-mate, offered a similar option called the Floral Top, the material for which was supplied by another company.  The companion to the Mod Top roof was matching vinyl paisley upholstery and floor mats which could be mixed and matched, some cars built with one but not the other although, despite it being possible, no convertible buyers (who by definition couldn’t tick the vinyl roof box) opted for the hippie interior.  Technically, Stauffer used exactly the same design technique used when applying flowers to tablecloths and shower curtains: endlessly repetitive patterns which repeat every 3-4 feet (900 mm-1.2 m), the same model used with most fake finishes for surfaces which emulate natural substances (granite, marble, timber etc).

1969 Dodge Daytona with Floral Top.

Few finds attract collectors like factory one-offs, genuine rarities produced by a manufacturer despite officially not being available in that configuration.  The 503 1969 Dodge Daytonas (produced only because the National Association for Stock Car Auto Racing (NASCAR) imposed a minimum build number in their homologation rules) included some extreme aerodynamic modifications and have long been sought-after, trading these days well into six figures.  It does seem Dodge may have made one with the Floral Top, despite it not being a Daytona option although the evidence for it being a genuine factory product is undocumented, based instead on oral testimony.  Many experts do seem convinced and, during the era, such "unicorns" did exist.

One's three choices to display one's grooviness.

1970 Plymouth Hemi 'Cuda with Mod Top, the logo's groovy lettering part of the vibe.  Almost all this vinyl was glued on during the administration of Richard Nixon (1913-1994; US president 1969-1974) who, although a competent pianist, was not at all groovy.

It’s not known how many survive, many a vinyl roof being removed or replaced with a solid color after the hippie vibe became unfashionable but some with the option have become collectables and reproduction vinyl is now available for those wanting the vibe back; the closer to the original condition a car can be rendered, the higher the value.  The nature of the unfortunate accessory is such that it’s never going to influence the price to the extent a rare or desirable engine or transmission might but, for the originality (or at least the replication) police, these things are an end in themselves.  Available in yellow or blue and with matching interior trim, 2792 freaks ordered these in 1969 but by 1970, only 84 repeated the mistake.  Altmont had prevailed over Woodstock; the 1960s were over.

Mod Top (Plymouth) & Floral Top (Dodge) production count, 1969-1970.

There however the patterned roof didn't die although the grooviness did.  Despite it being the intermediate-sized Satellite which in 1969 which attracted the most mod-toppers, Plymouth the next year restricted availability to the pony cars and demand proved embarrassingly modest.  Not discouraged, the factory in mid-year offered a somewhat subdued variation on their full-sized line, the Fury, a flourish perhaps surprising given the evolution of the market segment.  Until the 1960 model year, the “big three” (General Motors (GM), Ford & Chrysler) had each produced essentially one mainstream line (low-volume specialties such as the Thunderbird and Corvette just lucrative niche players).  Beginning in the 1960 model-year, that would change, increasing prosperity encouraging and the growing success of smaller imports compelling Detroit’s big three to introduce first compact, then intermediate and later sub-compact ranges, what came to be called the full-sized cars having grown just too big, heavy and thirsty for many.

The market spoke and the full-sized ranges, while remaining big sellers, gradually abandoned the high-performance versions which had once been the flagships, the smaller, lighter intermediates, pony cars and even the compacts much more convincing in the role.  By 1970, the big cars ran a gamut from stripper taxi-cabs to elaborately blinged-up luxury cars (which grew so big they cam later to be called "land yachts") but attempts to maintain a full-sized finger in the sporty pie was nearly over.  By 1970, only Ford still had a four-speed manual gearbox on the option list for the big XL and Chrysler, although the lusty triple-carburetor 440 cubic inch (7.2 litre) V8 could be had in some Fury models, it was available only with the TorqueFlite automatic.  All of General Motors' (GM) full-size machine were by then definitely heavy cruisers.

But Plymouth clearly believed the Fury still offered some scope in other stylistic directions; it was after all a big canvas.  Mid-season, quietly slipped into the range was the "Gran Coupe", based on the Fury II two-door sedan but bundled with a number of otherwise extra-cost options including air conditioning and the then fashionable concealed headlights.  What was most obvious however, was the paisley theme, a patterned vinyl roof with matching upholstery, most Gran Coupes finished in a newly created copper tone paint although other colors were available.

1971 Rover P5B 3.5 Coupé.

The Gran Coupe was retained for 1971 but the coachwork was the more elegant pillarless hardtop in both two and four-door versions, the latter still known as a coupe.  That attracted criticism from those who had come to associate the word exclusively with two-door bodywork but in the UK Rover had since 1962 offered a four-door “Coupé” although they did cut the P5’s roof-line a little, a nod to the history of the word coupé (from the French coupé, an elliptical form of carosse coupé (cut carriage), past participle of couper (to cut)).  Shamelessly, Plymouth ignored the etymology and invented the un-cut coupe, clearly believing gluing on some paisley vinyl vested sufficient distinction.  The factory also imposed some restraint on buyers: although the Gran Coupe was available in a variety of colors, only if the standard interior trim (tan) was chosen would the paisley patterned upholstery be available and, befitting the likely ownership of the full-sized line, the vinyl roof was subdued rather than the swirling psychedelia of the groovy Mod Top’s swirls.  In the twenty-first century the “four door coupe” became a thing but although Rover seems to have been the first to apply a “Coupé” badge, the now familiar motifs were seen in some coach-built four-doors during the inter-war years, the big Duesenbergs and Buccialis among the most memorable.

Following Rover: 1971 Plymouth Fury III Gran Coupe (four-door hardtop).  There are four door coupes because Plymouth said so.

It was for years the end for any exuberance in the full-sized lines.  Although the option of a four-speed manual transmission appeared in the early catalogues for the 1970 Ford XL, none were built and Chevrolet had already removed the SS option for the Impala; big engines would remain, indeed, they would grow larger but power would drop, the full-sized lines of both now hunting those wanting cut-price Lincolns and Cadillacs rather than something in the spirit of the old "letter series" Chrysler 300s.  Plymouth had already abandoned the Mod Top after lackluster sales in 1970 and the more dour paisley vinyl lasted only another year, consigned to history with the triple-carburetor 440.  Happily, decades later, big-power engines would make a comeback but fortunately, the paisley vinyl roof remained forgotten.

"Rich Burgundy", before & after UV exposure.

Chrysler's use of the term "paisley" was actually a bit misleading; only some of the groovy vinyl was a true paisley but the marketing people liked it so applied it liberally, even to fabric with big yellow sunflowers.  Customers didn't however share the enthusiasm felt by the sales department and by mid-1970, Chrysler realized they had a lot of bolts of un-wanted paisley vinyl in the warehouse; this was some time before just-in-time (JIT) supply chains.  The inspired suggestion was to dye the vinyl a dark purple and offer it only with the "Sparkling Burgundy Metallic" paint which was exclusive to the Imperial line, the theory being the same as used with hair-dyes: dark can always cover light.  Some testing verified the theory and in September the 1971 models began to be shipped to dealers, some cars parked outside... in direct sunlight.  Almost immediately, the now burgundy vinyl began to fade.  If nothing else, the incident illustrated the point made by Austrian–British philosopher Sir Karl Popper (1902–1994): What is critical in theories is not proof but disproof; it matters not how how many bolts of vinyl satisfactorily can be dyed purple, if just one fades in the sunlight then it's a bad idea.  Chrysler replaced the tops with either black or white vinyl and this time the paisley option was killed for good.  A handful actually were sold with the purple fabric still attached, later to fade, at which point most owners took up the offer for the white or black re-cover, depending on the interior trim chosen but at least one (which must have spent the decades protected from the ultra-violet) still exists as it left the factory.

Prototype 1967 Chevrolet Camaros.

Chrysler wasn’t the only US manufacturer to offer the patterned vinyl roof, Mercury for a single season in 1970 having houndstooth available for the Cougar and even GM flirted with the idea before thinking better of it.  Hidden away in GM’s vast historical archive before being published early in the twenty-first century were photographs of the patterned vinyl being contemplated for the 1967 Chevrolet Camaro’s debut in late 1966.  Chevrolet seems to have produced prototypes with both paisley and houndstooth vinyl and intriguingly, also pictured were (presumably functional) side mounted exhaust pipes, exiting under the rear of the door.  Like the Camaro’s triple carburetor option (cancelled late in the planning process), neither the patterned vinyl roofs nor the side pipes reached production, the latter remaining exclusive to the Corvette.