Dot

Dot (pronounced dot)

(1) A small, roundish mark made with or as if with a pen.

(2) A minute or small spot on a surface; speck.

(3) Anything relatively small or speck-like.

(4) A small specimen, section, amount, or portion; a small portion or specimen (the use meaning “a lump or clod” long obsolete).

(5) In grammar, a punctuation mark used to indicate the end of a sentence or an abbreviated part of a word; a full stop; a period.

(6) In the Latin script, a point used as a diacritical mark above or below various letters, as in Ȧ, Ạ, Ḅ, Ḃ, Ċ.

(7) In computing, a differentiation point internet addresses etc and in file names a separation device (although historically a marker between the filename and file type when only one dot per name was permitted in early files systems, the best known of which was the 8.3 used by the various iterations of CP/M & DOS (command.com, image.tif, config.sys etc).

(8) In music, a point placed after a note or rest, to indicate that the duration of the note or rest is to be increased one half. A double dot further increases the duration by one half the value of the single dot; a point placed under or over a note to indicate that it is to be played staccato.

(9) In telegraphy. a signal of shorter duration than a dash, used in groups along with groups of dashes (-) and spaces to represent letters, as in Morse code.

(10) In printing, an individual element in a halftone reproduction.

(11) In printing, the mark that appears above the main stem of the letters i, j.

(12) In the sport of cricket, as “dot ball” a delivery not scored from.

(13) In the slang of ballistics as “dotty” (1) buckshot, the projectile from a or shotgun or (2) the weapon itself.

(14) A female given name, a clipping of form of Dorothea or Dorothy.

(15) A contraction in many jurisdictions for Department of Transportation (or Transport).

(16) In mathematics and logic, a symbol (·) indicating multiplication or logical conjunction; an indicator of dot product of vectors: X · Y

(17) In mathematics, the decimal point (.),used for separating the fractional part of a decimal number from the whole part.

(18) In computing and printing, as dot matrix, a reference to the method of assembling shapes by the use of dots (of various shapes) in a given space.  In casual (and commercial) use it was use of impact printers which used a hammer with a dot-shape to strike a ribbon which impacted the paper (or other surface) to produce representations of shapes which could include text.  Technically, laser printers use a dot-matrix in shape formation but the use to describe impact printers caught on and became generic.  The term “dots per inch” (DPI) is a measure of image intensity and a literal measure of the number of dots is an area.  Historically, impact printers were sold on the basis of the number of pins (hammers; typically 9, 18 or 24) in the print head which was indicative of the quality of print although some software could enhance the effect.

(19) In civil law, a woman's dowry.

(20) In video gaming, the abbreviation for “damage over time”, an attack that results in light or moderate damage when it is dealt, but that wounds or weakens the receiving character, who continues to lose health in small increments for a specified period of time, or until healed by a spell or some potion picked up.

(21) To mark with or as if with a dot or dots; to make a dot-like shape.

(22) To stud or diversify with or as if with dots (often in the form “…dotting the landscape…” etc).

(23) To form or cover with dots (such as “the dotted line”).

(24) In colloquial use, to punch someone.

(25) In cooking, to sprinkle with dabs of butter, chocolate etc.

Pre 1000: It may have been related to the Old English dott (head of a boil) although there’s no evidence of such use in Middle English.  Dottle & dit were both derivative of Old English dyttan (to stop up (and again, probably from dott)) and were cognate with Old High German tutta (nipple), the Norwegian dott and the Dutch dott (lump).  Unfortunately there seems no link between dit and the modern slang zit (pimple), a creation of US English unknown until the 1960s.  The Middle English dot & dotte were from the Old English dott in the de-elaborated sense of “a dot, a point on a surface), from the Proto-West Germanic dott, from the Proto-Germanic duttaz (wisp) and were cognate with the Saterland Frisian Dot & Dotte (a clump), the Dutch dot (lump, knot, clod), the Low German Dutte (a plug) and the Swedish dott (a little heap, bunch, clump).  The use in civil jurisdiction of common law where dot was a reference to “a woman's dowry” dates from the early 1820s and was from the French, from the Latin dōtem, accusative of dōs (dowry) and related to dōtāre (to endow) and dāre to (give).  For technical or descript reasons dot is a modifier or modified as required including centered dot, centred dot, middle dot, polka dot, chroma dot, day dot, dot-com, dot-comer (or dot-commer), dot release and dots per inch (DPI).  The synonyms can (depending on context) include dab, droplet, fleck, speck, pepper, sprinkle, stud, atom, circle, speck, grain, iota, jot, mite, mote, particle, period, pinpoint, point, spot and fragment.  Dot & dotting are nouns & verbs, dotter is a noun, dotlike & dotal are adjectives, dotted is an adjective & verb and dotty is a noun & adjective; the noun plural is dots.

Although in existence for centuries, and revived with the modern meaning (mark) in the early sixteenth century, the word appears not to have been in common use until the eighteenth and in music, the use to mean “point indicating a note is to be lengthened by half” appears by at least 1806.  The use in the Morse code used first on telegraphs dates from 1838 and the phrase “on the dot” (punctual) is documented since 1909 as a in reference to the (sometimes imagined) dots on a clock’s dial face.  In computing, “dot-matrix” (printing and screen display) seems first to have been used in 1975 although the processes referenced had by then been in use for decades.  The terms “dotted line” is documented since the 1690s.  The verb dot (mark with a dot or dots) developed from the noun and emerged in the mid eighteenth century.  The adjective dotty as early as the fourteenth century meant “someone silly” and was from "dotty poll" (dotty head), the first element is from the earlier verb dote.  By 1812 it meant also literally “full of dots” while the use to describe shotguns, their loads and the pattern made on a target was from the early twentieth century.  The word microdot was adopted in 1971 to describe “tiny capsules of Lysergic acid diethylamide" (LSD or “acid”); in the early post-war years (most sources cite 1946) it was used in the espionage community to describe (an extremely reduced photograph able to be disguised as a period dot on a typewritten manuscript.

Lindsay Lohan in polka-dots, enjoying a frozen hot chocolate, Serendipity 3 restaurant, New York, 7 January 2019.

The polka-dot (a pattern consisting of dots of uniform size and arrangement," especially on fabric) dates from 1844 and was from the French polka, from the German Polka, probably from the Czech polka, (the dance, literally "Polish woman" (Polish Polka), feminine form of Polak (a Pole).  The word might instead be a variant of the Czech půlka (half (půl the truncated version of půlka used in special cases (eg telling the time al la the English “half four”))) a reference to the half-steps of Bohemian peasant dances.  It may even be influenced by or an actual merger of both.  The dance first came into vogue in 1835 in Prague, reaching London in the spring of 1842; Johann Strauss (the younger) wrote many polkas.  Polka was a verb by 1846 as (briefly) was polk; notoriously it’s sometimes mispronounced as poke-a-dot.

In idiomatic use, to “dot one's i's and cross one's t's” is to be meticulous in seeking precision; an attention to even the smallest detail.  To be “on the dot” is to be exactly correct or to have arrived at exactly at the time specified.  The ides of “joining the dots” or “connecting the dots” is to make connections between various pieces of data to produce useful information.  In software, the process is literal in that it refers to the program “learning: how accurately to fill in the missing pieces of information between the data points generated or captured.  “The year dot” is an informal expression which means “as long ago as can be remembered”.  To “sign on the dotted line” is to add one’s signature in the execution of a document (although there may be no actual dotted line on which to sign).

Dots, floating points, the decimal point and the Floating Point Unit (FPU) 

When handling numbers, decimal points (the dot) are of great significance.  In cosmology a tiny difference in values beyond the dot can mean the difference between hitting one’s target and missing by thousands of mile and in finance the placement can dictate the difference between ending up rich or poor.  Vital then although not all were much bothered: when Lord Randolph Churchill (1849–1895) was Chancellor of the Exchequer (1886), he found the decimal point “tiresome”, telling the Treasury officials “those damned dot” were not his concern and according to the mandarins he was inclined to “round up to the nearest thousand or million as the case may be”.  His son (Winston Churchill (1875-1965; UK prime-minister 1940-1945 & 1951-1955) when Chancellor (1924-1929)) paid greater attention to the dots but his term at 11 Downing Street, although longer, remains less well-regarded.

In some (big, small or complex) mathematical computations performed on computers, the placement of the dot is vital.  What are called “floating-point operations” are accomplished using a representation of real numbers which can’t be handled in the usual way; both real numbers, decimals & fractions can be defined or approximated using floating-point representation, the a numerical value represented by (1) a sign, (2) a significand and (3) an exponent.  The sign indicates whether the number is positive or negative, the significand is a representation of the fractional part of the number and the exponent determines the number’s scale.  In computing, the attraction of floating-point representation is that a range of values can be represented with a relatively small number of bits and although the capability of computers has massively increased, so has the ambitions of those performing big, small or complex number calculations so the utility remains important.  At the margins however (very big & very small), the finite precision of traditional computers will inevitably result in “rounding errors” so there can be some degree of uncertainty, something compounded by there being even an “uncertainty about the uncertainty”.  Floating point calculations therefore solve many problems and create others, the core problem being there will be instances where the problems are not apparent.  Opinion seems divided on whether quantum computing will mean the uncertainty will vanish (at least with the very big if not the very small).

In computer hardware, few pieces have so consistently been the source of problems as Floating point units (FPUs), the so-called “math co-processors”.  Co-processors were an inherent part of the world of the mainframes but came to be thought of as something exotic in personal computers (PC) because there was such a focus on the central processing unit (CPU) (8086, 68020, i486 etc) and some co-processors (notably graphical processing units (GPU)) have assumed a cult-like following.  The evolution of the FPU is interesting in that as manufacturing techniques improved they were often integrated into the CPU architecture before again when the PC era began, Intel’s early 808x & 8018x complimented by the optional 8087 FPU, the model replicated by the 80286 & 80287 pairing, the latter continuing for some time as the only available FPU for almost two years after the introduction of the 80386 (later renamed i386DX in an attempt to differential genuine “Intel Inside” silicon from the competition which had taken advantage of the difficulties in trade-marking numbers).  The delay was due to the increasing complexity of FPU designs and flaws were found in the early 387s.

Intel i487SX & i486SX.

The management of those problems was well-managed by Intel but with the release of the i487 in 1991 they kicked an own goal.  First displayed in 1989, the i486DX had been not only a considerable advance but included an integrated FPU (also with some soon-corrected flaws).  That was good but to grab some of the market share from those making fast 80386DX clones, Intel introduced the i486SX, marketed as a lower-cost chip which was said to be an i486 with a reduced clock speed and without the FPU.  For many users that made sense because anyone doing mostly word processing or other non-number intensive tasks really had little use for the FPU but then Intel introduced the i487SX, a FPU unit which, in the traditional way, plugged into a socket on the system-board (as even them motherboards were coming to be called) al la a 287 or 387.  However, it transpired i487SX was functionally almost identical to an i486DX, the only difference being that when plugged-in, it checked to ensure the original i486SX was still on-board, the reason being Intel wanted to ensure no market for used i486SXs (then selling new for hundreds of dollars) emerged.  To achieve this trick, the socket for the I487 had an additional pin and it was the presence of this which told the system board to disable the i486SX.  The i487SX was not a success and Intel suffered what was coming to be called “reputational damage”.

Dual socket system-board with installed i486SX, the vacant socket able to handle either the i486DX or the i487SX.

The i487SX affair was however a soon forgotten minor blip in Intel’s upward path.  In 1994, Intel released the first of the Pentium CPUs all of which were sold with an integrated FPU, establishing what would become Intel’s standard architectural model.  Like the early implementations of the 387 & 487, there were flaws and upon becoming aware of the problem, Intel initiated a rectification programme.  They did not however issue a recall or offer replacements to anyone who had already purchased a flawed Pentium and, after pressure was exerted, undertook to offer replacements only to those users who could establish their pattern of use indicated they would actually be in some way affected.  Because of the nature of the bug, that meant “relatively few”.  The angst however didn’t subside and a comparison was made with a defect in a car which would manifest only if speeds in excess of 125 mph (200 km/h) were sustained for prolonged periods.  Although in that case only “relatively few” might suffer the fault, nobody doubted the manufacturer would be compelled to rectify all examples sold and such was the extent of the reputational damage that Intel was compelled to offer what amounted to a “no questions asked” replacement offer.  The corporation’s handing of the matter has since often been used as a case study in academic institutions by those studying law, marketing, public relations and such.

Polka

Polka (pronounced pohl-kuh or poh-kuh)

(1) A lively couple dance of Bohemian origin, with music in duple meter (three steps and a hop, in fast duple time).

(2) A piece of music for such a dance or in its rhythm.

(3) To dance the polka.

(4) As polka dot (sometimes polka-dot), a dot or round spot (printed, woven, or embroidered) repeated to form a pattern on a surface, especially textiles; a term for anything (especially clothing) with this design.

1844: From the French polka, from the German Polka, probably from the Czech polka, (the dance, literally "Polish woman" (Polish Polka), feminine form of Polak (a Pole).  The word might instead be a variant of the Czech půlka (half (půl the truncated version of půlka used in special cases (eg telling the time al la the English “half four”))) a reference to the half-steps of Bohemian peasant dances.  It may even be influenced by or an actual merger of both.  The dance first came into vogue in 1835 in Prague, reaching London in the spring of 1842; Johann Strauss (the younger) wrote many polkas.  Polka was a verb by 1846 as (briefly) was polk; notoriously it’s often mispronounced as poke-a-dot.

Lindsay Lohan in polka dot dress, Los Angeles, 2010.

Polka dot (a pattern consisting of dots (usually) uniform in size and arrangement) is used especially on women’s clothing (men seem permitted accessories such as ties, socks, scarves, handkerchiefs etc) and is attested from 1851 although both polka-spot and polka-dotted are documented in 1849.  

Why the name came to be associated with the then widely popular dance is unknown but most speculate it was likely an associative thing, spotted dresses popular with the Romani (Roma; Traveller; Gypsy) girls who often performed the polka dance.  Fashion journals note that, in the way of such things, the fad faded fast but there was a revival in 1873-1874 and the polka dot since has never gone away, waxing and waning in popularity but always there somewhere.

In fashion, it’s understood that playing with the two primary variables in polka dot fabrics (the color mix and the size of the dots) radically can affect the appeal of an outfit.  The classic black & white combination of course never fails but some colors just don’t work together, either because the contrast in insufficient or because the mix produces something ghastly.  Actually, combinations judged ghastly if rendered in a traditional polka dot can successfully be used if the dots are small enough in order to produce something which will appear at most angles close to a solid color yet be more interesting because of the effect of light and movement.  However, once dots are too small, the design ceases to be a polka dot.  It’s not precisely defined what the minimum size of a dot need to be but, as a general principle, its needs to be recognizably “dotty” to the naked eye at a distance of a few feet.

There’s also the sexual politics of the polka dot, Gloria Moss, Professor of Marketing & Management at Buckinghamshire New University and a visiting professor at the Ecole Superieure de Gestion (ESG) in Paris exploring the matter in her book Why Men Like Straight Lines and Women Like Polka Dots: Gender and Visual Psychology (Psyche Books, 2014, pp 237).  An amusing mix which both reviews the academic literature and flavors the text with anecdotes, Dr Moss constructs a thesis in which the preferences of men and their designs lie in the origins of modern humanity and the need for hunters to optimize their vision on distant horizons while maintaining sufficient peripheral vision to maintain situational awareness, threats on the steppe or savannah coming from any direction.  So men focus of straight line, ignoring color or extraneous detail unless either are essential to the hunt and thus survival, perhaps of the whole tribe.  By contrast, women’s preferences are rooted in the daily routine of the gatherer those millions of years ago, vision focused on that which was close, the nuts and berries to be picked and the infants with their rounded features to be nurtured.  From this came the premium afforded to responsiveness to round shapes, color contrasts and detail.  Being something of an intrusion into the world of the geneticists and anthropologists, reaction to the book wasn't wholly positive but few can have found reading it dull or unchallenging.  Of course, it won't surprise women that in men there is still much of the stone age but, for better or worse, Dr Moss concluded some of them belong there too. 

Quincunx

Quincunx (pronounced kwing-kuhngks or kwin-kuhngks)

(1) An arrangement of five objects, in a square or rectangle, one at each corner and one in the middle.

(2) In formal gardening, five plants placed thus as part of a design,

(3) In forestry, as a baseline pattern, five trees planted in such a shape.

(4) In botany, an overlapping arrangement of five petals or leaves, in which two are interior, two are exterior, and one is partly interior and partly exterior (described as a “quincuncial arrangement” of sepals or petals in the bud.

(5) The pattern of the five-spot on dice, playing cards and dominoes.

(6) In the history of numismatics, a bronze coin minted during the Roman Republic, valued at five-twelfths of an as (five times the value of the uncia); it was marked with five dots.

(7) In geometry, an angle of five-twelfths of a circle.

(8) In astrology An angle of five-twelfths of a circle (or 150°) between two objects (usually planets).

1640s: From the Latin quīncunx (the basis for the construct being quīnque +‎ uncia) which translates literally as “five twelfths”, a reference to a bronze coin minted (circa 211–200 BC) with a five dot pattern and issued by the Roman Republic; it was valued at five twelfths of an as (the Roman standard bronze coin).  Descendants from the Latin include the English quincunx, the French quinconce, the German Quinkunx, the Spanish quincunce and the Portuguese quincunce.  Quinque (the numeric five (5)) was from the From Proto-Italic kwenkwe, from the primitive Indo-European pénkwe, the cognates including the Sanskrit पञ्चन् (páñcan), the Ancient Greek πέντε (pénte), the Old Armenian հինգ (hing), the Gothic fimf and the Old English fīf (from which English ultimately gained “five”).  The basis of the construct of the Latin uncia may have been ūnicus (unique) (from ūnus (one), from the primitive Indo-European óynos) in the sense of twelfths making up the base unit of various ancient systems of measurement) +‎ -ia.  Not all etymologists agree and some prefer a link with the Ancient Greek ὀγκία (onkía) (uncia), from ὄγκος (ónkos) (weight).  Uncia was the name of various units including (1) the Roman ounce (one-twelfth of a Roman pound), (2) the Roman inch (one-twelfth of a Roman foot), (3) a bronze coin minted by the Roman Republic (one-twelfth of an as), (a Roman unit of land area (one-twelfth of a jugerum)) and in the jargon of apothecaries became a synonym of ounce (the British & American avoirdupois unit of mass); it was generally a synonym of twelfth.  In algebra, it was a (now obsolete) numerical coefficient in a binomial.  Quīnque was the source of many modern Romance words for “five” including the French cinq and the Spanish cinco; uncia was the source of both “inch” and “ounce”.  Quincunx is a noun, quincuncial is an adjective and quincuncially is an adverb; the noun plural is quincunxes or quincunces.

Quincunx garden, Wyken Hall, Suffolk, England.

When first it entered English in the 1640s, “quincunx” existed only in the vocabulary of astrologers (astrology then still a respectable science) and it was used to describe planetary alignments at a distance of five signs from one another.  By the 1640s it had migrated to mathematics (particularly geometry) where it was used to define “an arrangement of five objects in a square, one at each corner and one in the middle”, familiar in the five pips on a playing card or spots on a di).  In the 1660s (possibly from dice or cards rather than the fortune-tellers), it was picked up by gardeners to describe the layout of a section of a formal garden in which one plant or shrub was placed at each corner of a square or rectangle with a fifth exactly in the centre (an arrangement in two sets of oblique rows at right angles to each other, a sense known also in the original Latin.  In forestry, use began (as a layout tool for new plantings) early in the eighteenth century.

Lindsay Lohan (born 2 July 1986) joins a list of the illustrious with a Mercury Quincunx MC (a planetary alignment where Mercury is 150^o apart from the Medium Coeli (a Latin phrase which translates as “Midheaven” (“MC” in the jargon of astrologers)).  In explaining the significance of the Quincunx MC, the planetary soothsayers note than when two planets lie 150^o apart, “tension is created due to their lack of natural understanding or relation.”  The MC is the point where the cusp of the tenth house is found on a natal (birth) and the MC sign signifies  “one’s public persona”.  Now we know.

Fluffy dice in 1974 Ford Mustang II (left), the color of the dashboard molding emblematic of what was happening in the 1970s.    In continuous production over seven generations since 1964, the Mustang II (1973-1979) is the least fondly remembered iteration (uniquely among Mustangs, in its first season a V8 engine was not even optional) but, introduced some weeks before the first oil embargo was imposed in 1973, it was a great sales success and exceeded the company’s expectations.  Unlike at least some of the models in all other generations, the Mustang II is a classic “Malaise era” car and not a collectable in the conventional sense of the word although they do have a residual value because the front sub-frame with its rack & pinion steering and flexible engine accommodation is prized for all sort of purposes and many have been cannibalized for this assembly alone.  Fluffy dice are available also in designer colors (right) and as well as the familiar dots, there are some with hearts, skulls, handguns, eyes and dollar signs.  Probably, the Mustang II and fluffy dice are a perfect match.

Although the five-dot pattern on a di is known in the industry as the quincunx, the other five faces enjoy rather more prosaic descriptions and most just use the number:

1 (single dot, at the center of the face): The “center dot” or “monad”.

2 (two dots, diagonally opposite each other): The “diagonal pair”.

3 (three dots, forming a diagonal line): The “diagonal trio”.

4 (four dots, arranged in a square pattern: The “square” or “quadrant”.

6 (six dots, arranged in two parallel vertical lines of three dots each): The “double row” or “paired trios”.

US Army five star insignia of (General of the Army) Dwight Eisenhower (1890-1969; US president 1953-1961).

The quincunx was one of the layouts considered in 1944 when, for the first time, the US military created five star ranks in the army and navy (there would not be a separate USAF (US Air Force) until 1947).  Eventually a pentagrammatic circle of stars was preferred but the aesthetics of epaulettes were the least of the problems of protocol, the military been much concerned with history and tradition and the tangle wasn’t fully combed out until 1976 when the Congress, the White House, and the Pentagon, acting in succession, raised George Washington (1732–1799; first president of the United States, 1789-1797) to the rank of five star general (he’d retired as a (three star) lieutenant general), back-dating the appointment so he’d for all time be the military’s senior officer.  In 1944, there was also an amusing footnote which, according to legend, resulted in the decision to use the style “general” and not “Marshal” (as many militaries do) because the first to be appointed was George Marshall (1880–1959; US Army chief of staff 1939-1945) and it was thought “Marshal Marshall” would be a bit naff, something Joseph Heller’s (1923-1999) “Major Major” in Catch-22 (1961) would prove.

The quincunx induction system, the Cadillac Le Monstre and the 24 Heures du Mans, 1950

Living up to the name: The 1950 Cadillac Le Monstre.

The two Cadillacs which in 1950 raced at Le Mans were mechanically similar but visually, could have been from different planets.  The more conventional Petit Pataud was a Series 61 coupe with only minor modification and it gained its nickname (the translation “clumsy puppy” best captures the spirit) because to the French it looked a lumbering thing but, as its performance in the race would attest, Cadillac’s new 331 cubic inch (5.4 litre) V8 (which would grow to 429 cubic inches (7.0 litres) before it was retired in 1967) meant it was faster than it looked.  Underneath the second entrant (Le Monstre obviously needing no translation but used in the sense of “monstrosity” rather than “large”) there was also a Series 61 but the body had been replaced by something more obviously aerodynamic although few, then or now, would call it “conventionally attractive”.  Although Le Monstre seemed very much in the tradition of the “cucumber-shaped” Mercedes-Benz SSKL which had won the 1932 race at Berlin’s unique AVUS circuit, the lines were the result of testing a one twelfth (Uncia in the Latin) scale wooden model in a wind-tunnel used usually to optimize the shape crop dusters and other slow-flying airplanes.  Presumably that explains the resemblance to a section of an airplane’s wing (a shape designed to encourage lift), something which would have been an issue had higher speeds been attained but even on the long (6 km (3.7 mile)) Mulsanne Straight, there was in 1950 enough power only to achieve around 210 km/h (130) mph although as a drag-reduction exercise it must have contributed to the 22 km/h (13 mph) advantage it enjoyed over Petit Pataud, something Le Monstre’s additional horsepower alone could not have done and remarkably, even with the minimalist aluminium skin it wasn’t much lighter than the standard-bodied coupe because this was no monocoque; the robust Cadillac chassis was retained with a tube-frame added to support the panels and provide the necessary torsional stiffness.

Le Monstre's 331 cubic inch V8 with its unusual (and possibly unique) five-carburetor induction system in a quincunx layout.

Some of the additional horsepower came from the novel "quincunx" induction system.  Le Monstre’s V8 was configured with five carburettors, the idea being that by use of progressive throttle-linkages, when ultimate performance wasn’t required the car would run on a single (central) carburettor, the other four summoned on demand and in endurance racing, improved fuel economy can be more valuable than additional power.  That’s essentially how most four-barrel carburettors worked, two venturi usually providing the feed with all four opened only at full throttle and Detroit would later refine the model by applying “méthode Le Monstre” to the triple carburettor systems many used between 1957-1971.  As far as is known, the only time a manufacturer flirted with the idea of a five carburetor engine was Rover which in the early 1960s was experimenting with a 2.5 (153 cubic inch) litre in-line five cylinder which was an enlargement of their 2.0 litre (122 cubic inch) four.  Fuel-injection was the obvious solution but the systems then were prohibitively expensive (for the market segment Rover was targeting) so the prototypes ended up with two carburettors feeding three cylinders and one the other two, an arrangement as difficult to keep in tune as it sounds.  Rover’s purchase of the aluminium 3.5 litre (214 cubic inch) V8 abandoned by General Motors (GM) meant the project was terminated and whatever the cylinder count, mass-produced fuel injection later made any configuration possible.  Five carburettors wasn’t actually the highest count seen in the pre fuel-injection era, Ferrari and Lamborghini both using six (done also by motorcycle manufacturers such as Honda and Benelli) and Moto-Guzzi in the 1950s fielded a 500 cm³ Grand-Prix bike with the memorable component count of 8 cylinders, 4 camshafts, 16 valves & 8 carburetors.  The early prototypes of Daimler’s exquisite hemi-head V8s (1959-1969) were also built with eight carburettors because the original design was based on a motorcycle power-plant, the reason why they were planned originally as air-cooled units.

Le Monstre ahead of Petit Pataud, Le Mans, 1950.  At the fall of the checkered flag, the positions were reversed. 

Motor racing is an unpredictable business and, despite all the effort lavished on Le Monstre, in the 1950 Le Mans 24 hour, it was the less ambitious Petit Pataud which did better, finishing a creditable tenth, the much modified roadster coming eleventh having lost many laps while being dug from the sand after an unfortunate excursion from the track.  Still, the results proved the power and reliability of Cadillac’s V8 and Europe took note: over the next quarter century a whole ecosystem would emerge, crafting high-priced trans-Atlantic hybrids which combined elegant European coachwork with cheap, powerful, reliable US V8s, the lucrative fun lasting until the first oil crisis began in 1973.

Toggle

Toggle (pronounced tog-uhl)

(1) A pin, bolt or rod placed transversely through a chain, an eye or loop in a rope etc, as to bind it temporarily to another chain or rope similarly treated.

(2) In various types of machinery, a toggle joint, or a device having one.

(3) An ornamental, rod-shaped button for inserting into a large buttonhole, loop or frog, used especially on sports clothes.

(4) In theatre, a wooden batten across the width of a flat, for strengthening the frame (Also called the toggle rail).

(5) In engineering and construction, a metal device for fastening a toggle rail to a frame (also called a toggle iron.); a horizontal piece of wood that is placed on a door, flat, or other wooden structure, but is not on one of the edges of the structure; an appliance for transmitting force at right angles to its direction.

(6) To furnish with a toggle or to bind or fasten with a toggle.

(7) In informal use, to turn, twist, or manipulate a toggle switch; dial or turn the switch of a device (often in the form “to toggle between” alternate states).

(8) A type of switch widely used in motor vehicles until outlawed by safety legislation in the 1960s.

(9) In admiralty jargon, a wooden or metal pin, short rod, crosspiece or similar, fixed transversely in the eye of a rope or chain to be secured to any other loop, ring, or bight.

In computer operating systems and applications, an expression indicating a switch of view, contest, feed, option etc.

(11) In sky-diving, a loop of webbing or a dowel affixed to the end of the steering & brake lines of a parachute providing a means of control.

(12) In whaling, as toggling harpoon, a pre-modern (believed to date from circa 5300 BC) harvesting tool used to impale a whale when thrown.

1769: In the sense of a "pin passed through the eye of a rope, strap, or bolt to hold it in place" it’s of unknown origin but etymologists agree it’s of nautical origin (though not necessarily from the Royal Navy) thus the speculation that it’s a frequentative form of “tug” or “to tug” (in the sense of “to pull”), the evolution influenced by regional (or class-defined) pronunciations similar to tog.  The wall fastener was first sold in 1934 although the toggle bolt had been in use since 1994.  The term “toggle switch” was first used in 1938 although such devices had long been in use in the electrical industry and they were widely used in motor vehicles until outlawed by safety legislation in the 1960s.  In computing, toggle was first documented in 1979 when it referred to a keyboard combination which alternates the function between on & off (in the sense of switching between functions or states as opposed to on & off in the conventional sense).  The verb toggle dated from 1836 in the sense of “make secure with a toggle” and was a direct development from the noun.  In computing, the toggle function (“to toggle back and forth between different actions") was first described in 1982 when documenting the embryonic implementations of multi-tasking (then TSRs (terminate & stay resident programs).  Toggle is a noun, verb & adjective, toggled & toggling are verbs, toggler, toggery and (the rare) togglability are nouns and togglable (the alternative spelling is toggleable) is an adjective; the noun plural is toggles.  Use of the mysterious togglability (the quality of being togglable) seems to be restricted to computer operating systems to distinguish between that which can be switched between and that which is a stand-alone function which must be loaded & terminated.

The Jaguar E-Type (XKE) and the toggle switches

1964 Jaguar E-Type roadster (Open Two Seater (OTS) as the factory at the time described the body-style).

Jaguar’s E-Type (sometimes informally called XK-E or XKE in the US), launched at the now defunct Geneva Motor Show in 1961, was one of the more seductive shapes ever rendered in metal.  Enzo Ferrari (1898-1988) was at the show and part of E-Type folklore is he called it “the most beautiful car in the world”.  Whether those words ever passed his lips isn’t certain because the sources vary slightly in detail and il Commendatore apparently never confirmed or denied the sentiment but it’s easy to believe and to this day many agree.  If just looking at the thing was something visceral then driving one was more than usually tactile and over sixty years on, the appeal remains, even if some aspects in the early models (such as the seats which looked welcoming but frankly were uncomfortable and the rather agricultural (no synchromesh on first gear) Moss gearbox) were a little too tactile.

1961 Jaguar E-Type OTS (Open Two Seater, now usually called a "roadster") with toggle switches.  Ergonomically, the layout was not wholly successful but was an ascetic delight and the toggle switches are thought more sexy than the later rockers.  There are two different patterns for the aluminium panel and the one used on the very early cars is much prized; it has never been available as a re-production.  In 1963, as a running change (the factory bulletin indicating it was done to reduce glare) the panel changed to use a black vinyl covering.

Another feature of the early (1961-1967) cars admired both for their appearance and pleasure of operation touch was the centrally-located array of toggle switches which controlled functions such as lighting and windscreen wipers.  Even by the slight standards of the 1960s, ergonomically the arrangement wasn’t ideal but, sitting under the gauges, it was an elegant and impressive look the factory would retain across the range for more than a decade, the E-type using the layout until production ended in 1974 (and it endured on the low-volume Daimler DS420 limousine until 1992).  However, while the layout survived, the toggle switches did not, the protruding sharpness judged dangerous by the NHSB (the National Highway Safety Bureau (which in 1970 became the National Highway Traffic Safety Administration (NHTSA)) under the newly established US DOT (Department of Transportation), established by an act of Congress on 15 October 1966 and beginning operation on 1 April 1967) which, since the publication of Ralph Nader’s (b 1934) book Unsafe at any Speed (1965) had begun to write legislation which stipulated standards for automobile safety, this in parallel with the growing body of law designed to reduce emissions.

1973 Jaguar E-Type roadster with rocker switches.  On the roadsters, the far-right switch was un-labeled because it was functional only on the coupés where it activated the rear-window demister.  On the XJ sedans (which used the same switch assembly), it swapped the flow between the twin fuel tanks.  When the S2 XJ was released in 1973, the whole dashboard was revised, greatly improving the ergonomics but lacking the visual appeal.  

In 1968, the new wave of legislation came mostly from the US DOT so applied almost exclusively to vehicles sold in the US but such was the importance of that market it made little sense for Jaguar to continue to produce a separate line with toggle switches for sale in the rest of the word (RoW) so the decision was taken to standardize on the flatter, more rounded rocker switches.  At much the same time, other changes were made to ensure the E-Type on sale in 1968 would conform also to other new rules, the most obvious being the banning of the lovely covered headlights which necessitated their replacement with higher-mounted units in a scalloped housing.  In view of the extent of the changes required, it was decided to designate the updated cars as the “Series 2” (S2).  Despite the perceptions of some, now fuelled by internet posts and re-posts, by 1967, Jaguar, while not a mass-production operation along the lines of a computerized Detroit assembly line, had long since ceased to be a cottage industry and as a change was made in a model’s specification, except for specified batches, that was applied to all production after a certain date.  Despite the factory’s records documenting this, urban myths continue to circulate, stimulated by “unicorns” such as the handful of 3.8 litre Mark 2 sedans built after 1967 when the line was rationalized (as the 240 & 340) and restricted to the 2.4 & 3.4 litre XK-Six; those 3.8s were documented  “special orders” and not ad-hoc aberrations.  However, nothing in the era has resulted in as much misinformation as the specification of what came (unofficially) to be called the S1.25 & 1.5 E-Types, the most common myth being that before S2 production proper began, some cars left the factory with a sometimes unpredictable mix of S1 & S2 parts, this haphazardness accounted for by the expedient of “using up stock”.  In the industry, (even in computerized Detroit) the practice was not unknown but there’s now no doubt it never applied to the 1967 E-Types.  What notably attracts speculation is the phenomenon of “overlap”: a Jaguar might be found to include some “later” or “earlier” features than the build date and VIN (vehicle identification number) suggest should be fitted.  It's part of the charm of the breed and is thought to be the result of the recorded “build date” reflecting when a car passed the final quality control checks so one with an earlier chassis number could be returned for rectification, thus picking up what appears to be an “out-of-sequence” date.  

The pure lines of the S1 E-Type (top) were diluted, front and rear, by the need to comply with US safety legislation, the later S2's head & taillights more clunky.  The collector market slang for the later headlight treatment is "sugar scoop".

The process by which S1 evolved into S2 was transitional which is why the designations S1.25 & 1.5 became accepted; not used by the factory, they’re said to have been “invented” by JCNA (Jaguar Clubs of North America), the S1.25 run beginning on 11 January 1967 after production resumed following the Christmas holiday while the first 1.5s were built that August.  Although much is made in the collector community of the defining differences between the “pure” S1 and the “transitional” S1.25 & S1.5, that “purity” is nuanced because like many others, the E-Type was subject to constant product development with changes appearing from time to time.  Early in the model run, there were some obvious changes such as (1) the modification to the “flat floors” to provide more leg-room, (2) the integration of the bonnet (hood) louvers into the pressing, (3) the external bonnet (really a “clamshell”) release being replaced by an internal mechanism, (4) internal trim changes including the dashboard materials, the console and seats, (5) the replacement of the Moss gearbox with an all-synchromesh unit and (6) the 4.2 litre engine replacing the original 3.8.  Beyond those well-known landmarks, between 1965 and early 1967 there was also a wealth of barely detectable (except to experts of which there are quite a few) cosmetic changes and mechanical updates including: (1) the glass windshield washer bottle replaced with plastic container (March 1965), (2) the addition of an alternator shield (October 1965), (3) an enclosed brake and clutch pedal box (October 1965), (4) a hazard waring (4-way) flasher added to US market cars (November 1965), (5) sun-visors added to roadsters (February 1966), (6) instrument lighting changed from blue to green (March 1966), (7) the rubber boot at the base of the gear lever being replaced by a black Ambla gaiter; there were also detail changes to the gearbox cover and prop shift tunnel finisher (October 1966), (8) the material used for the under-dash panels was changed from Rexine-skinned aluminum to fiberboard (October 1966) and (8) a Girling clutch master cylinder replaced the Dunlop unit (December 1966).

Jaguar E-Type: S1 with covered headlight (left), S1.25 with early "sugar scoop" (centre) and S2 with later "sugar scoop" (right). 

After the Jaguar E-type's (1961-1974; sometimes known in the US as XK-E or XKE) lovely headlight covers were legislated to extinction by the newly created US DOT (Department of Transportation, established by an act of Congress on 15 October 1966 and beginning operation on 1 April 1967), the replacement (uncovered) apparatus came to be called the “sugar scoop”, a term earlier used for the Volkswagens & Porsches sold in North America (NA) market which had to be fitted with sealed-beam headlights because of protectionist rules designed for the benefit of US manufacturers.  The use of “sugar scoop” for the E-Type was appropriate because the visual link with the utensil was much more obvious than on the Volkswagens & Porsches.

Straight six by Emily Abay (b 1986).

UUA 368 is an Australian-registered 1968 (S2) Jaguar E-Type and is available for hire at a daily rate of Aus$890.00 (including 200 km (124 miles)); the hire company has dubbed her (the car) "Penelope".  Not all jurisdictions allow the registration plate to be painted on the hood (bonnet), a practice made famous in 1961 by the photographs of 9600 HP, a pre-production E-Type used as one of the factory’s original press-cars.  It was 9600 HP which The Autocar magazine took to Belgium, successfully verifying the then astonishing claim of a top speed of 150 mph (241 km/h) although, years later, it was revealed there had been a few subtle tweaks and an E-Type off the showroom floor wouldn’t quite hit the magic number.  Painting the registration on the hood avoided disfiguring the lovely lines with a plate (no flat surfaces on the front of an E-Type) and many followed the lead, some places allowing it, some not.  A S2 E-Type, UUA 368 has the more elevated of the two styles of open headlight but, being delivered in Australia, it retains the triple SU carburettors by then denied to customers in NA so its response will be more lively, especially above 100 mph (160 km/h).

A US market 1977 Porsche 911 (1964-1989), fitted with the front bumper assembly of a later 911 (964 (1989-1994)):  The original “sugar scoops” are seen on the left and the replacement Hella H4 lights are to the right (in RoW cars both H2 & H4 units were fitted).  The sugar scoop (centre) is Japanese, circa 1970s.  Sugar scoops are used to scoop sugar from a “sugar scuttle” whereas if one’s sugar is in a “sugar bowl”, a “sugar spoon” is used.  The difference between a “sugar spoon” and a “tea spoon” is the former has a deeper and usually more rounded bowl and most are supplied as part of a “tea set” or “tea service”, often with the same decorative elements.

Despite that myriad of modifications, all E-Types up to those informally dubbed 1.5 are S1s but the running changes can be of significance to restorers if the object is to emulate exactly the state in which a vehicle rolled off the production line; in events such as a concours d'elegance, judges can deduct points for even minor variations.  Things became more distinct when on 11 January 1967 the first E-Type destined for the US market was built without the covered headlights and this marked the beginning of the run of what would come to be known as the 1.25 although it wouldn’t be until June-July that year the open headlights became a universal fitting on all E-Types.  Unlike some cars where changes can be determined from the sequential VINs, the only way accurately to determine whether a 1967 E-Type built between January and July was fitted with covered or uncovered headlights is to authenticate the market for which it was built, those for NA using the uncovered fittings.  What this meant was an analysis of successive VINs will reveal on a given day there might have been a mix of cars with the the different headlight assemblies going down the production line.  Curiously, there were some 1968 E-Types built for Canada which included the triple SUs and while these included the interior changes mandated by US federal law, the door mirror on the driver’s side wasn't fitted and the tail and side lights were a different specification.  From 1969, Canada aligned its regulations with those of the US so from that point on, the NA specification was standardized.

Between August-October 1967, the 1.5 run was built with twin Zenith-Stromberg carburetors replacing the triple SUs (on NA cars), the substitution of ribbed camshaft covers, a higher mounting of the headlights (to meet minimum height requirements) and the adoption of rocker switches.  At this point, the teardrop tail lights remained, the most obvious external marker of the S2 being the chunky light below the rear bumper bar although, in the usual manner, updates continued, such as twin cooling fans (a good idea) and 1000-odd (the so-called "R2" run) of S2 cars, almost all of which are registered as 1971 models although many left the factory in 1970) E-Types gained a pair of "leaper" badges on the flanks, just behind the front wheel arches.  Unlike the centrally mounted steel leapers used on the saloons, the badge used on the flanks required two part numbers, one each for the left & right.  It seemed a pointless addition and just more clutter, as they were on the S1 (1968-1973) & S2 (1973-1979) XJs.

1971 S2 Jaguar E-Type (centre) from the "R2" run of 1000-odd with the leaper badges on the flanks.

So much did the clutter created by bigger bumpers, protuberant headlight assemblies, badges and side-marker lights detract from the lovely, sleek lines of the Series 1 cars, bolting a luggage rack to the boot (trunk) probably seemed no longer the disfigurement it would once have been.  The left-hand (left) and right-hand (right) badges, being directional, were different part numbers (BD35865 & BD35866 respectively) and those used on E-Types were silver on black.  There were also variants used on the XJs which were gold on black and some had the leaping feline at a slight slope, both matters of note for those wishing to restore to the challenging "factory original" standard.  

So it can be hard to follow without a flow chart but, because of some overlaps in the production process, the S1-to-S1.25-to-S1.5 transition wasn’t entirely lineal but none of this is mysterious because Jaguar’s Factory Service Bulletins (JFSB) have documented these “inconsistencies” (which were standard industrial practice).  For example, there were a certain 32 specific NA market vehicles fitted with the headlight covers which were built with serial numbers later than the first of the open headlight cars.  Not all E-Types built for NA in 1967 thus had the open headlights and a not insignificant number of those 1.25 spec vehicles have been retro-fitted with the covers.  Such is the appeal of the covered headlights that although the E-Type market is monitored by the originality police (the “matching numbers” crowd which have an extraordinary knowledge of things like “correct” hose clamps or screw heads), there seems to be much untypical forgiveness for “back-dating” headlights to the sleeker look and they're not unknown even on the later, and much different, S3 cars.  Opinion seems divided on the matter of fitting the triple SU carburetor assembly to cars delivered with the twin Zenith-Strombergs and many have been converted.  It's not difficult to make a 1.25 visually indistinguishable from a S1 and to do the same to a 1.5 is a matter just of more parts, time and money, the ethics of both ventures being transparency; once modifications are disclosed to a potential purchaser, it's up to them to decide if originality is critical.  Armed with lists of VINs and JFSBs, the JCNA's judges won't be fooled. 

The lure of the headlight covers: 1973 E-Type with headlight covers subsequently added (left) and with the original "sugar scoops" (left).  These are US market cars with the additional "dagmars" appended to the bumperettes.  Even by 1973, thin whitewall tyres were still a popular option on US Jaguars and they remained available until the last were sold in 1975 but the wide whitewalls often supplied in the early 1960s had long fallen from favor.  Although the judges in the JCNA confederation are usually uncompromising members of the originality police, they make a rare exception in not deducting points from late-build E-Types (the so-called 1.25 & 1.5) which have been fitted with the headlight covers.  Although the covers never appeared on the S3 E-Types, their presence clearly doesn't dissuade buyers because the S3 pictured above (left), in February, 2021 sold at auction for US$230,000.  It was an exceptionally low-mileage example (8000-odd miles (13,000 km)) but even given that it represented an impressive premium for what was a "modified" vehicle. 

While the loss of the toggle switches, teardrop taillights and headlight covers was a cause of some lament, some other changes also induce pangs of regret.  The switch from three to two carburetors was necessitated by the emission control regulations; the claimed horsepower (HP) dropped from 265 to 246 and while not many took the original rating too seriously, there was a drop in performance, especially in the upper speed ranges.  One often less noticed change mandated by the DOT was the replacement of the “eared” knock-off hubs for the wire wheels (the E-Types only ever using a two-eared version although third-party items with three ears are available) with a more “pedestrian friendly” type which, bewilderingly, are now referred to as the “non-eared”, “curly”, “octagonal”, “smooth”, “federal” “safety” and “continental” knock offs.  Take your pick.  Buyers could also take their pick of whether their “improved” wire wheels (now incorporating a forged centre hub) were painted in matte silver or chromed although the JFSB did caution that because of the altered configuration of the spokes, the wheels were not interchangeable with the earlier type except as a complete set (ie five per car).  Available from 1 January 1968 (the effective date for many of DOT’s new rules), this was Jaguar’s last update of the wire wheels which, in a variety of forms, the company had been using since being founded in 1922 as the Swallow Sidecar Company.  Never offered on the biggest and heaviest of the post-war cars (the Mark VII, VIII, IX and X/420G) or the new XJ range, they were last used on the “overlap” Daimler saloons (250 & Sovereign) in 1969 although they remained an option for the E-Type until the last was built in 1974.  

Wire wheels and associated components for the E-Type by Martin Robey, note the two designs of spinner saver (non-eared & eared).

Although a handful of small-scale producers continued to offer wire wheels, their final appearance on the option lists of the UK industry’s volume models came in 1980 when the last MGB was sold.  The term "knock-off" sometimes confuses because in slang it can mean a "fake or imitation product" but in the context of wheels the original meaning described the centre-locking hubs (known also as "spinners") which were tightened or loosened by being "knocked" on the ears with the (often lead-faced) mallet (sometimes described as hammer) included in the tool kit.  In racing, pit crews would strike the ears directly but tool-kits usually included a (typically timber) "spinner saver" to minimise damage to both hub and mallet; when non-eared hubs appeared, the shape of the spinner saver was also changed.  So the term can confuse: The famous Italian manufacturer Borrani produced many many wheels with centre-lock hubs so the phrase "Borrani knock-offs" is standard industry jargon and by convention "knock off Borranis" is used of replica locking nuts (also called "spinners"), the presence of which can be a concern because they might be lower quality, not manufactured to the safety and performance standards of the genuine product.  

Norway’s Motorhistorisk Klubb Drammen (Historic Car Club of Drammen) from Buskerud county reported on an exhibition hosted on 2 July 2014 by the Norsk motorhistorisk museu (Norwegian Motor Historic Museum) in the village of Brund, the event honoring Lindsay Lohan’s (b 1986) 28^th birthday.  The S2 Jaguar E-Type was recently restored but it would require a detailed examination to determine the degree to which it remains in its original specification.  Given the location this may have been a RoW car but there’s a lively two-way trans-Atlantic trade in E-Types (many now restored in Poland) so it may originally have been sold in the US or Canada.

The “Shaguar” used in the three Austin Powers movies (1997, 1999 & 2002).

The Shaguar was a 1967 S1.5 E-Type which thus featured the combination of teardrop taillights, sugar scoop headlights and rocker switches and, being right-hand drive (RHD), it wasn't built for NA.  When the auction house published the photographs, the vibrant on-line Jaguar community did their analysis and concluded it was built in December 1967 as a 1968 model but was in far from original condition (beyond the obvious paint and Shaguar badge).  The dashboard included the earlier manual choke and the heater and vent controls appeared to be missing and while the side & turn lights were NA specification, the taillights were those used on RoW cars.  The tachometer was the one one fitted to S2 models and it was suspected this may have been swapped when the later, non-original engine with the twin Zenith-Stromberg carburetors was installed.  Over the decades, many E-Types have for one reason and another drifted far from their original build and usually this limits their appeal to collectors but at Mecum Auctions in January 2025, the Shaguar achieved US$880,000 (including 10% buyers premium), several times the typical sale price of a non-original S1.5 E-Type in the same condition, its history as a cinema prop clearly an attraction.