Niche

Niche (pronounced nĭch (U) or nēsh (Non-U))

(1) In architecture, a cavity, hollow or recess, generally within the thickness of a wall and usually semi-circular in plan and arched, for a statue, bust, or other erect ornament; in interior decorating the synonym is nook.

(2) Any similar recess, such as one in a rock face.

(3) Figuratively, any similar position such as (1) a place or position suitable or appropriate for a person or thing or (2) a distinct or specialised segment of a market.

(4) In ecology, the role of a plant or animal within its community and habitat which determines its activities and relationships with other organisms.

(5) In contrast radiography, an eroded or ulcerated area.

(6) In Islam, an arrow woven into a Muslim prayer rug pointing in the direction of Mecca (qibla).

(7) In the funeral industry, as cremation niche; a columbarium.

1605-1615: From the Middle English niche (shallow recess in a wall), probably from the Old & Middle French niche (recess (for a dog), kennel), a back formation from nicher (to make a nest), from the unattested Vulgar Latin nīdiculāre, from the Classical Latin nīdus (nest), the words niche & nicher enduring in Modern French.  Niche was a doublet of nidus and nide via the Latin and the related nest via the primitive Indo-European and was related also to nyas.  Some etymologists are not convinced by the notion of a direct Latin root and trace the French niche (recess (for a dog), kennel) to a fourteenth century borrowing from the Italian nicchia (niche, nook) derived from nicchio (seashell).  The dissidents note the link to the Latin mitulus (mussel) but also the lack of any documentary evidence for the change of -m- to -n-.  The origin in the Old French noun derived from nichier is said to come via the Gallo-Romance nidicare from Latin nidus (nest) but it remains one of those insoluble disputes in linguistics.  The figurative sense was first recorded in 1725, the use in ecology dating from 1927 and contemporary coinings like niche market, multi-niche & niche player are all from the twentieth century.  Niche is a noun and nicher, nichering & nichered are verbs; the noun plural is niches.

Pronunciation

While the origin of niche is of interest only to the profession, the dispute over pronunciation has a wider audience: nĭch (the U version and phonetically nich) or nēsh (non-U and neesh)?  Many dictionaries (especially the descriptive) list both but those which offer only one (the prescriptive) insist on nitch.  The descriptive (and thus linguistically promiscuous) Merriam-Webster’s on-line presence lists several pronunciations for niche: nitch, neesh and nish, in a deliberate attempt to reflect English as it’s actually spoken while Webster’s more prescriptive print edition continues to insist on nich.  The Gallic-influenced neesh is said now to be the preferred US use.

Lindsay Lohan in Falling for Christmas (left) and Irish Wish with Triumph TR4 and body double (right).  In film, a niche differs from a franchise in that the former is a conceptual genre and independent of the characters, the latter thematic and generally dependent on the continuity of at least one character.  Lindsay Lohan’s two recent Netflix productions, Falling for Christmas (2022) & Irish Wish (slated for 2023) are in the rom-com (romantic comedy) niche.

There are two types of dictionaries: prescriptive and descriptive and most modern dictionaries are descriptive, meaning they attempt to describe the language as it’s used, including, explicitly or by implication, all pronunciation variants of a word used by educated speakers.  This approach does upset some purists but this is how English has always evolved, a slut of a language which picks up words which seem useful, uses them as required and dumps them when they’re outlived their usefulness.  It’s tempting to suggest those who read Anthony Trollope (1815-1882) say nith, those who watch TikTok prefer neesh but if ever that was true, it may no longer be but, when in doubt, stick to the classics: niche should be pronounced nich.

Niche, nitch & the W113 notch

So things started with niche and later there came nitch which was (1) an alternative form of knitch (a small bundle), (2) a blend of nick + notch (a dialectal form meaning "a small notch or incision") and (3) a simple misspelling of niche which caught on.  In the collector car market there are many niches and while there’s overlap and some multi-niche players, niches are often siloed, one being the Mercedes-Benz W113.  The W113 was a small roadster of spare, elegant lines which was produced in 3 versions (230 SL, 250 SL & 280 SL) between 1963-1971 and is known among the cognoscenti as the “pagoda” an allusion to the unusual curve of the roof of the detachable hard-top.  Upon release, the slight concave effect was sometimes misunderstood and the factory was at pains to point out it was the side windows which had been raised, not the centre of roof lowered.  The look had great aesthetic appeal but it also (1) permitted easier ingress & egress and (2) enhanced structural rigidity, allowing the use of thinner pillars which provided better visibility.  The successor roadster (the R107, 1971-1989) used a similar roof design but the pagoda moniker is unique to the W113.

1971 Mercedes-Benz 280 SL in Silver over Black Leather (left) and 1970 280 SL in Midnight Blue over Blue Leather (right).  

Also unique to the W113 niche is the cult of the notch.  Part of the charm of the W113 and a proof it came from a time when Mercedes-Benz were rather more “hand-made” than now, were the leaded-seam “fender notches”, small creases in the fender, inboard of the headlights, which workers on the assembly line hand-shaped with tin, their purpose being to ensure the notch matched both the kink in the headlight surround and the crease on the outside of the fender.  That ensured perfect alignment (this was a time when the factory took seriously such intricate details of quality control) but were thought at the time just part of the manufacturing process and not publicized.

By their notches shall they be known: Headlight notches (left & right) on US market 1969 Mercedes-Benz 280 SL in Anthracite Grey Metallic over Gray Leather.  

Thus, in the decades before the W113 became a collectable and long before originality became a fetish, when replacing fenders (supplied from the factory without a notch), repair shops unfamiliar with the breed sometimes wouldn’t fashion a notch one to match the one replaced, unaware perhaps even of their existence (and "asymmetric" W113s have been seen with an single notch).  There were tales too of the factory’s notches even being smoothed-out as a “fix” by W113 neophytes thinking the grooves a manufacturing defect or the result of accident damage although these stories may be apocryphal.  However, those who have had a replacement fender “notched” exactly to match the one removed may still not satisfy the originality police because the inner fender spot welds which affix the fender to the structure are said to have been done in a manner almost impossible to replicate.  It’s metal so it can be done but it’s not easy to convince the experts who judge such things and they are tough judges.

Nictate

Nictate (pronounced nik-teyt)

To wink.

1690s: From the Medieval Latin nictitātus, from the Latin nictātus, past participle of nictāre (to wink, fidget, blink, signal with the eyes), inflection of nictō (to blink, to wink; to signal with the eyes (and figuratively (of fire) to flash and to strive, to exert great effort).  It was related to nicere (to beckon) and the ultimate source was the primitive Indo-European root kneigwh (to blink, to draw together (the eyes or eyelids)) (related to kneygwh (to bend, to droop), the source also of the Gothic hniewan and the Old High German nigan (to bow, be inclined).  It was cognate with connīveō, nītor (to bear or rest upon something).  Nictate, nictitated & nictitating are verbs, nictitate is an adjective and nictator & nictation are noun; the noun plurat is nictators.  Nictate was used from the 1690s, nictitated & nictitating emerged in the 1710s and nictitation in the 1820s.

The alteration nictitate

The intransitive verb nictitate is sometimes described as an alternative spelling of nictate but it’s more a niche alteration for a specialised niche.  Nictitate’s origins are the same as nictate, coming from the Latin word for winking, nictāre.  The addition of the extra syllable is thought to have been under the influence of Latin verbs ending in -itare, such as palpitare and agitare (from which, respectively, English gained palpitate and agitate).  The niche is in zoology, a role it’s played since scientists in the early eighteenth century began to describe a “nictitating membrane”, the so-called "third eyelid", the thin, usually transparent membrane in the eyes of birds, fishes, and other vertebrates, the function of which is to help keep the eyeball moist and clean.  In zoology, the word referred either to a wink or blink but when applied to humans (a species in which a wink can be a non-verbal clue transmitting meaning) it's used exclusively of winks.

Noted nictator, Lindsay Lohan, nictating.

Vladimir Putin (b 1952; president or prime minister of Russia since 1999).  Mr Putin is a known nictator and for those individuals (or countries) at which his nictations are directed, the consequences can be good or bad.  Simultaneously, Mr Putin can “turn a blind eye” while giving a “nod and a wink”.

The act of nictation (as wink) is featured in idiomatic English phrases including a nod is as good as a wink (the hint, suggestion etc can be understood without further explanation) (and sometimes embellished as a nod is as good as a wink to a blind horse which must mystify those learning the language), God winks (an event or personal experience, often identified as coincidence, so astonishing that it is seen as a sign of divine intervention, especially when perceived as the answer to a prayer), in the wink of an eye (something happening instantaneously or very quickly (in the blink of an eye and in the twinkling of an eye are both synonymous), forty winks (a brief sleep, a nap), a wink at (an allusion to something or someone) and nudge nudge wink wink (a hint that a euphemism is being deployed).  There’s also the ominous sounding butt wink (in the sport of weight-lifting, an error while performing a squat of bending the lower back and moving the pelvis in under the body).

Boutique

Boutique (pronounced boo-teek]

(1) A small shop, especially one that sells fashionable clothes and accessories or a special selection of other merchandise.

(2) Within a larger store, a small specialty department.

(3) As a modifier, any (usually small(ish)) business offering customized service (boutique law firm; boutique investment house; boutique winery etc).

(4) In informal use, a small business, department etc, specializing in one aspect of a larger industry (such as the “mining sector analysts”, “transport sector analysts” etch within a financial services research organization).

(5) Of, designating, denoting or characteristic of a small, specialized or exclusive producer (sometimes of the bespoke) or business (either attributive or self-applied).

1767: From the French boutique, from the Middle French, probably from the Old Provençal botica & botiga, from the Latin apotheca (storehouse), ultimately from the Ancient Greek apothēkē (apothecary) (storehouse).  The original meaning in the 1760s was “a small retail outlet (shop) of any sort” boutique, an inheritance from the fourteenth century French source and it wasn’t until the early 1950s it assumed the still familiar sense of “trendy little shop selling fashion items”.  The link with the mid-fourteenth century noun apothecary lay in its sense of “shopkeeper”, the notion of one being a place where is stored and sold “stores, compounds & medicaments (what is now described variously as “a pharmacy: or “chemist shop”) emerged quickly and soon became dominant.  The word was from the French apothicaire, from the Old French apotecaire, from the Late Latin apothecarius (storekeeper), from the Latin apotheca (storehouse)m from the Ancient Greek apothēkē (barn, storehouse (literally “a place where things are put away”)), the construct being apo- (away) + thēkē (receptacle (from a suffixed form of primitive Indo-European root dhe- (to set, put)).  The same Latin word produced French boutique, the Spanish bodega and the German Apotheke; the cognate compounds produced the Sanskrit apadha- (concealment) and the Old Persian apadana- (palace) and one quirk was that had the usual conventions been followed, the Latin apotheca would have emerged in French as avouaie.  The French masculine noun boutiquier (the plural boutiquiers; the feminine boutiquière) translates as “shopkeeper, storekeeper”.  Boutique is a noun & adjective and boutiquey & boutiquelike are adjectives; the noun plural is boutiques.  Of the adjectival use (resembling or characteristic of a boutique (however defined), the comparative is “more boutiquey”, the superlative “most boutiquey”).

Lindsay Lohan at the Singer22 boutique (described as the company’s “flagship store”), Long Island, New York, March 2011 (left) and at the opening of the Philipp Plein (b 1978) boutique, Mykonos, Greece, June 2019 (right).  Among fashion retailers, the term “boutique” is used both of high-end designer outlets and mass-market, high volume operations.  What the word implies can thus vary from “exclusive; expensive” to “trendy, edgy, celebrity influenced” etc.

Modern commerce understood the linguistic possibilities and that included the portmanteaus (1) fruitique (the construct being fruit + (bout)ique) (a trendy (ie high-priced) fruit shop in an area of high SES (socio-economic status)) and (2) postique (the construct being post(al) +‎ (bout)ique).  Originally, postique was a trademark of the USPS (US Postal Service) but it came to be used of retail stores selling items relating to postal mail (stamps, stationery and such).  One interesting trend in middle-class retailing has been the niche of the “boutiquey” stationery shop where the focus is on elegant versions of what are usually utilitarian office consumables; impressionistically, the client base appears almost exclusively female.  The “e-boutique” is an on-line retailer using the term to suggest its lines of garments are targeting a younger demographic.  The term “boutique camping” (services offering “going camping” without most of the discomforts (ie with air-conditioned tents, sanitation, running hot water etc) never caught on because the portmanteau “glamping” (the construct being glam(our) + cam(ping)) was preferred and, as a general principle, in popular use, a word with two syllables will tend to prevail over one with four.

By the 1970s, the term “boutique” had spread in fashion retailing to the extent it was part of general language; it tended to be understood as meaning “exclusive, small-scale fashion stores” which were in some way niche players (more on the cutting edge of design, specializing in a certain segment etc) in a way which contrasted with the large department stores.  The word gained a cachet and by the 1980s the “boutique hotel” was a thing, probably meaning something like “We are not the Hilton”.  That may be unfair and the classic boutique hotel was smaller, sometimes in some way quirky (such as being in a heritage building) and not necessarily cheaper than the major high-end chains.  The advertising for boutique hotels often emphasized “individuality” rather than the “cookie-cutter” approach of the majors although the economics of running a hotel did conspire against things being too different and the standardization operations like Hilton or Hyatt offered around the world was a genuine attraction for many and not just the corporate clients.  Additionally, what the majors had done was raise the level of expectation and there was thus a baseline of similarity on which boutique players had to build.  Some successfully marketed the “difference” but structurally, there are more similarities than differences.  In the 1990s, the metaphorical sense was extended to just about anything in commerce which could be marketed as “specialized” although initially the most obvious differentiation was probably that the operations so dubbed tended to be “smaller and not part of a large multi-national”.  Thus appeared boutique law firms, boutique investment house, boutique wineries, boutique architects and such.

Boutique Hotel Donauwalzer, Hernalser Gürtel 27, 1170 Wien, Austria.

Although the use of the descriptor “boutique” didn’t become mainstream until the twenty-first century, “boutique” car manufacturers have existed since the early days of the industry and there have been literally hundreds (some of which didn’t last long enough to sell a single machine) and while a few endured to become major manufacturers or be absorbed by larger concerns, most fell victim either the economic vicissitudes which periodically cull those subsisting on discretionary expenditure or in more recent decades, the increasingly onerous web of laws and regulations which consigned to history the idea of "real" cars emerging from cottage industries.  Today, there are boutique operations and they tend to be either (1) parts-bin specialists which combine a bespoke body and interior fittings with components (engines, transmissions, suspension) from the majors or (2) those who modify existing vehicles (Ferraris & Porsches especially favored) with more power, bling or a combination of both.  Either way, the price tag can reach seven figures (in US$ terms).

The established high-end manufacturers noted the industry and although many had long offered customization services, the approach is now more institutionalized and exists as separate departments in separate buildings, there to cater to (almost) every whim of a billionaire (since the expansion of the money supply in the last quarter century they’re now a more numerous and still growing population).  The way the cost of a Porsche, Bentley or Ferrari can grow alarmingly from the list price (and these are not always the fiction some suggest) as the options & “personalizations” accumulate has attracted some wry comment but it’s not something new and the values are relative:  In the late 1960s, a Chevrolet Camaro might be advertized at around US$2800 but by the time the buyer had ticked the desired boxes on the option list, the invoice might read US$4400 or more.  Compared with that, adding US$55,000 in different paint, leather and wheels to a US$350.000 Ferrari starts to make LBJ era Detroit look like a bunch of horse thieves.

Monteverdi’s boutique Swiss concern

Peter Monteverdi (1934–1998 (and believed not in the lineage of Italian composer Claudio Monteverdi (1567–1643)) was a successful Swiss businessman and a less than successful race driver.  He was also one of the many disgruntled customers of Enzo Ferrari (1898-1988) and one of several inspired by the experience to produce cars to compete with those made by Il Commendatore.  For a decade between 1967-1976, his eponymous manufacturing concern (unique in Switzerland) produced over a thousand big, elegant (and genuinely fast) coupés, convertibles and sedans, all with the solidly reliable drive-train combination of Chrysler’s 440 cubic inch (7.2 litre) V8, coupled usually with the TorqueFlite automatic transmission and unlike some of the less ambitious boutique players in the era, Peter Monteverdi included engineering innovations such as the DeDion tube rear suspension (which had the advantage of keeping the rear wheels parallel in all circumstances, something desirable given the torque of the 440 and the tyre technology of the era).  In the post oil shock world of stagflation, it couldn’t go on and it didn’t, the last of the big machines leaving the factory in 1976 although Monteverdi did follow a discursive path until production finally ended in 1982; by then it was more (lawful) “chop shop” than boutique but those ten golden years did bequeath some memorable creations:

1970 Monteverdi Hai 450 SS.

The Lamborghini Miura (1966-1973) had fundamental flaws which progressively were ameliorated as production continued but the design meant some problems remained inherent.  People who drove it at high speed sometimes became acquainted with those idiosyncrasies but for those who just looked at the things forgave it because it was stunning achievement in aggression and beauty; it validated the notion of the mid- engined supercar.  Noting the Miura and the rumors of a similar machine from Ferrari (the prototype of which would be displayed at the 1971 Turin Auto Show and be released two years later as the 365 GT4 BB (Berlinetta Boxer the cover-story for the “BB” dsignation, the truth more exotic)), Peter Monteverdi built the Hai 450 SS (painted in a fetching “Purple Mist”) which created a sensation on the factory’s stand at the 1970 Geneva Motor Show.  “Hai” is German for “shark”; the muscular lines certainly recall the beasts  and the specification meant it lived up to the name.  Powered not by the 440 but instead Chrysler’s 426 cubic inch (7.0 litre) Street Hemi V8 (a version of their NASCAR racing engine tamed for street use) and using a ZF five-speed manual gearbox, the claimed top speed was a then impressive 180 mph (290 km/h), some 6-8 mph (10-13 km/h) faster than any Ferrari or Lamborghini and although the number seems never to have been verified, it was at least plausible.  Tantalizing though it was, although orders were received (the price in the UK was quoted at Stg£12,950, some 20% more than a Rolls-Royce Silver Shadow), series production was never contemplated and Peter Monteverdi was quoted explaining his reticence by saying “This car is so special you can’t deliver it to everybody.” So although over the years four were built (two with significant differences in mechanical specification) it was only the original prototype which ended up in private hands, the others retained by the factory (displayed at the Monteverdi museum in Binningen, Basel-Landschaft until it closed in 2016).  For trivia buffs, the Hai was the only car powered by a Street Hemi ever to have "factory-fitted" air-conditioning. 

1975 Monteverdi Palm Beach.

By 1975 it was obvious the writing was on the wall for the way things had been done in the era of US$2 a barrel oil but the Palm Beach, shown at that year’s Geneva Motor Show was a fine final fling.  The factory had had a convertible in the catalogue for years but the Palm Beach was different and rather than being a Monteverdi Berlinetta with roadster coachwork (as the appearance would suggest), it was based on the older High Speed 375 C platform with which the company had built its reputation.  It was thus the familiar combination of the 440 and TorqueFlite and the styling updates were an indication of how things would have progressed had events in the Middle East not conspired against it.  Although promotional material was prepared for the show and even a price was quoted (124,000 Swiss Francs), the Palm Beach remained an exquisite one-off.

Monteverdis in the last days of the big blocks: 375/4 (front), 375/L (centre) and Palm Beach (rear).

Others in the trans-Atlantic ecosystem offered four-door sedans including Facel Vega, Iso and De Tomaso but none offered a 7.2 litre big-block V8 or rendered it in such a dramatic low-slung package as the Monteverdi 375/4.  First shown at the 1971 Geneva Motor Show, production didn’t begin until the following year but the big machine made an impression on the press; big and heavy though it was, the aerodynamics must have been better than a first glance would suggest because testers who took it to Germany to run on the Autobahn (really its natural environment), found it would run to a genuine 144 mph, (232 km/h), out-pacing even the Mercedes-Benz 300 SEL 6.3 which had for some time reigned as the fastest four door (although the fastest of the Maserati Quattroportes might contest that).  Regular production of the 375/4 ended in 1973 although it remained available on special order with some demand from the Middle East (where the price of fuel was wasn’t much thought about when filling up) and it’s believed as many as 34 had been built when the last was delivered in 1975.  The last of them looked as good as the first although it wasn’t as fast, the later 440s detuned to meet US emission control rules although 120 mph (195 km/h) was still possible.

Hovel

Hovel (pronounced hov-ill)

(1) A small, very humble dwelling house; a wretched hut.

(2) Any dirty, disorganized dwelling.

(3) A roofed passage, a vent for smoke (thought likely related to the use in the kilns used to fire pottery).

(4) An open or semi-open shed, for sheltering cattle, storing tools or protecting produce, etc from the weather.

(5) To shelter or lodge (archaic).

(6) In the manufacture of porcelain, a large, conical brick structure around which the firing kilns are grouped.

(7) In the interior design of churches, a canopied niche for a statue or image.

Circa 1425: From the late Middle English hovel, hovel, hovel and hovylle.  The origin is contested, some sources suggesting it’s a diminutive of the Old English hof (an enclosure, court, dwelling, house, farmhouse), from the Proto-Germanic hufą (hill, farm), from the primitive Indo-European kewp (arch, bend, buckle), the construct being howf +‎ -el. It was said to be cognate with the Dutch hof (garden, court), the German Hof (yard, garden, court, palace) and the Icelandic hof (temple, hall) and related in Modern English to both hove and hover.  The noun hovelling (or hoveling) describes a method of securing a good draught in chimneys by covering the top, leaving openings in the sides, or by carrying up two of the sides higher than the other two.  Hovel is a noun and hovelled & hovelling are verbs; the noun plural is hovels. 

Although scholars seem to agree the Middle English hovel, hovel, hovel and hovylle emerged in the fifteenth century; some dismiss the link to the Old English hof, Oxford English Dictionary (OED) maintaining it's "etymologically and chronologically inadmissible" and that hovel is of unknown origin.  The meaning "shed for human habitation; rude or miserable cabin" wasn’t adopted until 1620; prior to that it was used only to describe structures used for animals, objects or as workspaces not used as domestic accommodation.  The specialised use, mostly in the interiors of churches and chapels, to mean "a canopied niche for a statue or image" is from the mid-fifteenth century but faded from use as architecture became increasingly professional and international; it was replaced by aedicule.  About the only thing on which all agree is the plural form is hovels.

Trait

Trait (pronounced treyt or trey (now rare))

(1) A distinguishing characteristic or quality distinguishing a particular person or thing, especially of one's personal nature.

(2) A pen or pencil stroke (emulated also in software).

(3) A stroke, touch, or strain, as of some quality (now rare).

(4) In biology (and later picked up in psychology), a genetically determined characteristic or condition which is some cases may be influenced by environmental factors.

(5) In programming, languages, those methods which can be used to instance or extend functionality to a class by using the class’s own interface.

1470–1480: From the French trait (line, stroke, feature, tract), from the Middle French trait (line, feature), from the Old French trait (a pulling (literally “something drawn”)), from the Latin tractus (drawing, drawing out, dragging, pulling (an later “line drawn; feature”), from trahō, from the past participle stem of trahere (to drag, pull, draw), ultimately from the primitive Indo-European treg- (to drag, pull) which may have been a variation of dreg (to pull, draw, drag”).  In the late fifteenth century the word was used in the sense of “shot, missiles; a projectile” while the meaning “a stroke in drawing, a short line” emerged in the 1580s, that form still in technical use in graphic art and some image editing software.  The earliest known record of trait being used in English to men “a particular feature or distinguishing quality” dates from 1752.  Like niche, the tradition pronunciation (trey) is now so rare that its use might be counter-productive because it likely only to mislead and the form treyt, once known only in North America, seems now universal.  Such an evolution should not be resisted because English has always worked this way although there will be snobs who cherish trey as a class-identifier however wrong-headed this may be.  Trait is a noun and trait-like is an adjective; the noun plural is traits.

In the biological sciences, a trait refers to any observable characteristic of an organism and that might be physical, physiological, or behavioral and can be something the result entirely of genetic inheritance or a combination of genetic and environmental factors.  Like niche (another word where the US pronunciation seems to have prevailed), trait was borrowed from biology by psychology where it describes enduring patterns of thought, feelings or behavior which tend to be relatively stable despite the influence of external factors but traits in psychology are acknowledged often to be affected by both genetic and environmental factors.  Crucially, the understanding in human psychology notes the significance of the relationship in trait development between external factors and an individual’s reaction to them.  For psychologists, the study of traits often focuses on individual differences and how they contribute to personality and behavior whereas in botany & zoology etc, it’s usually more about what can be generalized about species & sub-species.

The personality traits of some attract much attention.

So, while the essential concept of traits is common between biology and psychology, the focus and application differ. In biology, traits are studied to understand the characteristics of organisms and how they evolve while in psychology traits are studied to understand human personality and behavior.  In general use (and that includes pop-psychology), the word (often in the form “character trait”) is used as a synonym for characteristic, peculiarity, mark, attribute, property etc and is well-understood, nobody confusing a genetic trait (like hair color) with descriptions of behavioral proclivities.  The apparently strange use in computer programming does make sense even though it can be argued that in programming languages there’s really no such thing as genetics (except in the abstract although the simile is useful in things like the change-logs which document changes from version-to-version) and everything is environmental.  However, the idea does work because what it means is that aspects of the language which manifest as particular characteristics of the type will appear also in the function of the software produced, something most apparent when a functional change is obvious such as when object-oriented programming (OOP, which was an example of when the over-used term “paradigm change” was justified) began to become dominant in consumer-level application in the 1990s.

The Personality Inventory for DSM-5 (PID-5) is a 220 item self-rated personality trait assessment scale for adults.  The domains appear in the middle column, with contributed facets (green, left) and non-contributed facets (blue, right).

The notion of personality traits of course underlie much of the content of the American Psychiatric Association's (APA) Diagnostic and Statistical Manual of Mental Disorders (DSM) and the most notable codification of the approach to personality disorders appeared in the DSM-5 (2013).  Although there have been detail changes in the DSM-5-TR (2022), the structure has been maintained and the revisions were most concerned with ensuring the diagnostic criteria accommodated the not unusual situation of a patient meeting the criteria for a specific personality disorder frequently also satisfying those for other personality disorders.  The emphasis remains on personality disorders being characterized by impairments in personality functioning and pathological personality traits.  The specific personality disorder diagnoses that may be derived from this model include antisocial, avoidant, borderline, narcissistic, obsessive-compulsive, and schizotypal personality disorders but there’s also the diagnosis of “personality disorder—trait specified” (PD-TS) which can be made when a personality disorder is considered present but the criteria for a specific disorder cannot be met.

Penthouse

Penthouse (pronounced pent-hous)

(1) An apartment or dwelling on the roof of a building, usually set back from the outer walls.

(2) Any specially designed apartment on an upper floor, especially the top floor, of a building.

(3) A structure on a roof for housing elevator machinery, a water tank etc.

(4) Any roof-like shelter or overhanging part.

(5) In real tennis, a corridor having a slanted roof and projecting from three walls of the court.

(6) As mechanical penthouse, a floor, usually directly under a flat-roof, used to house mechanical plant & equipment.

(7) A special-interest magazine, aimed at a mostly male audience and published in several editions by a variety of owners between 1965-2023.

1520–1530: Despite the appearance penthouse is not a portmanteau (pent + house) word.  Penthouse is an alteration (by folk etymology) of the Middle English pentis, pentiz & pendize (and other spellings), from the Old French apentiz & apentis (appendage, attached building), the construct being apent (past participle of apendre (to hang against)) + -iz (the French -is ) from the unattested Vulgar Latin –ātīcium (noun use of neuter of the unattested –ātīcius, the construct being the Latin -āt(us) (past participle suffix) + -īcius (the adjectival suffix)).  Old French picked up apentis from the Medieval Latin appendicium (from the Classical Latin appendo (to hang) & appendere (to hang from).  A less common alternative variant to describe a shed with a sloping roof projecting from a wall or the side of a building was pentice.  Penthouse is a noun & verb, penthousing is a verb and penthoused & penthouslike are adjective; the noun plural is penthouses.  The adjectives penthouseish & penthousesque are non-standard.

Penthouse magazine, December 1993.

First published in 1965, Penthouse magazine was one of many ventures (in many fields) which proved unwilling or unable to adapt to the changes wrought by the internet and the atomization of the delivery of content; its last print edition (after a few stuttering years) appeared in 2023 although there must remain some perception of value in the name because of the decades-long prominence of the title and it's not impossible there will be a revival, even if it's unlikely to re-appear in the glossy magazine format of old.  In Australia, for students of the print industry the comparison between the “men’s magazines” Penthouse and Playboy (first published in 1953, on-line since 2020 and a print “annual edition” appeared in 2025) was something like that between the “women’s magazines” Cosmopolitan (since 1965 in its current niche) and Cleo (1972-2016) in that the two pairings were superficially similar but different in emphasis.  Not too much should be made of that because although identifiably there were “Cosmo women” & “Cleo women” (presumably with some overlap at the margins), between Penthouse and Playboy there were probably more similarities than variations.  Structuralists explained the difference between the two genres: “men’s magazines” were bought by men so they could look at pictures of women not wearing clothes while “women’s magazines” were bought by women so they could look at pictures of women wearing clothes.

View from the penthouse in which Lindsay Lohan lived in 2014, W Residences, Manhattan, New York City.

When the lovely Ms Schiffer appeared on the cover of the December 1993 edition of Penthouse, the editors may not have been aware of the beast which was coming to consume them but it was in April 1993 CERN (in 1953 the Conseil Européen pour la Recherche Nucléaire (European Council for Nuclear Research) but the following year re-named Organisation européenne pour la recherche nucléaire (European Organization for Nuclear Research) with the acronym retained because it was both more mnemonic and pronounceable than OERN) released into the public domain details of technology which would allow the free development of applications using the www (world wide web) which ran atop the internet, making indexed content more easily accessible and distributable.  When in April 1993 the NCSA (National Center for Supercomputing Applications) released version 1.0 of its Mosaic web browser, it triggered a social and industrial revolution which (variously on TikTok, X (formerly known as Twitter), FoxNews and such) continues to unfold.  Mosaic wasn’t the first web browser but it was the first to gain a critical mass and the applications which superseded it claimed many victims including Penthouse magazine.

Iso, the Grifo and the Penthouse

1965 Iso Grifo Bizzarini A3/C, Le Mans, 1965.

One of the most admired of the trans-Atlantic hybrids of the post-war years (1945-1973) which combined elegant coachwork, (hopefully) high standards of craftsmanship and the effortless, low-cost power of large-displacement American V8 engines, the Iso Grifo was produced between 1965-1974 by the Italian manufacturer Iso Autoveicoli.  Styled by Bertone’s Giorgetto Giugiaro (b 1938) with engineering handled by the gifted Giotto Bizzarrini (1926-2023), the Grifo initially used a 327 cubic inch (5.3 litre) version of the small-block Chevrolet V8, coupled with the equally ubiquitous Borg-Warner (four & five speed) manual gearbox or robust General Motors (GM) Turbo-Hydramatic automatics.  Later, after some had been built with the big-block Chevrolet V8, GM began to insist on being paid up-front for hardware so Iso negotiated with the more accommodating Ford Motor Company (FoMoCo) and switched to 351 cubic inch (5.8 litre) versions of their 335 (Cleveland) engine.

1955 Iso Isetta.

Iso was already familiar with the mechanical configuration, production of their Rivolta coupe, equipped also with the Chevrolet 327, having begun in 1962.  The Rivolta, let alone the Grifo was quite a change of direction for Iso which until then had produced a variety of appliances, scooters & moto-cycles, it’s most famous product the Isetta, one of the generation of “bubble cars” which played such a part in putting Europeans back on (three or four) wheels during the re-construction of the early post-war years.  Surprisingly, despite the prominence of the Isetta name and the Italian association, barely a thousand were actually manufactured by Iso, the overwhelming majority produced in many countries by BMW and others to which a license was granted.  The bubble cars were a product of the economic circumstances of post-war Europe and the ones produced in England even used the single rear wheel which had been abandoned by Iso because of the inherent instability; UK taxation laws made three-wheelers significantly cheaper and only a motor-cycle license was required to drive one.  Powered by tiny two and four-stroke engines, their popularity waned as “real” cars such as the Fiat 500 (1955-1975) and later the BMC (British Motor Corporation) Mini (1959-2000) emerged; although costing little more than the bubble cars, they offered more space, performance and practicality.  By the early 1960s, the bubble cars were almost extinct but, as a tiny specialized niche, they never completely vanished and the Isetta is enjoying a twenty-first century revival as model urban transportation, including the option of (Greta Thunberg (b 2003) approved) electric propulsion.  Once dismissed as dated and even absurd, their bug-eyed look is now thought to have "retro-charm".

1968 Iso Rivolta.

The Rivolta was thus quite a jump up-market and, while the engine wasn't the bespoke thoroughbred found in a Ferrari or Aston-Martin, the rest of the specification justified the high price.  Unlike some of the British interpretations using American V8s, Iso insisted on modernity, the platform probably the best of the era with a body welded to a pressed-steel chassis, a combination which proved both light and stiff.  Just as importantly, given the high rate of corporate failure among those attracted to this potentially lucrative market, it was cost-effective to manufacture, reliable and easy to service.  Probably the feature which let it rank with the most accomplished of the era was the sophisticated de Dion rear suspension which, combined with four wheel disc brakes, lent it a rare competence (surprising some Maserati and Ferrari drivers, their cars with rear suspension designs dating from the horse & buggy era).  The de Dion design was not an independent arrangement but certainly behaved as if it was and, despite what Mercedes-Benz claimed of their beloved swing-axles, was superior to many of the independent setups on offer.  A noted benefit of the de Dion system is it ensures the rear wheels remain always parallel, quite an important feature in an axle which has to transmit to the road the high torque output of a big V8, a lesson Swiss constructor Peter Monteverdi (1934–1998) applied later in the decade when he went into production using even bigger engines.  Iso, with a solid base in accounting and production-line economics, ran an efficient and profitable operation not beset by the recurrent financial crises which afflicted so many and the elegant Rivolta was a success, remaining available until 1970.  Some eight hundred were sold.

1967 Iso Grifo Series One.

The Rivolta’s platform proved adaptable.  In 1965, Iso released the Grifo coupé which was more overtly oriented to outright performance and strictly a two-seater.  With lovely lines and a modified version of the Rivolta’s fine chassis, the Grifo was another product of the fertile imaginations of Giugiaro & Bizzarrini but, in something not untypical in Italian industry of the time, the relationship between the latter and Iso’s founder Renzo Rivolta (1908–1966) soon became strained and was sundered.  Bizzarrini would go on to do remarkable things and Iso’s engineers assumed complete control of the Grifo after the first few dozen had been completed.  Bizzarrini had pursued a twin-stream development, a competition version called the A3/C with a lower, lightweight aluminum body as well as the road-going A3/L and when he decamped, he took with him the A3/C, to be released also under his name while Iso devoted its attentions to the A3/L, again using engine-transmission combinations borrowed from the Chevrolet Corvette.

1964 Iso Grifo A3/L Spider prototype by Bertone.

The Grifo weighed a relatively svelte 1430 kg (3153 lbs) in what must have been a reasonably slippery shape because the reports at the time confirmed some 240 km/h (150 mph) was easily attained, an increase on that managed by the C2 Corvette (1962-1967 and which turned out to be not aerodynamically efficient as it looked) and, when configured with the taller gearing the factory offered, the factory claimed 260 km/h (162 mph), was possible.  A test in the UK in 1966 almost matched that with a verified 161 mph (259 km/h) recorded and two years later, the US publication Car & Driver 1968 tested a 327 Grifo but didn't to a top-speed run, instead estimating 157 mph (253 km/h) should be possible given enough road.  There were surprisingly few variations, fewer than two-dozen made with a targa-style removable roof panel and a single, achingly lovely roadster was displayed on Bertone's stand at the 1964 Geneva Motor Show; it remained a one-off although a couple of coupés privately have been converted.  What made the Bertone prototype special however was it was a companion to the original A3/L prototype coupé with which it shared a number of distinctive features including (1) a side exhaust rakishly snaking through the passenger side of the cowl and under the rocker panel trim with its an almost matte finish, (2) frontal styling with the then fashionable “twin-nostril” fascia and (3) angled vents in the rear fenders.  Although visually similar to the series production Grifos, almost every line on the pair of A3/L prototypes was in some subtle way different.

The one-off Iso Grifo Spider on Bertone's stand, 1964 Geneva Salon, 1964 (left) and as discovered in Rudi Klein's famous shed, Los Angeles, 2024 (right). 

Although well-known in the collector community for its large stocks of rusty and wrecked Porsches, Mercedes-Benz and other notable vehicles from the post-war years, the Californian “junkyard” belonging to Rudi Klein (1936-2001) attracted world-wide interest when details were published of the gems which had for decades been secreted in the site's large and secure shed.  Mr Klein was a German butcher who in the late 1950s emigrated to the US to work at his trade but quickly discovered a more enjoyable and lucrative living could be had dealing in damaged or wrecked European cars, sometimes selling the whole vehicles and sometimes the parts (“parting out” in junkyard parlance).  His Porsche Foreign Auto business had operated for some time before he received a C&D (cease & desist) letter from the German manufacturer’s US attorneys, the result being the name change in 1967 to Porche (sic) Foreign Auto.  Unlike many collectors, Mr Klein amassed his collection unobtrusively and, astonishingly to many, apparently with little interest in turning a profit on the rarest, despite some of them coming to be worth millions.  After Mr Klein died in 2001, his two sons preserved the collection untouched until, in October 2024,the auction house Sotheby’s began a series of rolling sales, one to go under the hammer the one-off Grifo spider.  At some point there was an accident which damaged the nose so a standard Grifo facia was installed and in this form Mr Klein ran it for a while as a road car before parking it in the shed among its illustrious companions.  Remarkably original except for the nose, it sold for US$1,875,000 and the expectation is it will be fully restored (including a fabricated replica of the original nose) before appearing on the show circuit.  In the decades to come, it will likely spend its time in collections with the occasional outings to auction houses.

1970 Iso Grifo Targa (left) Series Two and 1971 Iso Grifo Can-Am (454) Targa.  Only four Series II Can-Ams were built with the targa roof.

The bodywork was revised in 1970, subsequent cars listed as Series Two models.  The revisions included detail changes to the interior, improvements to the increasingly popular air-conditioning system and some alterations to the body structure, the hydraulics and electrical system, some necessitated by new regulatory requirements in Europe but required mostly in an attempt to remain compliant with the more onerous US legislation.  The most obvious change was to the nose, the headlamps now partially concealed by flaps which raised automatically when the lights were activated.  Presumably the smoother nose delivered improved aerodynamics but the factory made no specific claims, either about performance or the drag co-efficient (CD) number.

1972 Iso Lele & 1972 Iso Fidia.

In 1972, an unexpected change in the power-train was announced.  After almost a decade exclusively using Chevrolet engines, Iso issued a press release confirming that henceforth, the Series Two Grifo would be powered by Ford’s Boss 351 cubic inch (5.8 litre) 335 series (Cleveland) V8.  In the state of tune (close to that fellow Italian specialist De Tomaso were using in their mid-engined Pantera) chosen, the Ford engine was similar in size, weight to the small-block Chevrolet and delivered similar power and torque characteristics so the driving experience differed little although there were 22 high-performance Leles using a tuned 351, all with a ZF five-speed manual gearbox.  The other improvement in performance was presumably Iso’s balance sheet.  The switch had been made because internal policy changes at GM meant they were now insisting on being paid up-front for their product whereas Ford was still prepared to mail an invoice with a payment term.  The change extended to the other models in the range, the Lele coupé and Fidia saloon and while the Chevrolet/Ford split in the Lele was 125/157, the circumstances of the time meant that of the 192 Fidias made, only 35 were fitted with the 351.

1969 Iso Grifo 7 Litre (427).

One of the trends which made machines of the 1960s so memorable was a tendency never to do in moderation what could be done in excess.  In 1968, Iso announced the Grifo 7 Litre, built following the example of the US manufacturers who had with little more than a pencil and the back of an envelope worked out the economics of simple seven litre engines were more compelling than adding expensive components like overhead camshafts and fuel-injection to five litre engines; in the US, gas (petrol) was then relatively cheap and and assumed by most to be limitless.  Gas wasn’t as cheap in Italy or the rest of Europe but Iso’s target market for the Grifo was those who either could afford the running costs or (increasingly) paid their bills with OPM (other people’s money) so in those circles fuel consumption wasn’t something often considered or much discussed.  The new version used a 427 cubic inch (7.0 litre) version of the big-block Chevrolet V8, bigger and heavier than the 327 so the driving characteristics of the nose-heavy machine were changed but contemporary reports praised the competence of the chassis, the de Dion rear-end notably superior in behavior compared with the Corvette’s independent rear suspension although some did note it took skill (which meant often using some restraint) effectively to use the prodigious power.  Tellingly, the most receptive market for the Grifos, small and big-block, was the  FRG (Bundesrepublik Deutschland (Federal Republic of Germany; the old West Germany) 1949-1990) with its network of highways without the tiresome speed limits elsewhere imposed and (even in Italy), often enforced.  The Autobahn really was the Grifo's native environment.

1971 Iso Grifo Can Am (454).

Faster it certainly was although the factory’s claim of a top speed of 186 mph (a convenient 300 km/h) did seem optimistic to anyone with a slide-rule and there appears not to be any record of anyone verifying the number although one published test did claim to have seen well over 255 km/h (150 mph) with the Grifo still "strongly accelerating" before “running out of road”.  It had by then become a genuine problem.  Gone were the happy times when testers still did their work on public roads; increased traffic volumes by the late 1960s meant the often deserted stretches of highway (in 1956 an English journalist had taken a Mercedes-Benz 300SLR Coupé to 183 mph (294 km/h) on the autobahn) were now rare but whatever the terminal velocity, nobody seemed to suggest the 7 litre Grifo lacked power.  In 1970, after Iso’s stock of the by-then out-of-production triple carburetor 427 were exhausted, the big-block car was re-named Can-Am and equipped instead with a 454 cubic inch (7.5 litre) version, the name an allusion to the unlimited displacement Group 7 sports car racing series run in North America in which the big-block Chevrolets were long the dominant engine.

Despite the increased displacement, power actually dropped a little because the 454 was detuned a little to meet the then still modest anti-emission regulations.  Officially, the 454 was rated at 395 HP (gross horsepower) but the numbers in that era were often at best indicative: The Boss 429 Mustang was said to produce 375 HP whereas the 500 cubic inch (8.2 litre) V8 in the FWD! (front-wheel-drive) Cadillac Eldorado was rated at 400; a comparison of their performance belies the numbers and the difference is not all accounted for by the Eldorado's weight and power-sapping accessories.  As early as the the mid-1960s Detroit had begun understating the output of many of their high-performance engines and as politicians and insurance companies (for their own reasons) became interested, the trend continued.    

1971 Iso Grifo Can Am (454).

Unlike the 427 which breathed through three two barrel carburetors, the 454 was equipped with less intricate induction, a single four barrel and while with output (officially) dropping from 435 to 395 HP, performance was s little blunted although it's probable few owners often went fast enough to tell the difference.  What didn’t change between the 7 Litre and the Can Am was its most distinctive feature, the modification to the hood (bonnet) made to ensure the additional height of the 427's induction system could be accommodated.  The raised central section, the factory dubbed "the penthouse".

Penthouse on 1969 Iso Grifo 7 Litre (427).

Not everyone admired the stark simplicity, supposing, not unreasonably, Giugiaro might have done something more in sympathy with its surroundings.  Critics more stern would have preferred a curvaceous scoop, blister or bulge and thought the penthouse amateurish, an angular discordance bolted unhappily atop Giugiaro’s flowing lines  but for those brought up in the tradition of brutalist functionalism, it seemed an admirable tribute to what lay beneath.  The days of the big-block Grifo were however numbered.  In 1972, with Chevrolet no longer willing to extent credit and Ford’s big-block (429 & 460) engines re-tuned as low-emission (for the time) units suitable for pickup trucks and luxury cars, the Can-Am was retired.  So the small-block 351 Grifo became the sole model in the range but it too fell victim to changing times, production lasting not long beyond the first oil shock (triggered by the OAPEC (Organization of Arab Petroleum Exporting Countries) on 17 October 1973 imposing an embargo on crude oil exports to certain countries) which made gas suddenly not only much more expensive but sometimes also scarce and the whole ecosystem of the thirsty trans-Atlantic hybrids became threatened; in little more than a year, Iso was one of the many dinosaurs driven extinct.  Decades later, the survivors of the 414 sold are highly desirable; fine examples of the small-block Grifos attract over US$500,000, the few dozen penthouse have sold for close to a million and the rare early A3/Cs for even more.

From the lost, tactile days of buttons and toggle switches: 1966 Iso Grifo, one of 31 built in RHD (right hand drive).

Not fans of brutalist functionalism were the Lancia-loving types at Road & Track (R&T) magazine in the US.  Late in 1974, R&T published their 1975 buyer’s guide for imported and domestically-built smaller cars (R&T neither approving of nor understanding why anyone would wish to buy a big American car) and surprisingly, there were reviews of the Grifo, Lele and Fidia although the last of these sold in the US some two years earlier had been titled as 1973 models, the company having never sought to certification to continue sales although, given nothing had been done to modify them to meet the new safety regulations, that would likely have been pointless unless the strategy was to seek a "low volume" exemption, something improbable by 1975.

A tale of two penthouses: Paradoxically, as installed in the Grifo the induction system of the big-block Chevrolet V8 sat a little lower than that of the small-block Ford (a not unusual anomaly in the small-block vs big-block world) so the Ford-engined Grifos (right) used a taller penthouse than those fitted with the Chevrolet unit.     

The distributors had however indicated to the press all three would return to the US market in 1975, supplying publicity photographs which included a Series II "penthouse" Grifo.  A further complication was that during 1974, Ford had discontinued in the US production of the high-performance 351 (the "Cleveland" 335 series which was exiled to Australia) V8 so it wasn't clear what power-train would have been used.  Others had the same problem, De Tomaso (which withdrew from the US market in 1974) switching to use tuned versions of the Australian-built 351s but for Iso, the whole issue became irrelevant as the factory was closed late in 1974.  R&T's last thoughts on the penthouse appeared in the buyer's guide: "However, the clean lines of the original Grifo have been spoiled by that terrible looking outgrowth on the hood used for air cleaner clearance.  For US$28,500 (around US$155,000 in 2025 US$ although direct translation of value is difficult to calculate because of the influence of exchange rates and other variables), a better solution to this problem should have been found."