Ovoid

Ovoid (pronounced oh-void)

(1) Egg-shaped (an oval, but more tapered at one end).

(2) In botany (of a fruit or similar part), egg-shaped with the broader end at the base.

1817: From the French ovoïde, from the New Latin ōvoīdēs, the construct being the Classical Latin ōvum (egg) + the Ancient Greek -oeidēs (like) (akin to -oid).  The Latin ōvum (egg) is thought derived from the primitive Indo-European awi (bird) which may be the source of wyo & yyo, the primitive Indo-European words for "egg" although this is speculative.  The hypothetical “evidence” for its existence is provided by the Sanskrit vih, the Avestan vish, the Latin avis (bird), the Ancient Greek aietos (eagle), the Old Church Slavonic aja, the Russian jajco, the Breton ui, the Welsh wy, the Old Norse egg, the Old High German ei and the Gothic ada, all meaning "egg."  The –oid suffix was from the Ancient Greek -ειδής (-eidḗs) & -οειδής (-oeidḗs) (the ο being the last vowel of the stem to which the suffix is attached) from εἶδος (eîdos) (form; like; likeness) and was added to indicate the meanings “tending towards”, “similar to” or “like”).  Ovoid is a noun & adjective and ovoidal is an adjective; the noun plural is ovoids.  The adjective ovoidish doesn't exist and never should because something "ovoidish" is actually an ovoid.  Subovoid (apparently never as sub-ovoid) is a technical word used in mathematics and some disciplines of engineering.

Lindsay Lohan in sunglasses with lens in an irregular ovoid.  The irregular ovoid is a popular shape for the lens of spectacles of all kinds, simply because it conforms so well to the lacuna defined by the nose and eye socket.

The four common descriptors in diagnostic imaging (left to right), the round, the oval the ovoidesque irregular oval and the irregular.

Reflecting the frequency with which they occur, in radiology and other forms of diagnostic imaging, the three classic shapes of “masses of interest” are round, oval and irregular but a frequent descriptor of those which often resemble ovoids is the “irregular oval” used (a little misleadingly for non-clinicians) to describe everything which tends towards being an oval but is outside the defined tolerance.  The rationale in adding an adjectival “irregular” to “oval” seems to be to reflect the wide variation in the shapes, the only common characteristic being that to fit the description it must be vaguely ovoid in shape, distinguishing it not only from a round or oval but also from an irregular (ie everything else).

Headlights and Lobbyists

Mercedes-Benz 300 SL (W198, 1957-1963) roadster with composite headlights built for RoW (rest of the world (ie non US)) sale (left) and one with the less elegant assembly (right) used in the US market to accommodate the sealed-beam lights.

First seen two years earlier on the 300SL roadster the Lichteinheiten (light units) on the 1959 Mercedes-Benz 220 SE (W111) and subsequent 1961 300SE (W112) saloons were much admired, both for their elegance and quality of luminescence.  Ovoid in shape, they were first nicknamed “tombstone” but soon came to be called “European” because they were banned in the US, a saga which illuminates how crony capitalism works in the West.  The US headlight industry enjoyed a typically cosy relationship with the legislators who in 1940 had passed laws decreeing cars sold in the country had to have two circular, 7 inch sealed beam lights, optionally augmented by a maximum of two auxiliary 5 ¾ inch units.  In 1957, the car manufacturers, wishing to make quad headlights as the next styling trend, prevailed on the politicians to permit a total of four 5 ¾ inch sealed beam lights per vehicle, a profitable arrangement which pleased both industries but deprived US buyers of the much superior European lights which not only delivered better luminosity but, not being sealed units, required only the bulb to be replaced rather than the whole thing.  The US manufacturers had no interest in investing to re-tool their factories to produce something which would need to be replaced less often so arranged for the politicians to ban the newer product, thus for decades denying American drivers headlights of the quality enjoyed in Europe and much of the planet.

That wouldn't change until the 1970s and then as an unintended consequence of another government edict.  The first oil crisis of 1973-1974 was a genuine shock to the US (and world) economy and in response, in 1975, the congress passed legislation setting corporate average fuel economy (CAFE) standards.  The US industry in 1975 had in their line-ups lots of big, heavy machines with big, thirsty engines so there was plenty of scope to achieve much by down-sizing and this low-hanging fruit was the first picked and the way CAFE worked was neither directly to offer incentives for customers to choose fuel efficient vehicles or increase fuel prices but instead impose penalties making it more expensive for the manufacturers to build inefficient vehicles.  The CAFE standards however were designed to become more strict so there was lobbying to permit the fitting of smaller, rectangular headlights which would permit a lower hood (bonnet) line, producing better aerodynamics and thus lower fuel consumption.  Rectangular headlights first appeared in the US in 1975 although they remained exclusively sealed-beam units, even after the use of quartz-halogen bulbs was authorized three years later.  Not until 1983 were composite headlight assemblies with replaceable bulbs made lawful. 

Mercedes-Benz 280 SE 3.5 Coupés (W111), the "tombstone" or "European" headlight assemblies (left) and the "Californian" version developed for the US market (right).  Such was the international admiration for the "Californian" interpretation, rapidly it became available globally.   

That is how politics in the US operates.  It’s in the congresses, state and federal, where things are hammered out and deals done.  Most of the world fixates on presidential politics because of the drama and the cults of personality but domestically, it’s in the legislatures that lobbyists do their work and that’s where they make "campaign contributions" in exchange for getting the legislation which most benefits the corporations employing them.  “The business of America is business” is how former president Calvin Coolidge (1872–1933; US president 1923-1929) summed it up.  It’s not wholly dissimilar to the development of the English constitution; it took centuries to evolve but essentially, in exchange for getting the money he needed to fight his wars, the king of England approved the laws the politicians wished to pass.  In the US, the dynamic relationship is between politicians & corporations, mediated by the lobbyists and between the two sides, there's much interchanging of personnel which is why the system is sometimes described by political scientists as "incestuous".  The dynamic of the system does of course shift; sometimes the congress has dominated the president and sometimes he has dominated them so in that sense the second administration of Donald Trump (b 1946; US president 2017-2021 and since 2025) is just a phase the system is going through.

1957 Imperial Crown Convertible in single headlight configuration (left) and 1957 Imperial Crown Sedan with the quad layout (right).

One quirk of the introduction of the quad headlight look for the 1957 season was the languid legislators in South Dakota and Tennessee lingered so long over the bills that it was clear it would be the next year before four headlights would be lawful in those two states.  What that meant was new cars could be registered if so equipped so the manufactures were, for a few months, forced to make available models with two headlights instead of four.  Some restricted these to the two recalcitrant states while others extended availability but very few were ordered in other states.  What the late creation of the variations with only two headlights required was the creation of different chrome bezels and fittings around each lamp as well as a wider grill.  So while it wasn’t complex engineering, for the industry it was an unwelcome resource allocation, all because of bureaucratic lag or politicians missing their legislative window (the blame attributed variously).

1957 Imperial (left) and Mercury (right) advertising.

As well as the tiresome matter of having to tool up to produce a small number of cars with single headlights grafted, sometimes a little unhappily, onto designs only ever intended to accommodate a matching pair, the advertising copy also had to be revised.  Mercury called the new look “Quadri-Beam headlamps” and their brochures (in the small print) noted they were “Standard equipment except in South Dakota and Tennessee.”  The use of “quadri” was a pleasing linguistic flourish and presumably everyone got the point there were now four where there once had been two, the borrowing most directly from the Classical Latin quadri where it meant “make four-cornered, square, make square” and was from quadrus (square), from quattuor (four).  In French, the noun quadri (the plural quadris) was an (informal clipping of quadrimestre (a term of four months) while in Italian it was the plural of quadro (square).  

Unfortunately, US regulations proved disfiguring as well as dimming because the simple solution of integrating the turn-signal indicators ("flashers" to many) and side-marker lamps into the assembly didn’t comply.  As explained by automotive lighting expert Daniel Stern, the lit area was probably compliant (the rules specified a minimum 3½ square inches (22.5 cm²) but the intensity and inboard visibility angles would have been inadequate.  A turn signal with its centre 4 inches (100 mm) or closer to the low-beam lamp had to provide at least 500 candela on-axis, which, with the technology then available, would be close to impossible for a lamp with this construction; turn signals more than 4 inches from the low-beam needed only to provide a minimum 200 candela.  The RoW cars (left) were supplied with the original elegant design while for the US market some rather ugly after-market lamps were crudely added to the gaps next to the grill (centre).  Late in the 1960s, the aesthetics were improved somewhat by using a larger unit (right) which emulated the look of a fog-lamp, the US cars by then also suffering the addition of "stuck-on" side-marker lights front & rear.

A variation on the ovoid theme was revealed with the debut of the 600 Grosser (W100, 1963-1981, left).  The solution to comply with US legislation (right) was more unhappy even that that used on the 300 SL and called to mind a high-school project which deservedly would have been graded "F".

The design created for the US market W111s adopted a vertically stacked arrangement with four 5¾ inch sealed beams which, ironically, was much to influence US designers in the decade to come.  When the 300 SEL 6.3 was introduced in 1967, Europeans were offered the choice of either style, four of the newer quartz-halogen bulbs generating even more light than the ovoid system.  Europeans, who nicknamed the stacked lights “Californian” (California apparently the most American thing imaginable), came to admire the style, prompting Mercedes-Benz to offer buyers the option world-wide.  Unfortunately, this was the factory's only ascetically successful adaption for the US market, most of the others being ghastly.  In the mid-1960s, the factory again used “California” when the W113 (the 230/250/280 SL "pagoda" (1963-1971)) was for some years offered with just a hard-top, presumably because, viewed from often gloomy Stuttgart, California must have seemed permanently sunny.  The W111’s stacked headlamps later spread to other models (W112, W108 & W109) but the W113 hard-top only configuration remained a one-off.  It was one of only three occasions a production SL would be offered without a folding top and one of two with only a fixed roof.

The score? 1 out of 8.  Top row: W198 Roadster (1957-1963, left) and W111 & W112 Coupé & Cabriolet (1961-1971, right).  Second row: W100 (1963-1981, left) and W113 (1963-1971, right).  Third row: W114 & W115 (1968-1976, left) and R107 & C107 (1971-1989, right).

One genuine aesthetic success in eight attempts was not encouraging and one might be tempted to wonder if the Germans decided to punish the Americans for coming up with silly rules.  The battering-ram styled bumpers bolted on in the era also attracted derision but in fairness, some others were worse.  Interestingly, as well as admiring the US market implementation on the W111 & W112, there is in Europe a small but noticeable cult following for the headlight fittings used on the US market R107 & C107, possibly because the factory competition department fitted them to the 450 SLC 5.0s (1977-1980) used in rallies.  The heavy cruiser was one of the more improbable rally cars but it enjoyed some success in its brief career, victorious in long distance events in Africa and it was both the first V8 and the first car with an automatic transmission to win a European rally.  However, whatever the attraction of the headlights, the Europeans have shown no interest in the bumpers.   

Svelte

Svelte (pronounced svelt or sfelt)

(1) Slender, especially gracefully slender in figure; lithe.

(2) Suave, urbane elegant, sophisticated.

1817: Originally (and briefly) spelled svelt, from the seventeen century French svelte (slim, slender), from the Italian svelto (slim, slender (originally "pulled out, lengthened)), past participle of svellere (to pluck out or root out), from the Vulgar Latin exvellere (exvellitus), the construct being from ex + vellere (to pluck, stretch) + -tus (the past participle suffix).  The ex- prefix was from the Middle English, from words borrowed from the Middle French, from the Latin ex (out of, from), from the primitive Indo-European eǵ- & eǵs- (out).  It was cognate with the Ancient Greek ἐξ (ex) (out of, from), the Transalpine Gaulish ex- (out), the Old Irish ess- (out), the Old Church Slavonic изъ (izŭ) (out) & the Russian из (iz) (from, out of).  The “x” in “ex-“, sometimes is elided before certain constants, reduced to e- (eg ejaculate).  The Latin vellere (which English picked up as a learned borrowing) was the present active infinitive of vellō (I pluck out; I depilate; I pull or tear down), from the Proto-Italic welnō, from the primitive Indo-European wel-no-, a suffixed form of uelh- (to strike), source also of the Hittite ualh- (to hit, strike) and the Greek aliskomai (to be caught).  The Latin suffix –tus was from the Proto-Italic -tos, from the primitive Indo-European -tós (the suffix creating verbal adjectives) and may be compared to the Proto-Slavic –tъ and Proto-Germanic –daz & -taz.  It was used to form the past participle of verbs and adjectives having the sense "provided with".  Latin scholars caution the correct use of the –tus suffix is technically demanding with a myriad of rules to be followed and, in use, even the pronunciation used in Ecclesiastical Latin could vary.  Svelte is an adjective and svelteness is a noun; the comparative is svelter and the superlative sveltest although in practice both are rare and constructions (however unhappy) such as very svelte, most svelte are more common.  Thankfully, sveltesque & sveltish seem not to exist and if they do, they shouldn’t.

Svelte: Lindsay Lohan, Olympus Fashion Week, Bryant Park, Manhattan, February 2006.

Because svelte is intended as a compliment to be extended in admiration, the true synonyms include refined, delicate, graceful, lithe, slender, lean, lissom, slinky, slim, elegant, willowy, waif & sylph-like.  Although can equally (and technically correctly) apply to the same image, words like thin, scrawny and skinny can be used with a negative connotation.  Interestingly, in some Nordic languages, the word has the sense of variations of “thin, hunger, starvation” and is used of a two player card game in which the goal is to "starve" the opponent of all their cards.  Svelte is a word usually applied to people, most often women; while men can be called svelte, most would probably prefer another label.  However, it’s a descriptor which references the slender and the elegant so can be used anthropomorphically and there have been cars which have gone from frumpy to svelte:

The Pontiac Grand Prix: The first generation (1962–1964) (left), the second generation (1965–1968) (centre) and the third generation (1969–1972) (right).

The first Pontiac Grand Prix was among the outstanding designs which emerged from the General Motors (GM) styling studios in the 1960s, truly the corporation's golden era.  The first was built on a full-sized platform and was thus undeniably large but such was the competence of the styling team that the bulk was well-disguised and unless the are other objects in the frame to provide a point of reference, at first glance the sheer size of the thing is not obvious.  Its rather bulbous replacement fares not so well but Pontiac were aware the universe was shifting, their own smaller GTO and the emerging ecosystem of pony cars attracting the buyers wanting high performance while the full-size machines were beginning their path towards increasingly cosseted luxury.  Other full-sized machines however looked better while doing what the Grand Prix did and sales of the second generation weren’t encouraging.  Pontiac changed tack for 1969 and in the third generation produced another classic, a smaller car which relied not on gimmicks or embellishments but simple lines, the long hood working because it was the sole extravagance and one perfectly balanced by what would otherwise have seemed an excessively large C pillar.  It was a high-water mark for Pontiac.

Continentals: the Mark II (1956-1957) (left) and the Lincolns, the Mark III-V (1958-1960) (centre) and the fourth generation (1961-1969) (right).

Wanting to create a landmark in style which was as much a reaction to the excesses of the era as it was a homage to mid-century modernism, Ford actually created a separate division to produce the Continental Mark II and in its very sparseness the look succeeded but the realities of production-line economics doomed the project which lasted only two years.  Seemingly having decided that good taste didn’t sell, the Continental nameplate returned to the Lincoln line in 1958 and the Mark III-V models were big, some 227 inches (5.8 m) in length and weighing in at 2 ½ tons (2540 kg) or more.  Indisputably flamboyant with an intricate grille atop chrome dagmars, canted headlights partially encapsulated in semi-closed ovoid apertures and embellished with chrome spears & sweeping cove embossments, the only restraint seemed to be the surprisingly demure fins but with those Ford never succumbed to the lure of the macropterous which made so distinctive the cars from Chrysler and GM during the era.  Even at the time criticized as too big, too heavy and too bloated, the styling nevertheless represented one of the (several) logical conclusions of the trends which had for a decade been evolving but it too was a failure, lasting only three seasons.  After this there was nowhere to go but somewhere else.  In 1961 Lincoln went there, creating a classic shape which would remain in production, substantially unchanged until 1969.  Remembered now for being the car in which President Kennedy was shot, for the suicide doors, and the soon to be unique four-door convertible coachwork, it was a masterpiece of modern industrial design which managed to combine severe lines without any harshness in the shape and was influential, other manufacturers essentially borrowing the motif although none did it better than the original.  Managing the almost impossible, to be big yet svelte, Lincoln in the six decades since produced nothing as good and much that was worse.

The Mark IX was the final iteration of a decade-long line (the Mark VII, VIII & IX, 1951-1961) with a competition history which belied the stately appearance (left) while the Jaguar Mark X (1961-1970 and named 420G after 1967) never realized its potential because the factory refused to fit the Daimler V8 and its own V12 wasn’t ready until after production ended (centre) and the XJ (1968-1986) which, especially when fitted with the V12, may have been the best car in the world (right).

Svelte can be a relative term.  Although the Jaguar Mark X was soon criticized as being too big and bloated, upon release in 1961 it was thought sleek and modern because the car it replaced was stylistically something of an upright relic with its lines so obviously owing much to the pre-war era.  That warmth of feeling soon passed and it was too big (especially the width) for the home market while in the US where it could have been a great success if fitted with a V8 and air-conditioning as good as a Cadillac, it was neglected because the superior quality of the brakes and suspension meant little under US conditions.  The styling however did however provide a model for the slimmed-down XJ, released to acclaim in 1968 and greater adulation still when the V12 arrived in 1972.  The svelte lines aged well, especially on the short-lived two-door, and looked elegant still in 1986 when replaced.  However, the shape meant the hunter became captured by the game, Jaguar reprising the lines until 2009 although none matched the purity of the original.  The 420G was the last of the "big" Jags.

Dodge Chargers: 1966 (left) and 1968 (right).

The 1966 Charger featured one of the best interiors of the era, including a full-length centre console and rear-seats with a thoughtful design which folded flat, providing a usefully large storage area.  The highlight however was probably the dashboard featuring Chrysler’s intriguing electroluminescent instruments which, rather than being lit with bulbs, deployed a phenomenon in which a material emits light in response to an electric field; the ethereal glow much admired.  Inside was however the best place to be because it meant one didn’t have to look at the thing; it was chunky and slab-sided and while it could be said another fastback of the time (the truly ghastly Rambler (later AMC) Marlin) was worse, that really was damming with faint praise.  Still, on the NASCAR ovals the shape proved surprisingly slippery and when paired with Chrysler’s Hemi V8, it proved a trophy winner.  The welcome restyle of 1968 was transformative and seldom has there been such an overnight improvement.  Ironically though, the svelte lines proved not especially aerodynamic and on the racetrack, the sleek-looking Charger suffered in a way its frumpy predecessor had not, the stylishly recessed grill and the tunnel-effect used around the rear window compromising the aerodynamics and therefore the speed.  It took Dodge two attempts to solve the problem: The Charger 500 flattened both the grill and the rear windows but the instability remained so engineers (conveniently available from Chrysler’s recently shuttered missile division) fashioned a radical nosecone and a high rear wing which served well for the two seasons the modifications were permitted to be homologated for use on the Dodge Daytona in competition.  Ford suffered a similar fate in 1970: the new Torino looked better but the 1969 shape proved more efficient so the racers stuck with last year’s model until a solution was found.

Pineapple

Pineapple (pronounced pahy-nap-uhl)

(1) The edible, juicy, collective fruit of a tropical, bromeliaceous plant (Ananas comosus), native to South America, consisting of an inflorescence clustered around a fleshy axis and surmounted by a tuft of leaves; the flesh is juicy, sweet and usually yellow.

(2) The plant itself, having a short stem and rigid, spiny-margined, recurved leaves, the flesh housing ovoid in shape.

(3) In military slang, a fragmentation hand grenade (originally applied to those devices with a resemblance to the fruit, later applied more loosely).

(4) In slang, the Australian fifty dollar (Aus$50) note (dated and probably archaic).

(5) A web burrfish (Chilomycterus antillarum (or Chilomycterus geometricus)).

(6) In commercial paint production, a light yellow colour, reminiscent of the flesh of a pineapple (also called pineapple yellow on color charts).

(7) A hairstyle consisting of (1) a ponytail worn on top of the head, imitating the leaves of a pineapple or (2) the whole hair gathered and assembled at the top, there to sit like the leaves of a pineapple.

1350-1400: From the Middle English pinappel (pine cone (literally “pine apple” or “pine fruit”)), the conifer cone (strobilus (plural: strobili)), the seed-bearing organ of gymnosperm plants so named as a jocular comparison with fruit trees).  After being introduced to Europe, the fruit of the pineapple plant picked up the name because of the resemblance to pinecones, this use noted from the 1660s (pine cone adopted in the 1690s to replace pineapple in its original sense except in so regional dialects.  Elsewhere, the forms included the Middle Dutch and Dutch pijnappel, the Middle Low German pinappel, the Old High German pīnapful, the Middle High German pīnaphel, and the early Modern German pinapfel (all developed from the same notion of the “pine cone”.  Related too were the post-Classical Latin pomum pini, the Old French pume de pin, the Middle French and French pomme de pin and the Spanish piña.  To describe the pine-cone, Old English also used pinhnyte (pine nut) and pine-apple appears in some late fourteenth century biblical translations for “pomegranate”.  Pineapple is a noun; the noun plural is pineapples.

Ashley Ferh's Pineapple Crisp

Pineapple Crisp is made with chunks of fresh pineapple, topped with a brown sugar streusel baked until golden.  It is served usually with vanilla ice cream or thickened cream.  The classic recipe uses only pineapple but variations are possible, most adding either mango or orange although where a contrast in taste is desired, it nan be made as pineapple & rhubarb crisp.  Preparation time is 15 minutes; cooking time 45 minutes and as described in this recipe, it will serve six.

Ingredients

4 cups chopped fresh pineapple about one average pineapple

2 tablespoons plus ½ cup brown sugar

1 tablespoon corn starch

1/2 cup cold butter cubed

1 cup large oats

1/2 cup whole wheat flour for Gluten-Free: gluten-free all purpose flour or ground gluten-free oats

Instructions

(1) Preheat the oven to 350^o F (175^o C)

(2) Combine pineapple, 2 tablespoons brown sugar and corn starch. Place pineapple in an 8 x 8″ (200 x 200mm) baking pan, or in individual baking dishes if preferred.

(3) In a large bowl, combine butter, ½ cup brown sugar, oats and flour until combined.  The texture will be that of cookie dough (easily pressed and held together).  Crumble topping over the pineapple in baking dish and press down gently.

(4) Bake for 45 minutes or until bubbly around the edges and golden brown on top. Serve with vanilla ice cream or thickened cream as desired.

The pineapple hairstyle is distinctive and, once done, of low maintenance but the very wildness means it’s not suitable for all hair; those with perfectly straight hair will likely find it just too much trouble because while it can be done, it would demand a lot of product.  There are two variations, (1) a ponytail worn on top of the head, imitating the leaves of a pineapple (left) or (2) the whole hair gathered and assembled at the top, there to sit like the leaves of a pineapple (left).  The pineapple is ideal for those with curly hair and for others, is a less stylized, more naturalistic version of what hairdressers call “the spiky”.

The Mark II hand-grenade.

The military slang to describe hand grenades dates from World War I (1914-1918) and was coined because of the shape of the Mk II grenade (re-named Mk 2 in 1945 as the US military dropped all designations involving Roman numerals as part of the computerization project), a fragmentation-type anti-personnel hand grenade first issued to US armed forces in 1918.  In the Allied forces, it was standard issue anti-personnel device grenade until the end of World War II (1939-1945) and during the was replaced by the M26-series (M26/M61/M57), first used during the Korean War (1950-1953).  However, because supply contracts issued in 1944-1945 had envisaged the conflict with Japan lasting well into 1945, the production levels were such that the US stockpiles of the Mark 2 meant that the inventory wasn’t exhausted until late 1968, by which time the standard-issue item was the M33 series (M33/M67).  In the military way, the American slang was adopted by Japanese soldiers as パイナップル (painappuru).

Reasons to eat pineapple

A member of the bromeliad family, the pineapple is a genuine rarity in that it’s the only edible bromeliad which has survived into the modern era.  Traditionally, it’s eaten by cutting away the spiky casing, then slicing the flesh into bite-sized pieced but it’s actually a multiple fruit, one pineapple actually made up of dozens of individual flowerets that grow together to form the entire fruit.  Each scale on a pineapple is evidence of a separate flower and in a TikTok video which changed the life of some pineapple people, user Dillon Roberts showed how the flowerets can be pealed-off and eaten piece by pyramid-shaped piece, obviating any need to chop and slice.  Not all pineapples have a skim which permits the approach but for those which do, it’s most convenient.  Unlike many fruits, pineapples stop ripening the minute they are picked and no techniques of storage will make them further ripen and although there’s much obvious variation, color is relatively unimportant in assessing ripeness, pineapples needing to be chosen by smell; it the fragrance suggests something fresh, tropical and sweet, it will be a good fruit and, as a general principle, the more scales, the sweeter and juicier it will be.  For those who live in an accommodatingly tropical region, the top can be planted and in most cases it will grow.

Lindsay Lohan sleeping next to "pineapple" pillow, Zaya Nurai Island, Abu Dhabi, 2018.

Pineapple has always been prized because of the taste and texture but there are genuine health benefits and it has long be valued for easing the symptoms of indigestion, arthritis and sinusitis, the juice also offering an anthelmintic effect which helps rid the body of intestinal worms.  Pineapple is high in manganese, a mineral critical to bone development and connective tissue, a cup of fresh pineapple enough to provide some 75% of the recommended daily intake and it’s especially helpful to older adults, the bones of whom tend to become brittle.  The essential component of pineapple is bromelain, a proteolytic (literally breaks down protein”) enzyme known to be both an aid in the digestive process and an effective anti-inflammatory, a daily ingestion purported to relieve the joint pain associated with osteoarthritis.  In the Fourth Reich, bromelain is approved as a post-injury medication because of the documented reduction in swelling.  Fresh pineapple is also a good source in Vitamin which, combined with the effect of the bromelain, reduces mucous in the throat which is why it’s a common component in hospital food because it reduces the volume of mucous after sinus and throat surgery.

There is evidence to suggest pineapple consumption can assist with troublesome sinuses and for those who wish to experiment, pineapple is one of the safer fruits because it’s low-risk for allergies.  More speculative is a possible role in reducing a propensity towards blood-clotting which would make pineapple a useful dietary addition for frequent fliers or others at heightened risk from deep-vein thrombosis (DVT) but it may be that any increase in the consumption of fresh fruit and vegetables would show similar benefits.  Also unproven is the efficacy of the old folk remedy which suggests pineapple juice is helpful in countering the symptoms of morning sickness.  Of late, there’s also the suggestion the effect is heightened if the juice is taken with a handful of nuts but at this stage that seems a new folk remedy added to the old.  Still, as long as one’s stomach has no great sensitivity to the acidic nature of the fruit, most can take it in small doses without any problems and, because the fresh juice discourages the growth of plaque, it’s makes for a healthier mouth.

Pagoda

Pagoda (pronounced puh-goh-duh)

(1) In South Asia and the Far-East, a temple or sacred building, often a pyramid-like tower and typically having upward-curving roofs over the individual stories.

(2) An ornamental structure imitating the design of the religious building, erected since the eighteenth century in parks and gardens.

(3) In fashion, a flared sleeve, most popular in the 1850s.

(4) A unit of currency, a coin made of gold or half-gold, usually bearing a figure of a pagoda temple, issued by various dynasties in medieval southern India and later by British, French, and Dutch traders.

(5) An image or carving of a god in South and South East Asia; an idol (sixteenth century use, usually as pagod, now extinct).

(6) Term applied to the first of the two generations of Mercedes-Benz SL (W113 & R107) roadsters to use a pagoda-themed roof.

1580-1585: From the Portuguese pagode, via Tamil from the Sanskrit भगवती (bhagavatī (name of a goddess, feminine of bhagavat (blessed, adorable) from bhagah (good fortune)) from the primitive Indo-European root bhag- (to share out, apportion; to get a share) or भागवत (bhāgavata), (follower of the Bhagavatī).  The alternative etymology suggests pagoda was either a corruption of the Persian butkada (from but (idol) + kada (dwelling) or perhaps from or influenced by the Tamil pagavadi (house belonging to a deity), itself from the Sanskrit bhagavatī.  There’s also the suggestion it’s derived a South Chinese pronunciation of the term for an eight-cornered tower (八角塔), a use influenced by the adoption by European visitors to China of the name of a noted pagoda in the Guangzhou region, the Pázhōu tǎ (琶洲塔).  Finally, it may be from the Sinhala dāgaba, from the Sanskrit dhātugarbha or the Pali dhātugabbha (relic, womb or chamber; reliquary shrine (ie stupa)) which made its way into other languages through Portuguese.  Given the uncertainty, it’s not impossible pagoda emerged in its modern form under more than one influence.  The related (pagod) and alternative (pagode & pagody) forms are now rare, occurring almost exclusively in historic texts.  Adjectives such as pagodaish and pagodaesque do appear but have never been listed as standard.  Pagoda is a noun; the noun plural is pagodas.

Pagoda sleeve. 

Pagoda sleeve describes any funnel shaped sleeve and the style is still seen, though its impracticality tends to confine it to cat-walks and casualwear.  Briefly popular in the US during the late 1850s, it appears abruptly to have vanished, an 1870s revival on not so extravagant a scale not lasting; function again triumphing over fashion.  The original design was narrow at the shoulder and very wide at the wrist, worn often with an under-sleeve, made usually of a lighter cotton or linen fabric, matching the bodice’s chemisette or collar.  In the twenty-first century there hasn't really been another revival in the sense the sleeves are much worn by real people IRL (in real life) but the flow offered by the material has made them a favorite of photographers and designers though appearances on the catwalk remain rare.

Layered pagoda sleeve.

The variation of the pagoda sleeve which most closely emulated the architectural motif was tailored with layered tiers.  It may not have been co-incidental that the pagoda sleeve’s decline in popularity was at the time of the US Civil War, conflicts often imposing austerity in fashion as in other parts of the economy.  The style didn’t entirely vanish but certainly became restrained, the replacement “bishop” and “bell” sleeves both of a more severe cut but all three terms were often used interchangeably.

Yellow Crane Pagoda, near Wuhan, China.

In architecture, a Pagoda is an Asian temple, rendered usually as a pyramidal tower with one or more upward curving roofs.  Although most associated with structures created for Buddhist religious purposes, the first may actually have been built in China, even before Buddhism spread there.  Whether these early buildings used the motifs of the pagoda as a stylistic embellishment or for some function purpose such as rigidity or water drainage isn’t known but it does seem the technique improves resistance to the stresses imposed by earthquakes.  In Buddhism, the structure’s original purpose was to house relics and sacred writings but the style soon extended to other sacred and secular sites.  Made from wood, brick, or stone, they can have as many as fifteen stories, each with an up-curved, overhanging roof and the tradition, in the East, was always to build with an uneven number of levels, a convention not always followed in Europe.  

Grand Pagoda, Kew Gardens, London.

Built in 1762 and designed by Sir William Chambers (1723-1796), the Grand Pagoda at Kew Gardens, London, is an example of what in the eighteenth century came to be called “follies”, the term referring to the tendency of increasingly rich plutocrats to build grandiose structures fulfilling no purpose.  A gift for Princess Augusta of Saxe-Gotha-Altenburg (1719–1772), Dowager Princess of Wales, who had done much to extend the exotic garden at Kew Park, it was the first building to offer an aerial view of Greater London.  A ten-storey octagonal structure, although it was based on the fifteenth-century Porcelain Tower in Nanking, it’s thought Chambers based his design on a woodcut which erroneously showed ten floors.  Happily, despite not having the requisite uneven number of levels thought in the East to bring good luck, the Grand Pagoda still stands and is a fine example of chinoiserie (a loanword from the French from the Chinese chinois ), used to describe the European interpretation and imitation of Chinese and other East Asian artistic traditions.

Taipai 101 in the renegade province of Taiwan.  Although not technically a pagoda, it borrows aspects of the design.

Pagodas almost always have a central staircase and, in common with many architectural styles, consist of a base, a body, and a top although, because of the origin in sacred representational form, pagodas tend not to be optimized for the functional maximization of interior space, whether circular, square, or polygonal.  Because of their height, they’ve always attract lightning strikes, something which may have played a role in the perception of worshipers of them being spiritually charged places but the electrical propensity proved useful in the modern age, lightning rods and cabling often added.

The Mercedes-Benz Pagoda

Mercedes-Benz SL W113 (230, 250 & 280) 1963-1971.

The pagoda roof on the 1963 230 SL was initially misunderstood.  The designer didn’t lower the roof’s centre; it was actually the side windows which were raised.  The engineering advantage was a strengthening of the structure and, when in place, the hardtop, although un-stressed, became an integral part of the passenger "safety-cell" introduced in 1959.  It had the additional benefit of making ingress and egress slightly easier.  All that was of interest to designers and engineers but for most, it was the delicacy of line which drew the eye and women especially proved loyal and often repeat customers.  There were those who hoped for more and when the 2.3 litre 230 SL made its debut in 1963, thought it was too much the replacement for the 190 SL (R121; 1955-1963), and not sufficiently a successor to the 300 SL (W198) which as both the gullwing coupé (1954-1957) and roadster (1957-1963) was one of the supercars of the era.  In that the critics were of course correct but it wasn't that the factory had failed, it was that it had abandoned that market, its priorities now to pursue objectives which lay in other directions.

1971 Mercedes-Benz 280 SL.

By the late 1960s however, Mercedes-Benz understood the gusty, high-revving straight-sixes, on which they'd re-built the brand's post-war reputation, were technologically bankrupt and that success in the next decade would be delivered by a range of larger-capacity, mass-market V8s, the known concerns then mostly about pollution rules rather than a rise in the price of oil.  The events of October 1973 would change that but while US$2 a barrel oil was being pumped in abundance the engineer's attention remained fixated on poise, power and performance and the W113 even played a small part in the development of the new, bigger engines.  Although, bizarrely, one W113 had been fitted with the 6.3 litre (M100) big-block V8 used in the 600 and 300 SEL 6.3 (presumably because the engineers wondered what would happen), a more plausible prototype was the one which used the new 3.5 litre V8 (M116).  That was a more satisfactory machine but the limitations of the old platform meant even it couldn't be considered for production.  All the V8 W113s were scrapped once testing was complete as was the even more unusual test-bed which used a Wankel engine, something for which (never realized) high hopes were once held.

Over its life, although the appearance didn't change, the W113 was subject to constant product development, the engine growing first to 2.5 and later 2.8 litres but the emphasis always was more on improving low and mid-range torque rather than outright power although, by 1968 when production began, the 280 SL was usefully quicker and even a little faster than its predecessors.  It wasn't sportier though, the stiff suspension of the original softened as the decade grew into middle-age though the addition of disk brakes at the rear was a welcome improvement.  More attention however was devoted to creature comforts because things like the seats and air-conditioning were more important to the target market than ultimate cornering performance, something indicated by the majority being sold with automatic transmissions, sales of the four-speed manual declining year-by-year while the optional ZF five-speed was rarely specified.  In the collector market, five speed 280 SLs are now much sought, the most desirable those with leather trim (although the not quite indestructible but famously durable MB-Tex vinyl is a better choice for a roadster), air conditioning and the forged aluminium "Bundt" wheels by Fuchs.

1967 Mercedes-Benz 250 SL "California Coupé" with rear bench erected.

Almost all W113s were sold with both a folding fabric soft-top and the pagoda hard-top but one interesting variation was the "California Coupé" which was actually just a W113 outfitted with the standard removable hard-top but no soft-top, a folding bench-seat fitted in the space the deletion made available.  That made the California Coupe (as was the spelling in the US) technically a 2+2 but it was really suitable only for children and then only if the passenger seats had been moved forward; for a single adult-sized occupant the rarely-seen option of a transverse seat would have been more comfortable.  The bench seat was of utilitarian appearance and perhaps best thought of as a "padded parcel shelf" but when folded it did provide a helpful increase in storage space.  Just how many of the W113s were "California Coupes" seems uncertain; the figure 1,110 has circulated but without documentation.  Of course without a folding top, the thing was suitable only for days when it didn't rain but, as everyone in Stuttgart knew, California had plenty of those; the variant was available worldwide and, counterintuitively, there appear to be a remarkable number in Scandinavia.  The name was unofficial, the factory released the variant as the "SL Coupé" and it was the audience who decided on the "California Coupe" appellation, reviving the label applied to the stacked headlight assembly used for a number of models between 1959-1973 because US lighting regulations outlaws the ovoid-shape composite headlights used for the RoW (rest of the world) production.  The composite headlights offered much more luminosity but the US manufacturers of sealed beams liked things as they were and, with the traditional techniques, obtained from the politicians the protectionist laws needed to protect their market share.  However, the style of "California headlights" was much admired and eventually they appeared on some models of the RoW cars, albeit fitted with superior European lights.

Even with the passenger seats moved forward (left) legroom was marginal and even by 2+2 standards, the California Coupé definitely an “occasional 2+2”, those with young children perhaps the target market.  The rarely ordered transverse single (centre) at least accommodated adult-sized humans but was obviously only for one.  When the bench was folded (right), the storage capacity became more generous that that enjoyed by most two-seat roadsters.  The optional rear seats for the next generation SL (R107, 1971-1989) were more elaborate and legroom was slightly improved.  

Available both as a 250 & 280 SL, the California Coupe was one of three occasions the SL was sold without a folding top, the others being the original 300 SL Gullwing and the AMG SL 65 Black Series (2008-2012), on the R230 (2001-2012) platform.  The Black Series was some 250 kilograms (551 lb) lighter than the 604 horsepower AMG SL 65 AMG (made famous in 2005 when Lindsay Lohan crashed one) and rated at about 10% more powerful (although some suggest that number is conservative).  The weight-loss programme included substituting some metal components with carbon-fibre units but of greater significance was the deletion of the folding aluminium roof, replaced by a fixed structure in carbon-fibre, something which produced the additional benefits of a lower centre of gravity and greater rigidity.  Only 400 were built, 175 for the US market and 225 for the RoW; production of the R230 Black Series is sometimes quoted as 375 but those maintaining the register insist the true count is 400.        

Mercedes-Benz SL R107 (280, 300, 350, 380, 420, 450, 500 & 560) 1971-1989.

The pagoda roof was retained when the R107 was introduced in 1971 but, despite the contours, it was only ever its predecessor which was known as "the pagoda".  Because of concerns impending US legislation would outlaw convertibles, Daimler-Benz didn’t develop open versions of their new (W116) S-Class platform so the R107 SL remained in production for close to two decades as the marque’s only drop-top.  The factory claimed the pagoda roof was the strongest ever offered and, like the W113's pagoda, a slight aerodynamic advantage was claimed, directional stability said to be improved.  Strongest or not, made from steel and glass, it was certainly one of the heaviest.  SL actually stands for “super light” which was sort of true when first it was used in 1952 but by 1971 was misleading at least, the R107 no lightweight and a grand tourer rather than a sports car.  For years, the factory never much discussed what the abbreviation "SL" stood for and the assumption had long been it meant Sports Light (Sports Leicht), based presumably on the SSKL of 1929-1931 (Super Sports Kurz (short) Leicht) but the factory documentation for decades used both Sports Leicht and Super Leicht.  It was only in 2017 it published a 1952 paper discovered in the corporate archive confirming the correct abbreviation is Super Leicht. However defined, the R107 is heavy, the removable hard-top famously so.

The first R107 sold in the US was the 350 SL but it was fitted with a long-stroke, 4.5 litre engine, the 3.5 sold in the rest of the world lacking the torque characteristics known to be preferred by American drivers and it was anyway soon to be too toxic to meet the stricter emission regulations.  In time, as the bigger engine was made available in other markets, the 450 SL badge was applied to all such machines.  The R107 was thus an early example of the once (usually) logical nomenclature of Mercedes-Benz beginning the path to confusion which the reorganization of the mid-1990s substantially fixed before in the twenty-first century descending to the point where the model designations are now merely indicative of a place in the hierarchy.  It was a footnote in engineering too, the 350 SL (along with the SLC & SE) in 1980 the last occasion the factory would offer a manual transmission behind a V8 engine.  In truth, using the clunky Mercedes-Benz four-speed was not all that satisfying an experience but the rarity of the small number of 350 SLs so equipped has made them something of a collector's item among the survivors of the 227,000-odd produced and (as automatics) they were for decades the preferred (one suspects almost the obligatory) transport for types such as interior decorators, Hollywood starlets, successful hairdressers and the wives of cosmetic surgeons.

1974 Mercedes-Benz 450 SL.

Over its unexpectedly long life, the appearance changed little except for a mid-life revision to the size and design of the aluminium wheels but over the eighteen-odd years, eight different engines and several transmissions were fitted and the biggest offered was the 5.6 liter V8 in the 560 SL.  The factory had never intended to develop the 5.6 but two factors forced their hand, the first being the news BMW were unexpectedly reviving their 5.0 litre V12 project, shelved in the 1970s when the political and economic atmosphere proved unfriendly.  The other was pressure from the US where dealers were losing sales because the largest engine Mercedes-Benz were then offering (the 3.8 litre V8) was thought inadequate and the volume of "grey-market" sales of 5.0 litre cars (500 SL, SEL & SEC) was troublesome.  With their own V12 years from readiness and the 5.0 V8 not suitable for modification to comply with US emission rules, the solution was obvious; thus the 560 range, offered only in the US, Japan and Australia, then the markets with (1) a taste for big engines and (2) the toughest anti-emission laws.  However, although it packed the biggest engine, the 560 SL wasn't the fastest R107, that honor accorded to the 500 SL which used a modified version of the 5.0 litre V8 first offered in 1977 in the 450 SLC 5.0 (the C107, a long-wheelbase coupé based on the SL).  Used (improbably but successfully) as the factory's entry in long-distance rallies, the 450 SLC 5.0 was a homologation special produced only to ensure the bits and pieces needed to make the thing competitive in motorsport (the all-aluminium engine and some light-weight body & structural components) could lawfully be used.  Toxic though it was at the tail-pipes, by the standards of the 1980s, the 500 SL was a genuine high-performance car.

1980 Mercedes-Benz 450 SLC 5.0.

The C107 SLC (1971-1981) was unusual in that it remains the only LWB (long wheelbase) coupé derived from the SL range which began series production in 1954.  The SLC’s existence was not a deliberate choice by the factory which would have produced two-door coupé and cabriolets based on the new S-Class (W116, 1972-1980) but didn’t because of looming US federal motor vehicle safety standards (FMVSS) which included FMVSS 208 (roll-over protection).  Published in 1970, one obvious implication was the banning of “real” convertibles in the US market and while the local manufacturers challenged in court some of the provisions in FMVSS 208, they made no attempt to challenge the demise of the convertible, their sales of the configuration having fallen to the point the body-style was no longer offered in most lines and even without the intervention of government it’s likely availability would anyway further have been restricted to the odd specialist product.  Indeed, Chevrolet, aware of the coming edict, had in 1968 released the coupe version of the third generation (C3) Corvette as a kind of targa, the so-called “T-top” with removable roof panels, the remaining structure essentially a “roll-bar able to “drive through” FMVSS 208.

Compliant and not with FMVSS 208 as drafted.  1978 Chevrolet Corvette Coupe with T-Top roof (left) and 1978 Chrysler New Yorker, the last of the four-door hardtops (right).  The indefinite extension of the "temporary exemption" of convertibles from FMVSS's roll-over standards created the curious anomaly that Chrysler could in theory have maintained a New Yorker convertible (had one existed) in production while being compelled to drop the four-door hardtop.  Market realities meant the federal court never had to set to resolve that and no manufacturer sought an exemption for the latter.    

In an example of the way government and industry in the US interact (mostly through the mechanism of “campaign financing” with lobbyists as the intermediaries), in 1971 the NHTSA (National Highway Traffic Safety Administration) granted a “temporary exemption” for convertibles from the rollover parameters and originally the sunset clause was set to 31 August 1977 (ie, the end of the 1977 season), a date chosen because by then Detroit’s existing convertible lines were schedule to have reached their EoL (end of life).  The FMVSS 208 standards were otherwise maintained and that was what doomed to four-door hardtops which, lacking a central (B) pillar would have been prohibitively expensive to engineer into compliance.  However, late in 1972 an unexpected ruling from a federal court held that FMVSS 208 existed under the provisions of the NTMVSA (National Traffic & Motor Vehicle Safety Act (1966)) and this was found to contain no statutory basis which could extend to the banning of convertibles.  In fact, the judgment stated, the act obligated the agency “to afford such vehicles special consideration.”  Detroit no more expected that than did the NHTSA but while the manufacturers were sanguine about no longer producing convertibles, the regulators were compelled to decide what to do about their regulation and, given Detroit’s attitude, they decided to kick the can down the road and simply extend the “temporary” exemption, nominating no end-date.

1980 Mercedes-Benz 500 SLC.

In Europe and the UK, the manufacturers were not so relaxed because their sales of convertibles in the US market had been among their most profitable lines and representations from the lobby group Automobile Importers of America (a multi-national aggregation representing manufacturers from Europe, the UK and Japan) had also made representations to the court and while they didn’t get all they wanted, they got convertibles and that allowed the life of many (some with roots on drawing boards in 1959) to be extended even into the mid-1990s.  Long before the federal court handed down their ruling, Mercedes-Benz had already decided not to commit to an S-Class convertible (cabriolet in their nomenclature) and that the SL would be the only model offered in the style, the RoW market enough to sustain profitability of US sales were banned.  For a “big” coupé, the C107 SLC was created by stretching the roadster’s wheelbase and adding a fixed (non-pagoda) roof; the pair otherwise mechanically identical.  More than a 2+2, the SLC was a genuine 4-5 seat car and the rear legroom, while not generous, couldn’t (by coupé standards) be described as “cramped”.  By default, the R107 roadster had a rear compartment configured as a storage area (the rear upright upholstered in the early versions and later carpeted) but there was also a rear-seat for two, more elaborately styled than that of the earlier California Coupe and although the limited legroom meant things remained cramped, the R107 had a longer compartment and the stowage of the soft-top was more efficient so, with the front seats moved forward, it was creditable as a “more than occasional” 2+2.              

Mercedes-Benz SL R129 (280, 300, 320, 500, 600) 1989-2002.

By 1989, improvements in metallurgy and structural engineering meant the pagoda curves were no longer required to achieve the desired strength, it being now possible to render an even stronger roof in aluminum with the advantage of a significant weight reduction.  It’s not known if a pagoda roof was considered but the late 1980s was the last era  at Mercedes-Benz during which engineers held sway over salesmen so a mere styling gimmick would likely have been vetoed.  Much admired as it had been, by 1989 the origins of the R107 as a design of the late 1960s were looking obvious; it had after all been on the market for what would usually have been two-three model cycles so hopes for the new SL were high.

1997 Mercedes-Benz SL 320.

The R129 didn't disappoint.  Introduced in 1989 as the 500 SL, it was based on the fine platform of the W124 (which had proved its competence as the 500 E) and as well as the 5.0 litre V8, would be offered also with 2.8, 3.0 and 3.2 litre sixes, the larger of which, for general use, proved remarkably effective alternatives to the big-engined versions which tended to attract most publicity.  That was certainly the case in 1993 when the 600 SL was released with the new 6.0 litre V12 (M120).  The M120 would prove to be one on the best engines Mercedes-Benz ever made and it made headlines at the time as the company's first road-going V12 (their previous V12s were all for racing or the Luftwaffe and the planned 600K programme was scrapped in 1940 because German industry suddenly had other priorities).  Some purists thought the front-heaviness detracted somewhat from the fine balance achieved by the six and eight-cylinder cars but it was the beginning of the emergence of AMG as a major player in the high-performance market and for them, the M120 was a base the like of which few other manufacturers offered and in time, 7.0, 7.1 and 7.3 litre SLs would appear with the AMG badge, offering a naturally-aspirated driving experience (including aurally) very different from the turbo-charged competition.  The AMG V12 SLs were a reminder of the way things used to be done, done faster.  That the Citroën XM (a car hardly as innovative as the DS, SM or CX had in their day been) won the 1990 European Car of the Year can be explained only by dark hints about the undue influence (or worse) of French journalists. The R129 was runner-up and remains, unlike the XM, fondly remembered and much admired.

Temple of the 500 Lohan, Kijiang, Riau Islands Province, Indonesia.  Many Buddhist temples use the pagoda root as an architectural feature and despite the traditional appearance, the Temple of the 500 Lohan is a recent construction.

Lindsay Lohan selfie in pagoda-themed black skirt, New York, 2018.

Not etymologically or in any other way connected with Lindsay Lohan, in Buddhist theology a Lohan is an individual who had achieved Enlightenment and was a true follower of Buddha.  The Lohans are also known as the Arhat, Arahat or Arahant while in the Far East, the transliteration was often phonetic and in the Chinese 阿羅漢 (āluóhàn) it was often shortened to 羅漢 (luóhàn) and, via the Raj, this was picked up in English as Lohan or luohan whereas in Japanese the pronunciation of the Chinese characters was arakan (阿羅漢) or rakan (羅漢).