Sunroof

Sunroof (pronounced suhn-roof)

(1) A section of an automobile roof (sometimes translucent and historically called a moonroof) which can be slid or lifted open.

(2) In obstetrics, a slang term used by surgeons to describe the Caesarean section.

1952: A compound word, the construct being sun + roof.  Sun was from the Middle English sonne & sunne, from the Old English sunne, from the Proto-West Germanic sunnā, from the Proto-Germanic sunnǭ, from the primitive Indo-European shwen-, oblique of sóhw (sun).  The other forms from the Germanic included the Saterland Frisian Sunne, the West Frisian sinne, the German Low German Sünn, the Dutch zon, the German Sonne and the Icelandic sunna.  The forms which emerged without Germanic influence included the Welsh huan, the Sanskrit स्वर् (svar) and the Avestan xᵛə̄ṇg.  The related forms were sol, Sol, Surya and Helios.  Roof was from the Middle English rof, from the Old English hrōf (roof, ceiling; top, summit; heaven, sky), from the Proto-Germanic hrōfą (roof).  Throughout the English-speaking world, roofs is now the standard plural form of roof.  Rooves does have some history but has long been thought archaic and the idea there would be something to be gained from maintaining rooves as the plural to avoid confusion with roof’s the possessive never received much support.  Despite all that, rooves does seem to appear more than might be expected, presumably because there’s much more tolerance extended to the irregular plural hooves but the lexicographers are unimpressed and insist the model to follow is poof (an onomatopoeia describing a very small explosion, accompanied usually by a puff of smoke), more than one poof correctly being “poofs”.  In use, a poof was understood as a small event but that's obviously a spectrum and some poofs would have been larger than others so it would have been a matter of judgement when something ceased to be a “big poof” and was classed an explosion proper.  Sunroof is a noun (sometimes hyphenated); the noun plural is sunroofs.

1973 Lincoln Continental Mark IV with moonroof.

Sunroofs existed long before 1952 but that was the year the word was first adopted by manufacturers in Detroit.  The early sunroofs were folding fabric but metal units, increasingly electrically operated, were more prevalent by the early 1970s.  Ford, in 1973, introduced the word moonroof (which was used also as moon roof & moon-roof) to describe the sliding pane of one-way glass mounted in the roof panel over the passenger compartment of the Lincoln Continental Mark IV (1972-1976).  Moonroof soon came to describe any translucent roof panel, fixed or sliding though the term faded from use and all such things tend now to be called a sunroof.

Lindsay Lohan standing through a sunroof: Promotional photo-shoot for Herbie Fully Loaded (2005).

Unlike many manufacturers, for many years Volkswagen maintained specific “Sunroof” models in the Beetle (Type 1) range.  When in 1945 the British military occupation forces assumed control of the Volkswagen factory and commenced production of civilian models (those made since 1938 delivered almost exclusively to the German armed forces or Nazi Party functionaries), one of the first organizational changes was to replace Herr Professor Ferdinand Porsche’s (1875–1951) internal type designations with a new set and these included the 115 (Standard Beetle Sunroof Sedan (LHD (left-hand drive)), 116 (Standard Beetle Sunroof Sedan (RHD (right-hand drive)), 117 (Export Deluxe Beetle Sunroof Sedan (LHD) & Export Deluxe Beetle Sunroof Sedan (RHD).  The original sunroof was a folding, fabric apparatus and this remained in use until 1963, a steel, sliding (manually hand-cranked) unit was fitted after the release of the 1964 range.  The Beetle used in the original film (The Love Bug (1968)) was a 1963 Sunroof Beetle; at the time they were readily available at low cost but by 2004-2005 when Herbie: Fully Loaded was in production, they were less numerous and some of those used in the filming were actually 1961 models modified (to the extent required in movies) for purposes of continuity.  Interestingly, the one which appears in most scenes appears to be a 1964 model which implies the folding sunroof was at some point added, not difficult because the kits have long been available.

Caesarean section post-operative scar: C-section scar revision is now a commonly performed procedure.

Manufacturers in the 1970s devoted sizeable resources to develop the sunroof because at the time, the industry’s assumption was the implications of US FMVSS (Federal Motor Vehicle Safety Standards) 208 (roll-over protection, published 1970) fully would be realized, outlawing both convertibles and hardtops (certainly the four-doors) but the election of Ronald Reagan (1911–2004; US president 1981-1989) in 1980 changed the regulatory climate.  Reagan, not fond of dopey rules which impinged freedom, assured Detroit there’d be no ban and the first American convertibles since 1976 soon appeared, one consequence of which was legal action brought by some who had purchased (and stored with expectations of profit) 1976 Cadillac Eldorados, claiming they had been induced to buy because of the promotional campaign by General Motors (GM) using the phrase "the last American convertible”.  The cases were dismissed on the basis that GM's statements were “reasonable at the time, based on advice from government”.  No action was possible against the government on several grounds, including the doctrines of remoteness and unforeseeability.

Following Lindsay Lohan's example: President Xi standing through a sunroof, on parade in Hongqi L5 state limousine, Beijing, 2019.

The highlight of the ceremonies marking the 70^th anniversary of the founding of the People's Republic of China (PRC) was the military parade, held in Beijing on 1 October 2019.  Claimed to be the largest military parade and mass pageant in China's 4,000-odd year history (and the last mass gathering in China prior to the outbreak in Wuhan of became the COVID-19 pandemic), the formations were reviewed by the ruling Chinese Communist Party’s (CCP) General Secretary Xi Jinping (b 1953; paramount leader of the PRC since 2012).  The assembled crowd was said without exception to be “enthusiastic and happy” and the general secretary's conspicuously well-cut Mao suit was a nice nostalgic touch.

Two generals of the Belarus army take the salute standing in Honggi L5 Parade Convertibles, Minsk, Belarus, June 2017.

Independence Day in Belarus is celebrated annually on 3 June and there is always a significant military component.  Other than the PRC, Belarus is the only known operator of the Honqqi and the four-door convertible parade cars were apparently a "gift" (as opposed to foreign aid) from the Chinese government but the aspect of this photograph which attracted some comment was whether the hats worn by generals in Belarus were bigger than the famously imposing headwear of the army of the DPRK (Democratic People’s Republic of Korea (North Korea)); analysts of military millinery appeared to conclude the dimensions were similar.  Purists traditionally describe this style of coach-work as "four-door cabriolet" and it was "Cabriolet D" in the Daimler-Benz system but the "parade convertible" is a distinct breed and often includes features such as grab bars for those standing, microphones and loud-speakers so the “enthusiastic and happy” crowd don't miss a word.   

Hongqi L5 state limousine.

The car carrying President Xi was the Hongqi L5, the state limousine of the PRC, the coachwork styling a deliberately retro homage to the Hongqi CA770, the last in the line (dating from 1958) of large cars built almost exclusively for use by the upper echelons of the CCP.  Most of the earlier cars were built on the large platforms US manufacturers used in the 1960s and were powered by a variety of US-sourced V8 engines but the L5 was wholly an indigenous product, built with both a 6.0 litre (365 cubic inch) V12 and 4.0 litre (245 cubic inch) V8 although neither configuration is intended for high-performance.  Interestingly, although Hongqi L5 have produced a version of the L5 with four-door convertible coachwork as a formal parade car and they have been used both in the PRC and in Belarus, the general secretary conducted his review in a closed vehicle with a sunroof.

US President Richard Nixon (1913-1994, US president 1969-1974) with Anwar Sadat (1918–1981; President of Egypt 1970-1981) in a 1967 Cadillac convertible, Alexandria, Egypt, June 1974.  On that day, the motorcade was 180-strong and unlike the reception his appearance in the US now induced, the Egyptian crowd really did seem genuinely enthusiastic and happy.  Within two months, in disgrace because of his part in the Watergate Affair, Nixon would resign.

The CCP didn’t comment on the choice of a car with a sunroof and it may have been made on technical grounds, the provision of a microphone array presumably easier with the roof available as a mounting point and given the motorcade travelled a higher speed than a traditional parade, it would also have provided a more stable platform for the general secretary.  It’s not thought there was any concern about security, Xi Jinping (for a variety of reasons) safer in his capital than many leaders although heads of state and government became notably more reticent about travelling in open-topped vehicles after John Kennedy (1917–1963; US president 1961-1963) was assassinated in 1963.  Some, perhaps encouraged by Richard Nixon being greeted by cheering crowds in 1974 when driven through the streets of Alexandria (a potent reminder of how things have changed) in a Cadillac convertible, persisted but after the attempt on the life of John Paul II (1920–2005; pope 1978-2005) in 1981, there’s been a trend to roofs all the way, sometimes molded in translucent materials of increasing chemical complexity to afford some protection from assassins.

Military parade marking the 70^th anniversary of the founding of the PRC, Beijing, China, 1 October 2019.  Great set-piece military parades like those conducted by the PRC and DPRK (recalling the spectacles staged by both Nazi Germany (1933-1945) and the Soviet Union (1922-1991) are now packaged for television and distribution on streaming platforms and it may be Donald Trump (b 1946; US president 2017-2021 and since 2025) was hoping the "Grand Military Parade" he scheduled in 2025 for his 79^th birthday (ostensibly to celebrate 250 years since the formation of the US Army) would display the same impressive precision in chorography.     

Covering all possibilities during the 24 hour cycle.  US advertisement (1974) for the Renault 17 Gordini Coupe Convertible, the Gordini tag adopted as a "re-brand" of the top-of-the-range R17 (1971-1979).  Gordini was a French sports car producer and tuning house, absorbed by Renault in 1968, the name from time-to-time used for high-performance variants of various Renault models.

Renault over the decades made the occasional foray into the tempting US market but all ended badly in one way or another, their products, whatever their sometimes real virtues, tending not to be suited to US driving habits and conditions.  Sunroofs had long been popular in Europe and, noting (1) what was assumed to be the demise of the convertible and (2) Lincoln's coining of "moon roof", Renault decided Americans deserved a sunroof, moonroof & starroof, all in one.  Actually, they got even more because there was also a removable, fibreglass hardtop for the winter months, Renault correctly concluding there would be little demand for a rainroof.  Physically large as it had to be, unlike a targa top, the 17's panel was intended (like other hardtops) to be stored in a garage until the warmer months.  One quirk of the R17's nomenclature was in Italy, in deference to the national heptadecaphobia, the car was sold as the R177 but the Italians showed little more interest than the Americans.

Porsche, sunroofs, weight distribution and centres of gravity 

Porsche 917K, Le Mans, 1970.

Porsche in the early 1970s enjoyed great success in sports car racing with their extraordinary 917 but greatly innovation and speed disturb the clipboard-carriers at the Fédération Internationale de l'Automobile (the FIA; the International Automobile Federation) which is international sport's dopiest regulatory body.  Inclined instinctively to ban anything interesting, the FIA outlawed the 917 in sports car racing so Porsche turned its glance to the Can-Am (Canadian-American Challenge Cup) for unlimited displacement (Group 7) sports cars, then dominated by the McLarens powered by big-displacement Chevrolet V8s.  Unable to enlarge the 917's Flat-12 to match the power of the V8s and finding their prototype Flat-16 too bulky, Porsche resorted to forced aspiration and created what came to be known as the "TurboPanzer", a 917 which in qualifying trim took to the tracks with some 1,500 horsepower (HP).  There's since been nothing quite like it and for two years it dominated the Can-Am until the first oil shock in 1973 put an end to the fun.  However, the lessons learned about turbocharging the factory would soon put to good use.

The widow-maker: 1975 Porsche 930 with the rare and surprisingly desirable (for some) “sunroof delete” option.

Introduced in 1975, the 911 Turbo (930 the internal designation) had been intended purely as a homologation exercise (al la the earlier 911 RS Carrera) so the engine could be used in competition but so popular did it prove it was added to the list as a regular production model and one has been a permanent part of the catalogue almost continuously since.  The additional power and its sometimes sudden arrival meant the early versions were famously twitchy at the limit (and such was the power those limits were easily reached if not long explored), gaining the machine the nickname “widow-maker”.  There was plenty of advice available for drivers, the most useful probably the instruction not to use the same technique when cornering as one might in a front-engined car and a caution that even if one had had a Volkswagen Beetle while a student, that experience might not be enough to prepare one for a Porsche Turbo.  When stresses are extreme, the physics mean the location of small amounts of weight become subject to a multiplier-effect and the advice was those wishing to explore a 930's limits of adhesion should get one with the rare “sunroof delete” option, the lack of the additional weight up there slightly lowering the centre of gravity.  However, even that precaution may only have delayed the delaying the inevitable and possibly made the consequences worse, one travelling a little faster before the tail-heavy beast misbehaved.

Porsche 911 Carrera S, Pacific Coast Highway in Santa Monica, Los Angeles, June 2012.

Although it seems improbable, when in 2012 Lindsay Lohan crashed a sunroof-equipped Porsche 911 Carrera, it's not impossible the unfortunate event may have been related to the slight change in the car's centre of gravity when fitted with a sunroof.  She anyway had some bad luck when driving black German cars but clearly Ms Lohan should avoid Porsches with sunroofs.

The interaction of the weight of a 911’s roof (and thus the centre of gravity) and the rearward bias of the weight distribution was not a thing of urban myth or computer simulations.  In the February 1972 edition of the US magazine Car and Driver (C&D), a comparison test was run of the three flavours of the revised 911 (911T, 911E & 911S), using one of each of the available bodies: coupé, targa & sunroof coupé, the latter two with additional weight in the roof.  What the testers noted in the targa & sunroof-equipped 911s was a greater tendency to twitchiness in corners, something no doubt exacerbated in the latter because the sliding panel’s electric motor was installed in the engine bay.  C&D’s conclusion was: “If handling is your goal, it's best to stick with the plain coupe.”  

The Porsche 911 E series and the Ölklappe affair

1971 Porsche 911S (note the flap for the oil filler cap behind the passenger-side door (US market model and thus left-hand drive (LHD)).  The factory confirmed this car was built in July 1971, despite many references to E series production beginning in August.

Although in C&D's 1972 comparison test there was much focus on the rearward weight bias, the three 911s supplied actually had a slightly less tail-heavy weight distribution than either that season's predecessor or successor.  Porsche in 1971 began the build of its E series update (produced between July 1971-July 1972 and generally known as the “1972 models”) of the then almost decade-old 911 and in addition to the increase in the flat-six’s displacement from 2.2 litres (134 cubic inch) to 2.3 (143) (although always referred to as the “2.4”), there were a myriad of changes, some in response to US safety & emissions legislation while others were part of normal product development.  One of latter was the placing of the hinged-flap over the oil filler cap behind the right side door, something necessitated by the dry sump oil tank having been re-located from behind the right rear wheel to in front, one of a number of design changes undertaken to shift the weight distribution forward and improve the handling of the rear-engined machine’s inherently tail-heavy configuration.  In Germany, the addition was known variously as Ölklappe, Oil Klapper or Vierte Tür (fourth door, the fuel filler flap being the third).  Weight reduction (then becoming difficult in the increasingly strict regulatory environment), especially at the rear, was also a design imperative and the early-build E series cars were fitted with an aluminum engine lid and license-plate panel although these components were soon switched to steel because of production difficulties and durability concerns.

Where the troubles began:  The fuel filler flap on the left-front fender (left) and the oil filler flap on the right-rear fender (right).  Apparently, not even the “◀ Oil” sticker in red was sufficient warning.

For the E series 911s, Porsche recommended the use of a multigrade mineral oil (SAE 20W-50 or SAE 15W-40, depending on climate) but were aware those using their vehicles in competition sometimes used a high-viscosity SAE 50 monograde.  With the car’s 10 litre (10.6 US quarts, 8.8 Imperial quarts) oil tank, the fluid’s weight would be between 8.5-9.1 kg (18.7-20.0 lb) and the physics of motion meant that the more rearward the placement of that mass, the greater the effect on the 911’s handling characteristics.  It was thus a useful contribution to what would prove a decades-long quest to tame the behaviour of what, in the early versions, was a car regarded (not wholly unfairly) as handling like “a very fast Volkswagen Beetle” and ultimately the engineers succeeded, it being only at the speeds which should be restricted to race tracks the 911s of the 2020s sometimes reveal the implications of being rear-engined.

VDO instruments in 1971 Porsche 911S.  In home market cars, the oil pressure gauge (to the left of the centrally mounted tachometer) was labelled DRUCK.

However, when in August 1972 the revised F series entered production, the oil tank was back behind the rear wheel and the filler under the engine lid, the retrogressive move taken because there had been instances of gas (petrol) station attendants (they really used to exist) assuming the oil filler flap was the access point for the gas cap and, to be fair, it was in a location used for gas on many front-engined cars (a majority of the passenger-car fleet in most markets where Porsche had a presence).  Quite how often this happened isn’t known but it must have been frequent enough for the story to become part of the 911 legend and the consequences could have been severe and rectification expensive.  The factory paid much attention to oil and also ensured drivers could monitor the status of the critical fluid; all air-cooled 911s ran hot and the more highly tuned the model (in 1971-1972 the 911T, E & S in increasing potency), the hotter they got.  As well as being a lubricant, engine oil functions also as a coolant and the VDO instrumentation included gauges for oil level, oil temperature, and oil pressure; for all three to appear in a road car was unusual but being air-cooled and thus with no conventional fluid coolant, the oil's dynamics were most important.

Combo

Combo (pronounced kom-boh)

(1) In informal use, a small jazz or dance band (as distinct from a big band).

(2) In informal use, many forms of combined items (bundled “meal deals”; products sold with a collection of options offered at a nominal discount against the price calculated on the basis of the extended value etc).

(3) In informal use, to combine.

(4) A sequence of actions combined as one for certain purposes.

(5) In informal use, the combination (the numerical sequence) of a combination lock.

(6) In video gaming, an action composed of a sequence of simpler actions, especially a composite attacking move in a fighting game; two or more game-play elements (characters, items, options etc) which are powerful when used together.

(7) In collectible card games, a strategy under which the objective is to win by playing a specific combination of cards (or similar), usually in a single play.

(8) In historic Australian (derogatory) slang, a white man (1) who lives among Aboriginal people and adopts Aboriginal culture or (2) has entered into an ongoing sexual relationship with an Aboriginal woman or (3) has taken an Aboriginal wife, usually in a common-law marriage (all now archaic).

(9) In computing (in the design of graphical user interfaces (GUI)), in the informal use “combo box” (A GUI widget that is a combination of a dropdown list or list box and a single-line textbox, allowing the user either to type a value directly into the control or choose from the list of existing options).

1924: A clipping of comb(ination) + -o.  Combination (the act of combining, the state of being combined or the result of combining) was from the Middle English combinacioun & combynacyoun, from the Old French combination, from the Late Latin combīnātiō.  The colloquial -o suffix (wino, ammo, combo, kiddo et al) appears widely in English but is most common in Australia where in certain sub-cultures it appears to be obligatory (they have names like Shaneo, Toddo, Wayneo etc).  The first use was of small jazz groups and dance bands and was used to differentiate the smaller ensembles from the then popular “big bands”, the implication also that while combos were often ad-hoc things with the membership varying from evening to evening whereas big bands had a more stable (usually salaried) membership and usually took the name of the band leader.  Combo is a noun, comboing & comboed are verbs and comboable is an adjective; the noun plural is combos or comboes.

The VW Kombi and the Samba

1951 VW Kombi.

Although there was for years in English-speaking markets something of a tendency to call all the Volkswagen Type 2s Kombis, the Kombi was just one configuration in a range which eventually extended beyond a dozen distinct types.  Kombi was a clipping of the German Kombinationskraftwagen (combination motor vehicle), another of those compound nouns at which they excel.  The Kombi coachwork featured side windows and removable seats in the rear compartment, permitting the thing thus to be used either for passengers, freight or a combination of the two.  Other types in the range included pure delivery vans (no rear seats) with a variety of door options, a high-roof version best suited to transporting cargo which was bulky but not especially heavy, pick-ups (Transporters) with either a single or double passenger cabin and the other classic, the Microbus, intended purely for people and thus configured with fixed seats in the rear.  It was the Microbus which made its mark with the US surfing community in the 1960s and it became identified with the counter culture, something perhaps assisted by its large, flat surfaces which lent themselves to the psychedelic paint schemes associated with the era.

Not a Kombi: 1959 VW Microbus Deluxe (Samba).  Such was the enduring appeal of the shape, VW in the 2020s used it for an electric van.

Between 1951-1967, the Microbus was also offered as the Kleinbus Sonderausführung (small bus, special version) which was marketed variously as the Microbus Deluxe, Sunroof Deluxe & Samba; the most obvious distinguishing features were the folding fabric sunroof and the unusual “skylight” windows which followed the curve of sides of the roof, a technique borrowed from tourist train carriages, busses and boats.  Available in 21 & 23 window versions, these are now highly collectable and such is the attraction there’s something of a cottage industry in converting Microbuses to the be-windowed specification but it’s difficult exactly to emulate the originals, the best of which can command several times the price of a fake (one restored with studious devotion to the maintenance or replication of originality in 2017 selling at auction in the US for US$302,000 although for various reasons the market has since cooled).  Such was the susceptibility to rust, the survival rate wasn’t high and many led a hard life when new, popular with the tour guides who would conduct bus-loads of visitors on (slow) tours of the Alps, the sunroof & skylights ideal for gazing at the peaks.  To add to the mood, a dashboard-mounted valve radio was available as an option.  The Microbus Deluxe is actually rarely referred to as such, being almost universally either “21 Window”, “23 Window” or “Samba”, the first two deterministic and the origin of the latter uncertain.  One theory is it was a borrowing from the Brazilian dance and musical genre associated with things lively, colorful, and celebratory, the link being that as well as the sunroof and windows, the Deluxe had more luxurious interior appointments, came usually in bright two-tone paint (other Type 2s were usually more drab in appearance) and featured (by German if not US standards) lashings of external chrome.  It’s an attractive story but some prefer something more Germanic: Samba as the acronym for the business-like phrase Sonnendach-Ausführung mit besonderem Armaturenbrett (sunroof version with special dashboard).  However it happened, Samba was in colloquial use by at least 1952 and became semi official in 1954 when the distributers in the Netherlands added the word to their brochures.  Production ended in July 1967 after almost 100,000 had been built.

Combo in nature but not Kombi in name: 1959 VW Double passenger cabin Transporter (which the factory called the Doka, from Doppelkabine (double cabin).

The very existence of the VW Type 2 (the Beetle was the Type 1) was an act of serendipity, one entrepreneurial dealer from the Netherlands in 1947 noting during a visit to the factory the use of a rather cobbled-together “pick-up” based on a Beetle chassis.  With Europe in the throes of post-war rebuilding and so much industrial production still disrupted, there was a shortage of such vehicles and he sketched what would now be called a “forward control van” which the factory agreed to develop.  However, such was the demand for the Beetle that it wasn’t until 1950 than production of the Type 2 began and, despite the legend that the two share underpinnings, that’s only partially true because to gain the necessary strength, a different floor plan was required.

One of the Wolfsburg factory's original Plattenwagens (best translated as "flat bed carrier"), improvised atop a Type 1 (Beetle) chassis; it inspired the sketch of the original Volkswagen Type 2.

Still, with many mechanical components there was much interchangeably between Types 1 & 2, something which added greatly to its appeal and immediately it was successful, the first generation staying in production until 1966 and although in most of the world the classic air-cooled / rear-engine configuration was in subsequent decades replaced, Type 2 in that specification were made in Brazil until 2013.  Even then, demand in South America was was still strong and the line profitable but Brazil was about the last developed market in the world to introduce the safety regulations which driven old Kombis elsewhere extinct.  The South American line had been the last link with the Nazi’s Kdf-Wagen (which became the Beetle, the first prototype of which dated from 1935, renamed to the snappier Volkswagen (literally “people’s car”).  Kdf (Kraft durch Freude, literally “Strength Through Joy” was the Nazi state’s leisure organization which was involved in everything from holiday resorts and cruise liners to the regulation of workplaces (the classic Nazi “carrot & stick” approach) but it was also used as a slogan an in that sense joy was compulsory and the state had ways to punish those not thought sufficiently joyful.

1978 Mercedes Benz 280 TE (S123).

One of the last of the “chrome Mercedes”, the W123 range was in production between 1975-1986 and the station wagon appeared in 1977 with the internal code S123 (only nerds use that and to the rest of the world they’re “W123 wagons”).  The designation was “T” (the very Germanic Tourismus und Transport (Touring and Transport)) or TD for the diesel-powered cars and the S123 was the company’s first station wagon to enter series production, previous such “long roof” models coming from coach-builders including many hearses & ambulances as well as station wagons.  The English still call station wagons "estates" (a clipping of "estate car") although a publication like Country Life probably still hankers after "shooting brake" and the most Prussian of the German style guides list the compound noun Kombinationskraftwagen which for decades has usually been clipped to the semi-formal Kombiwagen, (plural Kombiwagen or Kombiwägen) or, in general use: Kombi.  That Mercedes-Benz in the mid-1970s decided their first station wagon in regular production should be a “T” (and understood as a Tourenwagen (touring car) rather than a “K” (ie Kombiwagen, the designation used by other manufacturers) reflected the prevailing German view of such cars.  Unlike the US where station wagons had long been emblematic of middle-class respectability (often as a family’s second car for the wife & mother) or England where the style enjoyed an association with the upper class HFS (huntin’, fishin’ & shootin’) set, to Germans the utilitarian long-roofs had a down-market image, bought only by those unable to afford separate vehicles for business & pleasure.  Coach-builders had of course used Mercedes-Benz saloons as the basis for station wagons, ambulances and hearses but these were always expensive and thus not tainted by association with thriftiness by necessity.  In their alphanumeric system of model designations, Mercedes-Benz had previously used “K” to mean either Kompressor (supercharged) (eg 770 K) or Kurz (short) (eg SSK) and other letters had also done double-duty, “L” standing for either Lang (long) (eg 600 SEL) or Licht (light) (eg SSKL) and “S” could mean both Super (300 SL) or Sports (300 SLR) so for the S123 “K” wasn’t avoided because of fears of confusing folk; it was just an image thing: "Don't mention the kombi".  That all changed in the 1980s when the Germans decided wagons were sexy after all, the high performance arms of Audi, BMW & Mercedes-Benz all producing some remarkably fast ones.   

Combo cards: 3Com Ethernet XL PCI 3c900 NIC (RJ45-AUI-BNC) (left), NVidia GPU (HDMI-VGA-DVI) (centre) & Startech AT (Advanced Technology (or ISA (Industry Standard Architecture)) 2S1P (2 x DB9 Serial-1 x DB25 Parallel) (right).

In personal computer hardware, combo devices have existed almost as long as the industry.  When, with rather modest expectations, IBM released the PC-1 in 1981, it cost as much as US$5000 and was, even by the standards of the time, neither fast nor particularly capable but (1) it was an IBM and that really gave it a legitimacy no other name could and (2) it was delivered with lots of “open architecture” slots which meant third-party manufacturers could (license and royalty-free) produce all sorts of plug-in cards which extended the functionally.  Soon, there were cards offering sound, support for color monitors (IBM liked people to watch acid-green text displays because they thought the PC-1 would be used mostly as a way to hook into their big mainframes), higher definition graphics, additional ports soon including various adapters which could be used to connect to networks.  Things advanced rapidly however and before long there were many ways of connecting to stuff and, with "standards' still emerging, such were the realities of production-line economics that for manufacturers it often made sense to combine different things on the one card.  While for example a manufacturer could offer three different NICs (network interface cards) to support three different connections, what proved most popular was the combo card which included the three most common types.  The approach also suited customers who might want an additional serial & parallel port but found a combo card with both a better deal than buying two cards.  The approach is still followed today by the GPU (graphical processing unit) manufacturers which have at various times offered combo card with ports for VGA (technically “Video Graphics Array” but really long a reference to the pin-layout), HDMI (High Definition Multimedia Interface), DVI (Digital Video Interface, of which there were many) & DP (DisplayPort).

Just about any combination of stuff can be a combo including mix & match makeup.  Lindsay Lohan also was part of Pepsi’s promotional campaign for a “dirty soda”, a concoction of Pepsi Cola & milk (Pilk), served with cookies; on the internet, opinion was divided.  One of the most prolific users of combo seems to be the fast food industry, a combo meal (there are often variations) two or more components (typically a burger, a soda and fries) bundled at a price lower than purchasing the items separately.  For the industry, the combos are a high profit item because they stimulate demand, increasing volume with only a marginal increase in labour costs.

Before the release of the Barbie movie in July 2023, it had probably never occurred to the industry there would one day be demand for a burger with hot-pink sauce but it’s now at Burger King, available as part of a combo meal.  First to make the Barbie-themed meal available was Burger King Brazil, the combo including a cheeseburger topped with bacon bits and dressed with a hot pink sauce, said to have a “smoky” flavor.  Also included is a pink vanilla milkshake with strawberry Nesquik powder mixed in and when the straw is put in, it’s topped with a pink frosted donut.  Barbie being the star, the side order of “Ken’s potatoes” is just a plain order of fries, a sly nod to the “he’s just Ken” message.

Dynamometer

Dynamometer (pronounced dahy-nuh-mom-i-ter)

(1) A device for measuring mechanical force or muscular power (ergometer).

(2) A device for measuring mechanical power, especially one that measures the output or driving torque of a rotating machine.

1800–1810: A compound word, the construct being dynamo + meter.  Dynamo was ultimately from the Ancient Greek δύναμις (dúnamis; dynamis) (power) and meter has always been an expression of measure in some form and in English was borrowed from the French mètre, from the Ancient Greek μέτρον (métron) (measure).  What meter (also metre) originally measured was the structure of poetry (poetic measure) which in the Old English was meter (measure of versification) from the Latin metrum, from the Ancient Greek metron (meter, a verse; that by which anything is measured; measure, length, size, limit, proportion) ultimately from the primitive Indo-European root me- (measure).  Although the evidence is sketchy, it appears to have been re-borrowed in the early fourteenth century (after a three hundred-year lapse in recorded use) from the Old French mètre, with the specific sense of "metrical scheme in verse”, again from the Latin metrum.  Metre (and metre) was later adopted as the baseline unit of the metric system.  Dynamometer is a noun; the noun plural is dynamometers.

The modern meaning of dynamometer (measuring the power of engines) dates from 1882 and is short for dynamo-machine, from the German dynamoelektrischemaschine (dynamo-electric machine), coined in 1867 by its inventor, the German electrical engineer Werner Siemans (1816-1892). Dynamometers, almost universally referred to as dynos, are machines which simultaneously measure the torque and rotational speed (RPM) of an engine or other rotating prime-mover so specific power outs may be calculated.  On modern dynamometers, measures are displayed either as kilowatts (kW) or brake-horsepower (bhp).

Evolution of the Turbo-Panzer

Porsche 917 Flat 12 being run on factory dynamometer, Stuttgart, 1969.

During the last hundred years odd, the rules of motor sport have been written by an alphabet soup of regulatory bodies including the AIACR, the CSI, the FISA and the FIA and these bureaucrats have made many bad decisions, tending often to make things worse but every now and then, as an unintended consequence of their dopiness, something really good emerges.  The large displacement cars of the mid-1960s contested sports car racing in one of the classic eras in motorsport.  Everyone enjoyed the competition except the rule-making body (the CSI, the Commission Sportive Internationale) which, on flimsy pretexts which at the time fooled nobody, changed the rules for the International Championship of Makes for the racing seasons 1968-1971, restricting the production cars (of which 50 identical units had to have been made) to 5.0 litre (305 cubic inch) engines with a 3.0 litre limit (183 cubic inch) for prototypes (which could be one-offs).  Bizarrely, the CSI even claimed this good idea would be attractive for manufacturers already building three litre engine for Formula One because they would be able to sell them (with a few adaptations), for use in endurance racing.  There’s no evidence the CSI ever asked the engine producers whether their highly-strung, bespoke Formula One power-plants, designed for 200 mile sprints, could be modified for endurance racing lasting sometimes 24 hours.  Soon aware there were unlikely to be many entries to support their latest bright idea, the CSI relented somewhat and allowed the participation of 5.0 litre sports cars as long as the homologation threshold of 50 units had been reached.  A production run of 50 made sense in the parallel universe of the CSI but made no economic sense to the manufacturers and, by 1968, entries were sparse and interest waning so the CSI grudgingly again relented, announcing the homologation number for the 5.0 litre cars would be reduced to 25.

The famous photograph of the 25 917s assembled for the CSI’s inspection outside the Porsche factory, Stuttgart, 1969.

This attracted Porsche, a long-time contestant in small-displacement racing which, funded by profits from their increasingly successful road-cars, sought to contest for outright victories in major events rather than just class trophies.  Porsche believed they had the basis for a five litre car in their three litre 908 which, although still in the early stages of development, had shown promise.  In a remarkable ten months, the parts for twenty-five cars were produced, three of which were assembled and presented to the CSI’s homologation inspectors.  Pettifogging though they were, the inspectors had a point when refusing certification, having before been tricked into believing Ferrari’s assurance of intent actually to build cars which never appeared.  They demanded to see twenty-five assembled, functional vehicles and Porsche did exactly that, in April 1969 parking the twenty-five in the factory forecourt, even offering the inspectors the chance to drive however many they wish.  The offer was declined and, honour apparently satisfied on both sides, the CSI granted homologation.  Thus, almost accidently, began the career of the Porsche 917, a machine which would come to dominate whatever series it contested and set records which would stand for decades, it’s retirement induced not by un-competitiveness but, predictably, by rule changes which rendered it illegal.  

917LH (Langheck (long tail)), Le Mans, 1969.

The ten month gestation was impressive but there were teething problems.  The fundamentals, the 908-based space-frame and the 4.5 (275 cubic inch) litre air-cooled flat-12 engine, essentially, two of Porsche’s 2.25 (137 cubic inch) litre flat-sixes joined together, were robust and reliable from the start but, the sudden jump in horsepower (HP) meant much higher speeds and it took some time to tame the problems of the car’s behaviour at high-speed.  Aerodynamics was then still an inexact science and the maximum speed the 917 was able to attain on Porsche’s test track was around 180 mph (290 km/h) but when unleashed on the circuits with long straights where over 210 mph (338 km/h) was possible the early cars could be lethally unstable.  The first breakthrough in aerodynamic dynamic was serendipitous.  After one high speed run during which the driver had noted (with alarm) the tendency of the rear end of the car to “wander from side to side”, it was noticed that while the front and central sections of the bodywork were plastered with squashed bugs, the fibreglass of the rear sections was a pristine white, the obvious conclusion drawn that while the airflow was inducing the desired degree of down-force on the front wheels, it was passing over the rear of body, thus the lift which induced the wandering.  Some improvisation with pieces of aluminium and much duct tape to create an ad-hoc, shorter, upswept tail transformed the behaviour and was the basis for what emerged from more extensive wind-tunnel testing by the factory as the 917K for Kurzheck (short-tail).

Porsche 917Ks, the original (rear) and the updated version with twin tail-fins, Le Mans, 1971.

The 917K proved a great success but the work in the wind tunnel continued, in 1971 producing a variant with a less upswept tail and vertical fins which bore some resemblance to those used by General Motors and Chrysler a decade earlier.  Then, the critics had derided the fins as “typical American excess” and “pointlessly decorative” but perhaps Detroit was onto something because Porsche found the 917’s fins optimized things by “cleaning” the air-flow over the tail section, the reduction in “buffeting” meaning the severity of the angles on the deck could be lessened, reducing the drag while maintaining down-force, allowing most of the top-speed earlier sacrificed in the quest for stability to be regained.

The Can-Am: A red Porsche 917/10 ahead of an orange McLaren M8F Chevrolet, Laguna Seca, 17 October 1971.  Two years to the day after this shot was taken, the first oil shock hit, dooming the series.

The engine however had been more-or-less right from day one and enlarged first to 4.9 litres (300 cubic inch) before eventually reaching the 5.0 limit at which point power was rated at 632 HP, a useful increase from the original 520.  Thus configured, the 917 dominated sports car racing until banned by regulators.  However, the factory had an alternative development path to pursue, one mercifully almost untouched by the pettifoggers and that was the Canadian-American Challenge Cup (the Can-Am), run on North American circuits under Group 7 rules for unlimited displacement sports cars.  Actually, Group 7 rules consisted of little more than demanding four wheels, enveloping bodywork and two seats, the last of these rules interpreted liberally.  Not for nothing did the Can-Am come to be known as the “horsepower challenge cup” and had for years been dominated by the McLarens, running big-block Chevrolet V8s of increasing displacement and decreasing mass as aluminium replaced cast iron for the heaviest components.

The abortive Porsche flat-16.

In 1969, the Porsche factory dynamometer could handle an output of around 750 bhp, then thought ample but even 635 bhp wouldn’t be enough to take on the big V8s.  For technical reasons it wasn't feasible further to enlarge the flat-12 so Porsche built a flat-16 which worked well enough to exceed the capacity of the factory's dynamometer beyond its limit; the new engine was allocated a notional rating rated of 750 because that was the point at which the machine's graduations ended.  Such a thing had happened before, resulting in an anomaly which wasn’t for some years explained.  In 1959 Daimler released their outstanding 4.5 litre (278 cubic inch) V8 but their dynamometer was more antiquated still, a pre-war device unable to produce a reading beyond 220 bhp so that was the rating used, causing much surprise to those testing the only production model in which it was installed, the rather dowdy Majestic Major (DQ450 saloon & DR450 limousine, 1959-1968).  In either form the Majestic Major was quite hefty and reckoned to enjoy the aerodynamic properties of a small cottage yet it delivered performance which 220 bhp should not have been able to provide, something confirmed when one was fitted to a Jaguar Mark X (1961-1970 and badged 420G from 1967) for evaluation after Jaguar absorbed Daimler.  The V8 Mark X effortlessly out-performed the six cylinder version (rated at a perhaps optimistic 265 bhp.  Unfortunately, Jaguar choose not to use the Daimler V8 in the Mark X, instead enlarging the XK-six, dooming the car in the US market where a V8 version would likely have proved a great success.

The Can-Am: Porsche 917/10, Riverside, 1972.

Estimates at the time suggested the Porsche flat-16 delivered something like 785 bhp which in the Can-Am would have been competitive but the bulk rendered it unsuitable, the longer wheelbase necessitated for installation in a modified 917 chassis having such an adverse effect on the balance Porsche instead resorted to forced aspiration, the turbocharged 917s becoming known as the turbopanzers.  Porsche bought a new dynamometer which revealed they generated around 1100 bhp in racing trim and 1580 when tuned for a qualifying sprint.  Thus, even when detuned for racing, the Can-Am 917s typically took to the tracks generating about the same HP as the early Spitfires, Hurricanes and Messerschmitt which in 1940 fought the Battle of Britain.  Unsurprisingly, the 917 won the Cam-Am title in 1972 and 1973, the reward for which was the same as that earlier delivered in Europe: a rule change effectively banning the thing.  Still, when interviewed, one Porsche engineer admitted the new dynamometer "cost a boatload of money" but he was reported as seeming "pleased with the purchase." so there was that.

The widow-maker: 1975 Porsche 930 with the surprisingly desirable (for some) “sunroof delete” option.

The experience gained in developing turbocharging was however put to good use, the 911 Turbo (930 the internal designation) introduced in 1975 originally as a homologation exercise (al la the earlier 911 RS Carrera) but so popular did it prove it was added to the list as a regular production model and one has been a permanent part of the catalogue almost continuously since.  The additional power and its sometimes sudden arrival meant the times early versions were famously twitchy at the limit (and such was the power those limits were easily found), gaining the machine the nickname “widow-maker”.  There was plenty of advice available for drivers, the most useful probably the instruction not to use the same technique when cornering as one might in a front-engined car and a caution that even if one had had a Volkswagen Beetle while a student, that experience might not be enough to prepare one for a Porsche Turbo.  When stresses are extreme, the physics mean the location of small amounts of weight become subject to a multiplier-effect and the advice was those wishing to explore a 930's limits of adhesion should get one with the rare “sunroof delete” option, the lack of the additional weight up there slightly lowering the centre of gravity.  However, even that precaution may only have delayed the delaying the inevitable and possibly made the consequences worse, one travelling a little faster before the tail-heavy beast misbehaved.

In what may have been a consequence of the instability induced by a higher centre of gravity, in 2012 Lindsay Lohan crashed a sunroof-equipped Porsche 911 Carrera S on the Pacific Coast Highway in Santa Monica, Los Angeles.

The interaction of the weight of a 911’s roof (and thus the centre of gravity) and the rearward bias of the weight distribution was not a thing of urban myth or computer simulations.  In the February 1972 edition of the US magazine Car and Driver, a comparison test was run of the three flavours of the revised 911 with a 2.3 litre (143 cubic inch) (911T, 911E & 911S) engine and the three were supplied with each of the available bodies: coupé, targa & sunroof coupé, the latter two with addition weight in the roof.  What the testers noted in the targa & sunroof-equipped 911s was a greater tendency to twitchiness in corners, something no doubt exacerbated in the latter because the sliding panel’s electric motor was installed in the engine bay.  Car and Driver’s conclusion was: “If handling is your goal, it's best to stick with the plain coupe.”  She anyway had some bad luck when driving black German cars but clearly Ms Lohan should avoid Porsches with sunroofs.