Superleggera

Superleggera (pronounced soo-per-lee-ghera)

(1) In automotive coach-building, a method of construction which combined a framework of thin steel tubes with aluminum outer panels, producing a lightweight structure.

(2) In recent years, a designation used as a model name to refer to a “lightweight” vehicle even if not a classic superleggera structure.

1935 (a patent for the technique issued in 1936):  From the Italian superleggera (super light) (feminine singular of superleggero), the construct being super- +‎ leggero.  Super was from the Latin super-, from the Proto-Italic super, from the primitive Indo-European upér (over, above) which was cognate with the Ancient Greek ὑπέρ (hupér) (above) and the Proto-Germanic uber (now familiar in English and translated as “over” although this doesn’t wholly convey the sense in Modern German).  Leggero (light in weight, slight, thin) was from the Old French legier, from the Vulgar Latin leviārius, from the Latin levis, from the Proto-Italic leɣis, from the primitive Indo-European hlengwih-, from hléngus, from hleng (lightweight). The cognates included the Sanskrit लघु (laghú), the Ancient Greek ἐλᾰφρός & ἐλᾰχῠ́ς (elaphrós & elakhús) and the Old English lēoht (the ultimate source of the English light).  Superleggera is a noun & adjective; the noun plural is superleggeras (or in the Italian the masculine plural is superleggeri, the feminine plural superleggere).

Carrozzeria Touring and superleggera

It was in 1926 that two Milanese lawyers discussed how bored they were with mundane, if lucrative, legal work and much preferred the exciting world of the automobile, the industry then something like that of IT in the early twenty-first century in that a critical mass of users had been established, growth was consistent and new ventures were coming and going amid a milieu of M&A (mergers & acquisitions).  The lawyers negotiated a controlling interest in Milan-based coachbuilder Carrozzeria Falco, changing the company’s name to Carrozzeria Touring.  Contracts to provide bodywork soon followed including from some of the industry’s major manufacturers including Citroën, Isotta Fraschini & Alfa Romeo and for some time they continued to adopt Falco’s methods which was an adaptation of the “Weymann” system which involved laying fabric over lightweight frames supported by a traditional separate chassis.  Touring produced elegant coachwork of a high quality and attracted the patronage of both Benito Mussolini (1883-1945; Duce (leader) & prime-minister of Italy 1922-1943) and Victor Emmanuel III (1869–1947; King of Italy 1900-1946) although perhaps more influential was the Queen who was often photographed alighting from one of Touring’s large cars, a more imposing sight than the exit of her diminutive husband.

1938 Alfa Romeo 8C-2900B LeMans with Touring Superleggera (left), a wrought-iron artwork installation based on the idea using the Volkswagen Beetle as a model (centre) and Lindsay Lohan with conventional (body-on-chassis) Beetle (Herbie: Fully Loaded (2005)).

Touring proved innovative in its use of strong, lightweight alloys to support the fabric skins and they enjoyed much success also in applying the technique to aircraft components such as wings and fuselages but during the 1930s with both the military and civilian airlines wanting to fly higher, faster, for longer and in all weather, the shift was beginning towards all-metal construction.  This was an organic evolution of the Weymann technique but the weight and other characteristics of sheet aluminum differed greatly from stretched-fabric and the system needed substantially to be re-engineered and it was the lessons learned from fabricating fuselages which led to Touring developing superleggera, the design patented in 1936.  The essence of superleggera was a skeleton of small diameter tubes which formed a body’s core shape, to which were attached thin aluminum-alloy panels which provided both aerodynamic form and strength.  Compared with earlier methods, as well as being inherently light, the method afforded great flexibility in fashioning shape and Touring took advantage of the properties of the metal to create both complex and flowing curves.  Some of their cars of the era did have lovely lines and in addition to the collaboration with Alfa Romeo which yielded sports cars, gran turismo machines and racing cars, the house attracted business from Lancia, Bianchi and others.

1938 Lancia Astura IV series coupé by Touring (left), 1949 Ferrari 166mm barchetta by Touring (centre), and 2014 Ducati 1199 Superleggera (right).

In the post war years, an era in which demand was high and regulations rare, the number of cars built according to the superleggera system increased as Touring licensed the use of its patent to others including Hundon in the US, Pegaso in Spain and Bristol, Aston Martin & Lagonda in England.  Bristol particularly took to the idea because of their long experience with airframes but perhaps the most influential stylistically was the 1948 Ferrari 166 MM Touring barchetta, a charismatic shape which provided a template which would remain recognizable in Ferraris for a quarter-century, the motif of the egg-crate grill still in use today.  While superleggera was unsuited to volume production, for the exclusive ranges at the upper end of the market it was ideal and both Lamborghini and Maseratis emerged built with the technique.  Although the two are sometimes confused because there are visual similarities under the skin, the space-frame method differs in that it can support the whole structural load whereas a superleggera is attached to an existing chassis.

1960 Aston Martin DB4 GT Zagato (left), 1961 Aston Martin DB4 Convertible (centre; the Volante designation wasn't then in use) and 1965 Aston Martin DB5 Saloon.

In the public mind, the most enduring connection was with Aston Martin which was granted a license to use the design and the Superleggera construction method at its Newport Pagnell plant for a fee of £9 for each of the first 500 bodies and £5 for each subsequent unit and the DB4 & DB5 (the latter made famous in the early James Bond films) were both built thus.  However, they represented something of the end of the era because governments were starting to pass laws which demanded road cars attain a certain degree of crash-worthiness, something the superleggera technique couldn’t be adapted conform to without sacrificing the very lightness which was its raison d'etre.  Additionally, the manufacturers were moving swiftly to replace body-on-frame with unit-construction.  Touring attempted to adapt to the changing environment by offering its services as a coach-builder for small, exclusive production runs and made the necessary capital investment but it had become crowded field, the supply of coach-builders exceeding the demand for their skills.  Touring ceased operations in 1966 but four decades on, there was an unexpected revival of the name, the company re-established as Carrozzeria Touring Superleggera, offering automotive design, engineering, coach-building, homologation services, non-automotive industrial design, and the restoration of historic vehicles.  A number of very expensive one-off and limited-production ventures for Maserati, Alfa Romeo and Bentley followed but what attracted most comment was the Sciàdipersia, shown in coupé form at the Geneva Motor Show in 2018, the cabriolet introduced the flowing year.  Based on the underpinnings of the Maserati Grantourismo, although owing no visual debt, it was very much in the tradition of the three Maserati 5000 GTs Touring built in 1959-1960, the first of which had been ordered by the Shah of Iran.  Superleggera however is now just a name with an illustrious history, the method of construction no longer in use and when used as a model designation, it now simply denotes what a literal translation of the Italian suggests: lightweight.

The original Maserati 5000 GT "Shah of Iran" by Touring (left; chassis #103-002) and Touring's Maserati Sciàdipersia in coupé form (centre; 2018) and roadster (right; 2019).

Vickers Wellingtons (B-series, Mark 1) during production, the geodesic structure visible, Brooklands, England, 1939.

There are obvious visual similarities between the classic superleggera method and the geodesic structure used in airframes and some buildings, most famously the “geodesic dome”.  The imperatives of both were strength both aim to create strong and lightweight structures, but they differ in their specific design and application.  As used in airframes, the geodesic structure consisted of a network of intersecting diagonal braces, creating a lattice framework which distributed loads as evenly as possible while providing a high strength-to-weight ratio.  This was of great significance in military airplanes used in combat because it enhanced their ability better to withstand damage better, the stresses distributed across the structure rather than being restricted to a limited area which could create a point-of-failure.  The geodesic framework was based on geometric principles which had been developed over centuries and typically employed hexagons & triangles to render a structure which was both rigid & light.  Superleggera construction differed in that it involves the creation of a lightweight tubular frame, covered with aluminum body panels of a thinness which wouldn’t have been possible with conventional engineering.  The attraction of the superleggera technique was the (relatively) minimalistic framework supported the skin, optimizing weight reduction without compromising strength.  So, structurally, the difference was the geodesic design used a network of intersecting braces to form a lattice, while the superleggera construction used a tubular frame covered with panels.

Geodesic

Geodesic (pronounced jee-uh-des-ik or jee-uh-dee-sik)

(1) In spherical geometry, a segment of a great circle.

(2) In mathematics, a course allowing the parallel-transport of vectors along a course that causes tangent vectors to remain tangent vectors throughout that course (a straight curve, a line that is straight; the shortest line between two points on a specific surface).

1821: A back-formation from geodesy (a branch of science dealing with the measurement and representation of Earth, its gravitational field and geodynamic phenomena (polar motion, Earth tides, and crustal motion) in three-dimensional, time-varying space and with great (and "down-to-earth" as it were) practical application in surveying.  The adjectives geodesical & geodetic had first appeared in 1818 & 1819 respectively, both from geodetical which had been in use since the early seventeenth century.  All the forms are derive ultimately from the Ancient Greek γεωδαισία (geodaisía) from γῆ (geo) (earth) + δαιεῖν (daiesthai) ("to divide" or "to apportion") and the use in English was most influenced by the French géodésique, dating from 1815.  In general use, the word entered general use after 1953 when it was used of the "geodesic dome" (a structure built according to geodesic principles); despite the earlier use in wartime aircraft construction, the use there was only ever "engineer's slang".    Geodesic is a noun & adjective, geodesicity is a noun, geodesical is an adjective and geodesically is an adverb; the noun plural is geodesics.    The alternative adjectival form geodetic appeared in 1834 but fell from use by mid-century.  

Four-dimensional space-time.

Geodesic describes the curve that locally minimizes the distance between two points on any mathematically defined space, such as a curved manifold; essentially the path is the one of the most minimal curvature so, in non-curved three-dimensional space, the geodesic is a straight line.  Under Albert Einstein's (1879-1955) theory of general relativity (1915), the trajectory of a body with negligible mass on which only gravitational forces are acting (ie a free falling body), defines the geodesic in curved, four-dimensional spacetime.  Dictionaries and style guides seem to prefer “space-time” but scientists (and space nerds) like “spacetime” and because it was one of them who “invented it”, it seems polite to ignore the hyphen.  The term, a calque of the German Raumzeit (the construct in English being (obviously) space + time) first appeared in a paper by German mathematician Hermann Minkowski (1864–1909), published in the Philosophical Review.  The existence of the noun plural "spacetimes" does not imply something to do with the so-called multiverse (in cosmology, a hypothetical model in which simultaneously more than one universe exists) but rather that there are different space-times created in different places at different times.

General relativity fan girl Lindsay Lohan in optical illusion dress from the Autumn-Winter collection of interior designer Matthew Williamson (b 1971), illustrating an object causing the curvature of spacetime, Gift Global Gala, Four Seasons hotel, London, November 2014.  An “optical illusion dress” is one which uses a fabric print or other device to create the effect and differs from an “illusion dress” which is made with skin-tone fabrics placed to emulate the wearer’s own flesh.

In Einstein's theory of general relativity, gravity is treated not as a force as had been the historic understanding explained in the writings of Sir Isaac Newton (1642–1727) but rather as a curvature of spacetime caused by the presence of mass and (thus) energy.  The Sun, being a massive object, causes a (relatively) significant curvature in the surrounding spacetime and the Earth, as it moves through this curved spacetime, follows a path (a geodesic) which manifests as what appears to be an “orbit” around the Sun.  It is this curvature of spacetime that is perceived as the “gravitational pull” of the Sun on the Earth, keeping it in a (relatively) stable and predictable orbit.  Einsteinian physics supplanted Newtonian physics as the structural model of the universe and nothing has since been the same. 

Hull of Vickers R.100 Airship.

Sir Barnes Wallis (1887-1979) was an English engineer, best remembered as the inventor of the bouncing bomb used by the Royal Air Force in Operation Chastise (dubbed the "Dambusters" raid) to attack the Ruhr Valley dams during World War II and the big Tallboy (6 tonnes) and Grand Slam (10 tonnes) deep-penetration "earthquake" bombs.  Wallis had been working on the Admiralty’s R.100 airship when he visited the Blackburn aircraft factory and was surprised to find the primitive wood-and-canvas methods of the Great War era still in use, a notable contrast to the elegant and lightweight aluminum structure of airships.  He was soon recruited by Vickers to apply his knowledge to the new generation of fixed-wing aircraft which would use light alloy construction for the internal structure.  His early experience wasn’t encouraging, the first prototype torpedo bomber, which used light alloy wing spars inspired by the girder structure of R.100, breaking up mid-air during a test-flight.  Returning to the drawing board, Wallis designed a revolutionary structural system; instead of using beams supporting an external aerodynamic skin, he made the structural members form the aerodynamic shape itself.

The geodesic structure in an airframe.

The principle was that the members followed geodesic curves in the surface, the shortest distance between two points in the curved surface although he only ever referred to it in passing as geodetic; it wouldn’t be until later the label came generally to be applied to the concept.  As a piece of engineering, it worked superbly well, having the curves form two helices at right angles to one another, the geodetic members became mutually supporting, rendering the overall framework immensely strong as well as comparatively light.  Revolutionary too was the space efficiency; because the geodetic structure was all in the outer part of the airframe meant that the centre was a large empty space, ready to take payload or fuel and the inherent strength was soon proven.  While conducting the usual wing-loading stress tests to determine the breakage point, the test routine was abandoned because the wings couldn’t be broken by the test rig.

Vickers Wellseley.

The benefits inherent in the concept were soon demonstrated.  Vickers’ first geodesic aircraft, the Wellesley, entered service in 1937 and in 1938, three of them, making use of the massive fuel capacity the structure made possible, flew non-stop from Ismailia in Egypt to Darwin in Australia, setting a new world record distance of 7,158 miles (11,265 km), an absolute record which stood until broken in 1946 by a Boeing B-29 Superfortress; it remains to this day the record for a single-engined aircraft with a piston engine, and also for aircraft flying in formation.  While the Wellesleys were under construction, Wallis designed a larger twin-engined geodetic bomber which became the Vickers Wellington, the mainstay of the RAF’s Bomber Command until 1943 when the new generation of four-engined heavy bombers began to be supplied in in the volume needed to form a strategic force.  Despite that, the Wellington was still used in many roles and remained in production until after the end of hostilities.  Over eleven-thousand were built and it was the only British bomber to be in continuous production throughout the war.

Vickers Wellington fuselage internal detail.

The final aircraft of the type, with a more complex geodetic structure was a four-engined heavy bomber called the Windsor but testing established it didn’t offer significantly better performance than the heavies already in service, and the difficulties which would be caused by trying to replicate the servicing and repair infrastructure was thought too onerous so it never entered production.  Post-war, higher speeds and operating altitudes with the consequent need for pressurised cabins rendered the fabric-covered geodetics obsolete.

Aston Martin DB4 GT Zagato (one of 19 in the "Continuation Series", production of which began in 2019) during construction, an aluminium panel being attached to the superleggera frame, Aston Martin Works, Newport Pagnell, Buckinghamshire, England.

There are obvious visual similarities between the classic superleggera method and the geodesic structure used in airframes and some buildings, most famously the “geodesic dome”.  The imperatives of both were strength both aim to create strong and lightweight structures, but they differ in their specific design and application.  As used in airframes, the geodesic structure consisted of a network of intersecting diagonal braces, creating a lattice framework which distributed loads as evenly as possible while providing a high strength-to-weight ratio.  This was of great significance in military airplanes used in combat because it enhanced their ability better to withstand damage better, the stresses distributed across the structure rather than being restricted to a limited area which could create a point-of-failure.  The geodesic framework was based on geometric principles which had been developed over centuries and typically employed hexagons & triangles to render a structure which was both rigid & light.  Superleggera construction differed in that it involves the creation of a lightweight tubular frame, covered with aluminum body panels of a thinness which wouldn’t have been possible with conventional engineering.  The attraction of the superleggera technique was the (relatively) minimalistic framework supported the skin, optimizing weight reduction without compromising strength.  So, structurally, the difference was the geodesic design used a network of intersecting braces to form a lattice, while the superleggera construction used a tubular frame covered with panels.

Quartervent

Quartervent (pronounced kwawr-ter-vent)

A small, pivoted, framed (or semi-framed) pane in the front or rear side-windows of a car, provided to optimize ventilation.

1930s: The construct was quarter + vent.  Dating from the late thirteenth century, the noun quarter (in its numerical sense) was from the Middle English quarter, from the Anglo-Norman quarter, from the Old French quartier, from the Latin quartarius (a Roman unit of liquid measure equivalent to about 0.14 litre).  Quartus was from the primitive Indo-European kweturtos (four) (from which the Ancient Greek gained τέταρτος (tétartos), the Sanskrit चतुर्थ (caturtha), the Proto-Balto-Slavic ketwirtas and the Proto-Germanic fedurþô).  It was cognate to quadrus (square), drawn from the sense of “four-sided”.  The Latin suffix –arius was from the earlier -ās-(i)jo- , the construct being -āso- (from the primitive Indo-European -ehso- (which may be compared with the Hittite appurtenance suffix -ašša-) + the relational adjectival suffix -yós (belonging to).  The suffix (the feminine –āria, the neuter -ārium) was a first/second-declension suffix used to form adjectives from nouns or numerals.  The nominative neuter form – ārium (when appended to nouns), formed derivative nouns denoting a “place where stuff was kept”.  The Middle English verb quarteren, was derivative of the noun.  Dating from the mid fourteenth century, vent was from the Middle English verb venten (to furnish (a vessel) with a vent), a shortened form of the Old French esventer (the construct being es- + -venter), a verbal derivative of vent, from the Latin ventus (wind), in later use derivative of the English noun.  The English noun was derived partly from the French vent, partly by a shortening of French évent (from the Old French esvent, a derivative of esventer) and partly from the English verb.  The hyphenated form quarter-vent is also used and may be preferable.  Quarter-vent is a noun; the noun plural is quarter-vents.  In use, the action of using the function provided by a quarter-vent obviously can be described with terms like quarter-venting or quarter-vented but no derived forms are recognized as standard.

1959 Cadillac Eldorado Biarritz.

Like almost all US passenger cars, the post-war Cadillacs all had quarter-vents (“vent windows” or “ventiplanes” to the Americans) and on the most expensive in the range they were controlled by an electric motor, a feature optional on the lesser models.  This was a time when the company's slogan “Standard of the World” really could be taken seriously.  In 1969, with General Motors (GM) phasing in flow-through ventilation, Cadillac deleted the quarter-vents, meaning purchasers no longer had to decide whether to pay the additional cost to have them electrically-activated (a US$71.60 option on the 1968 Calais and De Ville).  GM's early implementation of flow-through ventilation was patchy so the change was probably premature but by 1969 the system was perfected and as good as their air-conditioning (A-C), famous since the 1950s for its icy blast.    

The now close to extinct quarter-vents were small, pivoted, framed (or semi-framed) panes of glass installed in the front or rear side windows of a car or truck; their purpose was to provide occupants with a source of ventilation, using the air-flow of the vehicle while in motion.  The system had all the attributes of other admirable technologies (such as the pencil) in that it was cheap to produce, simple to use, reliable and effective in its intended purpose.  Although not a complex concept, GM in 1932 couldn’t resist giving the things an impressively long name, calling them “No Draft Individually Controlled Ventilation” (NDICV being one of history’s less mnemonic initializations).  GM’s marketing types must have prevailed because eventually the snappier “ventiplanes” was adopted, the same process of rationality which overtook Chrysler in 1969 when the public decided “shaker” was a punchier name for their rather sexy scoop which, attached directly to the induction system and, protruding through a carefully shape lacuna in the hood (bonnet), shook with the engine, delighting the males aged 17-39 to whom it was intended to appeal.  “Shaker” supplanted Chrysler’s original “Incredible Quivering Exposed Cold Air Grabber” (IQECAG another dud); sometimes less is more.  Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945) suggested a good title for his book might be Viereinhalb Jahre [des Kampfes] gegen Lüge, Dummheit und Feigheit (Four and a Half Years of Struggle against Lies, Stupidity and Cowardice) but his publisher thought that a bit ponderous and preferred the more succinct Mein Kampf: Eine Abrechnung (My Struggle: A Reckoning) and for publication even that was clipped to Mein Kampf.  Unfortunately, the revised title was the best thing about it, the style and contents truly ghastly and it's long and repetitious, the ideas within able easily to be reduced to a few dozen pages (some suggest fewer but the historical examples cited for context do require some space).

The baroque meets mid-century modernism: 1954 Hudson Italia by Carrozzeria Touring.  

Given how well the things worked, there’s long been some regret at their demise, a process which began in the 1960s with the development of “through-flow ventilation”, the earliest implementation of which seems to have appeared in the Hudson Italia (1954-1955), an exclusive, two-door coupé co-developed by Hudson in Detroit and the Milan-based Italian coachbuilder Carrozzeria Touring.  Although some of the styling gimmicks perhaps haven’t aged well, the package was more restrained than some extravagances of the era and fundamentally, the lines were well-balanced and elegant.  Unfortunately the mechanical underpinnings were uninspiring and the trans-Atlantic production process (even though Italian unit-labor costs were lower than in the US, Touring’s methods were labor-intensive) involved two-way shipping (the platforms sent to Milan for bodies and then returned to the US) so the Italia was uncompetitively expensive: at a time when the bigger and more capable Cadillac Coupe de Ville listed at US$3,995, the Italia was offered for US$4,800 and while it certainly had exclusivity, it was a time when there was still a magic attached to the Cadillac name and of the planned run of 50, only 26 Italias were produced (including the prototype).  Of those, 21 are known still to exist and they’re a fixture at concours d’élégance (a sort of car show for the rich, the term an un-adapted borrowing from the French (literally “competition of elegance”) and the auction circuit where they’re exchanged between collectors for several hundred-thousand dollars per sale.  Although a commercial failure (and the Hudson name would soon disappear), the Italia does enjoy the footnote of being the first production car equipped with what came to be understood as “flow-through ventilation”, provided with a cowl air intake and extraction grooves at the top of the rear windows, the company claiming the air inside an Italia changed completely every ten minutes.  For the quarter-vent, flow-through ventilation was a death-knell although some lingered on until the effective standardization of A-C proved the final nail in the coffin.

1965 Ford Cortina GT with eyeball vents and quarter-vents.

The car which really legitimized flow-through ventilation was the first generation (1962-1966) of the Ford Cortina, produced over four generations (some claim it was five) by Ford’s UK subsidiary between 1962-1982).  When the revised model displayed at the Earls Court Motor Show in October 1964, something much emphasized was the new “Aeroflow”, Ford’s name for through-flow ventilation, the system implemented with “eyeball” vents on the dashboard and extractor vents on the rear pillars.  Eyeball vents probably are the best way to do through-flow ventilation but the accountants came to work out they were more expensive to install than the alternatives so less satisfactory devices came to be used.  Other manufacturers soon phased-in similar systems, many coining their own marketing trademarks including “Silent-Flow-Ventilation”, “Astro-Ventilation” and the inevitable “Flow-thru ventilation”.  For the Cortina, Ford took a “belt & braces” approach to ventilation, retaining the quarter-vents even after the “eyeballs” were added, apparently because (1) the costs of re-tooling to using a single pane for the window was actually higher than continuing to use the quarter-vents, (2) it wasn’t clear if there would be general public acceptance of their deletion and (3) smoking rates were still high and drivers were known to like being able to flick the ash out via the quarter-vent (and, more regrettably, the butts too).  Before long, the designers found a way economically to replace the quarter-vents with “quarter-panes” or “quarter-lights” (a fixed piece of glass with no opening mechanism) so early Cortinas were built with both although in markets where temperatures tended to be higher (notable South Africa and Australia), the hinged quarter-vents remained standard equipment.  When the Mark III Cortina (TC, 1970-1976) was released, the separate panes in any form were deleted and the side glass was a single pane.

Fluid dynamics in action: GM's Astro-Ventilation.

So logically a “quarter-vent” would describe a device with a hinge so it could be opened to provide ventilation while a “quarter-pane”, “quarter-light” or “quarter-glass” would be something in the same shape but unhinged and thus fixed.  It didn’t work out that way and the terms tended to be used interchangeably (though presumably “quarter-vent” was most applied to those with the functionality.  However, the mere existence of the fixed panes does raise the question of why they exist at all.  In the case or rear doors, they were sometimes a necessity because the shape of the door was dictated by the intrusion of the wheel arch and adding a quarter-pane was the only way to ensure the window could completely be wound down.  With the front doors, the economics were sometimes compelling, especially in cases when the opening vents were optional but there were also instances where the door’s internal mechanisms (the door opening & window-winding hardware) were so bulky the only way to make stuff was to reduce the size of the window.  In some cases, manufacturers "solved" the problem by making rear side glass fixed which lowered their costs but it was never popular with customers.

1976 Volkswagen Passat B1 (1973-1980 (1988 in Brazil)) without quarter-vents, the front & rear quarter-panes fixed.

The proliferation of terms could have come in handy if the industry had decided to standardize and the first generation Volkswagen Passat (1973-1980) was illustrative of how they might been used.  The early Passats were then unusual in that the four-door versions had five separate pieces of side glass and, reading from left-to-right, they could have been classified thus: (1) a front quarter-pane, (2) a front side-window, (3) a rear side-window, (4) a rear quarter-pane and (5) a quarter-window.  The Passat was one of those vehicles which used the quarter-panes as an engineering necessity to permit the rear side-window fully to be lowered.  However the industry didn’t standardize and in the pre-television (and certainly pre-internet) age when language tended to evolve with greater regional variation, not even quarter-glass, quarter-vent, quarter-window & quarter-pane were enough and the things were known variously also as a “fly window”, “valence window”, “triangle window” and (possibly annoying architects) “auto-transom”, the hyphen used and not.

1960 Bentley S2 Continental Flying Spur by H.J. Mulliner (Design 7508 with Van Gerbig rear quarter-windows, left), the "Van Gerbig" quarter-window (centre) and the Flying Spur's (Six Light) standard rear quarter pane (right).

In 1960, cars with rear quarter windows which pivoted open were not uncommon so it may seem strange such a fitting can attract comment.  However, much prized in the rarefied world of coach-built Rolls-Royces and Bentleys are the little quirks and oddities which can make the bespoke creations “even more unique” (a phrase which will annoy the grammar Nazis but in this context it’s handy verbal shorthand).  H.J. Mulliner bodied an estimated 125 Bentley S2 chassis with the Flying Spur four-door sports saloon coachwork (Design 7508 “Six Light” saloon) but only three were fitted with the “Van Gerbig-style pop-open rear quarter lights (following Design 6110)”.  Of the three “Van Gerbig Flying Spurs” two were built with LHD (left hand drive) and one was RHD (right hand drive).  The otherwise unexceptional quarter-vents gained the name from Peter Van Gerbig (b 1934), a New York socialite who specified the feature in a Flying Spur he ordered for US delivery.

PA Vauxhall Velox (1957-1962): 1959 (left) and 1960 (right).  The one-piece rear window was introduced as a running-change in late 1959.

Before flow-through ventilation systems and long before A-C became ubiquitous, quarter-vents were the industry standard for providing airflow to car interiors and it was common for them to be fitted on both front and rear-doors and frequently, the rear units were fixed quarter-panes (the lowering of the side window thing).  A special type of fixed quarter-pane were those used with rear windows, originally an economic imperative because initially it was too expensive to fabricate one piece glass to suit the “wrap-around styles becoming popular.  Improved manufacturing techniques let the US industry by the early 1950s overcome the limitations but elsewhere, the multi-piece fittings would continue to be used for more than a decade.

1957 Mercury Turnpike Cruiser (left), details of the apparatuses above the windscreen (centre) and the Breezeaway rear window lowered (right)

The 1957 Mercury Turnpike Cruiser was notable for (1) the truly memorable model name, (2) introducing the “Breezeway" rear window which could be lowered and (3) having a truly bizarre arrangement of “features” above the windscreen.  Unfortunately, the pair of “radio aerials” protruding from the pods at the top of the Mercury’s A-pillars were a mere affectation, a “jet-age” motif decorating what were actually air-intakes.

Brochure for 1957 Mercury Turnpike Cruiser promoting, inter-alia, the Breezeway retractable rear window.

A three-piece construction was however adopted as part of the engineering for the “Breezeway”, a retractable rear window introduced in 1957 on the Mercury Turnpike Cruiser.  It was at the time novel and generated a lot of publicity but the concept would have been familiar to those driving many roadsters and other convertibles which had “zip-out” rear Perspex screens, allowing soft-top to remain erected while the rear was open.  Combined with the car’s quarter-vents, what this did was create the same fluid dynamics as flow-through ventilation.  The way Mercury made the retractable glass work was to section the window in a centre flat section (some 80% of the total width), flanked by a pair of fixed quarter-panes.  After the run in 1957-1959, it was resurrected for use on certain Mercury Montclairs, Montereys and Park Lanes.

1958 (Lincoln) Continental Mark III Convertible (with Breezeway window).  The platform was unitary (ie no traditional chassis) which with modern techniques easily was achievable on the sedans and coupes but the convertible required so much additional strengthening (often achieved by welding-in angle iron) that a Mark III Convertible, fueled and with four occupants, weighed in excess of 6000 lb (2720 kg). 

Ford must have been much taken with the feature because it appeared also on the gargantuan “Mark” versions of the (Lincoln) Continentals 1958, 1959 & 1960, dubbed respectively Mark III, IV, & V, designations Ford shamelessly would begin to recycle in 1969 because the corporation wanted the new Mark III to be associated with the old, classic Continental Mark II (1956-1957) rather than the succeeding bloated trio.  The “Breezeway” Lincolns also featured a reverse-slanted rear window, something which would spread not only to the Mercurys of the 1960s but also the English Ford Anglia (105E, 1959-1968) and Consul Classic (1961-1963) although only the US cars ever had the retractable glass.  The severe roofline was used even on the convertible Continentals, made possible by them sharing the rear window mechanism used on the sedan & couple, modified only to the extent of being retractable into a rear compartment.

1974 Lincoln Continental Town Car with mini vents.

In the 1970s Lincoln introduced the novelty of “mini-vents” which raised and lowered separately from the main side-glass.  Smoking was at the time socially acceptable (in some circles it must have appeared obligatory) and there was a lot of it about so engineers devoting time to finding a better way for those wanting to “flick ash out the window” while running the A-C wasn’t surprising.  Those visualizing a “flick” in process might be surprised such a thing existed because if in a modern vehicle, its shape honed in wind-tunnels and computer simulations, what would likely happen would be “blowback”.  That’s because the shape is aerodynamically efficient (with a “buffer zone” very close to the surface) and disrupting that by lowering a window shifts the inside pressure from positive to negative, ask thus being “sucked-in”.  However, on something like a 1974 Lincoln Continental (which conceptually can be imagined as one brick sitting atop two), the buffer zone can (depending on speed) extend as as much as 3 feet (close to a metre) from the body.  The meant ash was flicked into the “buffer zone” and it didn’t end up back in the cabin.  The vents didn’t last (another casualty of the quest for lower drag) but as late as 1985 they appeared as a US$72 extra and were known in the industry as the “smoker's option”.

1967 Chevrolet Camaro 327 Convertible with vent windows (left), 1969 Chevrolet Camaro ZL1 without vent windows (centre) and Lindsay Lohan (b 1986) & Jamie Lee Curtis (b 1958) in 1969 Chevrolet Camaro Convertible during filming of the remake of Freaky Friday (2003), Los Angeles, August 2024.  Freakier Friday is slated for release in August, 2025).

Through Chevrolet's COPO (Central Office Production Order) system, 69 1969 Camaros were built with the ZL1, an all-aluminum version of the 427 cubic inch (7.0 litre) big-block V8.  The COPO had been established as an efficient way to coordinate the production of fleet orders (law enforcement agencies, utility companies etc) for runs of vehicles in a certain specification but the drag racing community and others worked out it could be used also as “back-door” way to order small runs of cars with otherwise unavailable high-performance engines.  The Freakier Friday Camaro (badged as a 396 SS but several were used during filming including at least one with a roll-over bar for the stunt work) lacks the vent windows which were deleted from the range after 1967 when “Astro-Ventilation” (GM’s name for flow-through ventilation) was added.  In North American use, the devices typically are referred to as “vent windows” while a “quarter light” is a small lamp mounted (in pairs) in the lower section of the front bodywork and a “quarter-vent” is some sort of (real or fake) vent installed somewhere on the quarter panels.  As flow-through ventilation became standardized and A-C installation rates rose, Detroit abandoned the quarter-vent which pleased industry because it eliminated both parts and labor, lowering the cost of production (the savings absorbed as profits rather than being passed to the customers).  On the small, cheap Ford Pinto (1971-1980), removing the feature saved a reported US$2.16 per unit but, being small and cheap, A-C rarely was ordered by Pinto buyers which was probably a good thing because, laboring under the 1970s burdens of emission controls, the weight of  impact-resistant bumper bars and often an automatic transmission a Pinto was lethargic enough with out adding power-sapping A-C compressor and plumbing.  Responding (after some years of high inflation) to dealer feedback about enquires from Pinto customers indicating a interest in the return of vents, Fords cost-accountants calculated the unit cost of the restoration would be some US$17.

1961 Maserati 3500 GTi with single (front) quarter-vent.

With the coming of flow-through ventilation and in increasing up-take of air conditioning, the US manufacturers welcomed being able to eliminate quarter-vents because it meant fewer parts, less material and some minutes of labor saved during assembly.  The process also worked the other way which resulted in some Maserati 3500 GTs (Tipo 101, 1957-1964) being a rare example of a car with front and rear quarter-vents fitted to the same door.  Between 1947-1956, Maserati had sold various versions of its A6 as road cars but, with a design based on the principles used in racing as well as many components from the competition department, none were ideally suited to volume (or even series) production.  Noting the success Ferrari was enjoying with the road-going variants of their 250 series sports cars, Maserati resolved to emulate the business model and developed a platform which was something of a “parts bin special”, components from many European manufacturers bought “off the shelf” as a way of lowering costs; in the usual manner of the low-volume Italian specialists in the post war-era, coachbuilders were asked to submit designs for the bodywork and ultimately, the contract was awarded to Carrozzeria Touring of Milan.  Like Ferrari, Maserati used a derivative of one of their racing engines and although the 3.5 litre (213 cubic inch) straight-6 neither looked or sounded as exotic as Ferrari’s charismatic V12s, it was a reliable, well-proven unit with power and torque characteristics better suited to a wide range of buyers (many of whom appreciated the ease with which the straight-6 could be serviced).  As a relic of its days in Formula One and sports car racing, Maserati did have a V12 but it was bulky and in output offered little more than the six, certainly for road use (Remarkably, the ancient V12, heavily revised, briefly would enjoy some success in 1966 when it was one of the few fully-developed engines available when the new 3.0 litre (183 cubic inch) rules took effect in Formula One).

1962 Maserati 3500 GTi with front & rear quarter-vents.

Almost all the 3500 coupés were bodied by Touring using their patented Superleggera (super light) technique of construction, the method involving the fabrication of a structural framework of small diameter steel tubes that conformed to the body shape, this skeletal frame then covered by an aluminium outer skin.  The result was something both light and rigid. In the late 1950s, the 3500 GT was the right car for the time and was company’s first truly successful road car, the profits from the model for the first time putting things on a stable financial footing; almost 2000 coupés and some 250 Spyders (roadster), mostly by Carrozzeria Vignale, leaving the factory between 1957-1964 and the memorable, bespoke 5000 GTs (1959-1966) were developed on the same platform with Maserati 5.0 litre (301 cubic inch) (the original “big bore” units later replaced by “long stroke” versions better suited to road use).  In 1959-1962, the 5000 GT was probably the fastest car on sale but was so expensive only 32 were built.

1962 Maserati 3500 GTi; the quarter-vents were opened and closed using knurled, stainless steel knobs.

The 3500 GT was however a design of its time and although in some ways mechanically advanced, was in other aspects little different from the way things were done in the 1930s, including the cabin ventilation, the extent of the sophistication being the ability to wind down the windows (power windows were standard on all but the earliest models).  So, in a 3500, things could get hot and stuffy and, in late 1961, the first were built with air-flow augmented by second, rear-mounted quarter-vent.  What that did was emulate exactly the fluid dynamics of flow-thru ventilation and the reason it was done that way was simple economics: to add a pair of quarter-vents was simple and cheap whereas the addition of an integrated flow-thru ventilation system would be demanding of time and resources and thus expensive.  In one review, it was reported such an upgrade would cost more than three times the budget the factory allocated for the introduction of Lucas mechanical fuel-injection to replace the triple Weber carburetors.  The engineers did implicitly acknowledge the second quarter-vent was an unhappy, if necessary, compromise, all subsequent Maseratis including an integrated flow-thru system.  

Ford Australia’s early advertising copy for the XA Falcon range included publicity shots both with and without the optional quarter-vents (left) although all sedans & station wagons had the non-opening, rear quarter-panes, fitted so the side window completely could be lowered.  One quirk of the campaign was the first shot released (right) of the “hero model” of the range (the Falcon GT) had the driver’s side quarter-vent airbrushed out (how “Photoshop jobs” used to be done), presumably because it was thought to clutter a well-composed picture.  Unfortunately, the artist neglected to defenestrate the one on the passenger’s side.

Released in Australia in March 1972, Ford’s XA Falcon was the first in the lineage to include through-flow ventilation, the previously standard quarter-vent windows moved to the option list as RPO (Regular Production Option) 86.  Because Australia often is a hot place (and now getting hotter) and many Falcons were bought by rural customers, Ford expected a high take-up rate of RPO 86 (it was a time when A-C was expensive and rarely ordered) so the vent window hardware was stockpiled in anticipation.  However, the new flow-through ventilation system was effective and the option didn’t prove popular but with a warehouse full of the parts, they remained available on the subsequent XB (1973-1976) and XC (1976-1979) Falcons although the take-up rate never rose, less the 1% of each range so equipped and when the XD (1979-1983) was introduced, there was no such option and this continued on all subsequent Falcons until Ford ceased production in Australia in 2016, by which time A-C had long been standard equipment.

Great moments in tabloid journalism: Sydney's Sun-Herald, Sunday 25 June, 1972.  The Sun-Herald was then part of the Fairfax group, proving Rupert Murdoch (b 1931) can't be blamed for everything.

The infrequency with which RPO 86 was ordered has been little noted by history but on one car the fixtures did become a element which enabled a owner to claim the coveted “one-of-one” status.  In August 1973, near the end of the XA’s run, with no fanfare, Ford built about 250 Falcons with RPO 83, a bundle which included many of the parts intended for use on the stillborn GTHO Phase IV, cancelled (after four had been built) in 1972 after a tabloid newspaper generated one of the moral panics of which they're so fond, this time about the “160 mph super cars” it was claimed the local manufacturers were about to unleash and sell to males ages 17-25.  Actually, none of them were quite that fast but not often has the tabloid press been too troubled by facts and the fuss spooked the politicians (it's seldom difficult to render a "minister horrified").  Under pressure, Holden cancelled the LJ Torana V8, Ford the GTHO Phase IV and Chrysler reconfigured it's E55 Charger 340 as a luxury coupé, available only with an automatic transmission and no high-performance modifications.

The “quarter-vent XA RPO 83 GT”: 1973 Ford Falcon XA GT sedan (Body Identification: 54H; Model Code: 18238) in Calypso Green (code J) with Onyx Black (code B) accents over Black Vinyl (Code B) with 351 4V V8 (Code T) and four-speed manual transmission (Code L).  It’s the only one produced with both RPO 83 (a (variably fitted) bundle of parts left-over from the aborted GTHO Phase IV project) and RPO 86 (front quarter-vent windows).  In the collector market they're referred to usually as “the RPO83 cars”.

So in 1973 Ford's warehouse still contained all the parts which were to be fitted to the GTHO Phase IV so they’d be homologated for competition and although the rules for racing had been changed to ensure there was no longer any need to produce small batches of “160 mph [257 km/h] super cars”, Ford still wanted to be able to use the heavy-duty bits and pieces in competition so quietly conjured up RPO 83 and fitted the bundle on the assembly line, most of the cars not earmarked for allocation to racing teams sold as “standard” Falcon GTs.  Actually, it’s more correct to say “bundles” because while in aggregate the number of the parts installed was sufficient to fulfil the demands of homologation, not all the RPO 83 GTs received all parts so what a buyer got really was “luck of the draw”; with nobody being charged extra for RPO 83, Ford didn’t pay too much attention to the details of the installations and many who purchased one had no idea the parts had been included, the manual choke's knob the only visually obvious clue.  Ford made no attempt to publicize the existence of RPO 83, lest the tabloids run another headline.  It’s certain 250 RPO 83 cars were built (130 four-door sedans & 120 two-door Hardtops) but some sources say the breakdown was 131 / 121 while others claim an addition nine sedans were completed.  Being a genuine RPO 83 car, the Calypso Green GT attracts a premium and while being only RPO 83 with quarter-vent windows is not of any great significance, it does permit the prized “one-of-one” claim and not even any of the four GTHO Phase IVs built (three of which survive) had them.  In the collector market, the “one-of-one” status can be worth a lot of money (such as a one-off convertible in a run of coupés) but a Falcon’s quarter-vents are only a curiosity.

The Bathurst 1000 winning RPO 83 Falcon GTs, 1973 (left) & 1974 (right).

All else being equal, what makes one RPO83 more desirable than another is if it was factory-fitted with all the option's notional inventory and most coveted are the ones with four-wheel disk brakes.  Because the project was focused on the annual endurance event at Bathurst's high-speed Mount Panorama circuit, the disks were as significant as an additional 50 horsepower and a few weeks before the RPO 83 run they'd already been fitted to the first batch of Landaus, which were Falcon Hardtops gorped-up (what bling used to be called) with hidden headlights, lashings of leather, faux woodgrain and a padded vinyl roof, all markers of distinction in the 1970s; unusually, there was also a 24 hour analogue clock.  Essentially a short wheelbase, two-door LTD (which structurally was a Falcon with the wheelbase stretched 10 inches (250 mm) to 121 (3075 mm)), the Landau was not intended for racetracks but because it shared a body shell and much of the running gear with the Falcon GT Hardtops, Ford claimed Landau production counted towards homologation of the rear disks.  Fearing that might be at least a moot point, a batch were installed also on some of the RPO 83 cars and duly the configuration appeared at Bathurst for the 1973 event, their presence of even greater significance because that was the year the country switched from using imperial measures to metric, prompting the race organizers to lengthen the race from 500 miles (804 km) to 625 (1000), the Bathurst 500 thus becoming the Bathurst 1000.  RPO 83 Falcon GTs won the 1973 & 1974 Bathurst 1000s.

The “quarter-vent XB GT”: 1973 Ford Falcon XB GT sedan (Body Identification: 54H; Model Code: 18338) in Polar White (Code 3) with Onyx Black (code B) accents over Parchment Vinyl (Code P) with 351C 4V V8 (Code T) and four-speed manual transmission (Code L).  This is the only XB GT ordered with RPO 86 (front quarter-vent windows).

So with a large stock sitting in the warehouse, despite the dismally low take-up rate, the quarter-vents remained available when the XB Falcon (1973-1976) range was released and of the 1952 XB GT sedans sold (there were also 949 two-door Hardtops) a single buyer ticked the RPO 86 box.  Again, while granting the coveted “one-of-one” status, it’s not something of great significance although the car to which the pair of vents was fitted is one of the more desirable XB GTs because it was one of the 139 XB GTs built with the combination of the “4V Big Port” 351 V8 and four-speed Top Loader manual transmission.  The first 211 XB GTs received the fully-imported 351 4V Clevelands, “using up” what was in stock, subsequent models switching to the locally made variant.

US Built 351C-4V in 1973 XB Falcon GT.

Ford Australia had been importing from the US the high-performance 351C-4V V8 for use in the GT but when advised US production of that configuration was ending, the decision was taken to produce a local “high-performance” version of the 351 using the 351C 2V “small port” cylinder heads with “open” combustion chambers and a four-barrel carburetor; Ford Australia only ever manufactured the “small port” heads.  That means the Australian nomenclature “351C-4V” (small ports & four barrel carburetor) differs in meaning from that used in the US where it translated to “big ports & four barrel carburetor”.  It sounded a retrogressive step and while there was some sacrifice in top-end power, the antipodean combo turned out to be ideal for street use because the fluid dynamics of the flow rate through the smaller ports made for better low and mid-range torque (most useful for what most drivers do most of the time) whereas the big-port heads really were optimized for full-throttle operation, something often done on race tracks but rarely on public roads… even in the Australia of the early 1970s.  Still, some did miss the responsiveness of the high-compression US-built engine, even if the difference was really apparent only above 80 mph (130 km/h).  Ford's "2V" & "4V" nomenclature came to mislead some because the terms later were adopted to differentiate between cylinder heads using two (intake) and four (exhaust) valve configurations in the cylinder head(s).  Why Ford decided to use "venturi" rather than the more usual "barrel", "throat" or "choke" doesn't seem to be documented but it must at the time have seemed a good idea.  Ford Australia's hybrid interpretation of the Cleveland (the 2V heads & 4V carburetor combo) must have baffled the Americans which only ever assembled their 351s in matching form.      

The other ceremony that happened in Australia on 11 November, 1975: Ford Australia's photo shoot, Melbourne, Victoria.

Although only 2,901 XB GTs were produced, as the “halo” model it was an important image-maker and the XB range proved successful with almost 212,000 sold over its 34 month life (over 18 months in a generally more buoyant economy XA production had reached over 129,000).  Stylistically, the XB was an improvement over the poorly detailed XA and much was made (among Ford's claimed 2,056 changes from the XA) of the headlight’s high-beam activation shifting from a foot-operated button to a steering column stalk which, thirty-odd years on from the achievement of nuclear fission, doesn’t sound like much but motoring journalists had for years been advocating for “a headlight flasher”, having been impressed by the “safety feature” when being “flashed” on the German Autobahns by something about to pass at high speed.  More welcome still were the GT’s four-wheel disk brakes, acknowledged as good as any then in volume production.  The success of the XB coincided with Ford Australia’s two millionth vehicle leaving the assembly line so on Tuesday 11 November, 1975, Ford’s public relations office invited journalists and camera crews to a ceremony to mark the occasion, laying on the usual catering (including free cigarettes!) to ensure a good attendance.

Ford Australia pre-release publicity shot for the XB range release (embargoed until 15 September 1973).

1973 Ford Falcon XB GT Hardtop (Body Identification: 65H; Model Code: 18318) in Yellow Blaze (Code M) with Onyx Black (code B) accents over Black Vinyl (Code B) with 351C 4V V8 (Code T) and three-speed T-Bar automatic transmission (Code B).  Because the various side windows used by the Hardtop, Ute and Panel Van derivatives were different to fit the door and roof shapes, the quarter-vents were never offered on those and RPO 86 on the Hardtops was the dreaded vinyl roof in tan.  The sunroof (RPO 10) was a rarely (168 Falcons and 244 Fairmonts) specified option.

Unfortunately, the pictures of the dutifully polished XB Fairmont (a Falcon with some gorp) sedan didn’t generate the publicity expected because the next editions of the daily newspapers (there were then a lot of those and they sold in big numbers) had a more sensational story to cover: On that Tuesday, Sir John Kerr (1914–1991; governor-general of Australia 1974-1977) had dismissed from office Gough Whitlam (1916–2014; prime minister of Australia 1972-1975) and his troubled administration.  It was the first time the Crown had sacked a prime-minister since William IV (1765–1837; King of the UK 1830-1837) in 1834 dismissed Lord Melbourne (1779–1848; prime minister of the UK 1834 & 1835-1841) and although in 1932 Sir Philip Game (1876–1961; governor of NSW 1930-1935) had sundered the commission of Jack Lang (1876–1975; premier of New South Wales 1925-1927 & 1930-1932), the few Australians who pondered such things believed the days of meddling viceroys were done.  Sir John however proved the royal prerogative still existed (although paradoxically perhaps now only in the hands of a monarch’s representative rather than their own) and a certain XB Fairmont making a footnote in the history of Australian manufacturing passed almost unnoticed.