Tactile

Tactile (pronounced tak-til or tak-tahyl)

(1) Of, pertaining to, endowed with, or affecting the sense of touch.

(2) Perceptible to the touch; tangible.

(3) Capable of being touched; tangible (archaic).

1605–1615: From the Middle French tactile, from the Latin tāctilis (tangible), from tāctus, past participle of tangere (to touch)), from the primitive Indo-European root tag (to touch; to handle).  The construct was tact(us) + ile.  The –ile suffix was from the Latin –īlis (neuter -ile, comparative -ilior, superlative -illimus or -ilissimus; the third-declension two-termination suffix), from the Proto-Italic -elis, from the primitive Indo-European -elis, from -lós.  It was used to form an adjective noun of relation, frequently passive, to the verb or root.  The meaning "of or pertaining to the sense of touch" is attested from the 1650s.  Tactile is an adjective; tactility is a noun.

Work of art: 1992 IBM (Blue Label) Model M keyboard.

In the few decades computing has been a mainstream activity, there has been such a variety of hardware, operating systems, languages and software at various points in the application layers, that there’s little general agreement about what’s best in any particular field but most with any exposure to the IBM Model M keyboard agree it’s probably the finest keyboard ever made.  Even those not attracted to the tactility which is its most obvious feature (and there are those who prefer a “squishy” to a “clicky” keyboard) will usually concede the build quality is exceptional, compared especially to some of the sad devices bundled with systems in recent years.  It shouldn’t be surprising IBM was able to build something like the Model M keyboard at scale given the company’s decades of experience in engineering a construction and there are Model M nerds prepared to believe all those years were but preparation for what was required to make the tactile devices. 

1973 IBM Selectric with three elements (golfballs).

International Business Machines (IBM) began in New York in 1888 (adopting the IBM name in 1924), its early core-business mechanical “tabulating systems” for accounting and time-keeping and by the 1930s, some of the mechanical engineering used in these systems was applied to typewriter technology after it acquired the tools, patents and production facilities of Electromatic Typewriters of Rochester.  The result of the R&D effort was the Model 01 IBM Electric Typewriter which was released in 1935 and became the first really successful electric typewriter in the US, the beginning of a line which, in 1961 produced the IBM Selectric, famous for its “element” which the rest of the world called the “golfball”.  The almost spherical “golfball” (which appears in some IBM documents both also as “typeball”) contained the impressions of the letters which struck the ribbon and was interchangeable with other made with other font sets.  That was not a new idea, other manufacturers using the principle of interchangeability in the late nineteenth century but with “type wheels” which were larger and tended to be fragile, the three-dimensional “golfball” both more robust and, having to travel a smaller distance per key stroke, permitting a faster typing rate.  It was with the Selectric that the evolution of what became the Model M keyboard really began.

1984 IBM Model F keyboard; the IBM mouse of the era was a ghastly to use as it looks.

The first version of the definitively tactile, stand-alone IBM keyboard was the Model 14 which, although most associated with the original IBM PC-1 released in August 1981, had actually debuted with the System/23 Datamaster (1981-1985), a short-lived corporate workstation which proved a dinosaur, unable to compete with the IBM PC, the success of which was also the death knell for the earlier 6580 Displaywriter (1980-1986) which had actually enjoyed some success as a hefty and expensive but capable corporate word-processor.  The Datamaster, introduced just five weeks prior to the PC-1, used the same Model 14 keyboard, initially with an 83 key layout and the nerdiest of nerds note its technical superiority over the Model M in that it uses a buckling spring over a capacitive PCB (printed circuit board) rather than the later membrane.  The Model F remained in general production until 1985, being then built in limited numbers (by both IBM and Lexmark) until 1985 and was notable for innovations such as the revisions to the layout to accommodate the PC-AT protocols and the availability of specialized models with as few as 50 or as many as 127 keys.

Customized IBM Model F keyboard with LED module.

Model F aficionados can be snobby, pointing out even IBM admitted one of the design objectives with the Model M was to reduce manufacturing costs but their attraction is real, the intricacies of the Model F intriguing and their labour-intensive production process does mean nothing like them is likely again to be made.  The internal assembly uses two curved metal back-plates and the PCB is flexible, thus also curved when attached to the back-plate and while just about every other keyboard's curves are simulated by the molding of the keycap profiles, the Model F's curve is integral to the frame, thus allowing all keycaps to be the same shape and size, a great advantage for those who like to tinker and customize.  Freaks customizing keyboards are perhaps less frequently found than once they were but still exist in dark rooms living on pizza and Coca-Cola.  Snobbery or not, the freaks do have a point (up to a point) because the mechanical advantages are real.  The capacitive design is superior, requiring a lighter actuation force and delivering a crisper feel and a slightly sharper feedback; it’s also more robust, IBM guaranteeing each key with a MTBF (mean time between failure) of over 100 million key-presses, a reasonable life even for the most productive trolls.  The switch from PCBs to membranes meant these characteristics were to some degree toned down in order to lower manufacturing costs although the MTBF was still rated an impressive 80 million.

1988 IBM Model M keyboard (122 key version).

Pace the freaks but the Model M is preferable, if for no other reason than simply because it (more-or-less) standardized the core keyboard layout (most others now conform) and in use, the tactility is little different from its predecessor.  Regarding the layout, the case can be made that the Model F’s location of the function keys to the left may actually make more sense but the planet has settled on the Model M layout.  Introduced in 1985 with the 3161 terminal, the PC-compatible version appeared in 1987 when it was included with the PS/2.  In use the Model M is a solid (9 lb (4 kg)) tactile experience which feels little different from the Model F and users have a long time to become accustomed to that feel; the keyboards, the oldest of which are now some forty years old, appearing not to have a life expectancy, many in continuous use for decades and a servicing ecosystem exists should any parts need to be replaced although it’s said rectifying the consequences of spills (of coffee, red wine, G&Ts etc) is a more common request.  The best source for the tactile IBMs is ClickyKeyboards.

United States Patent # 4,118,611 Buckling Spring torsional snap actuator. Harris, 1978:

It will be appreciated with regard to the figures that depression of the key button 1 moves the key button and its stem 6 into the housing 3, creating longitudinal compression and lateral deflection of the helical compression spring 2. An initial counter-clockwise moment is exerted on the rocker member 4 which is approximately equal to the force F times the distance between the pivot point 8 of the rocking member 4 and the center line of the spring. The upper end of the helical spring 2 is held squarely against the key button 1 by a clockwise moment created by a force equal to approximately F times the diameter of the spring divided by two. The rocker member 4 will initially be held firmly over the contacts 5A and 5B. As the lateral motion of the center of the helical compression spring 2 increases, both the top and bottom reaction moments in spring 2 are decreased because F is transmitted through the center section of spring 2. Shortly after these moments approach 0, the rocker member rocks to a position squarely over contacts 5A and 5C and the top of spring 2 rocks about the right hand edge of its topmost coil. The constraints upon the depression column spring have changed from an initial end clamped condition to an end clamped-pinned condition. This sudden change provides the tactile response of the key and is accompanied by a sudden rocking action of the rocker member 4 which creates an acoustic feedback as well.

The "buckling spring torsional snap actuator" is the core of the Model M’s charm.  Unlike mechanical switches that are depressed straight down like plungers, the Model M has springs under each key that contract, snap flat, or "buckle," and then spring back into place when released.  This provides the audible “click” so associated with the model and which some don’t like but for those who become accustomed to typing on one, it’s hard to go back to anything else; they have the feel of a pre-modern (circa 1980 and earlier) Mercedes-Benz.  Because of the physicality, typing on a Model M is a tangible experience; like a typewriter, the tactility and the feedback of the click gives every letter a physical presence.

IBM Model M user Lindsay Lohan in Life-Size (2000, Walt Disney Television).

NASA's Lunar Sample Laboratory Facility (LSLF) is a repository and laboratory facility at the Lyndon B. Johnson Space Center in Houston.  Since 1979 it's housed geologic samples returned from the Moon by the Apollo program missions to the lunar surface (1969-1972).  The facility preserves in a secure vault most of the 842 lb (382 kg) of lunar material returned to Earth as well as some other material and the associated data records.  The facility also contains clean-environment laboratories so samples can be processed and studied in a contamination-free environment.

The LSLF houses the only eight lunar rocks (some nearly four billion years old) on earth available to be touched by the general public.

The LSLF also includes an IBM Model M keyboard and PS/2 PC (it’s not known if it’s running PC-DOS or OS/2) in an exhibit which is a replica of a room in the Space Centre during the 1980s.

Layout Model F, PC & XT, (1981).

Layout Model F, PC-AT (1984).

Layout Model M, 3161 Terminal (1985) & PS/2 (1987). 

Toggle

Toggle (pronounced tog-uhl)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

1964 Jaguar E-Type roadster

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

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

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

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

In 1968, the new wave of legislation came mostly from the US DOT so applied almost exclusively to vehicles sold in the US but such was the importance of that market it made little sense for Jaguar to continue to produce a separate line for with toggle switches for sale in the rest of the word (RoW) so the decision was taken to standardize on the flatter, more rounded rocker switches.  At much the same time, other changes were made to ensure the E-Type on sale in 1968 would conform also to all the other new rules, the most obvious being the banning of the lovely covered headlights which necessitated their replacement with higher-mounted units in a scalloped housing.  In view of the extent of the changes required, it was decided to designate the updated cars as the “Series 2” (S2) E-Type.  Despite the perceptions of some, now fuelled by internet posts and re-posts, by 1967, Jaguar, while not a mass-production operation along the lines of a computerized Detroit assembly line, had long since ceased to be a cottage industry and as a change was made in a model’s specification, except for specified batches, that was applied to all production after a certain date.  Despite the factory’s records documenting this, urban myths continue to circulate, stimulated by “unicorns” such as the handful of 3.8 litre Mark 2 sedans built after 1967 when the line was rationalized (as the 240 & 340) and restricted to the 2.4 & 3.4 litre XK-Six; those 3.8s were “special orders” and not ad-hoc aberrations from the line.  However, nothing in the era has resulted in as much misinformation as the specification of what came (unofficially) to be called the Series 1.25 & 1.5 E-Types, the most common myth being that before S2 production proper began, some cars left the factory with a sometimes unpredictable mix of S1 & S2 parts, this haphazardness accounted for by the expedient of “using up stock”.  In the industry, (even in computerized Detroit) the practice was not unknown but there’s now no doubt it never applied to the 1967 E-Types.  What notably attracts speculation is the phenomenon of “overlap”: a Jaguar might be found to include some “later” or “earlier” features than the build date would indicate should be fitted.  It's part of the charm of the breed and is thought to be the result of the recorded “build date” reflecting when a car passed the final quality control checks so one with an earlier chassis number could be returned for rectification, thus picking up what appears to be an “out-of-sequence” date.  

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

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

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

After the headlight covers were legislated to extinction, the replacement apparatus on the E-Types came to be called “sugar scoops”, a term earlier used for the Volkswagens & Porsches sold in North America US market which had to be fitted with sealed-beam headlights because of protectionist rules designed for the benefit of US manufacturers.  The use of “sugar scoop” for the E-Type was appropriate because the visual link with the original utensil (which, in technical terms, is a "specialized spoon") was much more obvious than the more subtle hint seen on Volkswagens & Porsches.

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

Despite that myriad of modifications, all E-Types up to those informally dubbed 1.25 are labelled S1 but the running changes can be of significance to restorers if the object is to emulate exactly the state in which a vehicle rolled off the production line; in events such as a concours d'elegance, judges can deduct points for even minor variations.  Things became more distinct when on 11 January 1967 the first E-Type destined for the US market was built without the covered headlights and this marked the beginning of the run of what would come to be known as the 1.25 although it wouldn’t be until June-July that year the open headlights became a universal fitting on all E-Types.  Between August-October 1967, the 1.5 began to evolve and that included the twin Zenith-Stromberg carburetors replacing the triple SUs, the substitution of ribbed camshaft covers, a higher mounting of the headlights (to meet minimum height requirements) and the adoption of rocker switches.  At this point, the teardrop tail lights remained, the most obvious external marker of the S2 being the chunky light below the rear bumper bar although, in the usual manner, updates continued, such as twin cooling fans (a good idea) and 1000-odd (the so-called "R2" run of cars, almost all of which are registered as 1971 models although some left the factory in 1970) E-Types gained a pair of "leaper" badges on the flanks, just behind the front wheel arches.  Unlike the centrally mounted steel leapers used on the saloons, the badge used on the flanks required two part numbers, one each for the left & right.  It seemed a pointless addition and just more clutter, just as they were on the Series 1 (1968-1973) & Series 2 (1973-1979) XJs.

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

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

So it can be hard to follow without a flow chart but, because of some overlaps in the production process, the S1-to-S1.25-to-S1.5 transition wasn’t entirely lineal but none of this is mysterious because Jaguar’s Factory Service Bulletins (JFSB) have documented these “inconsistencies” (which were completely normal industrial practice).  For example, there were a certain 32 specific US market vehicles fitted with the headlight covers which were built with serial numbers later than the first of the open headlight cars.  Not all E-Types built for the US market in 1967 thus had the open headlights and a not insignificant number of those 1.25 spec vehicles have been retro-fitted with the covers.  Such is the appeal of the covered headlights that although the E-Type market is monitored by the originality police (the “matching numbers” crowd which have an extraordinary knowledge of things like “correct” hose clamps or screw heads), there seems to be much untypical forgiveness for “back-dating” headlights to the sleeker look and they're not unknown even on the later, and much different, S3 V12 cars.

The lure of the headlight covers: 1973 E-Type with headlight covers subsequently added (left) and with the original "sugar scoops" (left).  These are US market cars with the additional "dagmars" appended to the bumperettes.  Even by 1973, thin whitewall tyres were still a popular option on US Jaguars although the wide whitewalls often fitted in the early 1960s had fallen from favor. 

While the loss of the toggle switches, teardrop taillights and headlight covers was a cause of some lament, some other changes also induce pangs of regret.  The switch from three to two carburetors was necessitated by the emission control regulations; the claimed horsepower dropped from 265 to 246 and while not many took the original rating too seriously, there was a drop in performance, especially in the upper speed ranges.  One often less noticed change mandated by the DOT was the replacement of the “eared” knock-off hubs for the wire wheels (the E-Types only ever using a two-eared version although third-party items with three ears are available) with a more “pedestrian friendly” type which, bewilderingly, are now referred to as the “non-eared”, “curly”, “octagonal”, “smooth”, “federal” “safety” and “continental” knock offs.  Take your pick.  Buyers could also take their pick of whether their “improved” wire wheels (now incorporating a forged centre hub) were painted in matte silver or chromed although the JFSB did caution that because of the altered configuration of the spokes, the wheels were not interchangeable with the earlier type except as a complete set (ie five per car).  Available from 1 January 1968 (the effective date for many of DOT’s new rules), this was Jaguar’s last update of the wire wheels which, in a variety of forms, the company had been using since being founded in 1922 as the Swallow Sidecar Company.  Never offered on the biggest and heaviest of the post-war cars (the Mark VII, VIII, IX and X/420G) or the new XJ range, they were last used on the “overlap” Daimler saloons (250 & Sovereign) in 1969 although they remained an option for the E-Type until the last was built in 1974.  Although a handful of small-scale producers continued to offer wire wheels, their final appearance on the option lists of the UK industry’s volume models came in 1980 when the last MGB was built.

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

The “Shaguar” used in the three Austin Powers movies (1997, 1999 & 2002) was a 1967 S1.5 E-Type which thus featured the combination of teardrop taillights, "sugar scoop" headlights, rocker switches and twin Zenith-Stromberg carburetors.  Because it's right-hand drive (RHD), it was probably built for the home market.  At Mecum Auctions in January 2025, the Shaguar achieved US$1 million, many times the typical sale value of a S1.5 E-Type in the same condition.

Button

Button (pronounced buht-n)

(1) A small disk, knob, or the like for sewing or otherwise attaching to an article, as of clothing, serving as a fastening when passed through a buttonhole or loop.

(2) Anything resembling a button, especially in being small and round, as any of various candies, ornaments, tags, identification badges, reflectors, markers, etc.

(3) A badge or emblem bearing a name, slogan, identifying figure, etc., for wear on the lapel, dress, etc.

(4) Any small knob or disk pressed to activate an electric circuit, release a spring, or otherwise operate or open a machine, small door, toy, etc.

(5) In botany, a bud or other protuberant part of a plant.

(6) In mycology, a young or undeveloped mushroom or any protuberant part of a fungus.

(7) In zoological anatomy, any of various small parts or structures resembling a button, as the rattle at the tip of the tail in a very young rattlesnake.

(8) In boxing slang, the point of the chin.

(9) In architecture, a fastener for a door, window, etc., having two arms and rotating on a pivot that is attached to the frame (also called turn button).

(10) In metallurgy, when assaying, the small globule or lump of metal at the bottom of a crucible after fusion.

(11) In fencing, the protective, blunting knob fixed to the point of a foil.

(12) In horology, alternative name for the crown, by which watch is wound.

(13) In the graphical user interface of computers and related devices, a small, button-shaped or clearly defined area that the user can click on or touch to choose an option.

(14) Slang term for the peyote cactus.

(15) A small gathering of people about two-thirds of the drinks are spiked with LSD.  Those who drink the un-spiked are the buttons responsible for babysitting the trippers (1960s west coast US use, now extinct).

(16) A series of nuts & bolts holding together a three-piece wheel.  Such wheels are very expensive because of the forging process and the ability to stagger offsets to create large lips.

(17) In boiler-making, the piece of a weld that pulls out during the destructive testing of spot welds

(18) In rowing, a projection around the loom of an oar that prevents it slipping through the rowlock.

(19) South African slang for methaqualone tablet.

(20) A unit of length equal to one twelfth of an inch (British, archaic).

(21) Among luthiers, in the violin-family instrument, the near semi-circular shape extending from the top of the back plate of the instrument, meeting the heel of the neck.

(22) In the plural (as buttons), a popular nickname for young ladies, whose ability to keep shirt buttons buttoned is in inverse proportion to the quantity of strong drink taken.

1275-1325: From the Middle English boto(u)n (knob or ball attached to another body (especially as used to hold together different parts of a garment by being passed through a slit or loop)), from the Anglo-French, from the Old & Middle French boton (button (originally, a bud)), from bouter & boter (to thrust, butt, strike, push) from the Proto-Germanic buttan, from the primitive Indo-European root bhau- (to strike); the button thus, etymologically, is something that pushes up, or thrusts out.  Records exist of the surname Botouner (button-maker) as early as the mid-thirteenth century (and the Modern French noun bouton (button) actually dates from the twelfth century).  It was cognate with the Spanish boton and the Italian bottone.  The pugilistic slang (point of the chin) was first noted in 1921.  First use of button as something pushed to create an effect by opening or closing an electrical circuit is attested from 1840s and the use in metallurgy and welding is based by analogy on descriptions of mushrooms.  The verb button emerged in the late fourteenth century in the sense of "to furnish with buttons" which by the early 1600s had extended (when speaking of garments) to "to fasten with buttons".  The button-down shirt collar was first advertised in 1916.

John Button (1987) (1933-2008; senator for Victoria (Australian Labor Party (ALP) 1974-1993), oil on canvas by Andrew Sibley (1933–2015), National Portrait Gallery, Canberra, Australia.

New uses continue to emerge as technology evolves:  The phrase button-pusher to describe someone "deliberately annoying or provocative" was first recorded in the 1970s and hot-button issue appeared in political science journals as early as 1954, apparently a derivation of the brief use in the press of big red-button and hot-button to (somewhat erroneously) describe the mechanics of launching a nuclear attack.  Hot button issues can be useful for political parties to exploit but what the button triggers can shift with generational change: As late as the 1990s the Republican Party in the US used "gay marriage" as a hot button issue to mobilize their base but within 25 years the electoral universe had shifted and the issue no longer had the same traction.  In the 1980s, the now mostly extinct button-pusher had been co-opted as a somewhat condescending description of photographers both by journalists and snobby art critics, the former suggesting some lack of affinity with words, the latter, an absence of artistic skill. 

2022 Mercedes-Benz EQS 56 inch (1.42 m) single-panel screen.  There are no physical buttons on the dashboard.

In cars, as in aircraft, the shifting of controls for core and ancillary systems from individual buttons and switches to combined or multi-function controllers began to accelerate during the 1960s, a reaction to the increasing number of electrically activated functions being installed to the point where, if left individualised, in some of the more electronic vehicles, space for all the buttons would have been marginal and ergonomics worse even than it was.  Some very clever designs of multi-function controllers did appear but in the twenty-first century, by the time LED flat-screen technology had become elsewhere ubiquitous, it became possible to integrate entire system control environments into a single screen which, able to display either one or a combination of several sub-systems at a time, meant space became effectively unlimited, arrays of virtual buttons and switches available in layers. 

1965 Jaguar S-Type 3.8.  Jaguar in the 1960s used more switches ("toggle" and later "rocker" to comply with safety regulations) than buttons. 

The manufacturers liked the change because it was so much cheaper to produce and install than an array of individual buttons, switches, instruments and lights, behind each of which ran at least one and sometimes several wires or lines, requiring wiring schematics that were sometimes baffling even to experts who needed sometime to track literally miles of wiring.   While now using actually even more wiring, the new systems are functionally better although their long-term reliability remains uncertain.  What will certainly be lost is the sometimes sensual atmospherics the tactile, analogue world of buttons could summon.

Centre console in 1993 Mercedes-Benz 600 SEL (W140).

The W140 (1991-1998) was probably peak-button and it won't happen again.  The W140 was end-of-era stuff in many ways and was the last of the old-style exercises in pure engineering with which Mercedes-Benz re-built its reputation in the post-war years; what followed would increasingly show the influence of accountants and the dreaded "sales department".  Best of the W140s were the early, 408 bhp (304 kw) 600 SELs tuned for top end power; the 6.0 litre (M-120; 1991-2001) V12 would later be toned-down a little and thoughts of the 8.0 litre V16 and W18 prototypes entering production were shelved as the economic climate of the early 1990s proved less buoyant than had been expected.  The subsequent concerns about climate changed doomed any hope of resurrection but as something of a consolation, AMG offered a 7.3 litre version of the V12.  Diana, Princess of Wales (1961-1997) died in the hire-car (S 280 with a 2.8 litre six) version of the W140.             

Pressed or pushed, many buttons needed.

The literal (physical) button-hole was noted in tailoring first during the 1560s, the figurative sense "to detain (someone) in unwillingly conversation” dating from 1862, a variation of the earlier button-hold (1834) and button-holder (1806), all based on the image is of holding someone by the coat-button so as to detain them.  The adjectival push-button ("characterized by the use of push-buttons) emerged in 1945 as a consequence of the increasingly electronic military systems then in wide deployment.  The earlier form “push-buttons" was from 1903, a modification of the noun push-button (button pressed with the finger to effect some operation) from 1865, then applied to mechanical devices.  The earlier adjectival form was “press-button” (1892) derived from the noun (1879).  For no apparent reason, it was the earlier “press of a button” which tended in the 1950s & 1960s to be preferred to “push of a button” to express the concern felt at the ease with which the US and USSR could trigger global thermo-nuclear war although “flick of a switch” also achieved much currency.  None were exactly usefully descriptive of a complex chain of events but it’s true in a nuclear launch, many buttons and switches are involved.

Button theory: Button theory suggests buttons can be done-up or undone.  Noted empiricist Lindsay Lohan has for some years been undertaking a longitudinal study to test theory.

Shapes, shades and sizes.

The fear of buttons is koumpounophobia, the construct being the Modern Greek κουμπί (koumpí) +‎ -phobia and the word, like many describing phobias is a neologism.  Koumpi was from the Ancient Greek κομβίον (kombíon) translates as button in its two literal senses (a fastener for clothing or a device for instrument or remote mechanical control).  A button in Greek is thus κουμπί (koumpí) (the plural κουμπιά) and the verb is κουμπώνω (koumpóno).  In the Ancient Greek the lexemic unit koump- didn’t exist although it did have κομβίον (kombíon (which exists in Modern Greek as komvíon)) which meant buckle.  It may seem as strange omission because Ancient Greek had κουμπούνω, (koumpouno) which meant “to button” but the root was κύαμος (komos or koumos) meaning “broad bean” and, because there were no buttons in the Greece of Antiquity, they used appropriately sized & shaped beans as clothes fasteners.  The construct of koumpouno (to button) koum(os) + + πονέω (poneo) (to work; to exert), the idea of a bean which is used again and again.  The suffix -phobia (fear of a specific thing; hate, dislike, or repression of a specific thing) was from the New Latin, from the Classical Latin, from the Ancient Greek -φοβία (-phobía) and was used to form nouns meaning fear of a specific thing (the idea of a hatred came later).

Lindsay Lohan in trench coat buttons up.  As fashionistas know, with a trench the belt is tied, only the military buckling up.

So, in the narrow technical sense, an etymologist might insist koumpounophobia is the fear of clothing fasteners rather than buttons of all types but that seems not helpful and it’s regarded as a generalised aversion and one said sometimes associated with kyklophobia (the fear of circles or other round objects) and especially the surprisingly common trypophobia (fear of holes (particularly if clustered or in some way arranged in a pattern)).  Estimates of the prevalence of the condition have been given by some but these are unverified and it’s not clear if those who for whatever reason prefer zips, Velcro or some other fastener are included and with phobias, numbers really should include only those where the aversion has some significant impact on life.  The symptoms suffered can include (1) an inability to tolerate the sight, sound, or texture of buttons, (2) feelings of panic, dread, or terror when seeing or thinking about buttons, (3) an acknowledgment that the fear is either wholly irrational or disproportionate to the potential danger.  Koumpounophobia reactions are usually automatic & uncontrollable and the source may be unknown or experiential (exposure to some disturbing imagery or description of buttons or an actual event involving buttons such as swallowing one when a child).  Like many phobias, the physical reactions can include a rapid heartbeat, shortness of breath, trembling, excessive sweating, nausea, dry mouth, inability to speak or think clearly, tightening of stomach muscles, and an overwhelming desire to escape from button-related situations.  All are likely to involve an anxiety attack to some extent and the recommended treatment is the staggered exposure therapy used for many phobias; the patient slowly learning to wear, use and live with buttons; antidepressants, tranquillisers & beta-blockers are now considered medications of last resort.

Buttons are hard to avoid.

What is sometimes treated as koumpounophobia can be a manifestation of a different phobia.  In the literature there are examples of buttons triggering anxiety when touched or viewed but the reaction was actually to texture, color or a resemblance to something (typically a face, mouth or teeth).  The button is thus incidental to the reaction in the same way that those with mysophobia (in popular use the germophobic) may react to buttons because of the association with uncleanliness.  One documented aspect of obsessive compulsive disorder (OCD) is that many sufferers immediately wash their hands after touching a button; the increased prevalence of this behaviour during the COVID-19 pandemic in relation to buttons touched by other (keyboards, elevators et al) is not thought indicative of a phobia but would be if it manifests as life-long behaviour.

Apple Magic Mouse, Multi-Touch Surface in white @ US$99.00 (left), Logitech Signature M650 L Full-size Wireless two-button Scroll Mouse with Silent Clicks in blue @ US$37.99 (centre) and Steve Jobs' vision of hell: Canon 5565B001 X Mark I Slim 3-in-1 wireless mouse with keypad calculator @ US$49.95. 

Steve Jobs (1955-2011; sometime co-founder, chairman & CEO of Apple) was said to have an aversion to buttons, something linked to his fondness for button-free turtleneck clothing but given he spent decades using keyboards without apparent ill-effect, it’s doubtful a clinician would diagnose koumpounophobia and it more likely he was just convinced of the technological advantages of going button-less.  Without buttons, manufacturing processes would be cheaper, water-proofing devices like iPhones would become (at least theoretically) possible and upgrades would no longer be constrained by static buttons, the user interface wholly virtualized on one flat panel.  It apparently started with the button-less Apple mouse, the industry legend being Mr Jobs saw a prototype (which the designers regarded as nothing more than speculative) and insisted it become Apple’s standard device.  Whether or not it happened that way, the story is illustrative of the way business was done at Apple and it’s notable his veto on offering a stylus with which to interact with apps or the operating system didn’t survive his death.  His response to the idea of a stylus was reportedly “yuk” and he seems to have decided all his users would think the same way and probably he was right, Apple’s users tending always to do what Apple tells them to do.  However, for those who find the sleek Apple mouse better to behold than use, third-party products with buttons and scroll wheels are available, sometimes for half the cost of the genuine article.

Shiny on the outside: Finished in Bianco Avus over black leather with Rosso Corsa (red) instruments, chassis 133023 (2003) is the only Ferrari Enzo the factory painted white.  Some Ferraris really suit white, notably the 365 GT4 2+2 and the successor 400 and 412 (1972-1989).

The dreaded “Ferrari sticky buttons” is a well-known phenomenon, the stickiness coming from the rubberized material preferred by the factory because of the superior feel offered.  However, under about any climatic conditions, continuous use will produce a deterioration which resembles melting, a mushiness the final outcome.  The internet is awash with suggestions, the simplest of which involves products like rubbing alcohol (the use of which can cause its own destructiveness) and the consensus seems to be that in many cases only replacement buttons will produce a satisfactory result.  The choice is between obtaining the real Ferrari part-number (if available) with the knowledge the problem will re-occur or use third-part replacements which are made of a more durable material, the disadvantage being the feel won’t be quite the same and there’s a reluctance among some to use non-factory parts.

Ferrari 485 California F1 gearbox buttons, sticky (left) and not (right).

Ferrari does use the suspect material for a reason and it’s applied to interior components such as trim, bezels, buttons & switches, and heating, ventilation & air-conditioning panels.  The coatings are usually referred to as “soft-touch” and designers like them for the soft, velvet-like feel imparted.  Used also on computer mouses and electronic remote controls, the low gloss sheen is also helpful in cars because being absorptive, glare is reduced and Ferrari uses them with both a clear and black finish.  It’s an issue actually not exclusive to Ferraris although owners of those do seem most concerned and while using rubbing alcohol might sound a tempting Q&D (quick & dirty) fix, for those with sticky buttons this is probably a job best left to experts of which there are now a few.