Barracuda

Barracuda (pronounced bar-uh-koo-duh)

(1) Any of several elongated, predaceous marine fishes of the genus Sphyraena, certain species of which are used for food. The large fish are notoriously voracious and are found world-wide in tropical & sub-tropical waters; the collective noun is "battery".

(2) In slang, a treacherous, greedy person (obsolete).

(3) In slang, one who uses harsh or predatory means to compete.

(3) A car produced by the Plymouth division of Chrysler Corporation in three generations between 1964-1974 (as both Barracuda and 'Cuda).

1670-1680: From American Spanish, thought derived from customary use in the Caribbean, borrowed from the Latin American Spanish barracuda, perhaps from a Cariban word, most likely the Valencian-Catalan barracó (snaggletooth), first recorded as barracoutha.  There was the suggestion barracó may come from Latin in which the word barra could be used to mean "bar", the idea being this was a reference to to the elongated, bar-like shape of the fish; the theory is regarded as speculative.  Barracuda is a noun and barracudalike is an adjective; the noun plural is is barracuda or barracudas.

The plural of fish is an illustration of the inconsistency of English.  As the plural form, “fish” & “fishes” are often (and harmlessly) used interchangeably but in zoology, there is a distinction, fish (1) the noun singular & (2) the plural when referring to multiple individuals from a single species while fishes is the noun plural used to describe different species or species groups.  The differentiation is thus similar to that between people and peoples yet different from the use adopted when speaking of sheep and, although opinion is divided on which is misleading (the depictions vary), those born under the zodiac sign Pisces are referred to variously as both fish & fishes.  So, for most folk, the best advice if a plural of "barracuda'" is needed is to (1) use which ever produces the most elegant sentence and (2) be consistent in use.  However, ichthyologists (and probably zoologists in general) will note the barracuda genus "Sphyraena" consists of 29 species and will use "barracuda" if speaking of many fish of the one species and "barracudas" if fish of more than one species are involved.

The danger presented by barracuda in open water is well documented.  The US Navy's heavy cruiser USS Indianapolis (CA-35) was the warship which in July 1945 delivered to Tinian Naval Base the critical components for "Little Boy" the atomic bomb (a uranium device, for decades a genuine one-off, all other nuclear weapons built with plutonium until (it’s suspected) the DPRK (North Korea) used uranium for at least one of its tests) and it was torpedoed and sunk by an Imperial Japanese Navy submarine.  Because of wartime circumstances, the sinking remained unknown for some four days and of the crew of 1195, only 316 survived of the 890 who made it into the water, many of the rest taken by “sharks and five-foot long barracudas.”

Barracuda (1977) was US horror movie set on the Florida coast.  The plot-line involved the inhabitants of a small town being menaced by batteries of barracuda which have become highly aggressive because of chemical intervention by a former military doctor who has gone mad while conducting secret government research into hypoglycaemia and its effect on human behavior.  The film was not well-reviewed and critics noted the "derivative & dubious plot, poorly executed special effects and lack of focus on the title character (the fish)". 

The Plymouth Barracuda & 'Cuda, 1964-1974

While the 1964 Ford Mustang is credited with creating the pony-car market, it was actually the Plymouth Barracuda which came first, released seventeen days earlier.  Ford’s used the approach of draping a sexy new body over an existing, low-cost, platform and drive-train and Chrysler chose the same route, using the sub-compact Valiant as Ford were using their Falcon.  In the years to come, there would be many who adopted the method, often with great success and on both sides of the Atlantic, there other manufacturers would create their own "pony cars".  Despite the chronology, it's the Mustang which deserves the credit for the linguistic innovation, the term "pony car" an allusion to the equine association in the Ford's name and a nod also to the thing being (in US terms at the time), a "smaller" car.  If was only after the Mustang had both created and defined the segment the Barracuda came to be called a pony car. 

1965 Ford Mustang "notchback".

Unfortunately, despite the project having been in the works for years, a sudden awareness Ford were well advanced meant Chrysler’s lower-budget development was rushed.  Despite the Valiant’s platform and drive-train being in many aspects technically superior to the less ambitious Falcon, Plymouth’s Barracuda was a bit of a flop, outsold by its competitor initially by around ten to one, numbers which got worse as "Mustangmania" overtook the land.  While the Mustang got what was called “the body from central casting”, from the windscreen forward, the Barracuda retained the sheet-metal from the mundane Valiant, onto which was grafted a rear end which was adventurous but stylistically disconnected from the front.

1964 Plymouth Barracuda.

It was an awkward discombobulation although, with the back-seat able to be folded down to transform the rear passenger compartment into a large luggage space, it was clever, practical design.  Although in the years to come, the notion of such lines being used for a "liftback" or "hatchback" would appear, even during the design process, it was never envisaged that the rear window might be made to open.  At the time, the matter of of installing the big, heavy piece of glass and its edging was thought challenge enough without adding the engineering the necessary hinges and body-mounting points.  Although not a stressed panel, the glass did contribute to structural rigidity which was good but it also produced much heat-soak into the interior; driving an early Barracuda on a hot' sunny day could be a "sticky" experience, vinyl upholstery a standard fitting and air-conditioning expensive and a generation away from becoming commonplace.  

1971 Jensen FF Mark III, one of 15 built.

The novelty of the Barracuda's rear-end was a giant window which, at 14.4 square feet (1.34m³), was at the time the largest ever installed in a production car.  In 1966, even grander glazing was seen on the Jensen Interceptor, styled by Italy’s Carrozzeria Touring, but there it was ascetically successful, the lines of the big trans-Atlantic hybrid more suited to such an expanse of glass.  Unlike Plymouth, Jensen took advantage of the possibilities offered and had the glass double as a giant, glazed trunk (boot) lid.  It didn't quite create one of the shooting brakes so adored by the gentry but it did enhance the practicality. Using Chrysler's big-block V8s and (but for a handful built with manual gearboxes) TorqueFlite automatic transmission, the Interceptor was no thoroughbred but it offered effortless performance and the bullet-proof reliability for which the US power-trains of the era were renowned.

1968 Plymouth Barracuda hardtop.

The extraordinary success of the Mustang nevertheless encouraged Chrysler to persist and the Barracuda, though still on the Valiant platform, was re-styled for 1967, this time with the vaguely Italianesque influences (noticed probably more by Americans than Italians) seen also in 1966 with the release of the second series of Chevrolet’s doomed, rear-engined Corvair.  Although the rear-engine configuration proved a cul-de-sac, aesthetically, the later Corvairs were among the finest US designs of the era and, unusually, the lovely lines were implemented as successfully in four-door form as on the coupe.  Visually, the revised Barracuda didn't quite scale the heights achieved by Chevrolet but greatly it improved on the original and was offered with both notchback and convertible coachwork, as well as the fastback the Mustang had made popular but, because of the economic necessity of retaining some aspects of the Valiant’s structure, it wasn’t possible to realise the short-deck, long-hood look with which the Mustang had established the pony car design motif used still today.

1969 Pontiac Firebird Trans Am.

General Motors’ (GM) answer to the Mustang wasn’t as constrained by the fiscal frugality which had imposed so many compromises on the Barracuda, the Chevrolet Camaro and the substantially similar Pontiac Firebird both introduced in 1966 with a curvaceous interpretation of the short-deck, long-hood idea which maintained a relationship with the GM’s then voguish “cokebottle” designs.  In a twist on the pony car process, the Camaro and Firebird were built on an entirely new platform which would later be used for Chevrolet’s new competitor for the Valiant and Falcon, the Nova.  Just as the pedestrian platforms had restricted the freedom to design the Barracuda, so the Camaro’s underpinnings imposed compromises in space utilization on the Nova, a few inches of the passenger compartment sacrificed to fashion.  For 1967, Ford released an updated Mustang, visually similar to the original but notably wider, matching the Camaro and Firebird in easily accommodating big-block engines, not something Chrysler easily could do with the Barracuda.

1969 Plymouth 'Cuda 440.

However, this was the 1960s and though Chrysler couldn’t easily install a big-block, they could with difficulty and so they did, most with a 383 cubic inch (6.3 litre) V8 and, in 1969, in a package now called ‘Cuda, (the name adopted for the hig-performance versions) a few with the 440 (7.2 litre).  At first glance it looked a bargain, the big engine not all that expensive but having ticked the box, the buyer then found added a number of "mandatory options" so the total package did add a hefty premium to the basic cost.  The bulk of the big-block 440 was such that the plumbing needed for disc brakes wouldn’t fit so the monster had to be stopped with the antiquated drum-type and nor was there space for power steering, quite a sacrifice in a car with so much weight sitting atop the front wheels.  The prototype built with a manual gearbox frequently snapped so many rear suspension components the engineers were forced to insist on an automatic transmission, the fluid cushion softening the impact between torque and tarmac.  Still, in a straight line, the things were quick enough to entice almost 350 buyers, many of whom tended to enjoy the experience a ¼ mile (402 metres) at a time, the drag-strip it's native environment.  To this day the 440 remains the second-largest engine used in a pony car, only Pontiac's later 455 (7.5) offering more displacement.

1968 Plymouth Barracuda convertible.

For what most people did most of the time (which included turning corners), the better choice, introduced late in 1967, was an enlarged version of Chrysler’s small-block V8 (LA), now bored-out to 340 cubic inches (5.6 litres); it wouldn’t be the biggest of the LA series but it was the best.  A high-revving, free-breathing thing from the days when only the most rudimentary emission controls were required, the toxic little (a relative term) 340 gave the Barracuda performance in a straight line not markedly inferior to the 440, coupled with markedly improved braking and cornering prowess.  One of the outstanding engines of the era and certainly one of Detroit's best small-block V8s, it lasted, gradually detuned, until 1973 by which time interest in performance cars had declined in parallel with the engineers ability economically to produce them while also complying with the increasingly onerous anti-pollution rules.

1968 Hemi Barracuda, supplied ex factory with un-painted black fibreglass.

Of course, for some even a 440 ‘Cuda wouldn't be enough and anticipating this, in 1968, Plymouth took the metaphorical shoehorn and installed the 426 cubic inch (6.9 litre) Street Hemi V8, a (slightly) civilised version of their racing engine.  Fifty were built (though one normally reliable source claims it was seventy) and with fibreglass panels and all manner of acid-dipping tricks to reduce weight, Plymouth didn’t even try to pretend the things were intended for anywhere except the drag strip.  The power-to-weight ratio of the 1968 Hemi Barracudas remains the highest of the era.  The things sometimes are described as "1968 Hemi 'Cudas" but in the factory documentation they were only ever referred to as "Hemi Barracuda" because the 'Cuda name wasn't introduced until the next season.  

1971 Plymouth 'Cuda coupe.

The third and final iteration of the Barracuda was introduced as a 1970 model and lasted until 1974.  Abandoning both the delicate lines of the second generation and the fastback body, the lines were influenced more by the Camaro than the Mustang and it was wide enough for any engine in the inventory.  This time the range comprised (1) the Barracuda which could be configured with either of the two slant sixes (198 (3.2) & 225 (3.6) or one of the milder V8s, (2) the Gran 'Cuda which offered slightly more powerful V8s and some additional luxury appointments including the novelty of an overhead console (obviously not available in the convertible) and (3) the 'Cuda which was oriented towards high-performance and available with the 340, 383, 440 and 426 units, the wide (E-body) platform able to handle any engine/transmission combination.  Perhaps the best looking of all the pony cars, sales encouragingly spiked for 1970, even the Hemi ‘Cuda attracting over 650 buyers, despite the big engine increasing the price by about a third and it would have been more popular still, had not the insurance premiums for such machines risen so high.  With this level of success, the future of the car seemed assured although the reaction of the press was not uncritical, one review of the Dodge Hemi Challenger (the ‘Cuda’s substantially similar stable-mate), finding it an example of “…lavish execution with little thought to practical application”.  Still, even if in some ways derivative (and as the subsequent, second generation Chevrolet Camaro & Pontiac Firebird would at the time suggest, outdated), the styling (the team led by John Herlitz (1942–2008)) has since been acknowledged as a masterpiece and when the "retro" take on the Challenger was released in the next century, those were the lines reprised, the new Mustang and Camaro also following the 1960s, not the 1970s.

1970 Plymouth Barracuda with 225 cubic inch (3.7 litre) slant-6 (left) and 1970 Plymouth Barracuda Gran Coupe (right).

It's the most powerful (The Hemis and triple-carburetor 440s) of the third generation Barracudas which are best remembered but production of those things (produced only for 1970 & 1971) never reached four figures.  Of the 105,000 Barracudas (some 26,000 of which were 'Cudas) made between 1970-1974, most were fitted with more pedestrian power-plants like the long-serving 318 cubic in (5.2 litre) V8 and the 198 & 225 (3.2 & 3.7) Slant-6, the latter pair serving what used to called the "grocery-getter" market (which in those less-enlightened times was known also as the “secretary's” or “women's” market); the sales breakdown for the other pony cars (Mustang, Camaro, Firebird, Challenger & Javelin) all revealed the same trend to some degree.  The Gran Coupe was the “luxury” version of the Barracuda, the engine options limited to the 225, 318 & 383 but with a better-trimmed interior, (something welcome in what was otherwise a quite austere environment of hard, unforgiving plastic) and some exterior bling including body sill, wheel lip and belt-line moldings.  The most notable fitting in the Gran Coupe was the overhead console, something earlier seen in the Ford Thunderbird.  A fairly large fitting for its limited utility (it included little more than an overhead light, low-fuel and door-ajar warning lights), other manufacturers would extend their functionality.  The overhead console wasn't available in the convertible version which was still sold as a "Gran Coupe", Plymouth using "coupe" as just another model name, applying it to two and four-door sedans and well as the blinged-up Grans pair.

1970 Plymouth AAR 'Cuda in "Lemon Twist" over black.

In 1970, there was a run of “AAR ‘Cudas”, a promotional model which tied in with the cars run in the Trans-Am series by the “All American Racers” (AAR) team run by US driver Dan Gurney (1931-2018).  Unlike the earlier cars produced in a certain volume in order to fulfil homologation requirements for eligibility in the Trans-Am (the Chevrolet Camaro Z28 (1967) (which in the factory’s early documents appeared as both Z-28 & Z/28) and Fords Boss 302 Mustang (1969), the AAR ‘Cudas were built in a more permissive regulatory environment, the requirement to homologate an engine within the 5.0 litre (305 cubic inch) limit dropped, the teams permitted to “de-stroke” larger mass-produced units.  The change was made explicitly to tempt Chrysler to compete, removing the expensive business of developing a special engine, exactly what Chevrolet and Ford had earlier been compelled to do and the spirit of compromise was at the time in their, the NASCAR (National Association for Stock Car Auto Racing) recently having nudged their 7.0 litre (quoted as 427 cubic inchs) to 430 to accommodate Ford’s new 429 (the 385 series V8).  So, although homologated, the AAR ‘Cudas didn’t have as close a relationship with what Gurney’s operation ran on the circuit compared with that enjoyed by the earlier Z28 Camaros and Boss Mustangs.

Underbody of 1970 Plymouth AAR 'Cuda in "Lemon Twist" over black.

The much admired side exhausts emulated the look of the (unlawful) "cut-out" systems some hot-rodders used but the AAR units were ducted using special mufflers with inlets & outlets both at the front.  Something of an affectation and probably a structural inefficiency in terms of gas-flow, they were undeniably a sexy look and AMG in the twenty-first century would adopt the "cut-out" look for the Mercedes-Benz G55 & G63 although without the convoluted path.

They did however look the part, equipped with a black fibreglass hood (bonnet) complete with lock-pins and a functional scoop, rear & (optional) front spoilers and a very sexy “side exhaust system” exiting just behind the doors.  Uniquely, the 340 in the “Trans-Am” cars ran a triple carburetor induction system (unlike the actual 5.0 litre race cars which were limited to a single four-barrel) and was rated at 290 (gross or SAE (Society of Automotive Engineers)) horsepower, a somewhat understated figure arrived at apparently because that was what was quoted for the Camaro Z28 and Boss 302 Mustang.  The engine genuinely was improved, the block a “special run” using an alloy of cast iron with a higher nickel content and including extra metal to permit the race teams to install four-bolt main bearings (none of the AAR road cars so configured).  Just to make sure buyers got the message, the front tyres were fat Goodyear E60x15s while the rears were an even beefier G60x15, a mix which was a first for Detroit and produced a pronounced forward rake.  So even if the AAR ‘Cudas really weren’t “race-ready”, they looked like they were which was of course the point of the whole exercise and they proved popular, Plymouth making 2724 (all coupes), 1604 of which were fitted with the TorqueFlite 727 automatic transmission, something not seen on the Trans-Am circuits but which was ideally suited to street use.  Dodge’s companion “homologation special” was the Challenger T/A in an identical configuration and of the 2400 coupes made, 1411 were automatics.

1970 Plymouth AAR 'Cuda with dealer-fitted (or re-production) front "chin" spoiler (option code J78) (left) and 1970 Plymouth AAR 'Cuda with standard rear "ducktail" spoiler (mandatory option J82) (right).

The black ABS plastic rear "ducktail" spoiler (mandatory option code J82) was standard on the AAR 'Cudas (and differed from the "wing" style unit optional on other 'Cudas) while the pair of front "chin" spoilers (J78) were optional.  The chin spoilers were not fitted by the factory but supplied as a "dealer-install kit" and shipped in the car's trunk (boot), the result being some variations in the mounting position so cars so configured.  The chin spoilers are available as re-productions (some even including the original Mopar part-number) and because they were dealer-installed it can be hard to tell whether they are original equipment, the slight variations in the positioning of the originals further muddying the waters.  For the “originality police” for whom “matching numbers” is the marker of the highest form of collectability, the small ABS protuberances are thus a challenge because while a rare dealer receipt or shipping list from 1970 can prove the provenance, an alleged authenticity can be difficult to disprove because there are now documented techniques by which plastic can be “aged”, a la the tricks art forgers once used to make a recent painting appear centuries old.  Scientific analysis presumably could be applied to determine the truth; there’s no record of the originality police ever having resorted to that but it may happen because in the collector market the difference in value between “original” and “not original” can be significant.

1970 Plymouth Barracuda Option M46 detail sheet (left) and 1970 Plymouth Barracuda with M46 (or re-production) rear (non-functional) quarter-panel (sill) scoop (right).

The reproduction of obscure and once rarely ordered options has meant there doubtlessly are more AAR ‘Cudas with the chin spoilers than were ever sold in that form and even the less desirable Barracudas are serviced by the industry.  In 1970 there was option code M46 which included (1) an Elastomeric (elastomer a rubbery material composed of long, chain-like molecules (or polymers) capable of recovering their original shape after suffering an impact) rear quarter-panel (sill) air scoop in front of the rear wheels, (2) matte black lower-body trim with white and red pinstripes, (3) a rear-panel black-out (similar to that used on the ‘Cuda), complemented with chrome trim from the Gran Coupe (the “luxury” version of the Barracuda which, despite the name, was available also as a convertible) and (4) blacked-out front & rear valences.  Offered only for 1970 Barracudas, Chrysler’s records indicate fewer than 450 were built but the reproduction scoops are sometimes seen even on later models including ‘Cudas on which they were never available.  Unlike the AAR’s chin spoilers, option code M46 was factory-fitted so authenticity can be verified by the fender tag.  Unlike the spoilers (which would have had some aerodynamic effect), option M46 was purely a “dress-up”, the quarter-panel scoop “non-functional” and only emulating the “rear-brake cooling ducts” sometimes used on race cars or exotic machines.  

1971 Plymouth 'Cuda convertible.

Circumstances conspired to doom the ‘Cuda, the 426 Hemi, the Challenger and almost the whole muscle car ecosystem.  Some of the pony cars would survive but for quite some time mostly only as caricatures of their wild predecessors.  Rapidly piling up were safety and emission control regulations which were consuming an increasing proportion of manufacturers’ budgets but just as lethal was the crackdown by the insurance industry on what were admittedly dangerously overpowered cars which, by international standards, were extraordinarily cheap and often within the price range of the 17-25 year old males most prone to high-speed accidents on highways.  During 1970, the insurance industry looked at the data and adjusted the premiums.  By late 1970, were it possible to buy insurance for a Hemi ‘Cuda and its ilk, it was prohibitively expensive and sales flopped from around 650 in 1970 to barely more than a hundred the next year, of which but a dozen-odd were convertibles.  Retired with the Hemi was the triple carburetor option for the 440; 1971 was the last time such a configuration would appear on a US-built vehicle.

It was nearly over.  Although in 1972 the Barracuda & Challenger were granted a stay of execution, the convertible and the big-block engines didn’t re-appear after 1971 and the once vibrant 340 was soon replaced by a more placid 360.  Sales continued to fall, soon below the point where the expensive to produce E-body was viable, production of both Barracuda and Challenger ending in 1974.  From a corporate point-of-view, the whole E-Body project had proved a fiasco: not only did it turn out to be labour-intensive to build, it was only ever used by the Barracuda & Challenger, a financial death sentence in an industry where production line rationalization was created by "platform-sharing".  Even without the factors which led to the extinction however, the first oil-crisis, which began in October 1973, would likely have finished them off, the Mustang having (temporarily) vacated that market segment and the Camaro and Firebird survived only because they were cheaper to build so GM could profitably maintain production at lower levels.  Later in the decade, GM would be glad about that for the Camaro and Firebird enjoyed long, profitable Indian summers.  That career wasn't shared by the Javelin, American Motors’ belated pony car which, although actually more successful than the Barracuda, outlived it only by months.

1971 Hemi 'Cuda convertible at 2021 auction.  Note the "gills" on the front fender, an allusion to the "fish" theme although anatomically recalling a shark more than a barracuda.  

It was as an extinct species the third generations ‘Cudas achieved their greatest success... as used cars.  In 2014, one of the twelve 1971 Hemi ‘Cuda convertibles sold at auction for US$3.5 million and in 2021, another attracted a bit of US$4.8 million without reaching the reserve.  In the collector market, numbers do "bounce around a bit" and while the "post-COVID" ecosystem was buoyant, by 2024 it appears things are more subdued but, like Ferrari's Dino 246GT & GTS, the 1971 Hemi 'Cuda convertibles remains a "litmus-paper" car which is regarded as indicative of the state of the market.  The next time one is offered for sale, the fall of the hammer will be watched with interest.

Sphyraena barracuda (great barracuda).

The barracuda, most notably the Sphyraena barracuda (great barracuda), can grow quite large with lengths of 3-5 feet (0.9-1.5 metres) being common but specimens have been verified at just over 6 feet (1.8 metres), weighing in excess of 100 lb (45 KG) although most caught by recreational fishers tend to be around 20-30 lb (9-14 KG).  They’re a fast, powerful predator, making them a much sought-after target for the more adventurous anglers, attracted by their aggressive strikes, impressive speed, and challenging fights, most hunting done in warmer coastal waters.  The techniques employed include including trolling, casting with artificial lures and live bait fishing but because of their sharp teeth and aggressive nature, specialized equipment such as wire leaders is often used to prevent them cutting through fishing lines.  Among recreational fishers, the pursuit is often on the basis of “the thrill of the chase” because the species can pose genuine health risks if eaten because of ciguatera poisoning, a toxin which accumulates in the fish’s flesh when they consume smaller, contaminated fish.

Hofit Golan (b 1985; left) and Lindsay Lohan (b 1968; right) fishing off Sardinia, July 2016 (left).  Fortunately perhaps, Ms Lohan didn’t hook a barracuda and caught something less threatening.  Apparently also fishing for “the thrill of the chase” (right), she posted on Instagram: “Bonding with nature. I let my little friend swim away after.” 

Shadow

Shadow (pronounced shad-oh)

(1) A dark figure or image cast on the ground or some surface by a body intercepting light.

(2) Shade or comparative darkness, as in an area.

(3) As “the shadows”, darkness, especially that coming after sunset.

(4) A spectre or ghost.

(5) A mere semblance of something.

(6) A reflected image, as in a mirror or in water (now rare and restricted to literary or poetic use).

(7) In painting, drawing, graphics etc, the representation of the absence of light on a form.

(8) In art, the dark part of a picture, either representing an absence of illumination or as a symbolic device.

(9) In architectural depictions & renderings (as “shades and shadows”) a dark figure or image cast by an object or part of an object upon a surface that would otherwise be illuminated by the theoretical light source.

(10) In Jungian psychology, the archetype that represents man's animal ancestors; an unconscious aspect of the personality.

(11) In pop-psychology (1) a period or instance of gloom, unhappiness, mistrust, doubt, dissension, or the like, as in friendship or one's life or (2) a dominant or pervasive threat, influence, or atmosphere, especially one causing gloom, fear, doubt, or the like (often expressed as “shadow of fear”, “shadow of doubt” et al).

(12) A person who follows another in order to keep watch upon that person (in law enforcement, espionage etc).

(13) To overspread with shadow; to shade.

(14) To cast a gloom over; to cloud.

(15) To screen or protect from light, heat, etc; to provide shade.

(16) To follow and observe (a person).

(17) To represent faintly, prophetically etc. (often followed by forth).

(18) In democratic politics, (of or pertaining to a shadow cabinet or shadow minister) a system whereby an opposing politician formally is appointed to be responsible for matters relating to a particular minister’s areas of authority.

(19) As a modifier (shadow ban, shadow ticket, shadow docket, shadow price, shadow inflation etc), something effected unofficially or without public notice; characterized by secrecy or performed in a way that is difficult to detect; a clandestine approach.

(20) In typography, the “drop shadow” effect applied to lettering.

(21) An uninvited guest accompanying one who was invited (an obsolete, Latinism).

(22) In human resource management, the practice of new appointee accompanying an incumbent during the working day, so as to learn the job.

(23) In computer programming, to make (an identifier, usually a variable) inaccessible by declaring another of the same name within the scope of the first.

(24) In computing, in the graphical Workplace Shell (the WPS, successor to the Presentation Manager (PM)) of the OS/2 operating system, an object representing another object.

Pre-900: From the Middle English noun shadwe, shadu, shadue, shadowe shadow, from the Old English sċeaduwe, sċeadwe & sceadu, the oblique case forms of sċeadu (shadow, shade; darkness; protection).  The Middle English verbs were shadwen, shadwe, shadu & shadue (to shade, provide shade, cast a shadow, protect), from the Old English sceadwian (to cover with shadow, protect) (all derivative of the nouns), from the Proto-West Germanic skadu, from the Proto-Germanic skadwaz (shade, shadow), from the primitive Indo-European skeh & ḱeh- (darkness).  Contemporary forms included the Old Saxon skadowan & skadoian and the Gothic (ufar)skadwjan (to (over)shadow).  Similar forms in other Germanic languages included the Old Saxon skado, the Middle Dutch schaeduwe, the Dutch schaduw, the Old High German scato, the German schatten and the Gothic skadus (shadow, shade).  Shadow is a noun, verb & adjective, shadower is a noun, shadowdy, shadowless & shadow-like are adjectives; the noun plural is shadows.

The shadow-box was a protective display case, usually in the form of interlocking squares and wall-mounted was first advertised in 1892.  The term shadow-figure was a synonym of silhouette, dating from 1851.  Eye-shadow was a term invented for the commercial products which came onto the market in 1918, providing a convenient packaged product to achieve the look women (and apparently not a few men) had been creating for thousands of years.  Shadow-boxing was first noted in 1906, an update of the earlier (1768) shadow-fight.  The verb foreshadow (indicate beforehand was a figurative form, the idea apparently of a shadow thrown before an advancing material object as an image of something suggestive of what is to come.  It’s familiar also in the forms foreshadowed & foreshadowing and was used as a noun since at least 1831.  Although the meanings were different, in Old English there was forescywa (shadow) & forescywung (overshadowing).  The adjective shadowy was ultimately from late fourteenth century shadwi & shadewy (full of shadows, shaded (and also “transitory, fleeting, unreal (resembling a shadow)”).  From very late in the eighteenth century it conveyed the sense of “faintly perceptible”.  In The Old English there was sceadwig (shady) and the modern alternative is shadowiness but unfortunately, the marvelously tempting shadowous never caught on.  The noun shadowland came from a work of fiction in 1821 and meant “an abode of ghosts and spirits”, adopted from the early 1920s to mean an indeterminate or unhappy place”.  The noun shadowless was from the 1630s and meant literally “no shadow” the implication being of things ungodly or supernatural.

In idiomatic use shadow often appears.  To be a shadow of one's self is to have suffered some trauma meaning one is a lesser person than before.  One afraid of one’s own shadow is one of a skittish, nervous disposition.  If something is beyond a shadow of a doubt it is something certain.  The old expression sanctuary in the shadow of the church was not exactly literal: to seek sanctuary from the agents of the state by entering a church meant one had to pass through the door.  It referred to the noting that church soil in England was under the authority of the pope in Rome, not the King.  To throw (or cast) a shadow over someone is to seek to deny them visibility; to keep them out of the limelight.

1969 Rolls-Royce Silver Shadow.

In continuous production until 1980, the Rolls-Royce Silver Shadow was introduced in 1965 and with over 30,000 (including the less common but substantially identical Bentley T2 variant) built, it remains the Rolls-Royce made in the greatest volume.  Although there was little about the model which was cutting-edge, it was the first truly modern Rolls-Royce, forsaking the separate chassis, drum brakes and styling which used updated motifs from the 1930s; it was the template with which the company would underpin its products for the rest of century.  Although the huge Phantom V & VI limousines would continue to use a separate chassis until 1990, their annual production was measured (usually at most) in the dozens and it was the Silver Shadow and its derivatives which were the company’s bread and butter.  The adoption of unitary construction meant the end of the line for many specialist coachbuilders and some of the relics of the industry were absorbed by the factory, the Mulliner name still used by Bentley to adorn the even more expensive “special order” vehicles the 1% need to convey the message of wealth something "off the shelf" can’t manage.

1967 Rolls-Royce Silver Shadow two-door saloon by James Young (left) and 1971 two door saloon by Mulliner Park Ward (MPW) (right).

However, on the Silver Shadow platform, James Young, one of the last surviving coachbuilders, did build 35 two-door saloons before the business was shuttered in 1968.  The quirk of the James Young Silver Shadows is truly they were just the standard car with the rear-doors removed and the front units lengthened and it suffered because the competition was the two-door designed by Mulliner Park Ward (MPW) which by then was a specialist division within the factory.  With greater resources and access to all the technical data, the MPW effort was more imaginative and judged universally to be more attractive, its “cow-hip” style (nobody ever suggested using the "cokebottle" appellation Chevrolet & Pontiac had a few years earlier made a trend) carried over when the car was in 1971 re-named Corniche and listed as a regular production model.  The Corniche proved the longest-lived of all the Silver-Shadow family, the convertible (even Rolls-Royce eventually gave up calling such things drophead coupés (DHC)) remaining available until 1996.

Applied with different colors in different ways, eye shadow can achieve various effects.  Lindsay Lohan demonstrates.

The archeological evidence suggests eye shadow is one of humanity’s oldest forms of make-up, worn (usually but not exclusively by women) for thousands of years, and the preparations have included oils and a variety of substances to create the desired colours including minerals & vegetable extracts although charcoal is thought to have been one of the most accessible and popular materials.  The usual rationale for applying eyes shadows is that it’s essentially the same technique as chiaroscuro, a trick used by painters, photographers & film-makers to use real & emulated light and dark to achieve the perception of depth.  Because shadows are inherent to the shape of the eye-socket, eye shadow can be use to accentuate or soften the effect and, if applied with expertise, can even alter perceptions of size and shape.  With a sympathetic choice of shade, the color of the eyes can also be used as a contrast, some taking advantage of colored contact lens to create a look impossible with their natural irises.  Done well, there's no other way to describe the combination of eye shadow and purple contact lens that "eye catching".  Eye shadow can draw attention to the eyes, most trying to make them appear larger, more vibrant, or more expressive.  Despite the name, eye shadow is a flexible product and often used to create a visual illusion on body parts such as the cheeks or décolletage.

Shadow Volumes

Example of shadow mapping with Python summarized by FinFET.

In computer graphics, shadow volume is a technique used to render realistic shadows in three-dimensional (3D) renderings which is employed primarily when dynamic, interactive real-time movement is needed, most obviously in gaming.  Essentially, generating shadow volumes involves determining those addresses in a scene which need to appear as shadows, then rendering them accordingly.  The technique relies on the concept of extruding the boundaries of shadow-casting objects to create a "shadow volume" that represents the space occluded by the object.  In static scenes this was always easy (if once time-consuming) to achieve but when objects nwere moving, until recent decades, the graphics capabilities of computers were insufficient for them to be rendered in anything close to being real-time.  The process essentially is:

(1) Determining shadow casters: The rendering engine identifies objects in the scene capable of casting shadows by calculating the object's position and shape and its relationship to the positions of light sources.

(2) Creating shadow volumes: For each shadow-casting object, the engine constructs a shadow volume based on extending the object's silhouette (defined by the address of the boundaries) in the direction opposite to the light source.  The silhouette is determined by the math of the boundaries viewed from the perspective of the relevant light sources.

(3) Intersecting shadow volumes: The shadow volumes are then intersected with other objects in the scene to determine which parts of those need to be inside or outside the shadow.

(4) Rendering shadows: The shadow volumes are assembled, rendered with darker hues or modified shading techniques to simulate the shadowed regions.

Shadow volumes can be implemented using more than one different algorithm, the most commonly used the z-pass and the stencil buffer.  All techniques are computationally intensive and have been made possible by the advances in the sheer power and complexity of modern graphical processing units (GPUs).

The Microsoft Volume Shadow Copy Service (VSS)

The handy Nirsoft Utilities includes a Shadow Copy viewer.

Microsoft introduced Volume Shadow Copy Service (VSS) with Windows XP (2001).  It worked in conjunction with the High Performance File System (HPFS) and allowed for the creation of point-in-time snapshots or copies of files and volumes on a disk.  What was in 2001 still something of a novelty for most users was the snapshots were taken while the files were in use, enabling access to previous versions or the restoration of files to a specific state, even if they have been been modified or deleted.  The process sequence was:

(1) Snapshot creation: VSS creates a snapshot of a volume or individual files on a disk.  This snapshot represents a "shadow" of the data at a moment in in time.

(2) Copy-on-write mechanism: As files are modified or deleted on the original volume, the VSS utilizes a copy-on-write mechanism.  It stores the original data in the snapshot, allowing users to access the unchanged version while the new changes are written to the live volume.  The lag induced by this can be measured with the appropriate but except with the largest files or on a busy network, it’s not usually something which affects the user.

(3) Shadow copy storage: The shadow copies are stored in a separate location on the disk, typically in a hidden system folder. The storage space occupied by is system-managed by the system, older copies automatically deleted as space is demanded for newer versions.

(4) User accessibility: Users can access the shadow copies through various means, most obviously the "Previous Versions" tab in file properties or the "Previous Versions" feature in Windows Explorer. These interfaces allow users to browse and restore files from a previous point in time.

Shadow copies provided one of the first forms of dynamic file backups for most users and were a convenient form of data recovery without the need of third-party software or external devices.  At scale, similar processes are used by software by companies such as StorageCraft’s ShadowProtect which system administrators can configure in a way that the potential data-losses can be minimized to windows as short as a few minutes.  Combined with off-site backups on large capacity media, it’s still a pest practice approach to data preservation.

Lindsay Lohan's strangely neglected film Among the Shadows (Momentum Pictures, 2019) was also released in some markets as The Shadow Within and it's not known what prompted the change (although there was a film in 2007 called The Shadow Within).  Given the two titles under which the film was distributed have quite different meanings, presumably either the title is incidental to the content or equally applicable.  A dark and gloomy piece about murderous werewolves and EU politicians (two quite frightening species), perhaps both work well and no reviewer appears to have commented on the matter and given the tone of the reviews, it seems unlikely there'll be a sequel to resolve things.

Rectilinear & Curvilinear

Rectilinear (pronounced rek-tl-in-ee-er)

(1) Forming or formed by straight lines.

(2) In geometry, as rectilinear grid, a tessellation by rectangles or rectangular cuboids (also known as rectangular parallelepipeds) that are not, in general, all congruent to each other.

(3) Of, pertaining to or characterized by straight lines.

(4) In, moving in, or characterized by a movement in a straight line or lines.

(5) In architecture, as the rectilinear style, the third historical division of English Gothic architecture.

1650–1660: From the post-Classical Latin, either from rectilīneāris or from rectilīneus (the source also of rectiline) + -ar, in either case the ultimate sources being rectus (straight) + līnea (line).  Rectus was from the primitive Indo-European root reg- (move in a straight line) with derivatives meaning "to direct in a straight line".  The suffix -ar is from the Latin from -ālis with dissimilation of “l” to “r” after roots containing an “l” thus āris and used to form adjectives (usually from a noun) to convey the sense of a relationship or “of; pertaining to”.  The English adjectival suffix –ar (of, near, or pertaining to) is widely appended, usually to nouns and is not restricted to those of Latin origin (the synonymous forms including -al, -an, -ary, -ese, -ic, -id, -ish, -like, -oid, -ory, -ous & -y).  Rectilinear came to be used in the sense of “a figure bounded by straight lines" by 1728, an evolution of the earlier meaning “straight lined”.  Rectilinear & rectilineal are adjectives, rectilinearity is a noun.

Curvilinear (pronounced kur-vuh-lin-ee-er)

(1) Consisting of or bounded by curved lines.

(2) Forming or moving in a curved line.

(3) Formed or characterized by curved lines.

(4) Of lines, having bends; curved.

(4) In mathematics, a set of coordinates determined by or determining a system of three orthogonal surfaces

1690s: From the Latin, derived from curvi (a combined form of the Latin curvus (crooked, bent, curved) + līneāris, from līnea (line).  The construct of līneāris was līnea (line) + -āris (the adjectival suffix).  The Latin curvus was ultimately from the primitive Indo-European sker & ker (to bend, curve, turn) + -wós (before it became associated with perfect stems, the suffixes -wós- & -us- had a more general function, forming athematic verb participles with the meaning "having x-en").  The earlier form was curvilineal, dating from the 1650s.  Curvilinear is an adjective, curvilinearity a noun and curvilinearly an adverb.

A juxtaposition of curvilinearity and rectilinearity: Lindsay Lohan, Vanity Fair shoot, October 2010.

In engineering, as in nature, matters of rectilinearity and curvilinearity tend to be products variously of inheritance, circumstance, economics or necessity.  In design however, sometimes fashion is allowed (indeed sometimes encouraged) to prevail over function and in automotive styling, the rectilinear (known in its most extreme form as knife-edge or razor-edge design) was a motif which came and went.  In the early days when things were truly little more than starkly functional, straight lines were dominant but the industry also inherited many of the traditions of the architecture of the horse-drawn carriage and embellishments could be quite curvaceous.  Line and curve co-existed in the inter-war years and as interest grew in streamlining to improve aerodynamics, the curves actually assumed a functional purpose.  At the same time, severity of line became itself a defined style, associated with formality and wealth, structurally because the straight lines tended to exaggerate size so the bigger cars appeared larger still and perhaps psychologically because they conveyed a message of casual disregard for something like streamlining, relying instead on power.  The big, bustle-backed limousines of the pre-war years were the exemplars.

Rolls-Royce Phantom IV (1950-1956 (left)), Triumph 1800-2000 Renown (1946-1954 (centre)) & Triumph Mayflower (1949-1953 (right)).

In the post war-years, in Europe and US, designers were attracted to the new.  In Europe that meant the avant-garde while across the Atlantic it could mean anything from restrained formalism to macropterous absurdity.  In England however, there was still a hankering for the familiar and among the coachbuilders (and Rolls-Royce which had begun building its own “standard” bodies) it was “business as usual” and, barely updated, the razor-edged lines returned.  Remarkably, as a niche, the style would be produced in tiny numbers until the 1990s even as modernity overtook the land.  So clearly, on a big scale it worked for the small, exclusive market at which it was targeted, a rolling denotation of wealth and power and this was what attracted others to apply the rectilinear lines on a smaller scale, at a lower price.  The leading proponents were Standard-Triumph which in 1946 released their middle-class 1800 as a kind of shrunken (though no less angular) Rolls-Royce or Bentley.  Generally, it was judged an aesthetic success although it quickly became dated and before long, the company was emulating American cars, their shrunken versions of those rather less pleasing.  The 1800 however maintained sufficient popularity to remain in production for eight years and that encouraged the idea the motif might translate well to something even smaller.  Hence in 1949, the Triumph Mayflower, small, stubby and wholly unsuited to a style which worked only at scale; the only thing more absurd than its existence was that the company designed it with the US market in mind.  The advertising agency suggested advertising it as “the watch charm Rolls-Royce” but whether that was vetoed by threats from Rolls-Royce or watch charm makers isn’t recorded.  A failure in every market in which it was offered (conspicuously so in the US), it was replaced by an anonymous-looking blob which might have designed by someone French in an unimaginative moment or an Italian on a bad day.

1967 Cadillac Eldorado (left), 1971 Fiat 130 Coupé (centre) and 1983 Volvo 760 GLE (right).

Until the oil shocks of the 1970s forced just about everyone to take aerodynamics seriously, the rectilineal would come and go as a fashion trend.  Cadillac’s 1967 Eldorado was an outstanding example and has aged better even than its curvier companion, the Oldsmobile Toroando of a year earlier but probably the high point of the modern razor-edge was Pininfarina’s Fiat 130 Coupé, its dimensions a stylistic sweet-spot which proved as suited to the saloon and shooting brake the designer world later exhibit; regrettably, neither reached production and the coupé proved a commercial failure, albeit one much admired.  That wasn’t something often said of one of Europe’s less successful straight-edged ventures, the 1982 Volvo 700 series.  Looking something like an earnest but uninspired student at a technical college might have submitted for assessment, Volvo at the time claimed it would remain timeless over the years to come while the rounded shapes around it soon became dated.  In that they were certainly wrong, the competition becoming more curvilinear still and soon Volvos nip-and-tuck specialists were finding ways to smooth the corners, not an easy task given the shape the patient was in and something really not possible until the re-skinned 900 was released in 1990.  The 700 had, by Volvo’s standards, a short life but it’s remembered for a bon mot from another designer who mused that it “…might be a good-looking car when they take it out of the packing-case”.

1953 Jaguar C-Type (XK120-C) continuation (left), 1957 Jaguar XKSS (centre) & 1961 Jaguar E-Type (XK-E) (1961).

Curves can be mere styling devices and in the 1960s General Motors (GM) actually created a motif they called cokebottle, summoning the idea of a Coca-Cola bottle on its side, itself evocative of the female form supine.  Plans to trademark the word were abandoned when the lawyers assured everyone using a lowercase “c” and claiming it to be a portmanteau word would fool neither the Coca-Cola company nor the judge.  Sometimes though, the curves were functional, Jaguar in 1950 shaping the aluminum skin on the XK120-C (C-Type) simply to be as low and aerodynamic as possible, the curves bulging only where necessary to provide coverage for the wheels and tyres.  On the subsequent D-Type (and the road-going derivative the XKSS), the impression was that the curves had become exaggerated, bulging more sensually still.  It’s not entirely an optical illusion but the shape is wholly functional, the designers actually lowering the centre, a revised mounting of a now dry-sumped engine permitting a lower bonnet (hood) line and thus a smaller frontal area.  The wheels and tyres remained much the same height so the curvature of the skin enveloping them is so much more obvious on a body otherwise lower.  The remarkably small frontal area did the job at Le Mans; the D-Type nearly 20 mph (32 km/h) faster than Ferrari's far more powerful 375.  By the time the E-Type was released in 1961, it could actually have been done with a little less curvature but we should all be grateful it looks as it does.

1960s original (left), 2022 modern (centre) & 2022 retro (right).

Objects like refrigerators offer designers a little more scope given that a low drag coefficient hardly matters although the modern, rectilinear versions presumably optimize space efficiency, offering the highest internal volume relative to external dimensions.  That said, there’s clearly still some demand for fridges which emulate the rounded style most associated with the 1950s and 1960s, several manufacturers with a retro line and they’re available in the pastel shades of the era.