Nail

Nail (pronounced neyl)

(1) A slender, typically rod-shaped rigid piece of metal, usually in many lengths and thicknesses, having (usually) one end pointed and the other (usually) enlarged or flattened, and used for hammering into or through wood, concrete or other materials; in the building trades the most common use is to fasten or join together separate pieces (of timber etc).

(2) In anatomy, a thin, horny plate, consisting of modified epidermis, growing on the upper side of the end of a finger or toe; the toughened protective protein-keratin (known as alpha-keratin, also found in hair) at the end of an animal digit, such as fingernail.

(3) In zoology, the basal thickened portion of the anterior wings of certain hemiptera; the basal thickened portion of the anterior wings of certain hemiptera; the terminal horny plate on the beak of ducks, and other allied birds; the claw of a mammal, bird, or reptile.

(4) Historically, in England, a round pedestal on which merchants once carried out their business.

(5) A measure for a length for cloth, equal to 2¼ inches (57 mm) or 1⁄20 of an ell; 1⁄16 of a yard (archaic); it’s assumed the origin lies in the use to mark that length on the end of a yardstick.

(6) To fasten with a nail or nails; to hemmer in a nail.

(7) To enclose or confine (something) by nailing (often followed by up or down).

(8) To make fast or keep firmly in one place or position (also used figuratively).

(8) Perfectly to accomplish something (usually as “nailed it”).

(9) In vulgar slang, of a male, to engage in sexual intercourse with (as “I nailed her” or (according to Urban Dictionary: “I nailed the bitch”).

(10) In law enforcement, to catch a suspect or find them in possession of contraband or engaged in some unlawful conduct (usually as “nailed them”).

(11) In Christianity, as “the nails”, the relics used in the crucifixion, nailing Christ to the cross at Golgotha.

(12) As a the nail (unit), an archaic multiplier equal to one sixteenth of a base unit

(13) In drug slang, a hypodermic needle, used for injecting drugs.

(14) To detect and expose (a lie, scandal, etc)

(15) In slang, to hit someone.

(16) In slang, intently to focus on someone or something.

(17) To stud with or as if with nails.

Pre 900: From the Middle English noun nail & nayl, from the Old English nægl and cognate with the Old Frisian neil, the Old Saxon & Old High German nagal, the Dutch nagel, the German Nagel, the Old Norse nagl (fingernail), all of which were from the unattested Germanic naglaz.  As a derivative, it was akin to the Lithuanian nãgas & nagà (hoof), the Old Prussian nage (foot), the Old Church Slavonic noga (leg, foot), (the Serbo-Croatian nòga, the Czech noha, the Polish noga and the Russian nogá, all of which were probably originally a jocular reference to the foot as “a hoof”), the Old Church Slavonic nogŭtĭ, the Tocharian A maku & Tocharian B mekwa (fingernail, claw), all from the unattested North European Indo-European ənogwh-.  It was further akin to the Old Irish ingen, the Welsh ewin and the Breton ivin, from the unattested Celtic gwhīnā, the Latin unguis (fingernail, claw), from the unattested Italo-Celtic əngwhi-;the Greek ónyx (stem onych-), the Sanskrit ághri- (foot), from the unattested ághli-; the Armenian ełungn from the unattested onogwh-;the Middle English verbs naile, nail & nayle, the Old English næglian and cognate with the Old Saxon neglian, the Old High German negilen, the Old Norse negla, from the unattested Germanic nagl-janan (the Gothic was ganagljan).  The ultimate source was the primitive Indo-European h₃nog- (nail) and the use to describe the metal fastener was from the Middle English naylen, from the Old English næġlan & nægl (fingernail (handnægl)) & negel (tapering metal pin), from the Proto-Germanic naglaz (source also of Old Norse nagl (fingernail) & nagli (metal nail).  Nail is a noun & verb, nailernailless & naillike are adjectives, renail is a verbs, nailing is a noun & vern and nailed is a verb & adjective; the noun plural is nails.

Nail is modified or used as a modifier in literally dozens of examples including finger-nail, toe-nail, nail-brush, nail-file, rusty-nail, garden-nail, nail-fungus, nail-gun & frost-nail.  In idiomatic use, a “nail in one's coffin” is a experience or event that tends to shorten life or hasten the end of something (applied retrospectively (ie post-mortem)) it’s usually in the form “final nail in the coffin”.  To be “hard as nails” is either to be “in a robust physical state” or “lacking in human feelings or without sentiment”. To “nail one's colors to the mast” is to declare one’s position on something.  Something described as “better than a poke in the eye with a rusty nail” is a thing, which while not ideal, is not wholly undesirable or without charm.  In financial matters (of payments), to be “on the nail” is to “pay at once”, often in the form “pay on the nail”.  To “nail something down” is to finalize it. To have “nailed it” is “to perfectly have accomplished something” while “nailed her” indicates “having enjoyed sexual intercourse with her”.  The “right” in the phrase “hit the nail right on the head” is a more recent addition, all known instances of use prior to 1700 being “hit the nail on the head” and the elegant original is much preferred.  It’s used to mean “correctly identify something or exactly to arrive at the correct answer”.  Interestingly, the Oxford English Dictionary (OED) notes there is no documentary evidence that the phrase comes from “nail” in the sense of the ting hit by a hammer.

Double-headed nails.

Double-headed nails are used for temporary structures like fencing.  When the shaft is hammered in to the point where the surface of the lower head is flat against the surface of that into which it's being hammered, it leaves the upper head standing proud with just enough of the shaft exposed to allow a claw-hammer to be used to extract nail.  There is a story that as part of an environmental protest against the building or demolition of some structure (the tales vary), activists early one morning went to the temporary fencing around the contested site and hammered in all the double-headed nails.  This is believed to be an urban myth.

The sense of “fingernail” appears to be the original which makes sense give there were fingernails before there were spikes (of metal or any other material) used to build stuff.  The verb nail was from the Old English næglian (to fix or fasten (something) onto (something else) with nails), from the Proto-Germanic ganaglijan (the source also of the Old Saxon neglian, the Old Norse negla, the Old High German negilen, the German nageln and the Gothic ganagljan (to nail), all developed from the root of the nouns.  The colloquial meaning “secure, succeed in catching or getting hold of (someone or something)” was in use by at least the 1760; hence (hence the law enforcement slang meaning “to effect an arrest”, noted since the 1930s.  The meaning “to succeed in hitting” dates from 1886 while the phrase “to nail down” (to fix in place with nails) was first recorded in the 1660s.

Colors: Lindsay Lohan with nails unadorned and painted.

As a noun, “nail-biter” (worrisome or suspenseful event), perhaps surprisingly, seems not to have been in common use until 1999 an it’s applied to things from life-threatening situations to watching close sporting contests.  The idea of nail-biting as a sign of anxiety has been in various forms of literature since the 1570s, the noun nail-biting noted since 1805 and as a noun it was since the mid-nineteenth century applied to those individuals who “habitually or compulsively bit their fingernails” although this seems to have been purely literal rather than something figurative of a mental state.  Now, a “nail-biter” is one who is “habitually worried or apprehensive” and they’re often said to be “chewing the ends of their fingernails” and in political use, a “nail biter” is a criticism somewhat less cutting than “bed-wetter”.  The condition of compulsive nail-biting is the noun onychophagia, the construct being onycho- (a creation of the international scientific vocabulary), reflecting a New Latin combining form, from the Ancient Greek ὄνυξ (ónux) (claw, nail, hoof, talon) +‎ -phagia (eating, biting or swallowing), from the Ancient Greek -φαγία (-phagía).  A related form was -φαγος (-phagos) (eater), the suffix corresponding to φαγεῖν (phageîn) (to eat), the infinitive of ἔφαγον (éphagon) (I eat), which serves as aorist (essentially a compensator for sense-shifts) (for the defective verb ἐσθίω (esthíō) (I eat).  Bitter-tasting nail-polish is available for those who wish to cure themselves.  Nail-polish as a product dates from the 1880s and was originally literally a clear substance designed to give the finger or toe-nails a varnish like finish upon being buffed.  By 1884, it was being sold as “liquid nail varnish” including shads of black, pink and red although surviving depictions in art suggests men and women in various cultures have for thousands of years been coloring their nails.  Nail-files (small, flat, single-cut file for trimming the fingernails) seem first to have been sold in 1819 and nail-clippers (hand-tool used to trim the fingernails and toenails) in 1890.

Francis (1936-2025; pope 2013-2025) at the funeral of Cardinal George Pell (1941-2023), St Peter’s Basilica, the Vatican, January 2023.

The expression "nail down the lid" is a reference to the lid of a coffin (casket), the implication being one wants to make doubly certain anyone within can't possible "return from the dead".  The noun doornail (also door-nail) (large-headed nail used for studding batten doors for strength or ornament) emerged in the late fourteenth century and was often used of many large, thick nails with a large head, not necessarily those used only in doors.  The figurative expression “dead as a doornail” seems to be as old as the piece of hardware and use soon extended to “dumb as a doornail” and “deaf as a doornail).  The noun hangnail (also hang-nail) is a awful as it sounds and describes a “sore strip of partially detached flesh at the side of a nail of the finger or toe” and appears in seventeenth century texts although few etymologists appear to doubt it’s considerably older and probably a folk etymology and sense alteration of the Middle English agnail & angnail (corn on the foot), from the Old English agnail & angnail.  The origin is likely to have been literally the “painful spike” in the flesh when suffering the condition.  The first element was the Proto-Germanic ang- (compressed, hard, painful), from the primitive Indo-European root angh- (tight, painfully constricted, painful); the second the Old English nægl (spike), one of the influences on “nail”.  The noun hobnail was a “short, thick nail with a large head” which dates from the 1590s, the first element probably identical with hob (rounded peg or pin used as a mark or target in games (noted since the 1580s)) of unknown origin.  Because hobnails were hammered into the leather soles of heavy boots and shoes, “hobnail” came in the seventeenth century to be used of “a rustic person” though it was though less offensive than forms like “yokel”.

Nails and pins

Mug shot “pin” from TeePublic featuring Lindsay Lohan (b 1986, left), Donald Trump (b 1946; POTUS 2017-2021 and since 2025) and Paris Hilton (b 1981, right).  In this context, although the product really is “the badge”, the name was gained from the built-in pin supplied to secure the object to clothing.

As designs, a nail and a pin are similar, obviously differing only in scale but the function of each is different.  A nail’s primary purpose is to function as a structural fastener joining materials (most typically two or more pieces of wood) although there are specialized nails driven into substrate by impact (variously with hammers or nail guns (sometimes called “pin-nailers”, some of which are built to fire “panel pins” (very slender nails) or small “headless nails”).  A nail relies on friction and compression in the surrounding material for its holding strength.  Pins look like scaled-down nails but mostly are used for alignment, retention or pivoting, rather than structural load-bearing.  Because of their more delicate construction, pins often are inserted through specific-purpose, pre-existing holes and in many cases are intended to be temporary and are thus removable.  Visually, both nails and pins have heads (round, flat, clipped etc) and a tapered shank with a tip pointed for pointed tip for penetration (“snub-nosed” nails do exist but are rare) and both are designed slightly to deform the surrounding material when driven.  The most obvious difference is that a pin’s head is very small and some are spherical and made from plastic; they’re designed only to be pushed with finger-pressure rather than being hit with a hammer.  Although the term “pin” is used for some specialized devices used in building and engineering (dowel pin, pivot pin, gudgeon pin (also as wrist pin), roll pin, cotter pin etc), the word is most associated with the tailor’s pin (used mostly in textiles and usually clipped to “pin”).  In jewelry design and textiles there are also variants including the “lapel pin” and the fashion industry’s device of last resort, the “safety pin”.

Pinhead in publicity shot for Hellraiser III: Hell on Earth (1992).

Clive Barker's (b 1952) supernatural horror movie Hellraiser (1987) was based on his novella The Hellbound Heart (1986) and was a surprise hit, making it a franchise which has thus far spawned nine sequels, the most recent released in 2022.  The plot involved a mysterious puzzle box that, when opened, summoned the Cenobites, a group of extra-dimensional, sadomasochistic beings unable to differentiate between pain and pleasure.  It was a good premise for a horror movie but the character who really captured the audience's imagination was the unnamed figure viewers dubbed “Pinhead”.  Although Pinhead appeared in the original film for fewer than ten minutes, the character became the franchise’s focal point and has since dominated the publicity material for subsequent releases.  The popularity of Hellraiser has been maintained and it’s hoped that for the next release the producers will offer the part to Peter Dutton (b 1970; leader of the Liberal Party of Australia 2022-2025).

Peter Dutton captured by a photographer during a happy moment (left), Pinhead with the box able to summon the Cenobites (centre) and and artist's depiction of Mr Dutton in “Pinhead mode” (digitally altered image, right).

No longer burdened with tiresome parliamentary duties since losing his seat in the 2025 Australian general election, Mr Dutton has time for a third career and he should be good at playing an unsmiling character who speaks in a relentless monotone; really, all he need do is act naturally.  It’s suspected also he’ll be good at learning a script given the decades he spent parroting “talking points” and TWS (three word slogans).  While it’s an urban myth Mr Dutton wasn’t offered the part of Lord Voldemort in the Harry Potter movie franchise because he was deemed “too scary”, as Pinhead he’d be “just scary enough”.  While the LNP (Liberal National Party) state government in Queensland recently has appointed Mr Dutton to the board of the QIC (Queensland Investment Corporation, the investment manager of the state’s Aus$135 billion in assets), it’s understood his duties in the Aus$130,000 per annum role will be neither onerous or time-consuming so there’ll be ample opportunity for film-shoots.  Although when in opposition the LNP had decried the ALP (Australian Labor Party) government’s frequent appointment of ALP figures to lucrative sinecures, once in office the LNP continued the “jobs for the boys” tradition.  In the modern era, the two most striking characteristics of right-wing fanatics is (1) a fondness for sitting safely in a bunker while advocating for (and sometimes sending) other people's children to go a fight a war somewhere and (2) after a career spent extolling the virtues of “private enterprise” and criticizing “government waste”, being anxious to get back on the public payroll as soon as their political careers end.  Reassuringly for taxpayers who may have been worried Mr Dutton would not be able to continue to enjoy the lifestyle to which their taxes made him accustomed (“entitled” as he might have put it), it’s believed his director’s fees from QIC will not affect his parliamentary pension (understood to be between Aus$260,000-Aus$280,000 per annum).

The Buick Nailhead

In the 1930s, the straight-8 became a favorite for manufacturers of luxury cars, attracted by its ease of manufacture (components and assembly-line tooling able to be shared with those used to produce a straight-6), the mechanical smoothness inherent in the layout and the ease of maintenance afforded by the long, narrow configuration, ancillary components readily accessible.  However, the limitations were the relatively slow engine speeds imposed by the need to restrict the “crankshaft flex” and the height of the units, a product of the long strokes used to gain the required displacement.  By the 1950s, it was clear the future lay in big-bore, overhead valve V8s although the Mercedes-Benz engineers, unable to forget the glory days of the 1930s when the straight-eight W125s built for the Grand Prix circuits generated power and speed Formula One wouldn’t see until the 1980s, noted the relatively small 2.5 litre (153 cubic inch) displacement limit for 1954 and conjured up a final fling for the layout.  Used in both Formula One as the W196R and in sports car racing as the W196S (better remembered as the 300 SLR) the new 2.5 & 3.0 litre (183 cubic inch) straight-8s, unlike their pre-war predecessors, solved the issue of crankshaft flex (the W196's redline was 9500 compared with the W125's 5800) by locating the power take-off at the centre, adding mechanical fuel-injection and a desmodromic valve train to make the things an exotic cocktail of ancient & modern (on smooth racetracks and in the hands of skilled drivers, the swing axles at the back not the liability they might sound).  Dominant during 1954-1955 in both Formula One & the World Sports Car Championship, they were the last of the straight-8s in top-line competition.

Schematic of Buick “Nailhead” V8, 1953-1966.

Across the Atlantic, the US manufacturers also abandoned their straight-8s.  Buick introduced their overhead valve (OHV) V8 in 1953 but, being much wider than before, the new engine had to be slimmed somewhere to fit between the existing inner-fenders (it would not be until later the platform was widened).  To achieve this, the engineers narrowed the cylinder heads, compelling both a conical (the so-called “pent-roof”) combustion chamber and an arrangement in which the sixteen valves pointed directly upwards on the intake side, something which not only demanded an unusual pushrod & rocker mechanism but also limited the size of the valves.  So, the valves had to be tall and narrow and, with some resemblance to nails, they picked up the nickname “nail valves”, morphing eventually to “nailhead” as a description of the whole engine.  The valve placement and angle certainly benefited the intake side but the geometry compromised the flow of exhaust gases which were compelled by their anyway small ports to make a turn of almost 180^o on their way to the tailpipe.  As an indication of the heat-soak generated by that 180^o turn, the surrounding water passages were very wide. 

It wasn't the last time the head design of a Detroit V8 would be dictated by considerations of width.  When Chrysler in 1964 introduced the 273 cubic inch (4.5 litre) V8 as the first of its LA-Series (that would begat the later 318 (5.2), 340 (5.5) & 360 (5.9) as well as the V10 made famous in the Dodge Viper), the most obvious visual difference from the earlier A-Series V8s was the noticeably smaller cylinder heads.  The A engines used as skew-type valve arrangement in which the exhaust valve was parallel to the bore with the intake valve tipped toward the intake manifold (the classic polyspherical chamber).  For the LA, Chrysler rendered all the valves tipped to the intake manifold and in-line (as viewed from the front), the industry’s standard approach to a wedge combustion chamber.  The reason for the change was that the decision had been taken to offer the compact Valiant with a V8 but it was a car which had been designed to accommodate only a straight-six and the wide-shouldered polyspheric head A-Series V8s simply wouldn’t fit.  So, essentially, wedge-heads were bolted atop the old A-Series block but the “L” in LA stood for light and the engineers wanted something genuinely lighter for the compact (in contemporary US terms) Valiant.  Accordingly, in addition to the reduced size of the heads and intake manifold, a new casting process was developed for the block (the biggest, heaviest part of an engine) which made possible thinner walls.  "Light" is however a relative term and the LA series was notably larger and heavier than Ford's "Windsor" V8 (1961-2000) which was the exemplar of the "thin-wall" technique.  This was confirmed in 1967 when, after taking control of Rootes Group, Chrysler had intended to continue production of the Sunbeam Tiger, by then powered by the Ford Windsor 289 (4.7 litre) but with Chrysler’s 273 LA V8 substituted.  Unfortunately, while 4.7 Ford litres filled it to the brim, 4.4 Chrysler litres overflowed; the Windsor truly was compact.  Allowing it to remain in production until the stock of already purchased Ford engines had been exhausted, Chrysler instead changed the advertising from emphasizing the “…mighty Ford V8 power plant” to the vaguely ambiguous “…an American V-8 power train”.

322 cubic inch Nailhead in 1953 Buick Skylark convertible (left) and 425 cubic inch Nailhead in 1966 Buick Riviera GS (with dual-quad MZ package, right).  Note the “Wildcat 465” label on the air cleaner, a reference to the claimed torque rating, something most unusual, most manufacturers using the space to advertise horsepower or cubic inch displacement (CID).

The nailhead wasn’t ideal for producing top-end power but the design did generate prodigious low-end torque, something much appreciated by Buick's previous generation of buyers who much had relished the low-speed responsiveness of the famously smooth straight-8.  However, like everybody else, Buick hadn’t anticipated that as the 1950s unfolded, the industry would engage in a “power race”, something to which the free-breathing Cadillac V8s and Chrysler’s Hemis were well-suited.  For that, the somewhat strangulated Buick Nailhead was not at all suited and to gain power the engineers were compelled to add high-lift, long-duration camshafts which enabled the then magic 300 HP (horsepower) number to be achieved but at the expense of smoothness; tales of Buick buyers (long accustomed to straight-8s that ran so smoothly at idle it could be hard to tell if the things were running) returning to the dealer to fix the “rumpity-rump” became legion.  Still, the Nailhead was robust, relatively light and offered what was then a generous displacement and the ever inventive hot-rod community soon worked out the path to power was to use forced induction and invert the valve use, the supercharger blowing the fuel-air mix into the combustion chambers through the exhaust ports while the exhaust gases were evacuated through the larger intake ports.  Thus, for a while, the Nailhead enjoyed a role as a niche player although the arrival in the mid 1950s of the much more tuneable Chevrolet V8s ended the vogue for all but a few devotees who continued use well into the 1960s.  Buick acknowledged reality and, unusually, instead of following the industry trend and drawing attention to displacement & power, publicized their big torque numbers, confusing some (though probably not Buick buyers who were a loyal crew who sometimes would look down on more expensive Cadillacs because they were "flashy").  The unique appearance of the old Nailhead retains some nostalgic appeal for the modern hot-rod community and they do sometimes appear, a welcome change from the more typical small-block Fords or Chevrolets.

Lockheed SR-71 Blackbird (1964-1999).

Not confused about numbers was the USAF (United States Air Force) which was much interested in power for its aircraft but also had a special need for torque on the tarmac and briefly that meant another quirky niche for the Nailhead.  The Lockheed SR-71 Blackbird (1964-1979) was a long-range, high-altitude supersonic (Mach 3+) aircraft used by the USAF for reconnaissance between 1966-1998 and by the NASA (National Aeronautics & Space Administration) for observation missions as late as 1999.  Something of a high-water mark among the extraordinary advances made in aeronautics and materials construction during the Cold War, the SR-71 used Pratt & Whitney J58 turbojet engines which featured an innovative, secondary air-injection system for the afterburner, permitting additional thrust at high speed.  The SR-71 still holds a number of altitude and speed records and Lockheed’s SR-72, a hypersonic unmanned aerial vehicle (UAV) is said to be in an “advanced stage” of design and construction although whether any test flights will be conducted before 2030 remains unclear, the challenges of sustaining in the atmosphere velocities as high as Mach 6+ onerous given the heat generated and stresses imposed by the the fluid dynamics of air at high speed.

Drawing from user manual for AG330 starter cart (left) and AG330 starter cart with dual Buick Nailhead V8s (right).

At the time, the SR-71 was the most exotic aircraft on the planet but during testing and early in its career, just for the engines to start it relied on a pair of even then technologically bankrupt Buick Nailhead V8s.  These were mounted in a towed cart and were effectively the turbojet’s starter motor, a concept developed in the 1930s as a work-around for the technology gap which emerged as the V12 aero-engines became too big to start by hand but lacked on-board electrical systems to trigger ignition.  The two Nailheads were connected by gears to a single, vertical drive shaft which ran the jet up to the critical speed at which ignition became self-sustaining.  The engineers chose the Nailheads after comparing them to other large displacement V8s, the aspect of the Buicks which most appealed being the torque generated at relatively low engine speeds, a characteristic ideal for driving an output shaft, torque best visualized as a "twisting" force.  After the Nailhead was retired in 1966, later carts used Chevrolet big-block V8s but in 1969 a pneumatic start system was added to the infrastructure of the USAF bases from which the SR-71s most frequently operated, the sixteen-cylinder carts relegated to secondary fields the planes rarely used.

Demand

Demand (pronounced dih-mand (U) or dee–mahnd (non-U))

(1) To ask for with proper authority; claim as a right.

(2) To ask for peremptorily or urgently.

(3) To call for or require as just, proper, or necessary.

(4) In law, to lay formal claim to.

(5) In law, to summon, as to court.

(6) An urgent or pressing requirement.

(7) In economics, the desire to purchase, coupled (hopefully) with the power to do so.

(8) In economics, the quantity of goods that buyers will take at a particular price.

(9) A requisition; a legal claim.

(10) A question or inquiry (archaic).

1250-1300: From Middle English demaunden and Anglo-French demaunder, derived from the Medieval Latin dēmandāre (to demand, later to entrust) equivalent to dē + mandāre (to commission, order).  The Old French was demander and, like the English, meant “to request” whereas "to ask for as a right" emerged in the early fifteenth century from Anglo-French legal use.  As used in economic theory and political economy (correlating to supply), first attested from 1776 in the writings of Adam Smith.  The word demand as used by economists is a neutral term which references only the conjunction of (1) a consumer's desire to purchase goods or services and (2) hopefully the power to do so.  However, in general use, to say that someone is "demanding" something does carry a connotation of anger, aggression or impatience.  For this reason, during the 1970s, the language of those advocating the rights of women to secure safe, lawful abortion services changed from "abortion on demand" (ie the word used as an economist might) to "pro choice".  Technical fields (notably economics) coin derived forms as they're required (counterdemand, overdemand, predemand etc).  Demand is a noun & verb, demanding is a verb & adjective, demandable is an adjective, demanded is a verb and demander is a noun; the noun plural is demands.

Video on Demand (VoD)

Directed by Tiago Mesquita with a screenplay by Mark Morgan, Among the Shadows is a thriller which straddles the genres, elements of horror and the supernatural spliced in as required.  Although in production since 2015, with the shooting in London and Rome not completed until the next year, it wasn’t until 2018 when, at the European Film Market, held in conjunction with the Internationale Filmfestspiele Berli (Berlin International Film Festival), that Tombstone Distribution listed it, the distribution rights acquired by VMI, Momentum and Entertainment One, and VMI Worldwide.  In 2019, it was released progressively on DVD and video on demand (VoD), firstly in European markets, the UK release delayed until mid-2020.  In some markets, for reasons unknown, it was released with the title The Shadow Within.

Video on Demand (VoD) and streaming services are similar concepts in video content distribution but there are differences.  VoD is a system which permits users to view content at any time, these days mostly through a device connected to the internet across IP (Internet Protocol), the selection made from a catalog or library of available titles and despite some occasionally ambiguous messaging in the advertising, the content is held on centralized servers and users can choose directly to stream or download.  The VoD services is now often a sub-set of what a platform offers which includes content which may be rented, purchased or accessed through a subscription.

Streaming is a method of delivering media content in a continuous flow over IP and is very much the product of the fast connections of the twenty-first century.  Packets are transmitted in real-time which enables users to start watching or listening without waiting for an entire file (or file set) to download, the attraction actually being it obviates the need for local storage.  There’s obviously definitional and functional overlap and while VoD can involve streaming, not all streaming services are technically VoD and streaming can also be used for live events, real-time broadcasts, or continuous playback of media without specific on-demand access. By contrast, the core purpose of VoD is to provide access at any time and streaming is a delivery mechanism, VoD a broad concept and streaming a specific method of real-time delivery as suited to live events as stored content.

The Mercedes-Benz SSKL and the Demand Supercharger

Modern rendition of Mercedes-Benz SSLK in schematic, illustrating the drilled-out chassis rails (here illustrated without the reinforcing metal sheets added to ensure structural integrity)  The title is misleading because the four SSKLs built were all commissioned in 1931 (although it's possible one or more used a modified chassis which had been constructed in 1929).  All SSK chassis were built between 1928-1932 although the model remained in the factory's catalogue until 1933. 

The Mercedes-Benz SSKL was one of the last of the road cars which could win a top-line Grand Prix.  An evolution of the earlier S, SS and SSK, the SSKL (Super Sports Kurz (short) Leicht (light)) was notable for the extensive drilling of its chassis frame to the point where it was compared to Swiss cheese; reducing weight with no loss of strength (although the longitudinal spars adjacent to the engine and the front bearing points of the rear leaf springs were reinforced with metal sheets concealing some of the drilled holes).  The SSKs and SSKLs were famous also for the banshee howl from the engine when the supercharger was running; nothing like it would be heard until the wail of the BRM V16s twenty years later.  It was called a demand supercharger because, unlike some constantly-engaged forms of forced-induction, it ran only on-demand, in the upper gears, high in the rev-range, when the throttle was pushed wide-open.  Although it could safely be used for barely a minute at a time, when running, engine power jumped from 240-odd horsepower (HP) to over 300.  The number of SSKLs built has been debated and the factory's records are incomplete because (1) like many competition departments, it produced and modified machines "as required" and wasn't much concerned about documenting the changes and (2) many archives were lost as a result of bomb damage during World War II (1939-1945); most historians suggest there were four or SSKLs, all completed (or modified from earlier builds) in 1931.  The SSK had enjoyed great success in competition but even in its heyday was in some ways antiquated and although powerful, was very heavy, thus the expedient of the chassis-drilling intended to make it competitive for another season.  Lighter than the SSK by 125 kg (275 lb), at 1352 kg (2980 lb), the SSLK was by race-car standards still a heavyweight but the reduction in mass did to a degree ameliorate the issues of brake & tyre wear but the higher speeds attained also made the anyway marginal braking capabilities more of a challenge for the drivers.  The SSKL enjoyed a long Indian summer and even on tighter circuits where the bulk meant it could be out-manoeuvred, sometimes it still prevailed by virtue of durability and sheer power.

Rudolf Caracciola (1901–1959) and SSKL in the wet, German Grand Prix, Nürburgring, 19 July, 1931.  Alfred Neubauer (1891–1980; racing manager of the Mercedes-Benz competition department 1926-1955) maintained Caracciola "...never really learned to drive but just felt it, the talent coming to him instinctively."

Sheer power there certainly was because in parallel with the chassis engineers trimming weight, the engine-development team massaged more power from the SSK’s supercharged, 7.1 litre (431 cubic inch) straight-six.  The approach was wholly conventional including increasing the throughput of the 18-vane Roots supercharger so to ensure advantage was taken of the increased flow-rate, the size of the intake and exhaust valves were enlarged by 7%.  All of this of course increased internal stresses so the crankshaft was modified, complimented by larger counterweights on the crank pins.  The tough old engine responded well.  In racing trim, the SSK had generated 180 (HP) horsepower which rose to 250 with the supercharger engaged but in the SSKL the revisions saw power rise to 240 or a remarkable 300 with the blower running.  Fuel consumption was of course high and the increased power increased tyre wear but none of the competition could match the power-to-weight ratio of 4½ per HP.

The Amalgam Collection's 1:8 scale model of the Mercedes-Benz SSKL that won the 1931 Mille Miglia: US$26,995.

Sometimes too it got lucky.  When the field assembled in 1931 for the Fünfter Großer Preis von Deutschland (fifth German Grand Prix) at the Nürburgring, even the factory acknowledged that at a race-weight of 1350 kg-odd, the SSKLs, whatever their advantage in horsepower, stood little chance against the nimble Italian and French machines which weighed-in at some 200 KG (440 lb) less.  However, on the day there was heavy rain with most of race conducted on a soaked track and the twitchy Alfa Romeos, Maseratis and the especially skittery Bugattis proved less suited to the slippery surface than the truck-like but stable SSKL, the lead built up in the rain enough to secure victory even though the margin narrowed as the surface dried and a visible racing-line emerged.  Time and the competition had definitely caught up by 1932 however and it was no longer possible further to lighten the chassis or increase power so aerodynamics specialist Baron Reinhard von Koenig-Fachsenfeld (1899-1992) was called upon to design a streamlined body, the lines influenced both by his World War I (1914-1918 and then usually called "the World War") aeronautical experience and the "streamlined" racing cars which had been seen in the previous decade.  At the time, the country greatly was affected by economic depression which spread around the world after the 1929 Wall Street crash, compelling Mercedes-Benz to suspend the operations of its competitions department so the one-off "streamliner" was a private effort (though with some tacit factory assistance) financed by the driver (who borrowed some of the money from his mechanic!).

The streamlined SSKL crosses the finish line, Avus, 1932.

The driver was Manfred von Brauchitsch (1905-2003), nephew of Major General (later Generalfeldmarschall (Field Marshal)) Walther von Brauchitsch (1881–1948; Oberbefehlshaber (Commander-in-Chief) of OKH (Oberkommando des Heeres (the German army's high command) 1938-1941).  An imposing but ineffectual head of the army, Uncle Walther also borrowed money although rather more than loaned by his nephew's mechanic, the field marshal's funds coming from the state exchequer, "advanced" to him by Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945).  Quickly, Hitler learned the easy way of keeping his mostly aristocratic generals compliant was to loan them money, give them promotions, adorn them with medals and grant them estates in the lands he'd stolen during his many invasions.  His "loans" proved good investments.  Beyond his exploits on the circuits, Manfred von Brauchitsch's other footnote in the history of the Third Reich (1933-1945) is the letter sent on April Fools' Day 1936 to Uncle Walther (apparently as a courtesy between gentlemen) by Baldur von Schirach (1907-1974; head of the Hitlerjugend (Hitler Youth) 1931-1940 & Gauleiter (district party leader) and Reichsstatthalter (Governor) of Vienna 1940-1945) claiming he given a "horse whipping" to the general's nephew because a remark the racing driver was alleged to have made about Frau von Schirach (the daughter of Hitler's court photographer!).  It does seem von Schirach did just that though it wasn't quite the honorable combat he'd claimed: in the usual Nazi manner he'd arrived at von Brauchitsch's apartment in the company of several thugs and, thus assisted, swung his leather whip.

Stromlinienrennwagen (streamlined racing car): A replica of the 1932 Mercedes-Benz SSKL built by the factory in 2018-2019.

Von Brauchitsch the younger denied ever making the remarks and von Schirach was lucky not to have been hanged by the IMT (International Military Tribunal) which tried some of the surviving Nazis in the first Nuremberg Trial (1945-1946).  Had evidence of his conduct in Vienna been brought before the court, he'd have received the death sentence he deserved.  Unlike the German treasury, the mechanic got his money back and that loan proved a good investment, coaxing from the SSKL a victory in its final fling.  Crafted in aluminum by Vetter in Cannstatt, the body was mounted on von Brauchitsch's race-car and proved its worth at the at the Avusrennen (Avus race) in May 1932; with drag reduced by a quarter, the top speed increased by some 12 mph (20 km/h) and the SSKL won its last major trophy on the unique circuit which rewarded straight-line speed like no other.  It was the last of the breed; subsequent grand prix cars would be pure racing machines with none of the compromises demanded for road-use.

Evolution of the front-engined Mercedes-Benz grand prix car, 1928-1954

1928 Mercedes-Benz SS.

As road cars, the Mercedes-Benz W06  S (1927-1928) & SS (1928-1930) borrowed unchanged what had long been the the standard German approach in many fields (foreign policy, military strategy, diplomacy, philosophy etc): robust engineering and brute force; sometimes this combination worked well, sometimes not.  Eschewing refinements in chassis engineering or body construction as practiced by the Italians or French, what the S & SS did was achieved mostly with power and the reliability for which German machinery was already renowned.  Although in tighter conditions often out-manoeuvred, on the faster circuits both were competitive and the toughness of their construction meant, especially on the rough surfaces then found on many road courses, they would outlast the nimble but fragile opposition.

1929 Mercedes-Benz SSK.

By the late 1920s it was obvious an easier path to higher performance than increasing power was to reduce the SS's (Super Sport) size and weight.  The former easily was achieved by reducing the wheelbase, creating a two-seat sports car still suitable for road and track, tighter dimensions and less bulk also reducing fuel consumption and tyre wear, both of which had plagued the big, supercharged cars.  Some engine tuning and the use of lighter body components achieved the objectives and the SSK was in its era a trophy winner in sports car events and on the grand prix circuits.  Confusingly, the "K" element in the name stood for kurz (short) and not kompressor (supercharger) as was applied to some other models although all SSKs used a supercharged, 7.1 litre (433 cubic inch) straight-six. 

1931 Mercedes-Benz SSKL.

The French, British and Italian competition however also were improving their machinery and by late 1930, on the racetracks,  the SSK was becoming something of a relic although it remained most desirable as a road car, demand quelled only by a very high price in what suddenly was a challenging economic climate.  Without the funds to create anything new and with the big engine having reached the end of its development potential, physics made obvious to the engineers more speed could be attained only through a reduction in mass so not only were body components removed or lightened where possible but the chassis and sub-frames were drilled to the point where the whole apparatus was said to resemble "a Swiss cheese".  The process was time consuming but effective because, cutting the SSK's 1520 kg (3350 lb) heft to the SSKL's more svelte 1352, combined with the 300-odd HP which could be enjoyed for about a minute with the supercharger engaged, produced a Grand Prix winner which was competitive for a season longer than any had expected and one also took victory in the 1931 Mille Miglia.  Although it appeared in the press as early a 1932, the "SSKL" designation is retrospective, the factory's extant records listing the machines either as "SSK" or "SSK, model 1931".  No more than four were built and none survive (rumors of a frame "somewhere in Argentina" apparently an urban myth) although some SSK's were at various times "drilled out" to emulate the look and the appeal remains, a replica cobbled together from real and fabricated parts sold at auction in 2007 for over US$2 million; this was when a million dollars was still a lot of money.  

Stromlinienrennwagen (streamlined racing car): 1932 Mercedes-Benz SSKL.

The one-off bodywork (hand beaten from aviation-grade sheet aluminum) was fabricated for a race held at Berlin's unique Automobil-Verkehrs- und Übungsstraße (Avus; the "Automobile traffic and training road") which featured two straights each some 6 miles (10 km) in length, thus the interest in increasing top speed and while never given an official designation by the factory, the crowds dubbed it die Gurke (the cucumber).  The streamlined SSKL won the race and was the first Mercedes-Benz grand prix car to be called a Silberpfeil (silver arrow), the name coined by radio commentator Paul Laven (1902-1979) who was broadcasting trackside for Südwestdeutsche Rundfunkdienst AG (Southwest German Broadcasting Service); he was struck by the unusual appearance although the designer had been inspired by an aircraft fuselage rather than arrows or the vegetable of popular imagination.  The moniker was more flattering than the nickname Weiße Elefanten (white elephant) applied to S & SS which was a reference to their bulk and not a use of the phrase in its usual figurative sense.  The figurative sense came from the Kingdom of Siam (modern-day Thailand) where elephants were beasts of burden, put to work hauling logs in forests or carting other heavy roads but the rare white (albino) elephant was a sacred animal which could not be put to work.  However, the owner was compelled to feed and care for the unproductive creature and the upkeep of an elephant was not cheap; they have large appetites.  According to legend, if some courtier displeased the king, he could expect the present of a white elephant.  A “white elephant” is thus an unwanted possession that though a financial burden, one is “stuck with” and the term is applied the many expensive projects governments around the world seem unable to resist commissioning.

Avus circuit.  Unique in the world, it was the two long straights which determined die Gurke's emphasis on top speed.  Even the gearing was raised (ie a numerically lower differential ratio) because lower engine speeds were valued more than low-speed acceleration which was needed only once a lap.

The size of the S & SS was exaggerated by the unrelieved expanses of white paint (Germany's designated racing color) although despite what is sometimes claimed, Ettore Bugatti’s (1881–1947) famous quip “fastest trucks in the world” was his back-handed compliment not to the German cars but to W. O. Bentley’s (1888–1971) eponymous racers which he judged brutish compared to his svelte machines.  Die Gurke ended up silver only because such had been the rush to complete the build in time for the race, there was time to apply the white paint so it raced in a raw aluminum skin.  Remarkably, in full-race configuration, die Gurke was driven to Avus on public roads, a practice which in many places was tolerated as late as the 1960s.  Its job at Avus done, die Gurke was re-purposed for high-speed tyre testing (its attributes (robust, heavy and fast) ideal for the purpose) before "disappearing" during World War II.  Whether it was broken up for parts or metal re-cycling, spirted away somewhere or destroyed in a bombing raid, nobody knows although it's not impossible conventional bodywork at some point replaced the streamlined panels.  In 2019, Mercedes-Benz unveiled what it described as an "exact replica" of die Gurke, built on an original (1931) chassis.    

1934 Mercedes-Benz W25.

After building the replica Gurke, Mercedes-Benz for the first time subjected it to a wind-tunnel test, finding (broadly in line with expectations) its c_d (coefficient of drag) improved by about a third, recording 0.616 against a standard SSK's 0.914.  By comparison, the purpose-built W25 from 1934 delivered a 0.614 showing how effective Baron Koenig-Fachsenfeld's design had been although by today's standards, the numbers are not of shapes truly "slippery".  Although "pure" racing cars had for years existed, the W25 (Werknummer (works number) 25) was the one which set many elements is what would for a quarter-century in competition be the default template for most grand prix cars and its basic shape and configuration remains recognizable in the last front-engined car to win a Word Championship grand prix in 1960.  The W25 was made possible by generous funding from the new Nazi Party, "prestige projects" always of interest to the propaganda-minded party.  With budgets which dwarfed the competition, immediately the Mercedes-Benz and Auto Unions enjoyed success and the W25 won the newly inaugurated 1935 European Championship.  Ironically, the W25's most famous race was the 1935 German Grand Prix at the Nürburgring, won by the inspired Italian Tazio Nuvolari (1892–1953) in an out-dated and under-powered Alfa-Romeo P3, von Brauchitsch's powerful W25 shredding a rear tyre on the final lap.  However, the Auto Union's chassis design fundamentally was more farsighted; outstanding though the engine was, the W25's platform was, in many ways, eine bessere Gurke (a better cucumber) and because its limitations were inherent, the factory "sat out" most of the 1936 season to develop the W125.

1937 Mercedes-Benz W125.

Along with the dramatic, mid-engined,  V16 Auto Union Type C, the W125 was the most charismatic race car of the "golden age" of 1930s European circuit racing.  When tuned for use on the fastest circuits, the 5.7 litre (346 cubic inch) straight-eight generated over 640 HP and in grand prix racing that number would not be exceeded until the turbocharged engines (first seen in 1977) of the 1980s.  The W125 used a developed version of the W25's 3.4 (205) & 4.3 (262) straight-eights and the factory had assumed this soon would be out-performed by Auto Union's V16s but so successful did the big-bore eight prove the the Mercedes-Benz V16 project was aborted, meaning resources didn't need to be devoted to the body and chassis engineering which would have been required to accommodate the bigger, wider and heavier unit (something which is subsequent decades would doom a Maserati V12 and Porsche's Flat-16.  The W125 was the classic machine of the pre-war "big horsepower" era and if a car travelling at 100 mph (160 km/h) passed a W125 at standstill, the latter could accelerate and pass that car within a mile (1.6 km).

A W125 on the banked Nordschleife (northern ribbon (curve)) at Avus, 1937.  At Avus, the streamlined bodywork was fitted because a track which is 20 km (12 miles) in length but has only four curves puts an untypical premium on top-speed.  The banked turn was demolished in 1967 because increased traffic volumes meant an intersection was needed under the Funkturm (radio tower), tower and today only fragments of the original circuit remain although the lovely art deco race control tower still exists and was for a time used as restaurant.  Atop now sits a Mercedes-Benz three-pointed star rather than the swastika which flew in 1937. 

1938 Mercedes-Benz W154.

On the fastest circuits the streamlined versions of the W125s were geared to attain 330 km/h (205 mph) and 306 km/h (190 mph) often was attained in racing trim.  With streamlined bodywork, there was also the Rekordwagen built for straight-line speed record attempts and one set a mark of 432.7 km/h (268.9 mph), a public-road world speed record that stood until 2017.  Noting the speeds and aware the cars were already too fast for circuits which had been designed for, at most, velocities sometimes 100 km/h (50 mph) less, the governing body changed the rules, limiting the displacement for supercharged machines to 3.0 litres (183 cubic inch), imagining that would slow the pace.  Fast though the rule-makers were, the engineers were quicker still and it wasn't long before the V12 W154 was posting lap-times on a par with the W125 although they did knock a few km/h off the top speeds.  The rule change proved as ineffective in limiting speed as the earlier 750 KG formula which had spawned the W25 & W125.

1939 Mercedes-Benz W165.

An exquisite one-off, the factory built three W165s for the single purpose of contesting the 1939 Tripoli Grand Prix.  Remarkable as it may now sound, there used to be grand prix events in Libya, then a part of Italy's colonial empire.  Anguished at having for years watched the once dominant Alfa Romeos enjoy only the odd (though famous) victory as the German steamroller flattened all competition (something of a harbinger of the Wehrmacht's military successes in 1939-1940), the Italian authorities waited until the last moment before publishing the event's rules, stipulating the use of a voiturette (small car) with a maximum displacement of 1.5 litres  (92 cubic inch).  The rules were designed to suit the Alfa Romeo 158 (Alfetta) and Rome was confident the Germans would have no time to assemble such a machine.  However, knowing Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945), still resenting what happened at the Nürburgring in 1935, would not be best pleased were his Axis partner (and vassal) Benito Mussolini (1883-1945; Duce (leader) & Prime-Minister of Italy 1922-1943) to enjoy even this small victory, the factory scrambled and conjured up the V8-powered (a first for Mercedes-Benz) W165, the trio delivering a "trademark 1-2-3" finish in Tripoli.  As a consolation, with Mercedes-Benz busy building inverted V12s for the Luftwaffe's Messerschmitts, Heinkels and such, an Alfa Romeo won the 1940 Tripoli Grand Prix which would prove the city's last.      

 

1954 Mercedes Benz W196R Strómlinienwagen (literally "streamlined car" but translated usually as "Streamliner".

A curious mix of old (drum brakes, straight-eight engine and swing axles) and new (a desmodromic valve train, fuel injection and aerodynamics developed in a wind-tunnel with the help of engineers then banned from being involved in aviation), the intricacies beneath the skin variously bemused or delighted those who later would come to be called nerds but it was the sensuous curves which attracted most publicity.  Strange though it appeared, it was within the rules and clearly helped deliver stunning speed although the pace did expose some early frailty in road-holding (engineers have since concluded the thing was a generation ahead of tyre technology).  It was one of the prettiest grand prix cars of the post war years and the shape (sometimes called "type Monza", a reference to the Italian circuit with long straights so suited to it) would later much appeal to pop-artist Andy Warhol (1928–1987) who used it in a number of prints.

1954 Mercedes-Benz W196R.  In an indication of how progress accelerated after 1960, compare this W196R with (1) the W25 of 20 years earlier and (2) any grand prix car from 1974, 20 years later. 

However, although pleasing to the eye, the W196R Strómlinienwagen was challenging even for expert drivers and it really was a machine which deserved a de Dion rear suspension rather than the swing axles (on road cars the factory was still building a handful with these as late as 1981 and their fudge of semi-trailing rear arms (the "swing axle when you're not having a swing axle") lasted even longer).  Of more immediate concern to the drivers than any sudden transition to oversteer was that the aluminium skin meant they couldn't see the front wheels so, from their location in the cockpit, it was difficult to judge the position of the extremities, vital in a sport where margins can be fractions of a inch.  After the cars in 1954 returned to Stuttgart having clouted empty oil drums (those and bails of hay was how circuity safety was then done) during an unsuccessful outing to the British Grand Prix at Silverstone, a conventional body quickly was crafted and although visually unremarkable, the drivers found it easier to manage and henceforth, the Strómlinienwagen appeared only at Monza.  There was in 1954-1955 no constructor's championship but had there been the W196R would in both years have won and it delivered two successive world driver's championships for Juan Manuel Fangio (1911–1995).  Because of rule changes, the three victories by the W196R Strómlinienwagen remain the only ones in the Formula One World Championship (since 1950) by a car with enveloping bodywork.