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.” 

Wonder

Wonder (pronounced wuhn-der)

(1) To think or speculate curiously.

(2) To be filled with admiration, amazement, or awe; marvel (often followed by at).

(3) Something strange and surprising; a cause of surprise, astonishment, or admiration.

(4) The emotion excited by what is strange and surprising; a feeling of surprised or puzzled interest, sometimes tinged with admiration.

(5) A miraculous deed or event; remarkable phenomenon.

(6) As a modifier, exciting wonder by virtue of spectacular results achieved, feats performed etc; wonder drug; wonder horse; seven wonders of the ancient world et al.

Pre 900: A Middle English nouns wonder & wunder from the Old English wundor (marvelous thing, miracle, object of astonishment), from the Proto-Germanic wundrą.  It was cognate with the Scots wunner (wonder), the West Frisian wonder & wûnder (wonder, miracle), the Dutch wonder (miracle, wonder), the Low German wunner & wunder (wonder), the German Wunder (miracle, wonder), the Danish, Norwegian & Swedish under (wonder, miracle), the Icelandic undur (wonder) and the Old Norse undr (wonder).  In Middle English, by the late thirteenth century, it came also to mean the emotion associated with such a sight.  The original wonder drug (1939) was Sulfanilamide, one of the first generation of sulfonamide antibiotics and best known as M&B (after the British manufacturer May & Baker); it was later largely superseded by penicillin and other sulfonamides.  The verb (derivative of the noun), was from the Middle English wondren & wonderen, from the Old English wundrian (be astonished; admire; make wonderful, magnify), from the Proto-Germanic wundrōną.  It was cognate with the Saterland Frisian wunnerje, the West Frisian wûnderje, the Dutch wonderen, the German Low German wunnern, the German wundern, the Old High German wuntaron and the Swedish & Icelandic undra.  The sense of "entertain some doubt or curiosity" dates from the late thirteenth century.

Exactly or vaguely synonymous are conjecture, meditate, ponder, question, marvel, surprise, amazement, bewilderment, awe, scepticism, reverence, fascination, confusion, shock, admiration, doubt, astonishment, curiosity, uncertainty, surprise, fear, phenomenon, oddity, miracle, spectacle & speculate.  The noun wonderment is a noun has been in use since the 1530s while wonderful was drawn from the late Old English wunderfoll and wondrous emerged circa 1500, derived (it would seem) from the Middle English adjective wonders which was first noted in the early fourteenth century, originally genitive of the noun wonder, the suffix altered by the influence of such as marvelous etc; it existed as an adverb from the 1550s, the evolution related to wondrously & wondrousness.  Wonder is a noun & verb, wonderer & wonderment are nouns, wonderless is an adjective, wondrous is an adjective & adverb, wonderful is an adjective & adverb (and a non-standard noun) and wondrously is an adverb; the noun plural is wonders. 

The Wonderbra

The “wonder” in the portmanteau word Wonderbra underwent a bit of a meaning shift, decades after the product was released.  Although best-known for the illusory enhancement the structural engineering made possible, “wonder” was originally an allusion to the comfort offered compared with the usually more uncompromising alternatives of the time.  Wonderbra, marketed with an emphasis on the practicality and comfort made possible by innovations in construction, was first trademarked in 1939 by the Canadian Lady Corset Company and was for some years available only in Canada.  Not trademarked in the US until 1955, it wasn’t until 1961 (with the model 1300) that the now familiar, gravity-defying, design was released.

Even then, although the 1300 became the brand’s most popular product, it was thirty years before worldwide success was realized; although it had been on sale in the UK since 1964, sales boomed only in 1992, a success repeated in Europe the next season.  The Wonderbra was launched in the US in 1994 and, assisted by a minimalist advertising campaign featuring Czech model Eva Herzigová (b 1973), became not only a best-seller but part of the cultural lexicon.  The engineering of the Wonderbra wasn’t difficult to emulate and other manufacturers released clones, each with a portmanteau at least as suggestive of “wonder” as it had come to be understood in this context, Gossard offering an Ultrabra and Victoria's Secret a Miracle Bra.  Wonderbra responded to the competition with a novel technical innovation, the Air Wonder, inflatable for "high altitude cleavage".  Included with the Air Wonder was a mini-pump, small enough to fit in a handbag and be thus available for adjustments as circumstances demanded.

Wonderment: Lindsay Lohan as an enhanced Hermione Granger (a fictional character in JK Rowling's (b 1965) Harry Potter series), Saturday Night Live (season 29 episode 18), 1 May 2004.

The Seven Wonders of the Ancient World

The pyramid today: it's the only of the seven wonders which still stands.

The Great Pyramid of Giza was built in 2570 BC and still stands, debate continuing about how it was built, how long the construction took and how many workers were required.  Built as a tomb for the fourth dynasty Egyptian pharaoh Khufu, it was part of a complex which included temples and many smaller pyramids.  Originally, the outermost stones were a highly polished white limestone, many of which were loosened by an earthquake some 600 years ago and over time, all were removed and used in the structures of cities and mosques.  As well as being of interest to architects, Egyptologists and archaeologists in general, the Great Pyramid has attracted cosmologists and mathematicians because of references to the Moon, the Orion constellation, continental gravity and other features of the heavens.  Each side of the pyramid is almost perfectly aligned with the four cardinal points of the compass while the dimensions convert to a ratio that equates to 2π with nearly perfect accuracy.

In the absence of evidence, artists can make of the gardens what they will.

According to legend, the Walls and Hanging Gardens of Babylon were built in 600 BC and stood until destroyed by earthquake in 226 BC but among historians there has long been debate about (1) whether the gardens ever existed and (2) if they did could they possibly have been the form usually described.  None of that ever bothered medieval story-tellers or poets, some of whom embellished the legend as they went.  Most tales recount how they were by King Nebuchadrezzar II because his wife missed the lush, green gardens of her home and in the medieval imagination they were represented sometimes as a cascading series of rooftops and sometimes dangling from structures built into the walls of the royal palace.  A more recent theory, noting the difficulties which would have existed in creating an irrigation system speculate that the myth may be based on gardens planted not in Babylon but close to Sennacherib at the eastern bank of the river Tigris.

Zeus: Because of the well documented contemporary descriptions, the renditions since are at least conceptually accurate.

The Statue of Zeus at Olympia (Δίας μυθολογία) was built in 430 BC and was destroyed by fire in 426 AD. Carved from ivory, on a throne of cedarwood, the statue in its right hand held a life-size statue of Nike, the goddess of victory, and in its left a large sceptre topped with an eagle. Said to be some 12 metres (40 feet) tall, contemporary accounts say it occupied the whole width of one of the temple’s aisles, its head reaching to the ceiling.  Debate has long surrounded the fate of the statue, some saying the structure was lost in the fire while others had it moved to Constantinople (modern day Istanbul) where if remained for decades before being destroyed.  Evidence about its appearance is fragmentary and unreliable; although there’s no doubt many copies at various scales were created during the 800-odd years it stood, none are known to have survived.

Before the fire: The Temple of Artemis is a popular model for modern re-creations.

The Temple of Artemis at Ephesus (Ἀρτεμίσιον) was built in 550 BC and was destroyed by fire in 356 BC though as was the practice then, the structure was rebuilt several times over the centuries.  Unusually by the architectural conventions of the time, it was built substantially of marble and glittered with gold. The scale was impressive: from the high platform over a hundred sculptured columns supported the roof and being at least twice the size of the Parthenon, it was so breathtaking it was said to “rise to the clouds” which literally was rarely true but an example of how exaggeration in social media is nothing new.  The temple functioned also as an art gallery but the centrepiece was of course the statue of Artemis and if the legends are believed it was covered with gold and colourful stones, the legs adorned with carving of bees and animals with the top of the body adorned with breasts, symbolizing fertility.  It was destroyed in an act of arson by a malcontent called Herostratus who wished to secure a place in history by any means and the word herostatic (one who seeks fame at any cost) has endured.  Although made of marble, like the steel & glass Crystal Palace in London, the structure was packed with flammable materials and oils so it burned well.  There exists also a conspiracy theory that the act was a kind of inside job by the temple’s priests who had their own reasons for wanting a new building but neither that nor a reference to the writings of Aristotle which offers a lightning strike as the catalyst for the conflagration have much support among historians.

How to be remembered: The Mausoleum at Halicarnassus.

The Mausoleum at Halicarnassus (Μαυσωλεῖον Ἁλικαρνασσεύς), built as a tomb for Mausolus, a governor in the Persian Empire, was constructed in 352 BC and destroyed by earthquake in 1404 AD.  Said to be extravagant even by the standards of personal aggrandizement known throughout antiquity, the work included sculptural reliefs for each of the four sides of the building, commissioned from the leading Greek architects and artists; these soon became something of a tourist attraction.  Almost perfectly square and some 14 stories tall, the base covered some 10,000 square feet (900+ m²) while on each side of the tomb stood nine massive columns supporting a stepped pyramid on which stood by a four-horse marble chariot in which sat carvings of Mausolus and his Artemisia (who supervised the construction).  So famous was the tomb that Mausolus's name became the root for the word for large tombs in many languages.

Pleasing lines: The Lighthouse of Alexandria.

The Lighthouse of Alexandria (ὁ Φάρος τῆς Ἀλεξανδρείας) was built in 280 BC and was destroyed by earthquake in 1323 AD.  It sat on the island of Pharos in the harbor of Alexandria and was the world’s first “famous lighthouse” although it was architecturally different to modern structures, built in three stages, all sloping inward.  Built with marble blocks suing lead as mortar, the lowest was square, the middle octagonal and the top cylindrical.  Within the lighthouse was a ramp and “dumb-waiter” used to transport the wood for the fire which burned during the night.  On the lantern floor, a large, curved mirror reflected the sunlight during the day and the fire at night and in clear weather it’s said seafarers could see the light even at a distance of 50 kilometres (30 miles).  The earth’s curvature makes this seem improbable but under certain atmospheric conditions (such as the light reflecting from clouds), it may have been possible.  Also plausible is the legend the light generated by the mirror was so bright and hot it could be used as a weapon of coastal defense to set fire to an enemy’s ships.  Under controlled conditions, because such ships were sometimes coated with flammable, tar-like substances (for water-proofing & timber preservation), it might have been possible but it would have been challenging to achieve this against a moving target.  Such was the power of the legend of the Pharos that the word remains the root for “lighthouse” in a number of languages.

Vaguely plausible rendering of how The Colossus of Rhodes may have appeared.

The Colossus of Rhodes was a very big statue, erected somewhere near the port of the city of Rhodes, the biggest settlement on what is the one of the larger Greek islands of the same name which lies off what is now Turkey’s Aegean coast.  Taking a dozen years to complete, the statue, construction of which began in 292 BC, was erected to honor Elios, the God of the Sun, who brought the inhabitants victory over Demetrius Poliorcetes (Demetrius I of Macedon; “The Besieger" 337–283 BC) who laid siege to Rhodes in 305-304 BC.  It stood for only sixty-odd years, collapsing during a severe earthquake which struck in 226 BC, contemporary reports indicating the structure fractured at both knees before toppling.  Remarkably, the mostly bronze wreckage was left substantially undisturbed for some eight-hundred years, becoming something of a tourist attraction before, in 654, it was salvaged by Arab invaders under the Muslim caliph Mu'awiya I (معاوية بن أبي سفيان‎, Muʿāwiya ibn Abī Sufyān; circa 600–680) who sold it to someone described as “a Jewish merchant from Damascus” who is said to have carted it off on a camel train of almost “a thousand beasts”.

Demetrios the Besieger had a scandalous private life but had a flair for military matters, noted too for innovations in engineering such as the machines and devices built by his armies as siege engines.  However, even the forces he was able at deploy in 305-304 BC weren’t sufficient to defeat the fortifications of Rhodes and eventually, Demetrios was compelled to retreat, abandoning the siege machinery on the island.  To give thanks to the Sun God, the Rhodians granted the commission to build a triumphal statue to Helios to the sculptor Chares of Lindos (Χάρης ὁ Λίνδιος, circa 330 BC-circa 280 BC), a pupil of Lysippos (Λύσιππος; fourth century BC) and, in the dozen years between 304-292 BC, he supervised the construction.

Logo of Lindsay Lohan's Beach House at Rhodes.

Structurally, the build was executed along the well-understood engineering principles of the age, the base of white marble first installed to which were affixed the feet and ankles, an iron and stone framework gradually formed as scaffolding and structure proceeded in unison upwards.  To permit the workers to reach the highest levels, an earth ramp was built because the heights involved meant a free-standing system of scaffolding would lack the needed stability; when the work was complete, the earth ramp was demolished and the soil carted off.  While the superstructure was built, workers cast the outer skin in bronze using plates, the metal formed with copper melted in large ovens, to which iron, making 10-20% of the mix, was added.  Then the mouton metal mixture was moved in large ladles to be distributed in clay molds, flat structures used to form sheets varying in thickness according to need. Once cast, the rough edges were ground away and the plates polished before they were transported to the building site where they were hammered to the desired shape to be attached to the iron structure,  The thickest and heaviest plates were those rendered for the feet and ankles, complex in the shape of their curves and needing more mass to afford greater stability.  Thus for a dozen years, the thin bronze skin was added to the growing body of stone, each plate fixed to the iron frame and then to the neighboring plate.  Once finished, it was polished to reflect the rays of the Sun so it would shine as intensely as possible, better to honor Helios. 

How engineers would today build a 122 m (400 feet) high Colossus using modern techniques of structural engineering.  An interesting exercise although the Greek exchequer may have other fiscal priorities.

From the laying of the first stone to its toppling, building its destruction lies a time span of but sixty-seven years but the Colossus ranks as one of the seven wonders of the ancient world with Great Pyramid of Giza which still stands after almost five-thousand.  Such was the scale of the Colossus that the ruins still impressed, “…even lying on the ground, it is a marvel" wrote Pliny the Elder (24-79) who noted few men could wrap their arms around the fallen thumb and each finger alone would have stood taller than most other statues.  The earthquake which so damaged the city 226 BC broke the Colossus at its narrowest and thus weakest points, the knees, and given the mass which existed above, there was no chance it could survive.  Although it would be centuries before the list of the seven wonders would exist as the codified canon now familiar, the stature was already famous and the an offer to the pay the cost of restoration was extended by Ptolemy III Euergetes (Πτολεμαῖος Εὐεργέτης, Ptolemy the Benefactor; circa 280–222 BC) of Egypt.  However, an oracle was consulted and their judgement forbade any re-construction so the offer was declined.  Details of the oracle’s pronouncement are lost but it’s speculated the conclusion may have been the earthquake was the act of a wrathful Helios and the ruins should be left where they fell, lest anger again be aroused.  There is no otherwise compelling explanation to account for why so much valuable bronze wouldn’t for centuries be recycled.

A (fanciful) engraving of the Colossus of Rhodes (circa 1540) by Martin Heemskerck (1498-1574).

The exact location remains uncertain but the notion the Colossus straddled the entrance to Rhodes harbor with ships passing between its legs was a figment of medieval imagination, a thing famously vivid.  Given its method of construction, such a thing would have collapsed under its own weight even before it was complete and, had it stood over the water, not only would construction have been challenging but when it fell, it would have blocked the entrance to the Mandraki harbor.  Despite that, in the early 1980s when a large piece of rubble was discovered in the water, there were still romantics who hoped this might vindicate the medieval theory.  There’s little doubt the story of a 60m (200 feet) tall Colossus straddling the entrance to the harbor was the work of opportunist poets and artists, the engineers and architects of the time sufficiently acquainted with physics and metallurgy to have assured all of the impossibility of their vision yet it seems long to have captured the medieval imagination.  Despite all that, it still influenced many even at the dawn of modernity, being one of the inspirations for the Statue of Liberty but that was designed in a way to ensure greater strength and stability, the weight distribution and the dimensions of the base entirely different.  There’s no doubt the statue stood somewhere in the proximity of Rhodes harbor but archaeological excavations have thus far revealed nothing, not unsurprising given the footprint of a vertical structure is much less than a temple or other building, and the urbanization of Rhodes over two millennia mean the site may long ago have been built-over.  The Colossus though would have shared one noted characteristic with the Statue of Liberty: When copper rubs on iron, it creates electricity, especially in a costal environment with salty air.  Like Liberty, the Colossus of Rhodes made its own electricity.