Ornamentalism

Ornamentalism (pronounced awr-nuh-men-tl-iz-uhm)

(1) The desire or tendency to feature (usually what’s judged an excess of) ornamentation in design or execution (buildings, interiors, furnishings, cars, artwork etc).

(2) Any artistic or architectural style characterised by ornamentation.

(3) In the pre-revolutionary Russian literary tradition, an intricate, mannered and ostentatious prose style most prevalent in the early twentieth century.

(4) In politics, something implemented to lend the appearance of being something substantive while in reality changing little (synonymous usually with “window dressing”).

1860s: The construct was ornament + -al + -ism.  Ornament (an element of decoration; that which embellishes or adorns) was from the Old French ornement, from the Latin ornamentum (equipment, apparatus, furniture, trappings, adornment, embellishment), from ornāre, the present active infinitive of ornō (I equip, adorn). The verb was derived from the noun.  The -al suffix was from the Middle English -al, from the Latin adjectival suffix -ālis, ((the third-declension two-termination suffix (neuter -āle) used to form adjectives of relationship from nouns or numerals) or the French, Middle French and Old French –el & -al.  It was use to denote the sense "of or pertaining to", an adjectival suffix appended (most often to nouns) originally most frequently to words of Latin origin, but since used variously and also was used to form nouns, especially of verbal action.  The alternative form in English remains -ual (-all being obsolete).  The –ism suffix was from the Ancient Greek ισμός (ismós) & -isma noun suffixes, often directly, sometimes through the Latin –ismus & isma (from where English picked up ize) and sometimes through the French –isme or the German –ismus, all ultimately from the Ancient Greek (where it tended more specifically to express a finished act or thing done).  It appeared in loanwords from Greek, where it was used to form abstract nouns of action, state, condition or doctrine from verbs and on this model, was used as a productive suffix in the formation of nouns denoting action or practice, state or condition, principles, doctrines, a usage or characteristic, devotion or adherence (criticism; barbarism; Darwinism; despotism; plagiarism; realism; witticism etc).  Ornamentalism & ornamentalist are nouns; the noun plural is ornamentalisms.

Lindsay Lohan mug-shot Christmas tree ornament.  Even the blurb: “…handmade photo-fresco Ornament made with a hybrid Gypsum based polymer that has the crystaline structure of ceramics…” has about it the whiff of ornamentalism.  In some places, this ornament may be thought blasphemous.

The sense of the noun & adjective ornamental (the comparative “more ornamental”, the superlative “most ornamental”) differ from those of ornamentalism in that the former is almost always either positive or neutral.  In the narrow technical sense something ornamental has “no purpose beyond the decorative” although many “ornamental devices” often either can or do fulfill some function, thus the nuanced phrase “merely ornamental” to distinguish the pure forms.  As a noun, “ornamentals” are plants, fish and such bred or maintained for no purpose other than their aesthetic value (although obviously they also often a commercial product).

The same positive or neutral senses tend to be enjoyed by the noun & verb “ornament” which means usually “a decorative element or embellishment” (such as a ceramic piece displayed but never used for its nominal purpose).  In music it means specifically “a musical flourish not needed by the melodic or harmonic line, but which serves to decorate that line” while in the rituals of Christianity, ornaments (in this context always in the plural) are objects (crosses, altar candles, incense and such) used in church services.  So in musical and liturgical use, ornaments enjoy a duality in that they are both decorative and fulfill some function.  That is reflected in biology when the word is used to describe a characteristic that has a decorative function (typically in order to attract a mate) such as the peacock’s marvelously extravagant tail feathers.

Ornamentalisn is best known in architecture and design and can been seen in styles ranging from the rococo ((Würzburg Residenz, Würzburg Bavaria, Germany; left), to the McMansion (Wildwood New Jersey, USA; right))

In literary theory, ornamentalism is used to describe a style of writing in the pre-revolutionary Russian literary tradition in which prose was constructed in an intricate, mannered and ostentatious way.  It’s most associated with the early twentieth century and the great exponents of the art were the now sadly neglected Andrei Bely (1880-1934), the symbolist Fyodor Sologub (1863–1927) and the monumentally bizarre Alexei Remizov (1877-1957); it was one of the many stylistic trends briefly to flourish within the Russian avant-garde early in the twentieth century.  It came to be of some interest to later deconstructionists and post-modernists (the latter debatably among the greatest (or worst, depending on one’s view) ornamentalists) because the writers focused not on the capacity of the text to convey narrative or ideological content but the aesthetic and formal qualities of language itself; they treated language as an autonomous artistic medium, focusing on its rhythm, sound, texture and visual patterns.  Even at the time, there was criticism that the style was one of self-indulgence and intended for an audience of fellow writers and those who followed developments in the avant-garde; what comrade Stalin (1878-1953; Soviet leader 1924-1953) would later condemn as “formalism”.

What the ornamentalists did was elevate the elements of language (words, sentences, paragraphs etc) to be artistic objects to be assembled and arranged, their interplay as important (some critics suggested more so) than any implied or discernible meaning, thus the fragmented, non-linear prose which was a complete rejection of traditional realism: the ornamentalists called their work “associative structures”, suggesting they really were the proto postmodernists.  In that sense, it wasn’t the textual devices (repetition, alliteration, assonance) or the unusual syntactic structures which was most striking but the often chaotic mixture of prose and poetry and the interpolation of visual and performative elements into the text.  Needless to say, there was much symbolism, presumably thought an adequate substitute for coherence.  Vladimir Nabokov (1899–1977) was a noted critic of some of the more wilfully obscure ornamentalists but in his early Russian works and later English novels, their influence is detectable in his sensitivity to language's aesthetic possibilities.  While ornamentalism never really became a formal “school” of literature, it did exert a pull on Russian modernism and the possibility of elements like language operating as autonomous artistic objects.

In the US car industry peak ornamentalism happened between 1957-1962: 1960 Chrysler 300F (left), 1958 Buick Limited (centre) and 1959 Cadillac Eldorado Biarritz (right).

An earlier Russian literary tradition which was later sometimes a part of ornamentalism was skaz (from the sleazat (to tell)), a genre of folk tales consisting usually of an eye-witness account of an episode in peasant or provincial life, distinguished by the narrative being related by a fictitious narrator rather than the author directly.  What that method did was afford an author some latitude in the use of speech forms such as dialect, slang, mispronunciations and, not infrequently, neologisms, all of which lent the texts a naturalistic vigour and colourfulness which usually wouldn’t appear in a naturalistic piece, told in the first person.

A Spanish literary tradition in the same vein as ornamentalism was plateresco (from platero (silversmith), most associated with sixteenth century romances (with most of what that implies).  The English version of the terms was “plateresque” (silversmith-like) and literary criticism borrowed the idea from architecture & design where it describes the ornate styles popular in Spain during the sixteenth century, the word applied in the same way as rococo (which can be thought of as “high ornamentalism”).  The more familiar Spanish term was Gongorism which described the style of writing typified by that of the poet Luis de Góngora y Argote (1561-1627), famous for his baroque and affected ways with the language which featured a Latinistic vocabulary & syntax, intricate use of metaphors, much hyperbole, mythological allusions and a general weirdness of diction.  In fairness, Góngora did not always write in this manner but so distinctive were his narratives when he did that a minor industry of imitators followed including Richard Crashaw (1613-1649) and the English polymath Sir Thomas Browne (1605–1682) who had great fun while Gongorising.  Gongorism as practiced was a deliberate exaggeration of technique, unlike the earlier aureate (from the Latin aureatus (adorned or decorated with gold), the construct being aure(us) (golden, gilded) +‎ -ate (the adjective-forming suffix).  Arueate language (characterized by the use of (excessively) ornamental or grandiose terms) was most generously described as a sort of poetic diction and it was much in vogue for English and Scottish and poets of the fifteenth century, the works of whom are characterized by the used of ornate & ornamental language, often studded with vernacular coinages from Latin words.

Insipid & Sapid

Insipid (pronounced in-sip-id)

(1) Without distinctive, interesting, or stimulating qualities; vapid.

(2) Something or someone dull or uninteresting; lacking character or definition.

(3) Food or drink lacking sufficient taste to be pleasing; bland, unappetizingly flavorless.

1610–1620: From the sixteenth century French insipid (without taste or perceptible flavor), from the Late Latin insipidus (tasteless), the construct being in- (in the sense of negation) + -sipidus (savory; tasty), a form of sapidus (sapid) from sapere (have a taste (and used also to mean “be wise”)).  The figurative (ie not of food or drink) meaning (uninteresting, dull) emerged in English in the 1640s and it’s believed this was under the influence of Medieval Latin or the Romance languages, where it was a secondary sense.  The noun insipidity was in use by the early seventeenth century.  The choice of synonym can depend on whether what is being described is food & drink or something (or someone) else and the options include banal, bland, ho-hum, innocuous, trite, vapid, tasteless, bland, wearish, boring, vacuous, dull, bland, characterless & colourless.  In English, in some senses the use has been influenced by insipient (unwise, foolish, stupid; lacking wisdom).  Insipient was from the Middle English insipient & incipient, from the Old French insipient, ultimately from the Latin īnsipiēns.  For the fastidious, the comparative is “more insipient”, the superlative “most insipient”).  Insipid is an adjective, insipidity & insipidness are nouns and insipidly is an adverb.

Sapid (pronounced sap-id)

(1) Having taste or flavor (and used specifically to mean “savory”).

(2) Agreeable to the taste; palatable.

(3) Agreeable, as to the mind; to one's liking.

1625-1635: From the Latin sapidus (tasty), from sapere or sapiō (to taste).  The original meaning in English was “having the power of affecting the organs of taste (when used of food & drink or other substances)” while the figurative sense suggested something “gratifying to the mind or its tastes”.  The adjective sipid has the same meaning as sapid and was a mid-nineteenth century back-formation from insipid (on the model of “gruntled” from “disgruntled”) whereas sapid was a direct borrowing from Latin.  Both sapid & sipid can be used to mean “having a taste or flavor; savoury” but unlike insipid which remains in wide use (both in the original context of food & drink and figuratively), neither have ever attained much currency and it’s not unreasonable for both to be listed as obsolete.  Sapid is an adjective, sapidity & sapidness are nouns.

The infamously insipid Koryo Burger, the in-flight delicacy offered by Air Koryo, national carrier of Democratic People’s Republic of Korea (DPRK; North Korea).

In a sense, what words flourish (or at least endure) in English is because of the operation of something of a popularity contest.  While there are style guides, text books and grammar Nazis to tell us which words to use and in what manner, English has no body such as the French government’s Académie Française (council for matters pertaining to the French language) which publishes the a variety of documents which may be said collectively to define what is “official French”.  The Académie had an interesting political history, beginning as a private venture it received the imprimatur of both church & state when in 1635 it was granted a royal charter by Cardinal Richelieu (1585-1642; chief minister (chancellor or prime-minister) to the King of France 1624-1642) during the reign of Louis XIII (1601–1643; King of France 1610-1643) but was dissolved 1793 during the French Revolution (1789), partly because of the mob’s anti-royalist feelings but also because there was some resentment among the peasantry (an in the provinces generally) to the notion of a Parisian elite deciding whose dialect was “right” and whose was “wrong”.  That’s exactly the same dispute which now bubbles in US universities between (1) those who insist there is “correct” standard English while other forms are dialectal variations (ethnic, regional, class etc) and (2) those who argue for a cultural equivalency between all forms, most notably AAVE (African-American Vernacular English) and its many forks.  In 1795 the new regime in France created the Institut de France (Institute of France) as a kind of clearing house for all matters relating to what was “acceptable” French culture, absorbing some pre-existing scientific, literary and artistic bodies and it was to the institute that Napoleon Bonaparte (1769–1821; leader of the French Republic 1799-1804 & Emperor of the French from 1804-1814 & 1815) in 1803 restored the Académie Française as a division.

Portrait of Goethe, oil on paper by Italian artist Elia Bonetti (b 1983).

Spain’s Real Academia Española (Royal Academy of Spain) is a similar body but perhaps surprisingly (given all the stereotypes of the Prussians) there is in Germany no central authority defining the German language, several organizations and institutions working (cooperatively and not) together standardize and update things.  The most authoritative body for German orthography is the Rat für deutsche Rechtschreibung (Council for German Orthography), the membership of which includes representatives from other German-speaking countries (Austria, Switzerland et al) and its mandate extends to overseeing spelling and orthographic rules, something not without controversy, especially since the great spelling “reform” of 1996.  In the spirit of the post-1945 spirit of avoiding where possible the creation of all-powerful single institutions, it’s the Duden dictionary and Institut für Deutsche Sprache (Institute for the German Language) which exert great influence in in maintaining and documenting German vocabulary, grammar and usage, but both tend to be observational, recording changes in the language rather than seeking to enforce rules (ie they are descriptive rather than prescriptive).  German thus evolves through the combined influence of these institutions, public usage, and scholarly input, rather than through a single authoritative academy and internationally it’s probably the Goethe-Institut (Goethe Institute, named after the German author & philosopher Johann Wolfgang von Goethe (1749–1832)) which most promotes the study of German language & culture through its worldwide network of some 160 centres.

English is more democratic still, the survival of words and grammatical forms dependent on the users and even before the British Empire saw the tongue spread around the world the foreign influences were profound, the Latin, Greek, French & Germanic threads the most obvious and even to speak of the “Old English” is misleading to all but those in the field because to most, the “Old English” really isn’t recognizable as “English”.  Not only does modern English thus evolve but so do the other blends such as “Spanglish” (a hybrid of Spanish & English), Hinglish (Hindi & English) and its absurd to speak of “pure English”, even the way BBC announcers used to speak (in the so-called “RP” (received pronunciation) often including fragments picked up from the Raj and around the world.  While the Académie Française may try to keep French as pure as possible, English shamelessly is linguistically slutty.

Lindsay Lohan (with body-double) during filming of Irish Wish (Netflix, 2024) which the Daily Beast concluded wasn't exactly “insipid”.  The car is a Triumph TR4 (1961-1967), one of the early versions with a live rear axle, a detail probably of no significance in the plot-line.

In this democratic way, insipid has endured because it fills a niche that sapid & sipid never found, in both usage & meaning.  Vividly, insipid conveys the notion of something lacking flavor, excitement, or interest, whether literally (vapid food or drink) or figuratively (dull conversation or ideas).  This negative association has a broad and (regrettably) frequent application in everyday language, there so often being a need to decry things or people as uninteresting or failing to make an impact.  By contrast, although sapid & sipid both mean “food having flavour”, there’s less need because that’s expected and what’s usually sought is a way to say the quality is lacking and terms of emphasis came to be preferred: “flavoursome” “tasty” and such taking over although none were as precise as the practical & versatile “insipid” which proved the perfect one-word descriptor whether literally or figuratively.  Insipid is useful too because it’s nuanced in that it although used usually as negative, it’s also a “neutral word” in the sense of “bland”.  When the Daily Beast was searching for similes & metaphors in their review of Irish Wish (released in 2024 as the second edition of Lindsay Lohan’s three film Netflix deal), they opted also to “damn with faint praise” observing because the Netflix’s target audience “merely want to watch something that isn’t insipid and horribly made”, maybe the film (sort of) succeeded.  So insipid has survived because it fulfils needs while sapid & sipid are now little more than linguistic curiosities.

Insipid, sipid & sapid: The votes are in.

Because of the way Google harvests data for their ngrams, they’re not literally a tracking of the use of a word in society but can be usefully indicative of certain trends, (although one is never quite sure which trend(s)), especially over decades.  As a record of actual aggregate use, ngrams are not wholly reliable because: (1) the sub-set of texts Google uses is slanted towards the scientific & academic and (2) the technical limitations imposed by the use of OCR (optical character recognition) when handling older texts of sometime dubious legibility (a process AI should improve).  Where numbers bounce around, this may reflect either: (1) peaks and troughs in use for some reason or (2) some quirk in the data harvested.

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.”