Bugeye & Frogeye

Bugeye (pronounced buhg-ahy)

(1) A nautical term for a ketch-rigged sailing vessel used on Chesapeake Bay.

(2) A slang term, unrelated to the nautical use, used to describe objects or creatures with the bulging eyes resembling those of certain bugs.

1883: An Americanism, the construct being bug + eye, coined to describe the 1880s practice of shipwrights painting a large eye on each bow of the ketches used for oyster dredging in Chesapeake Bay, an estuary in the US states of Maryland and Virginia.  Bug dates from 1615–1625 and the original use was to describe insects, apparently as a variant of the earlier bugge (beetle), thought to be an alteration of the Middle English budde, from the Old English -budda (beetle) but etymologists are divided on whether the phrase “bug off” (please leave) is related to the undesired presence of insects or was of a distinct origin.  Although “unbug” makes structural sense (ie remove a bug, as opposed to the sense of “debug”), it doesn’t exist whereas forms such as the adjectives unbugged (not bugged) and unbuggable (not able to be bugged) are regarded as standard.  Eye pre-dates 900 and was from the Middle English eie, yë, eighe, eyghe, yȝe, eyȝe & ie, from the Old English ēge, a variant of ēage, from the Proto-West Germanic augā, from the Proto-Germanic augô (eye).  It was cognate with the German Auge & the Icelandic auga and akin to the Latin oculus (eye), the Lithuanian akìs (eye), the Slavic (Polish) oko (eye), the Old Church Slavonic око (oko) (eye), the Albanian sy (eye), the Ancient Greek ὄψ (óps) (in poetic use, “eye; face”) & ὄσσε (ósse) (eyes), the Armenian ակն (akn), the Avestan aši (eyes) and the Sanskrit अक्षि (ákṣi).  A related Modern English form is “ogle”.  Bugeye is a noun and bugeyed is an adjective; the noun plural is bugeyes.  Hyphenated use of all forms is common. 

Frogeye (pronounced frog-ahy or frawg-ahy)

(1) In botany, a small, whitish leaf spot with a narrow barker border, produced by certain fungi.

(2) A plant disease so characterized.

(3) A slang term, unrelated to the botanical use, used to describe objects or creatures with the bulging eyes resembling those of frogs.

1914–15: A descriptive general term, the construct being frog + eye, for the condition Botryosphaeria obtusa, a plant pathogen that causes Frogeye leaf spot, black rot and cankers on many plant species.  The fungus was first described by in 1832 as Sphaeria obtusa, refined as Physalospora obtusa in 1892 while the final classification was defined in 1964.  Frog (any of a class of small tailless amphibians of the family Ranidae (order Anura) which typically move by hopping and in zoology often referred to as “true frog” because in general use “frog” is used loosely or visually similar creatures) pre-dates 1000 and was from the Middle English frogge, from the Old English frogga, from the Proto-West Germanic froggō (frog).  It was cognate with the Norwegian Nynorsk fraug (frog) and Old Norse frauki and there may be links with the Saterland Frisian Poage (frog) and the German Low German Pogg & Pogge (frog).  The alternative forms in English (some still in regional use at least as late as the mid-seventeenth century were frosk, frosh & frock.  Eye pre-dates 900 and was from the Middle English eie, yë, eighe, eyghe, yȝe, eyȝe & ie, from the Old English ēge, a variant of ēage, from the Proto-West Germanic augā, from the Proto-Germanic augô (eye).  It was cognate with the German Auge & the Icelandic auga and akin to the Latin oculus (eye), the Lithuanian akìs (eye), the Slavic (Polish) oko (eye), the Old Church Slavonic око (oko) (eye), the Albanian sy (eye), the Ancient Greek ὄψ (óps) (in poetic use, “eye; face”) & ὄσσε (ósse) (eyes), the Armenian ակն (akn), the Avestan aši (eyes) and the Sanskrit अक्षि (ákṣi).  A related Modern English form is “ogle”.  Frogeye is a noun and frogeyed is an adjective; the noun plural is frogeyes.  Hyphenated use of all forms is common.

Bugeye or frogeye: The Austin-Healey Sprite

1960 Austin-Healey Sprite (left) & 1972 MG Midget (right).

The Austin-Healey Sprite was produced between 1958 and 1971 (although in the last year of production they were badged as the Austin Sprite, reflecting the end of the twenty year contract with Donald Healey's (1898–1988) eponymous company).  Beginning in 1961, the car was restyled and a more conventional frontal appearance was adopted, shared with the almost identical MG Midget, introduced as at the same time as a corporate companion and the Midget outlived the Sprite, the last built in 1980.  Upon release, the Sprite immediately picked up the nicknames frogeye (UK & most of the Commonwealth) and bugeye (North America) because the headlights were mounted as protuberances atop the hood (bonnet), bearing a resemblance to the eyes of some frogs and bugs.  The original design included retractable headlights but to reduce both cost and weight, fixed-lights were used.  As purely functional mountings, such things continue to be fitted to rally-cars.  The linguistic quirk that saw the Sprite nicknamed bugeye in North America and frogeye in most of the rest of the English-speaking world is a mystery.  Etymologists have noted the prior US use of bugeye as a nautical term but it was both geographically and demographically specific and that use, visually, was hardly analogous with the Sprite.  No other explanation has been offered; the English language is like that.

1963 Lightburn Zeta (left) 1964 Lightburn Zeta Sports (centre) & Lightburn Zeta Sports with "sports lights" (right).  Not everything in the 1960s was groovy. 

1949 Crosley Hotshot.

Although distinctive, the look wasn’t new, familiar from the use of the Triumph TR2 (1952) and Crosley in the US had used a similar arrangement for their "Hotshot" & "Super Sport" (1949-1952 and notable for being fitted with four-wheel disk brakes although heey didn't work very well) and in Australia, Lightburn (previously noted for their well-regarded washing machines and cement mixers) were in 1964 forced to adopt them for the woeful Zeta Sports to meet headlight-height regulations.  The Zeta Sports was better looking than the Trabant-like "two-door sedan" which preceded it but truly that is damning with faint praise.  An adaptation (development seems not the appropriate word) of the Meadows Frisky microcar of the mid-1950s, the Zeta Sports was built in South Australia and initially it wasn't realized headlight-height rules in New South Wales (NSW) were such that the low-slung Zeta couldn't comply, even were the suspension to be raised, an expedient MG was compelled to use in 1974 to ensure the bumpers of the Midget & MGB sat at the height specified in new US rules.  Instead "sports lights" were added to the bonnet (hood) which lent more more cartoon-like absurdity to the thing but did little to increase its appeal, only a few dozen built in the two years it was available.

1959 Alfa Romeo Giulietta Sprint Speciale, Tipo (type) 101.20. 

Ungainly the bugeye lights may have been but they were a potentially handy addition given the original headlights doubled as bumper bars.  That seems a silly idea and it is but it wasn't unique to the Zeta and some examples had exquisite (if vulnerable) coachwork, such as the early (low-nose) versions of the much-admired Alfa Romeo Giulietta SS (Sprint Speciale, Tipo (type) 101.20; 1957-1962).  It was only the first 101 cars which were produced in lightweight, bumper-bar less form, that run to fulfil the FIA's homologation rules which demanded a minimum of 100 identical examples to establish eligibility in certain classes of production-car racing.

Lindsay Lohan in "bugeye" sunglasses, the look made popular by Jacqueline Kennedy (1929-1994; US First Lady 1961-1963). 

So aerodynamically efficient (the drag coefficient (CD) a reputed .28) was Carrozzeria Bertone's design that although using only a 1290 cm³ (79 cubic inch) engine with barely 100 hp (75 kW), the SS could achieve an even now impressive 200 km/h (124 mph).  Fitted with a 498 cm³ engine which yielded 21 hp (15.5 kW), the Zeta Sedan thankfully wasn't that fast but did feature a four speed manual gearbox with no reverse gear; to reverse a Zeta, the ignition key was turned the opposite direction so the crankshaft turned the other way.  All four gears remained available so top speed in reverse would presumably have been about the same as going forward but, as Chrysler discovered during the testing for the doomed Airflow (1934-1937), given the vagaries of aerodynamics, it may even have been faster, something which certainly may have been true of the Sports, (at least with the soft top erected) given the additional drag induced by the bugeye lights.  This was never subject to a practical test because unlike the sedan, the diminutive roadster had a reverse gear.  

The class-winning Austin-Healey Sprite, Coupe des Alpes rally, 1958.  With its goofy bugeyes and "grinning grill", the Sprite was often anthropomorphized.  It was part of the little machine's charm and, cheap to run and easy to tune, Sprites were for decades a mainstay of entry-level motorsport and still appear in historic categories.  For years they were cheap so predictably were repowered by more powerful engines including V8s, the transplantation of which could be challenging, as was the subsequent driving experience.

An Italian Bugeye: Pininfarina's Ferrari 330 GTC Speciale

1968 Ferrari 330 GTC.

Introduced at the 1966 Geneva Auto Show, the 330 GTC was an important model for Ferrari and something of a watershed, the model defining the template which would be used for a succession of grand touring models which profitably could be manufactured and sold in volumes which, by Ferrari’s historic standards, constituted mass-production.  Between 1966-1968 597 were built (the of-quoted 598 said to be a double-counting of one chassis number), buyers attracted not only by the style but also creature comforts like air-conditioning and electric windows.  Additionally, there had been refinements to extend the appeal beyond those drawn to the faster but more raucous sports cars, independent rear suspension meaning the ride was softer and the attention paid to NVH (noise, vibration and harshness although the acronym wasn’t then in use in Italy where all three qualities still had a following) meant merely the thing was less tiring (noise is a source of stress); the 330 GTC was said to be the first Ferrari in which the radio genuinely was usable.  Styled by Pininfarina, taking cues from the 500 Superfast (1964-1966) at the front and the 275 GTS (1964-1966) to the rear, it shared the 2,400 mm (94½ inch) wheelbase of the 275 GTB (1964-1968).  A lovely, elegant shape which aged well, it wouldn’t seem to need enhancement but Pininfarina did just that, using the 330 GTC as a test-bed for a number of design studies, some of the details almost imperceptible and some obvious.

1964 Ferrari 330 GT 2+2 (left) and 1967 Ferrari 365 California Spyder (right). 

Of the latter, the most obvious was the addition of a pair of Supervis (super vision) driving lights in retractable housings, as used on the Ferrari 365 California Spyder (1966-1967).  By the mid 1960s, integrated quad headlights had for a decade been a part of mainstream design but their appearance on a Ferrari  had not met with universal praise, the 330 GT 2+2 (1964-1967) produced for its first two seasons with four but reverting to what was judged a more aesthetically accomplished pair for the rest of its run.  Speeds however were rising and the networks of European roads designed for high speed cruising rapidly were being extended and the need for better headlights was acknowledged.  Soon, technology would provide that but in the short term the solution was to add another pair and the retractable units on the Superfast were a way to do that without compromising the marque’s recognizable design language.  It was only on the Superfast the Supervis lights were standard equipment and they appeared on only two of the four 330 GTC Speciales along with a handful of regular production 330 GTC (fitted upon customer request, most sources suggest only three took up the option) and the clearly limited demand, coupled with the labor-intensive installation process, dissuaded Ferrari from extending availability as early as 1965 they appear to have vanished from the option list.  Not until compelled by US regulators a half-decade later would the factory return to retractable headlights, by then in a symmetrical quad.

Ferrari 330 GTC Speciale (serial number 8727, Pininfarina construction number CO 004, left) and in bug-eye mode (right).  This does hint why rarely are the the 365 California Spyders photographed with headlights raised. 

The brace of Supervis on chassis 8727 had a history.  Sometime prior to 1988 the front of the car had been damaged and when repairs were effected, the bug-eye lights simply were removed, the suddenly gaping apertures covered with a plug from sheet aluminium; once painted, the nose again resembled that of the standard 330 GTC the car had once been.  It was only during a later restoration the plugs were discovered and information was sought from Pininfarina which provided details of the history.  Obviously the rotating mechanisms were no longer available so those on one of the 14 365 California Spyders were removed and disassembled, allowing every part exactly to be duplicated, a process as expensive as it sounds and, adding to the cost, it was necessary to fabricate a new nose-cone because the existing metal surrounding the plugs had become too fragile to support the weight.

Skinnytoker Trindalyn Mackenzie skinnysplaining that "skinny isn't owned, it's rented".

The bug-eye look was adopted by the skinnytokers (the skinnytok community said to be "the acceptable pro ana") because the exaggerated size of the frames and lens creates the visual illusion of making the face appear thinner although Trindalyn Mackenzie seems anyway splendidly slender.  

A French bugeye: The Matra 530SX

Matra’s 1967 advertising copy for the last of the Sports Jets (left) and a 530 (right).

René Bonnet (1904–1983) was a self-taught French designer and engineer who joined the long list of those unable to resist the lure of building a car bearing his name.  It ended badly but his venture does enjoy a place in history because briefly he produced the first mid-engined road cars offered for general sale, some four years after the configuration had in Formula One racing begun to exert a dominance which endures to this day.  His diminutive sports car (marketed variously as René Bonnet Djet, Matra-Bonnet Djet, Matra Sports Djet & Matra Sports Jet) were produced by his company between 1962-1964 and by Matra for a further two years, the French manufacturer taking over the concern when Bonnet was unable to pay for the components earlier supplied.  While Matra continued production of the Djet, it used the underpinnings for a much revised model which would in 1967 emerge as the Matra 530.

Matra R.530 surface to air missile (1962, left) and René Bonnet Missile (1959-1962).

It was only force of circumstances which would lead Matra to producing the Djet.  As Bonnet’s largest creditor when the bills grew beyond his capacity to pay, the accountants worked out the only hope of recovering their stake was to take the equity and continue the operation.  Although asset-stripping wasn’t then the thing it would later become, there’s nothing to suggest this was contemplated and the feeling was the superior administrative capacity of Matra would allow things to be run in a more business-like manner although there was genuine interest in the workforce’s skills with the then still novel fibreglass.  However, although Djet production resumed under new management, Bonnet’s other offerings such as the Missile (1959-1962) were retired.  The missile, a small, front-wheel drive (FWD) convertible was a tourer in the pre-war vein rather than a sports car but while the idea probably had potential, the price was high, the performance lethargic and the styling quirky even by French standards.  In looks, it had much in common with the contemporary Daimler SP250 including the tailfins and catfish-like nose but while the British roadster was genuinely a high-high performance (if flawed) sports car, the missile did not live up to its name; under the hood (bonnet) sat small (some sub 1000 cm³) four cylinder engines rather than the Daimler’s sonorous V8.  One influence did however carry over: Matra named the 530 after one of their other products: the R.530 surface to air missile which had entered service in 1962 after a five year development.

Vis-à-vis: Matra 530: The LX (left) and the SX (right).

Using three-numeral numbers for car names is not unusual but usually the reference is to engine capacity (in the metric world a 280 being 2.8 litres, a 350, 3.5 litres etc while in imperial terms 350, 427 et al stood as an indication of the displacement in cubic inches).  Buick proved a contrarian, their 445 V8 gaining the name from its torque rating and the company used 225 in honor of the impressive 225 inch (5.7 m) length of the the 1959 Electra (Jayne Mansfield (1933–1967) died in a 225), sticking to to it for years even as the thing grew and shrunk and there have been many three-digit numbers which indicated a model's place in the hierarchy, the choice sometimes seemingly arbitrary.  Porsche in 1963 thought 901 was innocuous but Peugeot objected, claiming an exclusive right (for cars sold in France) to the use of three digit numbers with a central "0".  At that point Mercedes-Benz had in France been for a decade been selling the 300 and were about to release the 600 so it seemed an ambitious claim but, given the advice the case would be heard in a French court (which meant the French would win), Porsche renamed the thing 911 and the rest is history.  The "Letter Series" Chrysler 300 gained the name from its industry-leading 300 horse power, 331 cubic inch (5.4 litre) V8 and such was the reputation the thing soon established that even though over the following eleven years displacement and power both rose, the "300" model designation was retained, the allure so strong there was a twenty-first century revival.  Even now, 300 sounds an impressive number if linked to horsepower while the "110" used by both Austin and Wolseley doesn't stir the imagination, even though it denoted a useful 11% jump in horsepower from the previous 99.  The three-dozen odd models of the French Monica (1971-1975) were all called "560" because although Chrysler invoiced the company for "340 cid" (cubic inch displacement) V8s, to have called it the 340 would have baffled many in Europe for whom inches were mysterious so 560 it was, a familiar allusion to its 5.6 litres.  Unfortunately, after the ripples of the first oil shock washed over Europe after 1973, engines of that size become suddenly unfashionable and Monica was doomed along with most of the once lucrative trans-Atlantic ecosystem.  

1971 Chrysler (Australia) VG Valiant Regal 770 Hardtop.

Perhaps because 220, 440, 330 and such can be multiples of amicable numbers (and thus possess a beauty for mathematicians), they seem to have been used as model designations unrelated to the three numeral string’s usual function of (usually with some rounding up or down) indicating engine displacement (Kawasaki 440=440 cm3; Mercedes-Benz 220=2.2 litres; Oldsmobile 330=330 cid etc). AMC (American Motor Corporation) had the most complete sequence, using 220, 330, 440, 550, 660, 770, 880 & 990 to tag a model’s place in the hierarchy and in Australia Chrysler used 660 and 770 for their blinged-up Hillman Hunter and Valiant respectively; they also called the Hunter a “Royal” in case 660 was too abstract for the colonials. There, Ford's Mark 1 Cortina was sold as a 220 (the so-called "poverty" model which was a two-door without even a standard heater so it could be advertised at the lowest possible price) & 440 (the better equipped four-door version).  When a two door version with the 440 equipment levels was released, in stead of 330 it was called 240. 550 is also a footnote because the Mercedes-Benz R230 (2001-2011) was unusual because of the quirk of the SL 550 (2006-2011), a designation used exclusively in the North American market, the RoW (rest of the world) cars retaining the SL 500 badge even though both used the 5.5 litre (333 cubic inch) V8 (M273).

1989 ZIL-41052 presidential limousine (one of 13 built) used by both comrade Mikhail Gorbachev (1931–2022; Soviet leader 1985-1991) and former comrade Boris Yeltsin (1931–2007; President of Russia 1991-1999).  Comrade Gorbachev is standing third from left.

Apparently, the number "7" is among people with a preference for such things the "most popular number" and this seems to be neither culturally no gender nor specific.  Having a "favorite number" for reasons unrelated to connection with anything else is a real phenomenon and is not restricted to synesthetes although presumably their experiences provide at least some empirical rationale for a preference.  Historically there are things in seven (the "seven seas", the "seven wonders of the ancient world" et al) and Christianity, as well as assuring us God rested on the seventh day after creating all in six, lists the "seven deadly sins" for us to avoid, lest we been damned for eternity to Hell.  Mathematicians note that of the ten numerals it has certain unique properties but this isn't thought to account for the attraction and it may be nothing more than the character "7" being thought visually attractive and the pronunciation of "seven" being pleasing.  Since 1995 Boeing has produced the 777 airliner and as well Chrysler and AMC, there have been other cars called 770, including one which became infamous for its later association with Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945): The Mercedes-Benz 770 & 770K, produced in two generation (W07, 1930-1938 & W150, 1938-1943), known also as the Grosser (grand) Mercedes.  The 770's gained their name from the 7.7 litre (468 cubic) inch straight-eight engines (many of which were supercharged) although when the Soviet 7.0 litre (425 cubic inch) V8 ZIL 117 was upgraded (as the 4104) to a 7.7 litre V8, there was no use of "7" in the title and only one did one appear in the nomenclature used for its successors (1985-2010).

Hongqi CA770 four-door cabriolet with comrade chairman Mao Zedong (standing centre) holding the "handle-bar"); comrade vice charman Lin Biao to his left.  The image was taken at the dawn of the Cultural Revolution (1966-1976), Tiananmen Square, Peking (Beijing), 1966.

The big ZILs were allocated almost exclusively to senior figures in the Communist Party and that was true of its Chinese counterpart, the Hongqi CA770; like the Soviet ZILs, the Honqqis owed much (borrowed, stolen, copied) to the West and in some case the Chinese even used some US built-V8 engines.  Among the most photographed of the CA770s were the four-door cabriolets (complete with suicide doors) in which would stand CCP (Chinese Communist Party) worthies like comrade Chairman Mao Zedong (1893–1976; CCP chairman 1949-1976), comrade Lin Biao (1907–1971; CCP vice chairman 1958-1971) and comrade Zhou Enlai (1898–1976; premier of the People's Republic of China (PRC) 1949-1976), waiving to dutifully assembled peasants, hopefully grateful for being able to buy their bicycles.  Neither the CA770 or its successors used engines as large as the Mercedes-Benz or the ZILs but all consumed fossil fuel and discharged greenhouse gasses in volumes which would have appalled Greta Thunberg (b 2003).

Nor is a link with the materiel of the military unusual, the names of warships have been borrowed and Chevrolet used Corvette as a deliberate allusion to speed and agility but an air-to-air missile was an unusual source although Dodge did once display a Sidewinder show car.  Eventually the Corvette did live up to its name although the humble Triumph Spitfire was a far cry from the fighter aircraft which became famous in the Battle of Britain (1940).  At the time though, it wasn't the Matra's name which attracted most comment.  There have been quite a few French cars which looked weirder than the 530 but the small, mid-engined sports car was visually strange enough although, almost sixty years on, it has aged rather well and the appearance would by most plausibly be accepted as something decades younger.  The automotive venture wasn’t a risk for Matra because it was a large and diversified industrial conglomerate with profitable interests in transport, telecommunications, aerospace and of course defence (missiles, cluster-bombs, rockets and all that).  As things transpired, the automotive division would for a while prove a valuable prestige project, the participation in motorsport yielding a Formula One Constructors’ Championship and three back-to-back victories in the Le Mans 24 hour endurance classic.

Matra 530: The LX (left) and the SX (right).

The road-car business however proved challenging and Matra never became a major player.  Although the British and Italians would prove there was a market for small, economical sports cars, buyers seemed mostly to prefer more traditionally engineered roadsters which were ruggedly handsome rather than delicately avant-garde.  Although as a niche model in a niche market, the volumes were never high, the 530 was subject to constant development and in 1970 the 530LX was released, distinguished by detail changes and some mechanical improvements.  Most distinctive however was next year’s 530SX, an exercise in “de-contenting” (producing what the US industry used to call a “stripper”) so it could be offered at a lower price point, advertised at 19,000 Fr against the 22,695 asked for the LX.  It was a linguistic coincidence the SX label was later chosen for the lower price 386 & 486 CPUs (central processing unit) by the US-based Intel although they labeled their full-priced offerings DX.

Yuri Gagarin (1934–1968; Soviet pilot and cosmonaut and the first human to travel to “outer space”) with his 1965 Matra Djet (left), standing in front of the Покори́телям ко́смоса (Monumént Pokorítelyam kósmosa) (Monument to the Conquerors of Space), the titanium obelisk erected in 1964 to celebrate the USSR's pioneering achievements in space exploration.  The structure stands 351 feet (107 metres) tall and assumes an incline of 77° which is a bit of artistic licence because the rockets were launched in a vertical path but it was a good decision however because it lent the monument a greater sense of drama.  Underneath the obelisk sits the Музей космонавтики (Memorial Museum of Cosmonautics (known also as the Memorial Museum of Astronautics or Memorial Museum of Space Exploration)) and in the way which was typical of projects in the Brezhnev-era (Leonid Brezhnev (1906–1982; Soviet leader 1964-1982) USSR, although construction was begun in 1964, it wasn't until 1981 the museum opened to the public.  In the Soviet Union, while it was common for projects to be delayed for years, they were usually described as "ahead of schedule". 

The reduction in the cost of production of the SX was achieved in the usual way: remove whatever expensive stuff can be removed.  Thus (1) the retractable headlights were replaced with four fixed “bugeyes”, a single engine air vent was fitted instead of the LX’s four, (3) the rear seat and carpet were deleted, (4) the front seats were non-adjustable, (5) the trimmed dashboard was replaced by one in brushed aluminium (which was much-praised), the removable targa panels in the roof were substituted with a solid panel and, (7) metal parts like bumpers and the grille were painted matte black rather than being chromed.  In the the spirit of the ancien regime, the Frensh adopted the nicknames La Matra de Seigneur (the Matra of a Lord) for the LX & La Matra Pirate (the Matra of a pirate) for the SX.

Who wore the bugeye best?  Austin-Healey Sprite (1958, left), Lightburn Zeta Sports (1964, centre) and Matra 530SX (1971, right).

The SX did little to boost sales and even in 1972 which proved the 530’s most prolific year with 2159 produced, buyers still preferred the more expensive model by 1299 to 860.  Between 1967-1973, only 9609 530s were made: 3732 of the early models, 4731 of the LX and 1146 of the bugeyed SX and, innovative, influential and intriguing as it and the Djet were, it was a failure compared with something unadventurous like the MGB (1963-1980), over a half-million of which were delivered.  One 530 however remains especially memorable, a harlequinesque 1968 model painted by French artist Sonia Delaunay (1885–1979), a founder of the school of Orphism (a fork of Cubism which usually is described as an exercise in pure abstraction rendered in vivid colors).  The work was commissioned by Matra's CEO Jean-Luc Lagardère (1928–2003) for a charity auction and still is sometimes displayed in galleries.  In 2003, after some thirty years of co-production with larger manufacturers, Matra’s automotive division was declared bankrupt and liquidated.

Mermaid

Mermaid (pronounced mur-meyd)

(1) In folklore, a female marine creature, having the head, torso, and arms of a woman and the tail of a fish.  The less well-known masculine equivalent is a merman.

(2) Slang term for a highly skilled female swimmer.

Mid-1300s: From the Middle English mermayde (maid of the sea), the construct being mere + maid. From the Middle English mere, from the Old English mere (sea; inlet; lake), from the Proto-Germanic mari derived from the primitive Indo-European móri. It was cognate with the West Frisian mar, the Dutch & Low German meer and Norwegian mar (only used in combinations, such as marbakke).  It was related to the Latin mare, the Breton mor and the Russian мо́ре (móre).  Maid is from the Middle English mayde or maide, an abbreviation of maiden. Ultimate source is the Proto-Germanic magaþs (maid, virgin) and there were links to the Dutch meid & Magd.  The fourteenth century image of the "fabled marine or amphibian creature having the upper body in the form of a woman and the lower in the form of a fish, with human attributes" appeared most often in conjunction with the idea of a creature "usually working harm, with or without malignant intent, to mortals with whom she might be thrown into relation".

Along with meremenn, meremennen & meremenin, Old English had the equivalent merewif (water-witch (related is the modern “wife”)) and meremenn (mermaid, siren) which were cognate with the Middle Dutch meer-minne and the Old High German meri-min which, circa 1200, became the Middle English mere-min, shortened in the early thirteenth century to mere (siren), the later mermaid probably a re-expansion of this.  Interestingly, where similar forms existed in northern Europe, they were tail-less; the fishy form a medieval influence from classical sirens, mermaids said sometimes to lure sailors to destruction with song.

An artist's depiction of Lindsay Lohan as mermaid.

Mermaids became a popular sign displayed by taverns and inns (and not just those in ports or coastal towns) in the early fifteenth century and Mermaid pie, first sold in the 1660s, was a sucking pig baked whole in a crust and documented from 1825 was the mermaid's purse (the baked egg-case of a skate, ray, or shark), a dish (an aquatic take on the culinary tradition of haggis) thought of Scottish origin.  The merman (fabulous sea-creature, man above and fish below (literally "man of the sea)) dates from circa 1600; the gender-neutral merpeople from 1849 and merfolk (inhabitants of the sea with human bodies and fish-like tails) from 1846.  The recent male gender formations never caught the public imagination in quite the same way and seem pointless add-ons to the myth, al la Barbi's Ken.

Садко в Подводном царстве (Romanized as Sadko v Podvodnom tsarstve) and commonly called Sadko although known also as Sadko in the Underwater Kingdom (1876), oil on canvas by Ilya Yefimovich Repin (1844–1930), Russian Museum, Saint Petersburg.  

Repin painted Sadko (an imposing 127 in × 90.6 inches (3.225 x 2.3m)) while living in France.  The artist was inspired by an epic-length Russian poem, depicting the merchant and musician Sadko who must choose for his wife one of the daughters of the Underwater King.  Biographers have noted the subject an uncharacteristic one for Repin and have suggested his choice of a tale from Russian folklore may have reflected the homesickness he felt after three years in self-imposed exile although it exhibits too the influences of the artistic and social milieu of Paris's Montmartre.  At the time, Repin was ambivalent about the state of Russian art and for some time, Sadko sat abandoned in his studio but the society painter Alexey Petrovich Bogolyubov (1824–1896) thought it so compellingly Russian he prevailed upon Tsesarevich Alexander Alexandrovich (1845-1894; the future Tsar Alexander III (1881-1894)) to commission it, prompting Repin to finish the work.

The bylina (an oral epic poem) which inspired the painting was from north-west Russia and recounts how Sadko had been brought to the realm of the Underwater King to perform a recital which went well, so well the king danced with such delight that he caused a devastating storm.  To show his appreciation, the king offered Sadko the choice of one of his mermaid daughters to take as his wife but following the advice of a saint, Sadko refuses three times three hundred daughters before accepting the last, named Chernavushka.  In the painting, Sadko appears at the right, watching the mermaids flow past his gaze, the unchosen at the front of the procession looking more disappointed than the fish John West rejects.  Chernavushka, last in the aquatic queue is shown glancing at her man.  At the time, the work received a mixed reaction.  All acknowledged the technical skill displayed in the execution but it appealed only to Russian traditionalists, those critics who moved in more liberal circles and were attracted more to realism than a mystical allegory of an undersea kingdom thought it sentimental "folk-art" and urged Repin to return to the naturalistic style with which he'd established his early reputation.

Nice work if you can get it: The Disneyland mermaids.

In summer, between 1959-1967, women dressed as mermaids were employed to splash around four hours a day, operating from a coral reef in the middle of the Submarine Lagoon at the Disneyland Resort in California.  The criteria to qualify for selection as a Disney mermaid included having long hair and being able to swim, the other qualifications not listed on the advertisements but presumably implied by the nature of the appointment.  Those lucky enough to succeed in the first stage of the recruitment process needed to prove their prowess in the hotel pool and, upon demonstrating adequate aquatic adeptness, were given a job which included their tails.  The weekly salary was US$65 which was above average for the time, their other perk being the right to swim in any of the park's many pools (without their tails).

Disney mermaids on the rocks.

For a few weeks, prior to the opening in June, the mermaids practiced in Submarine Lagoon, surrounded by construction activity, neither the lagoon or the Matterhorn yet complete and were warned to keep their distance from the submarine, since there was no barrier and the installation contained what were described, ominously, as "moving parts".  After opening, the mermaids would swim around the submarine, giving guests a memorable experience under and above the surface, performing tricks such as flips and turns with their tails.  Their costumes consisted of a starfish top and a remarkably life-like neoprene tail which could be seen shimmering in the water by those aboard the monorail which transported guests between the park and the Disneyland Hotel.

Disney mermaids flexing their tails.

An integral and important part of the lagoon’s design was a centrally-located rock which was artificially heated, vital because the water was cold and on cooler days, the mermaids really needed the warmth.  The rock became the hangout spot for the mermaids to warm up in the sun and chat amongst themselves, itself something of a tourist attraction and one of the park’s more photographed scenes although the volume of the crowds gathered to enjoy the view did create congestion.  That was manageable but the programme had to be closed in 1967 after a number of mermaids were found to be suffering illness, caused by a combination of prolonged exposure to diesel submarine's exhaust fumes and the highly chlorinated water.  After an absence of many years, mermaids can again be seen in the lagoon but, unlike the flesh, blood and neoprene originals, today’s creatures are animatronic creations.

The  “sturgeon incident”, Xishuangbanna Primitive Forest Park, Yunnan, China, January 2025.  

In the twenty-first century, being a mermaid remains hazardous, the dangers including some not covered by most OHS (occupational health & safety) guidelines.  In January 2025, aged 22, Russian national Masha was working as a mermaid in the aquarium at Xishuangbanna Primitive Forest Park in the PRC’s (People’s Republic of China) Yunnan Province when a large sturgeon appeared to attempt to “chomp” on her head.  The quick thinking mermaid swam away with only minor injuries although it appears the fish may have swallowed her goggles and nose clips.  Children in the audience were said to be “shocked”.

Masha before “sturgeon incident”.

The source of the most prized and expensive caviar, sturgeons are among the largest freshwater fish and the largest can grow to 24 feet (7.2 meters) in length and weigh over 3500 lb (1500 kg) although most are typically between 7–10 feet (2–3 meters) and weigh several hundred pounds; an ancient species, they can live over 100 years.  Generally shy, there’s no history of them attacking people although the largest (like the Gulf or Atlantic sturgeon) have sometimes caused injuries (and even fatalities) by leaping from the water and colliding with someone unfortunate enough to be in their path.  Bottom feeders, they live on small aquatic organisms like crustaceans, insects and molluscs; lacking teeth, they use their suction-feeding ability to suck up food from the river or lakebed, relying on their barbels (whisker-like sensory organs) to detect prey in murky water.

Masha after “sturgeon incident”.

The mermaid was offered about US$100 in compensation for “moral damages” but was also warned not to discuss the “attack” and reminded of the consequences of posting material on-line which could be construed as “being a troublemaker” but unfortunately for Xishuangbanna Primitive Forest Park’s relationship with the CCP (Chinese Communist Party), customers who had filmed the attack within minutes uploaded the footage to TikTok’s domestic sister app Douyin, from which it spread worldwide.  Moscow news services reported that so expendable did Russian mermaids appear to be that although injured and in some pain, Masha was required almost immediately to return to the water where presumably she maintained a cautious distance from the big fish.  In Russian, Masha is an affectionate diminutive of Maria, from Mary, the English form of Maria, the Latin form of the Greek Μαρία, María (or Μαριάμ) & Mariam, found in the Septuagint and New Testament.  In the Hebrew the name meant “rising water” and in Russian “star of the sea” so Masha may have been destined to be a mermaid or at least something aquatic.  Masha can also mean “willpower” or “bitterness” and, in the circumstances, she might need one to overcome the other.

Adhesive

Adhesive (pronounced ad-hee-siv or ad-hee-ziv)

(1) Something coated with glue, paste, mastic, or other sticky substance (which may be intended for either temporary or permanent purposes); a substance that causes something to adhere, as glue or rubber cement.

(2) Figuratively, tenacious or clinging.

(3) Sticking fast; sticky; apt or tending to adhere; clinging.

(4) In physics, of or relating to the molecular force that exists in the area of contact between unlike bodies and that acts to unite them.

(5) The quality or degree of stickiness in the physical sense; relating to adhesion.

(6) In philately, a postage stamp with a gummed back, as distinguished from one embossed or printed on an envelope or card.

1660s: The adjective meaning “sticky, cleaving or clinging” was from the French adhésif, from the Latin adhaesivus, from adhaereō (supine adhaesum). The French construct was formed from the Latin adhaes-, past-participle stem of adhaerere (stick to), the source also of adherent.  The noun was derived from the adjective and emerged in 1881, original as a descriptor of postage stamps (as a clipping of the original (1840) adhesive stamp, the word later adopted in philately as a technical distinction between the classic stick-on stamps and other types.  Around the turn of the twentieth century, it was used in the general sense of "a substance that causes to adhere", as a point of differentiation from simple glue.  The spelling adhæsive is obsolete.

Because of the use in engineering, science, industry & commerce, adhesive is a popular modifier, the forms including adhesive capsulitis, adhesive tape, hot melt adhesive, self-adhesive, adhesive bra, adhesive bandage, adhesive binding, adhesive plaster & adhesive tape.  Words related to adhesive (in the physical or figurative sense depending on context) sense include gummy, sticky, adherent, holding, hugging, pasty, adhering, agglutinant, attaching, clinging, clingy, gelatinous, glutinous, gooey, gummed, mucilaginous, resinous, tenacious, viscid & viscous.  Adhesive is a noun & adjective, adhesion is a noun, adhesively is an adverb and adhesiveness is a noun; the noun plural is adhesives.

Piet Mondrian, neo-plastic painting and adhesive tape

Piet Mondrian’s (1872-1944) 1941 New York City 1 is a series of abstract works created with multi-colored adhesive paper tape.  One version first exhibited at New York’s Museum of Modern Art (MOMA) in 1945 has since 1980 hung in the Düsseldorf Museum as part of the Kunstsammlung Nordrhein-Westfalen’s collection and recently it was revealed for the past 77 years it has been hanging upside down.  The work is unsigned, sometimes an indication the artist deemed it unfinished but Mondrian left no notes.

Mondrian’s 1941 New York City 1 as it (presumably correctly) sat in the artist's studio in 1944 (left) and as it was since 1945 exhibited (upside-down) in New York and Düsseldorf (right).  Spot the difference. 

The decades-long, trans-Atlantic mistake came to light during a press conference held to announce the Kunstsammlung’s new Mondrian exhibition.  During research for the show, a photograph of Mondrian’s studio taken shortly after his death showed the work oriented in the opposite direction and this is being treated as proof of the artist’s intension although experts say the placement of the adhesive tape on the unsigned painting also suggests the piece was hung upside down.  How the error occurred is unclear but when first displayed at MOMA, it may have been as simple as the packing-crate being overturned or misleading instructions being given to the staff.  However, 1941 New York City 1 will remain upside because of the condition of the adhesive strips.  “The adhesive tapes are already extremely loose and hanging by a thread,” a curator was quoted as saying, adding that if it were now to be turned-over, “…gravity would pull it into another direction.  And it’s now part of the work’s story.”

1941 New York City 1, Paris Museum of Modern Art.

The curator made the point that as hung, the interlacing lattice of red, yellow, black and blue adhesive tapes thicken towards the bottom, suggesting a sparser skyline but that “…the thickening of the grid should be at the top, like a dark sky” and another of Mondrian’s creations in a similar vein (the oil on canvas New York City I (1942)) hangs in the Musée National d’Art Moderne in Paris with the thickening of lines at the top.  Whether Mondrian intended 1941 New York City 1 to be part of his oeuvre or it was just a mock-up in adhesive tape for the oil-on canvas composition to follow isn’t known, artists having many reasons for leaving works unsigned.  Mondrian was one of the more significant theorists of abstract art and its withdrawal from nature and natural subjects.  "Denaturalization" he proclaimed to be a milestone in human progress, adding: "The power of neo-plastic painting lies in having shown the necessity of this denaturalization in painterly terms... to denaturalize is to abstract... to abstract is to deepen."   

Lindsay Lohan adhesive stickers.

Adhesives in applied structural engineering

Conventional "backless" bras.

The term "backless bra" can be misleading in that most of them aren't actually built without a back-strap; rather the strap is engineered in a variety of ways to sit well below the shoulder-blades, usually somewhere around the lower back; the "backless" is a reference to the back-strap not being visible when the wearer is clothed.  Often that's enough to suit the outfit with which it's being paired but sometimes there's a need to expose the whole back and here an adhesive bra can be the solution.  Adhesive bras (single-use and re-usable and sometimes called "stick-on bras" or "stickies") are specialized devices which have a large part of the surface-area facing the skin coated with a medical-grade adhesive.  Made usually from silicone or polyurethane and available in a variety of designs (in one and two-piece configurations), almost all are strapless or backless and the variations in design exist to accommodate the different clothes under which the bra will be worn.  One chooses one’s adhesive bra cognizant of the dress or top to be worn, the idea being that once dressed, only skin and fabric should be visible.  In cases where no commercially available adhesive bra is quite right, a variety of medical-grade tapes (sold as tit-tape, skin-tape, boob-tape et al) can be used including double-sided versions which can hold the fabric of clothes in place.  These have the advantage of being able to be rendered in whatever shape is required but can be difficult to apply single-handedly although boyfriends and girlfriends should be anxious to assist.  Experts suggest avoiding the cheapest on the market because some of there are not medical grade and there's the risk of minor skin damage and consequent infection.

For those (regardless of size) who don’t require lift and need only to minimize lateral movement, the two-piece units (which can use a central coupling depending on the outfit) are ideal because they are available in versions with a smaller surface area, some of which use a higher percentage of the adhesive material to adhere to skin below the bust-line which can be helpful.  These are essentially a modern variation of the pasties (adhesive patches worn over the nipples by exotic dancers) from the late 1950s with some structural engineering added to enhance support.

Most two-piece adhesive bras are a pair of stand-alone units but some offer the option of centre-adjustments.  The methods vary, some using Velcro, the familiar hook & eye combination or buckles but the most popular type use shoe-lace style ties.  The scope of adjustment offered is not only lateral (forcing the flesh towards the centre) but also vertical (forcing the flesh upwards), both movements enhancing cleavage and this permits the same bra to be used for more than one style of outfit.

Although mostly associated with backless and strapless styles, adhesive bras are also available which accommodate plunging necklines.  The two-piece units allow designers to display a cut to the waist but more modest renditions, optimized for cleavage, use a kind of cantilever, usually called the “plunge”.

Adhesive cooperate with rather than defy the laws of physics and there are limits to the volumes which can be accommodated.  As a general principle, as the movable mass (and in this case there’s not always a direct correlation between weight and volume) increases, the surface area of the adhesive material which adheres to skin above the functional centre of gravity (essentially the pivot point) should increase.  That means larger sizes can be handled for backless dresses and even plunges are possible but it won’t be possible always to display the skin on the upper poles and designs required to secure a greater mass can be less comfortable because they often include some variation of an underwire to guarantee structural integrity.  As with all forms of structural engineering (essentially, making push equal pull), the physics involved means there are limits to what can be done.