JubileeHoseClampRROC PaCifiC NORthwest RegiON JaNuaRy 1, 2013

Editor: Don Elliott10405 50th St. Ct., NW Gig Harbor, WA 98335Email: dgelliott2@comcast.net

Members are encouraged to submit articles and photos for this publication to the Editor at the above address. HoseClamp is the official publication

of the Pacific Northwest region of the Rolls-Royce Owner’s club and is solely responsible for its contents. Articles reflect the opinion of the authors and do not necessarily reflect club or region policy. The Pacific Northwest Region and its editor(s) seek to publish complete and accurate information, but neither assumes responsibility in the even of loss of damage resulting from publication. Advertising is the product of the advertiser and neither the region nor its editor(s) assumes any responsibility for loss of damage resulting from advertising in HoseClamp. Electronic submission preferred.

“Endless Summer”

Chairman’s CornerPage 2

The Raisbeck Car CollectionPages 3 - 5

Quest for the MeekerPages 6 - 7

Holiday Party Pages 8 - 9

Trouble on theMalahatPages 10 - 12

Car TunesPages 13 - 14

Market PlacePage 15

Craigdarroch CastleBack Cover

Inside this Issue

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NEW NEW NEW NEW CHAIRMANCHAIRMANCHAIRMANCHAIRMAN’S MESSAGE’S MESSAGE’S MESSAGE’S MESSAGE

It is my honor and privilege to have been elected to serve the club as your chairman for 2013. I will strive to fulfill my duties and make it an enjoyable, interesting and fun year. Please feel free to contact me by phone, email or writing if you have any suggestions or comments on how to improve the club and our activities. First I would like to thank our board for agreeing to serve the club. We have a dynamic and energetic group that will ensure our club’s success. The officers include:

• David O’Morchoe, Vice Chairman; • Terry and Barbara McMichael, Secretary; • Roy Magnuson, Treasurer; • Terry and Barbara Saxe, Activities Coordinators; • Dick Tilden, Oregon Representative; • Mary Leong Hunter, Membership; • Phil Birkeland, Pre-War Tech Expert; • Steve Mason, Post-War Tech Expert; and • Don Elliott, Hose Clamp Editor.

Our first board meeting will be January 20 when we will map out the year and adopt a budget. If you have any suggestions for activities please let Terry and Barb Saxe know. We are already planning another joint venture with the British Columbia members in September which we will host. Stay tuned for more details. Also, make plans to attend the National Meet which is planned for San Antonio, Texas this year. Details are in the Flying Lady. Best wishes for many miles of safe and enjoyable motoring in your PMC or other vehicles. Yours in Service, Mark Johnson 360-280-6428 3014 21st Ave SE Olympia, WA 98501 Email: mark.johnson@retailassociation.org

_____________________________________________________________________________________ Our front cover car is Gary Singer’s lovely 1927 Phantom I 53RF shown on a strikingly clear New Mexico day, something that we in the damp and dreary Pacific Northwest long for at this time of year. The chassis for this motorcar was dispatched to Kelner in Paris to be bodied as a cabriolet for their stand at the Paris Salon of 1927. Purchased by a wealthy American woman living in Paris, it was later shipped to the US where the Kelner body was eventually replaced by the Detrich-badged Victoria Convertible coachwork it carries to this day. It was found in derelict condition in 1952 by an early RROC member (now 86) who restored it over the next 40 years, even to the harvesting of the walnut trees he used to make his own running boards. Gary is still in touch with the restorer and occasionally gets a box of original RR parts he has replaced with ones from the Derby factory some sixty years ago. This stunning motorcar is now in the hands of another collector and the proceeds were used to fund a Harvard MBA for Gary’s daughter, another worthwhile investment. Gary lives in Albuquerque, NM.

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The Raisbeck Car Collection October 20, 2012

On a lovely fall day, the faithful gathered at the Boeing Museum of Flight for a kick-the-tires session and a nice luncheon. Being close to Seattle, the turnout was pleasingly large ….. perhaps because some were prepared for the marvels that were about to be revealed at the palatial estate of James Raisbeck located just a few miles away on the shores of Lake Washington. On entering the wrought iron gates, one was directed to the central parking area tucked among the gardens and statuary. Ahead through the turning Fall foliage one had a glimpse of the building complex that formed both the home, the studio, and the several garages that were in evidence. The grounds, the

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gardens, and the buildings are all quite impressive, but then so is what is tucked into the garages that are scattered here and there on several levels. All was tastefully lit and displayed in a Concours d’ Elegance like setting. There were motorcars, .motorcycles, boats, toys, art work, a full art studio, and other collectibles too numerous to count including a machine gun. James was here too, providing tea and goodies to all. Liz Holderman of Hagerty Insurance provided the sweets. Thanks to Liz too. The photos here are but a small representative of the vast collection.

This lowered, chopped, balded, frenched, rolled, and pleated 1949 Mercury convertible with a dreamy Carson top was the ideal car of every high school boy in 1956. Note the absence of door handles, the rear fender skirts, and the required twin spotlights. It is billed as “California at its finest.” So true, Sigh!

Under the category “What the heck is this?” is this 1938 Atalanta, one of 20 made by Atalanta Motors Ltd in Staines, Middlesex, England. Powered by the 4.3 litre Lincoln V-12 engine, this is fast, nimble, and oh-so-sleek. This model won the Team Prize in the Welsh Relay of 1939. She is named for the Greek goddess, Atalanta, who was fleet of foot, fearsome in battle, and desired by many for her beauty. Aptly named., I’d say.

…. and then there is a “Kitty-Car”, a Jaguar XJ220 mid-engined supercar produced by Jaguar in collaboration with Tom Wilkinshaw Racing known as Jaguar Sport between 1992 and 1994. At the time, it held the land speed record for a production car of 350km/h (217 mph).

The Flying Lady on James’ 1927 RR Phantom 1 Derby Tourer (S155PM) had apparently just washed her hair and was

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a bit shy since she her coiffure was not yet presentably dried and curled.. If anyone became “bored” looking at too many wonderful motorcars, there is always the marine division including this impressive triple cockpit twin engined, barrel backed Hackercraft from the 1930’s. This would be the envy of any classic wooden boat show in the country. There was more, but I need space for our member’s cars too.

Coming out to play on a sunny day was “Emily”, Jack Goffette’s treasured 1924 20 H.P. DHC (GLN-77).

From Yakima came Brian and Irene Anderson with their very tidy white 1950 Mk VI.

Up from Portland came Charlie and Joyce Mayovsky with their 1969 Silver Shadow (SRX-6259).

As we were leaving I noticed a very formal two toned 25/30 in the parking area. I had not seen it before. Roy

Magnuson subsequently identified it as John McGary’s 1937 25/30 Hooper (GUN33). Thanks Roy. It is very nice indeed.

Burt and Mary Hunter’s 1971 Silver Shadow Shooting Brake (SHR 10634) and my 1988 Silver Spur (NAJ-24409) were there too, but by now there is no room left. for more. DE

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The Quest for the Meeker Terry Saxe

We picked our way along the fog shrouded lane. Eerie shapes rose up around us, but were largely covered by the mists. We were in the fabled city of

Puyallup and making our way to the storied Meeker Mansion. We were nearing the Mansion when, rising out of the mists, it rose up

to greet us!

The Meeker Mansion was begun in 1887 and finished three years later. Ezra Meeker was 56 years old when the house was started but his wife, Eliza Jane, designed the house and retained title to same …. clearly a woman with some degree of business acumen! Eliza died in 1909. After

her death Ezra left the house ….. never to return, except, some people say, for that weird thing that often occurs at the end of October ….. whooooooooo.

The Meekers became quite wealthy growing and selling hops, a key ingredient in the brewing of beer, which explains how they were able to build such a palatial house. The house was

designed by Ferrell and Dormer, architects in Tacoma. There are 17 rooms, which are carefully being restored to the original. For you architecture buffs, the house was designed in the

Italianate Victorian motif. One aspect of the restoration impressed me: the various layers of paint on the ceiling are being carefully removed to expose the delicate paintings which were

part of the original house.

Our docent, Bob, was quite versed in the history of the house and the Meeker family. His descriptions of the building process and the daily activities of the Meeker family made the whole period come alive for us. Yes, the bathrooms

(complete with the original pull chain WCs) were functional, but a sign admonished us to treat the

plumbing with “gentleness”. About 25 of our members made the trek to Puyallup and were

treated to a tasty lunch in the dining room before the tour….it was a very pleasant experience.

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A further note on Ezra …. He lived to be 98 and was interested in preserving the original Oregon Trail …. the route settlers used to come west. At age 75, accompanied by two oxen, a wagon, a driver and a dog; he journeyed from his front yard to Washington, DC by way of New York City. He wanted to preserve and mark the Oregon Trail for

future generations before it was obliterated by “civilization”. He made this journey once more by oxen, then by automobile in 1916, and once

more by airplane in 1924! Truly a remarkable man …. and house!

For our group, transportation by PMC is more typical as exemplified by Jim Huckeba’s handsome 1974 Silver Shadow SRH-17981, but the mansion is much more at home with older means of transport such as this wedding party. Perhaps this should be termed a “PHC” e.g. a “Proper Horse Cart”. Groan.

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The Holiday Party, Griot’s Garage, December 2, 2012

The annual get together to celebrate the Holiday Season is always a fun filled event. Usually a bit more formal than the usual PNR gathering, the “uniform of the day” was to be “Coats and Ties, and Nice Dresses”. Three of our members followed these instructions to the letter as is seen in this somewhat silly photo. Here we have Don Elliott (L) in the Elliott clan kilt from Scotland, David O’Morchoe (R) in the Wexford Irish County tartan (the patterns are set by the Counties rather than by the family clans in Ireland), and David Leviton with the far more practical modern Utilikilt. The Utilikilt has real pockets. As usual, all the typical questions, jokes, and gibes were in abundance whenever male knees are displayed. Gents, if you are not getting enough attention from the ladies, this is one sure way to rectify the situation!

Our venue, the Indy Café at Griot’s Garage, was full of interesting boy-toys and Tim Willard, Richard Griot’s Collection Curator, was kind enough to treat us to a rare view of Richard’s private collection in the “White Room”. This room, done in a flawlessly dazzling gloss white, shows Richard’s preferences for those upside down bathtub-like vehicles from

Zuffenhausen, Germany that carry the unpronounceable name, Porsche. Also in abundance were historical race cars. (Can you believe that Tim actually gets paid to drive these machines to keep them exercised?) Impressive to be sure. But not to be outdone was this lovely Alfa Romeo that was also on display in the main showroom. It is owned a private collector. Oh my. Santa? Are you listening, Santa?

After a tasty set of appetizers (the warm artichoke dip was yummy) and a full dinner by The Three Chicks caterers came the announcement of the result the recent elections of officers for the PNR. Voting on the listing of candidates had been going on via the internet and postal service during the month of Novembers as provided by our Bylaws. The full slate of new officers

is listed in the Chairman’s Message on the inside cover of this edition. Our new Chairman and Vice Chairman are shown here discussing such weighty topics as how to avoid the federal “fiscal cliff”, what to do about Syria, and how to deal with Iran’s nuclear ambitions, …. or perhaps not. That’s Chairman Mark James Johnson on the left (we have two Mark Johnson’s in the Club) and Vice Chairman Dr. David O’Morchoe on the right. We are in good hands for 2013.

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Next came the main event. Back by popular demand was the auction of treasures and goodies. This year our auctioneer was Peter Hageman (L) assisted by Walt Carel (R) and David Leviton (not shown). Here Peter attempts to sell the “Chest Hair Styling Kit complete with shaving and styling templates”. There was very slow bidding on this item (Ewwwwww gross!.) until it was revealed that the box actually contained a bottle of Jack Daniel’s Black Label whisky. Whew, that’s better!

Selling much more briskly was a hand-knit Bentley Tea Cozy and tea pot, a Christmas Holiday basket filled with goodies, a basket of wine, Sheepskin floor coverings for a SWB Spirit/Turbo R, various parts for a Mk VI/R-type, some really great books on RR/B motorcars, wiring diagrams, and other wonders. Peter moved the auction on briskly keeping the crowd entertained and the club netted a tidy sum in

excess of $1000 due to his efforts and the generosity of our members. Perhaps Bert and Mary’s donation of the wine helped a bit with lubricating our wallets so that they did not stick or jam coming out of the pockets.

Faithfully waiting in the parking lot to take us home were these trusty PMC’s. The list included one I had not seen before, Fran Doyle’s 1985 Corniche MPW DHC. DAF-10312. Fran tells me this car now features a rebuilt engine (by Steve Mason) due to a former owner running it without oil. Ouch!

The carrying capacity of Burt and Mary Hunter’s unique 1971 Silver Shadow Shooting Brake SRH10634 was pressed into service to serve as the wine lorry.

From Brownsville on the Olympic Peninsula came Dave Leviton’s 1985 Silver Spirit SAF-13550 “Black Beauty”

and from Poulsbo came Dave and Pat O’Morchoe’s “Magnolia”, a 1992 Silver Spur II NAN-44496.

It was a very nice party and since the venue was changed to be an afternoon affair, most were able to return home just as the sun was setting (well OK, it was setting behind the clouds). Ho ho ho. DE

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Trouble on the “Malahat” or“We get by with a little help from our friends”

Don Elliott, Gig Harbor, WA

Malahat Drive just north of Victoria, British Columbia, Canada has been an impediment to commerce for centuries. Even the Malahat First Nation’s people (for which the summit and the road are named) used canoes for trading and avoided any attempt at overland transport of goods. Malahat Summit rises from sea level to 356 meters (1156 feet) and back to sea level in only 16 miles. It is steep, rugged, and twisty. The proposal to build a road over the summit in 1884 was dubbed “MacFarlane’s Folly” (for the efforts of Major James MacFarlane) and the idea was widely considered to be impossible due to the rugged terrain. But in 1911 a roughly hewed and graveled road was completed as shown in this old postcard1. Although greatly improved over the past century, it still remains “interesting” and is the scene of a number of accidents especially in winter. In short, this is not the place for a “Failure-to-Proceed”. Yet here is precisely where the incident began.

Participating in a joint meet of the RROC BC and the Pacific Northwest Regions, we were driving our 1988 Silver Spur (NAJ-24409) when the normally rock solid handling was interrupted by a rapidly “bouncing” steering wheel. Slowing to below 40mph caused the vigorous shaking to vanish so I initially concluded that I had thrown a wheel weight and the wheels were out of balance. I was wrong. We endured the remaining complex driving tour at slow speeds since the last stop was to be at Jim Walter’s shop and farm on Cobble Hill. Jim is the owner of Bristol Motors and he knows his stuff2. For example, Jim has been the conservator, caretaker, and companion of John Lennon’s somewhat garish 1965 Phantom V for more than 20 years. He is the only one permitted to drive the car by the owner, The Royal BC Museum of Victoria. He accompanies and places the car when it is rented for special events. (Yes, one can rent this icon of the 1960’s. See Jim for the details.) I knew I would be in good hands if only we could make it to his shop.

The Failure: Once at the shop, the front wheel was zipped off and a suspicious shiny spot was noticed where a wheel weight may once have been. A replacement was quickly obtained, but the fastening tang was insufficient to grip the rim. So following the advice given by Canadian comedian, Red Green, we used the “Handyman’s Secret Weapon”, a.k.a. “duct tape” to hold the weight in place while I tried to get the car to a proper tire shop the following day. The tape held the wheel weight in place as I once again traversed the dreaded Malahat Drive back to the hotel, but things were getting worse. Moreover, the vibration did not seem to be speed dependent as it should be if a lost wheel weight were the cause. The vibrations were greatly reduced if the car was taken out of gear and allowed to coast on the highway, but were made worse by the gentle application of power. Yet the engine itself revved freely and smoothly. I began to suspect the driveline. Finding a 1 Sharp eyed observers might notice that the cars are driving on the left side of the road in this archival photo. Pictures showing automobiles driving on the left in British Columbia can be dated before January 1, 1923, when the province switched to conform to rules-of-the-road in the rest of Canada – and in the United States to avoid confusion at border crossings. 2 Jim Walters, Bristol Motors, Cobble Hill, British Columbia, Canada, 250-380-8717, www.bristolmotors.com

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helpful Canadian Tire shop on a Sunday morning that had a mechanic available was very surprising and relieving. Inspection on her lift identified the problem.

What was found The 1988 Silver Spur has a flexible coupling on either end of the propeller shaft to absorb slight misalignments and to dampen out vibrations. The system is shown in detail on Figure F2-3 of TSD 4700. The coupling’s rubber flexible member is fastened to the propeller shaft by three 12mm Grade 8 bolts. Three more bolts fasten the rear of the flexible member through the spigot plate to maintain alignment and to the pinion drive flange of the differential. All six bolts are equipped with serrations under the head to prevent them from coming loose and are to be torqued to 65-70 ft-lbs on assembly per page F3-1 of TSD4700. Inspection showed that two of these latter bolts were sheared off and the transmission was connected to the rear wheels by only the single remaining bolt, and that bolt was badly worn and loose! It was very clear that the car was unsafe to drive any further. A tow truck returned the car to Jim’s shop for repairs. At that point we had to leave the car behind in Canada and allow Jim to take the lead. Meanwhile, David and Pat O’Morchoe in their lovely 1965 S3 made sure we got to the tire store and home to Gig Harbor, WA safely. The title says “We get by with a little help from our friends” and that was certainly true for us.

On disassembly of the flexible coupling Jim was able to determine what had failed. The top three bolts are the black high strength “Durlok” bolts used by the factory for the connection on the forward portion of the rear flex joint to the propeller shaft. But the key to the problem was the three lower bolts for the connection to the pinon drive shaft in the differential. These were a lower grade of mild steel Grade 5 bolts and were not the much harder alloy steel Grade 8 material. Two had been sheared off and the third was badly worn at the first thread next to the shoulder.

From an engineering viewpoint it is odd that the factory bolts are threaded all the way to the head. A superior design would have been to have only the lower portion threaded (shoulder-style) as insertion of the threaded portions into a flange hole would result in undue stress risers at the multiple points of contact.

In addition to the sheared bolts, it was obvious that the joint had been loose for some time as the flange holes in the spigot plate and mating flanges were worn into an oval pattern. The flange holes started out to be 12mm in diameter or 0.472”, but now measured 0.490” and were non-concentric. The

imprint of the bolt thread pattern was seen inside the holes and verifies the effect of the chattering due to the loose bolts.

Repair Approach Taken Two basic repair approaches were examined. “The Purist” approach would be to replace the propeller shaft, the flexible coupling, and the pinion drive shaft flange with all new RR parts. Doing so would entail a major disassembly of the car to remove the propeller shaft and replace the pinon drive shaft flange. This approach would be successful provided that the parts were reasonably available. A rough estimate was in excess of $5000. As an alternative, Jim suggested an“engineering” approach based upon the principles of machine design. This approach was to examine the flanges for distortion or other damage and (if acceptable) effect a suitable repair; evaluate the propeller shaft to determine if it was

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bent; insert new proper strength bolts; and true the assembly with a dynamic balance consistent with the instructions in TSD 4700 Section F. Given my background in solving industrial equipment problems and treating this motorcar as a piece of machinery instead of a piece of jewelry, the engineering approach seemed to make more sense.

Jim verified that the flanges remained true and the propeller shaft was not bent using a machinist’s dial indicator which was very good news. In addition, the flexible coupling and spigot plate had escaped damage. So the necessary repairs appeared to be limited to in situ reaming of the oblong flange holes to a half inch diameter (below left) and to insert new

SAE ½” alloy shoulder style Grade 8 bolts that were turned to the right length in Jim’s lathe (above right). It should be noted that doing such repair work in someone else’s shop might not have been realistic to expect, but Jim is a skilled machinist, craftsman, and engineer in addition to being a car restorer.

What remained was then to reinstall the flexible coupling and to test drive the car. Jim had scribed witness marks on the parts before disassembly so it was certain how things were oriented when removed. But a final check of concentricity using the dial indicator showed trouble. The propeller shaft was not running true, but showed a run-out of 0.045”. A test drive confirmed that vibration remained. There are three possible orientations of the flexible joint, so he tried rotating it 120o which reduced to run-out to 0.013”. This was better, but still a light vibration was noted. Trying it in the third orientation showed the run-out to be a very acceptable 0.004-0.008”. Now only light balancing of the propeller shaft was needed. It was a time consuming trial and error process, but eventually the propeller shaft ran true and was well balanced. The car once again was smooth to drive….. a major success!

Root Cause Analysis Having answered the “What” and the “How” of this problem, we were only left to discover the “Why”. Jim had determined that the rear bolts in the coupling had been replaced at some time in the past, were now loose, and that the flanges had been worn by chattering of the joint. Subsequent correspondence with the former owner showed that he too was required to tighten these same bolts in 2008, but there were no records of replacing the flexible joint dating back a decade or more. In addition, the joint was installed such that the propeller shaft had an excessive amount of run-out as measured by the dial indicator. The conclusion was that the person who installed the flexible joint sometime prior to 2003 had used the wrong bolt materials and mounted the joint incorrectly. As a result the off balanced joint loosened the bolts and essentially beat them to death by the shaking. Once the bolts were loose, there may have been enough flexibility that the shaking was not transmitted to the steering wheel. But once the bolts were sheared, probably one at a time, the loss of the lower third of their length and their associated nuts would cause a massive imbalance of the drive shaft and result in the staged, but somewhat swift, increase in the shaking of the steering wheel.

Bottom line = We were very lucky to have Jim as a resource. This is one more reason to recognize and celebrate the applicability of the old Beatles’s song lyric in the title of this article. October, 2012

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CAR TUNES

Radios are so much a part of the driving experience, it seems like cars have always had them. But they didn't. Here’s the story. SUNDOWN

One evening in 1929 two young men named William Lear and Elmer Wavering drove their girlfriends to a lookout point high above the Mississippi River town of Quincy, Illinois to watch the sunset. It was a romantic night to be sure, but one of the women observed that it would be even nicer if they could listen to music in the car.

Lear and Wavering liked the idea. Both men had tinkered with radios – Lear had served as a radio operator in the U. S. Navy during World War I – and it wasn't long before they were taking apart a home radio and trying to get it to work in a car. But it wasn't as easy as it sounds: automobiles have ignition switches, generators, spark plugs, and other electrical equipment that generate noisy static interference, making it nearly impossible to listen to the radio when the engine was running. SIGNING ON

One by one, Lear and Wavering identified and eliminated each source of electrical interference. When they finally got their radio to work, they took it to a radio convention in Chicago. There they met Paul Galvin, owner of Galvin Manufacturing Corporation. He made a product called a “battery eliminator” a device that allowed battery-powered radios to run on household AC current. But as more homes were wired for electricity, more radio manufacturers made AC-powered radios. Galvin needed a new product to manufacture. When he met Lear and Wavering at the radio convention, he found it. He believed that mass-produced, affordable car radios had the potential to become a huge business.

Lear and Wavering set up shop in Galvin’s factory, and when they perfected their first radio, they installed it in his Studebaker. Then Galvin went to a local banker to apply for a loan. Thinking it might sweeten the deal, he had his men install a radio in the banker’s Packard. Good idea, but it didn't work – half an hour after the installation, the banker’s Packard caught on fire. (They didn't get the loan.)

Galvin didn't give up. He drove his Studebaker nearly 800 miles to Atlantic City to show off the radio at the 1930 Radio Manufacturers Association convention. Too broke to afford a booth, he parked the car outside the convention hall and cranked up the radio so that passing conventioneers could hear it. That idea worked – he got enough orders to put the radio into production. WHAT’S IN A NAME

That first production model was called the 5T71. Galvin decided he needed to come up with something a little catchier. In those days many companies in the phonograph and radio businesses used the suffix “ola” for their names – Radiola, Columbiola, and Victrola were three of the biggest. Galvin decided to do the same thing, and since his radio was intended for use in a motor vehicle, he decided to call it the Motorola.

But even with the name change, the radio still had problems: When Motorola went on sale in 1930, it cost about $110 uninstalled, at a time when you could buy a brand-new car for $650, and the country was sliding into the Great Depression. (By that measure, a radio for a new car would

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cost about $3,000 today.) In 1930 it took two men several days to put in a car radio – the dashboard had to be taken apart so that the receiver and a single speaker could be installed, and the ceiling had to be cut open to install the antenna. These early radios ran on their own batteries, not on the car battery, so holes had to be cut into the floorboard to accommodate them. The installation manual had eight complete diagrams and 28 pages of instructions. HIT THE ROAD

Selling complicated car radios that cost 20 percent of the price of a brand-new car wouldn’t have been easy in the best of times, let alone during the Great Depression – Galvin lost money in 1930 and struggled for a couple of years after that. But things picked up in 1933 when Ford began offering Motorolas pre-installed at the factory. In 1934 they got another boost when Galvin struck a deal with B. F. Goodrich Tire Company to sell and install them in its chain of tire stores. By then the price of the radio, installation included, had dropped to $55. The Motorola car radio was off and running. The name of the company would be officially changed from Galvin Manufacturing to “Motorola” in 1947.

The photo on the previous page shows a Motorola radio installed in 1932 - 1933. The tuning dial was mounted above the steering wheel and the controls are by cables. Note also that the AM dial face differs from modern practice. On modern AM radios the dial would read 520 - 1610 kHz. The broadcast frequency has not changed and only the display configuration is different.

In the meantime, Galvin continued to develop new uses for car radios. In 1936, the same year that it introduced push-button tuning; it also introduced the Motorola Police Cruiser, a standard car radio that was factory preset to a single frequency to pick up police broadcasts. In 1940 he developed with the first handheld two-way radio – the Handie-Talkie – for the U. S. Army.

A lot of the communications technologies that we take for granted today were born in Motorola labs in the years that followed World War II. In 1947 they came out with the first television to sell under $200. In 1956 the company introduced the world’s first pager; in 1969 it supplied the radio and television equipment that was used to televise Neil Armstrong’s first steps on the Moon. In 1973 it invented the world’s first handheld cellular phone. Today Motorola is one of the second-largest cell phone manufacturers in the world. And it all started with the car radio. WHATEVER HAPPENED TO….

The two men who installed the first radio in Paul Galvin’s car, Elmer Wavering and William Lear, ended up taking very different paths in life. Wavering stayed with Motorola. In the 1950’s he helped change the automobile experience again when he developed the first automotive alternator, replacing inefficient and unreliable generators. The invention lead to such luxuries as power windows, power seats, and, eventually, air-conditioning.

Lear also continued inventing. He holds more than 150 patents. Remember eight-track tape players? Lear invented that. But what he’s really famous for are his contributions to the field of aviation. He invented radio direction finders for planes, aided in the invention of the autopilot, designed the first fully automatic aircraft landing system, and in 1963 introduced his most famous invention of all, the Lear Jet, the world’s first mass-produced, affordable business jet. Not bad for a guy who dropped out of school after the eighth grade.

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THE MARKETPLACE

Please patronize our Advertisers

__________________________________________________________________________________________ To Place an ad in the Hose Clamp:

• Members may place the first classified ad for car related items per issue for free. Multiple ads per member may incur a fee. • Advertisements for businesses will be at the following rates per issue: Full Back Cover in color = $500; Full page interior in Black and

White = $300; Half page interior in black and white = $150; Business card, in black and white = $25. • Four issues are planned each year and each publication reaches ~150 members in the Pacific NW.

Send the finished graphics for the ad to the Editor of the Hose Clamp at the address listed on the front cover. Simple classified ads only need be in an email or in a Word Document form. Payment for business ads should be sent to our Treasurer, or to the Editor for convenience. Make out the payment to PNR RROC.

__________________________________________________________________________________________

THE UNIVERSAL LAWS OF LIFE

Law of Mechanical Repair - After your hands become coated with grease, your nose will begin to itch & you will have to pee.

Law of Gravity - Any tool, nut, bolt, screw, when dropped, will roll to the least accessible corner.

Law of Probability - The probability of being watched is directly proportional to the stupidity of the act.

Law of Random Numbers - If a wrong number is dialed you never get a busy signal & the call is always

answered.

Law of the Alibi - If you tell the boss you were late for work because you had a flat tire, the very next morning you will have a flat tire.

Variation Law - If you change lines (or traffic lanes), the one you were in will always move faster than

the one you are in now.

Law of the Bath - When the body is fully immersed in water, the telephone rings.

Law of the Result - When you try to prove to someone that a machine won't work, it will.

Law of Logical Argument - Anything is possible if you don't know what you are talking about.

“Feeling Right at Home”“Feeling Right at Home”“Feeling Right at Home”“Feeling Right at Home” Craigdarrouch Castle, Victoria, BC

As a Scottish lass, Lady Margaret of Mull (Don Elliott’s 1988 Silver Spur NAJ-24409) feels right at home at this impressive Victorian mansion built by coal baron Robert Dunsmuir in 1890. “Craigdarroch” means “rocky oak place” in Gaelic. This photo was taken just after Lady Margaret’s rescue from the perils of the Malahat Drive.

See the story inside titled “Trouble on the Malahat” for more details.