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About PFindlay

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  1. Not specifically camping, but are you interested in a pair of pullout out windowshades that attach to your side window and pull out at an angle, canopy style? Peter
  2. Yes, Russell (actually Canada Cycle & Motor Co. at the time) began selling Knight engined cars in 1910, at first using Daimler Knight engines. Daimler had the licence for the commonwealth, so they got a share of the royalties from the Canadian sales. This likely would not have been affected by Packard's claim to a US patent. But I do wonder what would have changed if Packard had been successful. Maybe we would have seen the Twin Six Knight engine? Maybe we would not have seen Stearns-knight or Willys-Knight?
  3. Also good information, thanks. Maybe the rivalry (spat?) went on a little longer. I'll start looking at May, 1913, reports to see how Packard's record breaking run was reported. As for Tibbetts, it was reported by Motor Age that they did more than consider a patent challenge. Peter
  4. I agree it's a great machine and I'd love to have one. It would be interesting to start a new thread to see how many of them are still out there, and where they are But I'd like to bring this thread back to my original post - Does anyone have any more information on the 1909-10 spat between C.Y. Knight (Knight & Kilbourne) and Henry Joy (Packard Motor Co.), particularly from Packard's side of the story? Maybe some of you Packard guys out there know the story? Or Willys / Stearns guys? Peter
  5. There is one of these devices in the museum just down the road from me. It came from a local high school shop. Quite cool. Peter
  6. I've been doing some research into C.Y. Knight and his sleeve valve design and recently came across some interesting information. It was a description of a very public spat between Knight and Packard involving the patent rights to the sleeve valve design. Apparently, in 1908 Packard purchased a Daimler Knight engine to study and test. Two other companies, probably Peerless and Locomobile, did likewise and all three began discussions regarding the purchase of a licence to build Knight engined cars in the USA. According to Knight, Packard also began a plan to acquire all patent rights, extinguishing Knight's rights. In 1909 Packard searched the US Patent Office and found an early application for a double sliding valve system for steam engines. They convinced the patent owner to apply for a re-issued patent after rewording it to more closely resemble the Knight design. In 1910, armed with the re-issued patent Packard announced that they, not Knight, owned the US rights for sleeve valve engines and proposed a 50/50 split of all US royalties with Knight. What followed was a series of articles, published in magazines like Motor Age and The Autocar, wherein Knight and Packard President Henry Joy sparred with each other regarding what really happened and what their intentions were. It led to Knight's suggestion of a grueling series of tests between 3 Packards and 3 Daimler Knights, including running one of each at 20mph with no oil or water, to see which would last longer. (Joy had claimed that the Knight engine was of no interest to them because of the damage incurred when run without oil or water.) Most of the details of Packard's actions were allegations presented by Knight, with an obvious bias. Has anyone seen anything else written about Packard's early interest in sleeve valve design and the patent rights? Did the Knight Vs Packard Challenge ever occur? Maybe there's a movie script here... Interestingly, none of the three companies ended up building Knight engines. In 1911, Columbia, Stearns, and Stoddard-Dayton became the first U.S. companies to build Knights, with royalites paid to C.Y. Knight's company. I'd be interested to hear anything more of this short lived rivalry. Peter
  7. Thanks for the literature, Layden, I thought I might hear from you on this. Too bad they were removed from my car at some point.
  8. I am looking for circa 1910 Foster Shock Absorbers, made by Gabriel in Cleveland, Ohio. Also known as "The Snubber". Please take a look at this picture if you think you might have something. If anyone has some, or even some better pictures to help me in my search, I's appreciate hearing about it. Peter
  9. Does anyone have pictures or information about Foster Shock Absorbers? Peter
  10. Yes, I was looking at it on the shelf this afternoon. I will PM you. Peter
  11. Typically, electric headlights suggest 1912 or later so it this truck was around prior to that, the lights were probably an update. Thus, the picture was likely taken 1913 or later. Apart from the lights, the truck looks to be 1910 - 1912.
  12. Here's another group of then and now shots. In 1997 my father drove his 1912 REO across Canada, re-creating the first ever Trans-Canada auto trip. Wherever possible, we found the same spot, on the same date, and re-did the photo. 1. Eastern Passage, Nova Scotia (Atlantic Ocean) 2. Frank Slide, Alberta 3. Victoria, BC. (Pacific Ocean)
  13. In 2011, after much storm damage to the aging stump, the Parks Board "restored" the old tree and re-commissioned it. My father (right) was invited to be part of the ceremony with his 1927 Auburn. like this: As well as being in the media event, we have the distinction of being the last car (of many, many over 100+ years) to back into the tree for a photo like this. Barriers have been put up to prevent future access.
  14. I believe the driver is "Handsome" Harry Hooper, one of Vancouver's first taxi owner/drivers. Here is an excerpt from a bio on him: Harry Hooper, a.k.a. “Handsome Harry” or “Lightning Harry,” was born in Napanee, Ontario, around 1883 and moved to Vancouver with his family when he was three. By the early 20th century, he had become a well-known man-about-town through his various pursuits as a dog breeder, thespian, steamboat operator, taxi driver, and competitive cyclist, but was best known as a race car driver. SOURCE: In those early days, Harry owned a couple of Wintons, and possibly this Darracq. He may have also hired out as a chauffeur. Peter