Every week, over the next 74 weeks, i will make a "Automobile flashback series" thread. Where, we will cover "that" year of the automobile. The good, the bad and the ugly. Interesting facts, outrageous opinions, and amazing feats will be posted.
Quote, originally posted by 4x4s »
As stated in previous episodes, don't be shy about asking questions. While we all are pasionate about our current cars, none of them would be what they are today without the constant innovation, improvement, development, and even outright blunders of the past. Ask questions, post up any info or photos you may find, and let's all learn something interesting. (And don't miss the previous episodes: 1920, 1921, and 1922, 1923, 1924,1925 !)
Without any further ado, i present you the year 1926...
But first, lets hear that Jingle...
(VH1 Jingle)I love the 20's.... I love the 20's.... I love the 20's!!!!!(VH1 Jingle)
I've been waiting for 1926 to come up for about... 6+ weeks now. When i first started these "series" of threads, i came up upon a link on the net that caught my attention. Yup, you guessed it....
The first Pontiac race car....
SUMMARY
Hill Climber, the earliest known Pontiac race car, was produced very early in 1926, Pontiac's initial production year. A two door sedan, it was sold in Utica, New York, where it was destroyed in a fire. The chassis was rebuilt into an open, boat tailed racer to compete in local hill climbs. On Saturday, 14 August, 1926, it competed for the first time at an event at Sherrill, New York. It won first in its class, taking two trophies and a $20 cash prize. Hill Climber continued to be raced in the Utica area into the early 1930s.
A DISCOVERY
On May 23, 1997, I found the following ad on a computer bulletin board at my work:
"ONE OF A KIND" 1926 Pontiac Boat Tail Racer New tires, wire wheels totally restored, needs engine work. GREAT PROJECT CAR Please email or phone home only. Call Sandy at xxx-xxxx. At 8:00 AM the next morning my wife Lois, my friend Tom Cox and I were at the seller's door in hopes of beating any other potential buyers. Not really sure what to expect, I did not have high hopes as the asking price was quite reasonable. Visions of a pile of rusty parts and 4 rebuilt wheels had run through my head after reading the ad. Out of the garage rolled a complete car on freshly rebuilt, bright red Buffalo wire wheels. My wife commented, "Oh, it's cute!" …… It was a done deal.
Figure 1 - The author shortly after acquiring Hill Climber
Based upon a name and town given me by the seller I was able to locate and meet S. Robert (Bob) McRorie, son of the man who converted the Pontiac into a race car in the 20's. Through him I have been able to construct the following history of the car they called "Hill Climber" as it was touched by three generations of the McRorie family in Utica, New York.
PONTIAC - THE WINNER FROM THE START
In 1926 McRorie - Sautter was an Oakland automobile dealership and distributor in Utica when General Motors introduced the Pontiac automobile through their Oakland outlets. The car, a two door sedan, serial number 3974, was produced and sold in the first months of that year. McRorie - Sautter Motor Company, then at 122 Seneca Street in Utica, had been an automobile dealer since 1920 initially selling Holmes and then Chandlers in 1923, prior to switching to Oakland in 1924. At an undetermined point after the car's sale, the owner suffered a fire, which destroyed the passenger compartment. The damaged car came back to the dealership. Fred McRorie, Bob’ s father, had the chassis taken across town to the Willoughby Company, a local coach builder of national renown for their custom bodies on high-end automobile chassis. The Willoughby plant was located in East Utica near the Savage Arms Company. There the burned body was cut off at the forward edge of the doors and a boat-tail style, open body was fashioned of steel over wood framing. The very basic level of the finish work and lack of a Willoughby number plate would seem to indicate that the conversion was done as something of a "quick and dirty" job. It was certainly not in keeping with the fit and finish of the "high-end" conversions for which the Willoughby Company was known. This work was done by late summer of 1926 when local newspaper articles describe the car successfully competing in the Sherrill hill climb on August 14, 1926, the first known race for Hill Climber or any other Pontiac for that matter. Hill Climber competed in other races that year and repeated it's first success a year later at the Sherrill hill climb on July 30, 1927.
Hill Climber, as the family called the car, was painted white with advertising on the sides and back; the dealership's name on the sides and the Pontiac Chief head profile with the slogan, "Pontiac, Chief of the Sixes" on the sides of the rear deck. It was driven by Warren "Mandy" Mandeville, an employee of the dealership. Gabriel snubbers, a precursor to modern shock absorbers, are visible in the early photos and the straight through exhaust was likely added in the initial conversion. As the car was raced in the last half of the decade other modifications were made. A larger diameter 1928 manifold was fitted with a Stromberg OA-1 carburetor and larger 1 1/2 inch valves were installed. The original 20 inch wooden spoked wheels were replaced with 21 inch Buffalo wire wheels and hubs. This provided a larger, stiffer, taller wheel. The 4.18:1 Pontiac ring and pinion were also replaced with what appears to be a 3.818:1 Chevrolet unit. These last changes combined to give the car a higher final drive ratio and thus a higher top speed.
Figure 2 - " 'Hill Climber" over the top at Vickerman Hill a real winner! A Pontiac chassis and a Willoughby body!" - Photo 1926, text from a 1972 McRorie-Sautter ad.
Throughout the last half of the decade and into the early 1930s the car was raced in local hill climb events. In addition to the Sherrill events these are believed to include events at Red Hill in the community of Washington Mills outside of Utica, Sauquoit, Kirkland Hill west of Kirkland on route 5, Deerfield Hill out of Mowhawk Valley, and Vickerman Hill near Herkimer. Hill climbs were important publicity opportunities for the dealerships of that period as they demonstrated an auto's ability to negotiate the long, steep, curvy hills in the area, sometimes problematic in cars of the day. In fact, Bob McRorie recalled his father taking he and his mother to Red Hill on Sunday afternoons to practice climbing the hill in top gear. This was in anticipation of taking potential customers on demonstration rides. The organized hillclimbs were quite popular with the public. Coverage of an earlier event, the 1921 Vickerman Hill Climb, by the Utica Times-Dispatch reported a crowd of near 20,000.
HARD TIMES
Hill Climber was retired from racing by 1932 when McRorie-Sautter switched brands from Oakland-Pontiac to Buick. To cover the Pontiac lettering and Indian head logos, the car was repainted a dark blue-green. For a time it is believed to have been used as a run about by employees and later spent some years sitting in the corner of the showroom. Eventually it was moved to the third floor body shop area of the dealership's later location on the corner of Columbia and State Streets.
Figure 3 - In front of the Seneca Street dealership in 1926. Fred McRorie 3rd from right, Warren "Mandy" Mandeville far right.
In the late 30’s Bob McRorie took over management of the dealership from his father. While automobiles were Bob's business for four decades, they were not his hobby. Although he had little personal interest in racing or driving the old race car, he did take care of it, having his mechanics annually grease it and change the oil.
Bob's son, Fred, on the other hand, took an early interest in cars and in his teen years spent much time in the dealership's body shop becoming quite skilled. In the spring of 1962 Fred took an interest in the old race car stored there and, with the help of a shop mechanic, Harry Lohman, got it started. Tragically, on the Saturday before Easter, April 21, 1962, young Fred was killed in an unrelated road accident at Ilion Gorge.
Hill Climber fell into disrepair and eventually was moved out of Utica to a camp near the town of Gray, flat towed on the bare rims. It was stored there for some years in a barn, eventually returning to Utica when the camp was sold.
Bob McRorie continued in the Buick business until 1978. In 1983 he retired to southern Virginia where he lived with his wife Mary until his death in November, 1998.
At some point, probably around 1978 with the closing of the McRorie Sautter Buick dealership, the car came into the possession of Jerry Cooper, a childhood friend of Bob's son, Fred. Jerry and Fred had shared a common interest in tinkering with cars throughout high school.
FOUND
By 1991 Mr. Cooper was living in Maryland between Baltimore and Washington when the car again changed hands to Bob Davison of Ellicott City, Maryland. Mr. Davison, a friend of the Coopers, began restoration. He rebuilt the wire wheels and had new tires mounted. The body was taken off the frame and the frame and running gear repainted in black. The body paint received some level of cleaning and he began cleanup of the engine and drive train..
Since receiving the car, I have worked to both build the history of this vehicle and continue the restoration. In 1998 a rudimentary valve job was performed, the gas tank sealed and a new radiator core installed. That summer the engine ran again for only the second time in over 60 years. As received the odometer indicated 22, 450 miles, which Mr. McRorie stated is the correct original mileage. In the fall of 1999 the car completed 5 laps of the Summit Point Raceway in West Virginia at speed. That winter the body sheet metal was removed to refurbish the underlying wood which was in bad shape. This work was completed in Spring, 2001. That summer the car was repainted to the original white paint scheme with lettering as in the 1926 photos. Simple, leather covered seat cushions and reinstallation of wooden artillery wheels brought the car back to its original race configuration. The car is now being shown at both local and national events.
This car is significant as it is the earliest known Pontiac race car, and one of only a limited number of Pontiacs of any sort surviving from the initial production year. Documentation of this history was submitted to the Antique Automobile Club Of America in 1999. That year the history of Hill Climber was certified by AACA in Class 24 B, Competition - road course or hill climb.
I continue to attempt to rebuild the history of hill climb racing in upstate New York in the 1920's and welcome any contributions of information or ephemera. I will share this history with any interested historical societies. Copies of all information has been provided and are available in the Collier Research Room at The International Motor Racing Research Center at Watkins Glen, Watkins Glen, New York.
The famed Pontiac "Hill Climber" competed for the first time on August 14, 1926, at a race in Sherrill, N.Y. The car, the first race car in Pontiac's history, won first in its class and took home two trophies and a $20 cash prize.
Modified by Gateway at 6:12 PM 3-4-2005
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Some Car Lounge mods/members look for everyone else’s faults because they have lost track of all their own. They see criticism where there is none, and their defense against recognizing their own self-criticism is to sermonize over the trivial habits of others. ....they think they have a responsibility to interfere in others' lives because only they know best.
In 1926, The Hudson Motor Co. dropped to #5, being passed by both Buick and Dodge. Total sales this year was 227,508 cars a drop of 15%
In February this year all Super-Six cars were fitted with bumpers, an electric windshield wiper, and a new tail lamp with stoplight. Later in the year the bumpers would revert to being an option. While front brakes were an option for cars sold in England, the domestic market would continue with only rear brakes for the time being.
The bodies of the first series cars for 1926 were built by one of two companies, Biddle & Smart or Briggs. Using outside coachbuilders had been the norm since the beginning although this wasn’t mentioned in advertising at the time. For the second series of 1926, all Coaches and the Essex Sedan were built in-house. These new all-steel, Hudson-built bodies used piano style door hinges.
Hudson prices started this year ranging from $1095 for the 5 seat open (closed) Coach to $1595 for the 7 passenger (closed) Sedan. Essex prices started this year at $765 for both the (open) Touring Car and the (closed) Coach. Ending several years of price cuts, not all prices were reduced during the year.
1926 Hudson Brougham (early series):
1926 Essex Coach:
For the Michigan fans, The man on the right is Bennie Oosterbaan, who directed the U-M football program for 11 seasons, winning 63 games, three Big Ten championships and two Rose Bowl titles. http://www.mgoblue.com/m-zone/....html
Modified by onebadbug at 10:26 AM 3-5-2005
Quote, originally posted by Blonde Guy »
That's a minivan with a 1.3 L motor? Why can't we buy one of those here? Why are we so far behind China technologically?
Some Car Lounge mods/members look for everyone else’s faults because they have lost track of all their own. They see criticism where there is none, and their defense against recognizing their own self-criticism is to sermonize over the trivial habits of others. ....they think they have a responsibility to interfere in others' lives because only they know best.
In 1926 Maserati developed and built their first car, a two-seater racecar. The engine was an 8 cylinder in line with a 1.5 litre supercharged displacement the engine developed a 120 bhp at 5300 rpm. Above the radiator a badge presented a trident that evoked bologna's famous statue of Neptune. This badge was designed by Mario. On its debut in the Targa Florio on April 25, 1926 it became first in its class
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Some Car Lounge mods/members look for everyone else’s faults because they have lost track of all their own. They see criticism where there is none, and their defense against recognizing their own self-criticism is to sermonize over the trivial habits of others. ....they think they have a responsibility to interfere in others' lives because only they know best.
You shouldn't have to carry this thing all by yourself, man!
I'm handicapped by my lack of access to reference material still. The Twenties are a somewhat difficult decade to cull from my memory for some reason, as opposed to the Thirties, or even the Brass Era, of which my noodle is pretty well-packed with useless by sometimes interesting factoids.
One major event that had lasting importance did happen in '26, however. Errett Lobban Cord spent this year productively, by adding to his holdings of Auburn Motor Company through the acquisition, in quick order, of not only the Lycoming Engine Company, and the Stinson Aircraft Company, but he outdid himself when he bid, and won, the Duesenberg Motor Company in this year. Cord's lengendary Hoosier-automaking-empire was thus born in 1926. The rest is history...wonderful, illustrious, and ultimately rather tragic, history.
I'm a born-and-bred Hoosier, and I love Indiana to my core, so I'm thusly a little bit prejudiced. But, no one can deny that E.L. Cord was practically the Ettore Bugatti of the American Heartland. He had a vision, and pursued it relentlessly, and a little recklessly, too, and the result was some of the greatest and most memorable automobiles ever seen before or since.
God Bless E.L. Cord.
Please read my first published article in the February 2010 Chevy Enthusiast magazine (page 37; "Zora Arkus-Duntov And Five Easy Corvettes"). Link: http://www.amosautomotive.com/ Thanx!
“To one who has faith, no explanation is necessary. To one without faith, no explanation is possible.” - St. Thomas Aquinas
Thank you for that post. I just did some research on E.L.
Did you know about the Museum?
The AUBURN CORD DUESENBERG Museum
in Auburn, Indiana
More than 100 of the most beautiful classics are on display at the former headquarters of the Auburn Automobile Company in Auburn, Indiana.
Occupying a 1930 Art Deco building designed by A.M. Strauss, you can enjoy this unique collection of American pre-war classics in an appropriate setting.
Featuring the three great marques of the Golden Age of the automobile that have been manufactured in Auburn, the museum illustrates the motoring culture from its beginning in the last century, through the decades of this century.
The Auburn Automobile Company was founded in 1900.
Under the management of Errett Lobban Cord, the Duesenberg Automobile and Motors Company was purchased in 1926, and became part of the Auburn Group.
In 1929 the first Cord was introduced with the model L 29. This was also the first American front-wheel-drive production car.
Also in 1929 the Duesenberg Model J was introduced, one of the most famous and desired cars of all time.
1936 brought the Cord 810 with front-wheel-drive and a revolutionary design
Some Car Lounge mods/members look for everyone else’s faults because they have lost track of all their own. They see criticism where there is none, and their defense against recognizing their own self-criticism is to sermonize over the trivial habits of others. ....they think they have a responsibility to interfere in others' lives because only they know best.
Do I know about the Museum? Hell, before I moved East a few years ago to this fetid Hellhole the locals refer to as "Delaware", I visited the A-C-D Museum twice a year on average. I know the building so well that, even 6 years after my last visit , I can take a mental walking tour of the place in my mind. It is one of most beautiful and welcoming automotive museums in the world, IMO. Just the gorgeous Italian marble floors are worth the trip to behold. E.L. Cord's corner office on the second floor is a real trip too.
I LOVE the museum. When there, did you spend any time in the special exhibit room featuring the memorabilia from the 1933 Chicago World's Fair/Century of Progress? It's wonderful.
Gawdalmighty, I'm so homesick for Indiana.
Modified by vwlarry at 3:22 PM 3-6-2005
Please read my first published article in the February 2010 Chevy Enthusiast magazine (page 37; "Zora Arkus-Duntov And Five Easy Corvettes"). Link: http://www.amosautomotive.com/ Thanx!
“To one who has faith, no explanation is necessary. To one without faith, no explanation is possible.” - St. Thomas Aquinas
1926 was, as mentioned earlier, also the debut year for the wildly successful Pontiac sub-make, sold through Oakland dealerships as a companion for the established Oakland brand.
In an effort to protect it's sagging industry, Belgium put up huge import tariffs on foreign cars. The result was GM building an assembly plant in Antwerp and single-handedly capturing about 80% of the Belgian market with it's BL-built cars. That year, they made more cars than the entire Belgian industry combined.
There were two Fiat 520's in 1926. The first was the unsuccessful "Super-Fiat" 520, an enormous limousine with an equally enormous V12 engine. It was the first (and last) Fiat to have a V12. It was the first, but not the last, Fiat luxury car to absolutely bomb in the marketplace. Less than ten were made. Later that year the name went on a very successful mid-size car with very American lines and a solid side-valve straight six. This car would form the basis for successful mid-size Fiat cars into the 1930's.
Japan's first modestly successful car company, Lila, founded by an American expatriot, stopped producing cars in 1926 and sold it's plant to D.A.T. - which would lead to a production facility for the first Datsun cars.
The first famous Riley, the twin-cam Riley 9, was launched in 1926. This unusual car featured the two cams in the block, not overhead, and was quite a competition success, helping spread the word about Riley as a sporting make. The legend would only grow over time.
The car which brought Citroën to prominence, the tiny 5CV, was dropped in 1926 in favor of a newer design. The 5CV, which established Citroën as France's first volume player, was well remembered for it's practicality and it's vibrant colors - especially a particularly lurid shade of Citron yellow.
The British mainstream make Clyno began it's slow decline by attempting to compete head-to-head with Morris. Clyno, who assembled cars, could never compete with William Morris' mass production operation, which was vastly more efficient. So they started selling cars at a loss in ordered to drive Morris back. The production line at Clyno was sped up and the quality went down, and buyers learned that they weren't getting as much car for the money as with a Morris. Ironic, because an assembled car usually offered extra touches over a mass-produced one and Clyno offered four-wheel brakes years before Morris. Clyno was out of business not long after.
All but forgotten now, the french maker Lorraine-Dietrich became the first multiple LeMans winner in 1926. They would later be overshadowed by the success of Bentley, but this was L-D's moment in the sun.
Chrysler continues it's advance, building almost 163,000 cars in 1926, and placing 7th overall in the American industry. The final Maxwell cars are delivered in 1926 as the company phases out the second of the makes it was hatched from (the first, Chalmers, went a year earlier). At this time Chrysler is already planning the introduction of new brands to broaden his corporation's market.
It never ceases to amaze me that Walter Chrysler, a man who sent shockwaves through a huge industry, and built a corporate giant almost singlehandedly, is so virtually forgotten.
GeeEmm, last year, ran promotions that featured another nearly forgotten architect of the modern automobile industry, Harley Earl. Daimler Chrysler could do worse than to incorporate the memory (actually, revive it would be more appropriate) of the American business pioneer who started it all.
Walter Chrysler was everything that Americans revere in their successful persons; dynamic, independent, progressive, and honest. Why his memory is ignored is puzzling. Our current sub-culture of American self-loathing is probably not helping things much.
Please read my first published article in the February 2010 Chevy Enthusiast magazine (page 37; "Zora Arkus-Duntov And Five Easy Corvettes"). Link: http://www.amosautomotive.com/ Thanx!
“To one who has faith, no explanation is necessary. To one without faith, no explanation is possible.” - St. Thomas Aquinas
When there, did you spend any time in the special exhibit room featuring the memorabilia from the 1933 Chicago World's Fair/Century of Progress?
I haven't been there, but if i am ever in the area, i will make it a point to stop by. I'll make sure to take alot of photos as well.
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Some Car Lounge mods/members look for everyone else’s faults because they have lost track of all their own. They see criticism where there is none, and their defense against recognizing their own self-criticism is to sermonize over the trivial habits of others. ....they think they have a responsibility to interfere in others' lives because only they know best.
It's such a beautiful place, and the fact that it is the actual factory showroom and administration building for ACD is really pretty awesome. It's in a v. quiet part of the small town of Auburn, and the remains of the assembly plant lie directly behind the building to this day. You can even find intriguing stuff just laying around in the lot adjoining the museum, as one time, around '95 or so, on a trip I made with my dad and my uncle, we no sooner parked the car, in the small triangular lot in front of the museum, I spotted something odd, yet strangely familiar, in the fenced-in lot next to the building. Then it hit me...I was looking at one of the decrepit General Motors' "Motorama" GMC bus-style futuristic vehicles that travelled the nation in the fifties, carrying the GeeEmm Motorama mobile exhibits to small towns. It was SO COOL. I still don't know why it was there, or who owned it, but it was neat to just see it lying there "in repose" awaiting the healing hand of a caring restoration.
Please read my first published article in the February 2010 Chevy Enthusiast magazine (page 37; "Zora Arkus-Duntov And Five Easy Corvettes"). Link: http://www.amosautomotive.com/ Thanx!
“To one who has faith, no explanation is necessary. To one without faith, no explanation is possible.” - St. Thomas Aquinas
I think what's most amazing about the Bronx River Parkway is that it's essentially unchanged since the day it was built. They repave it every now and then, and they've added exits and on ramps, but it's still the same narrow 35-mph parkway it was when people cruised around Hupmobiles. A hummer H1 actually won't fit in one lane on that parkway, and big 70's cruisers have trouble with it too.
Odd, when you realize how large 1920's cars were.
Another major innovation for 1926 was laminated safety glass, which quickly became an industry norm. This was required to make people feel safer in full-enclosed cars, which were now starting to overtake the open tourer in popularity because they were much more practical. It sucked to drive around in a tourer in Vermont winters.
Perhaps a symbol of the 1920's, in 1926 the majority of cars in the United States, for the first time, were bought on credit. Financing became the norm thereafter for purchasing cars, though in the early thirties many would pay cash over finance. Credit was easy to get in the 1920's, the modern credit system was only just getting established, and people bought all kinds of stuff on Credit, including stocks. Or they bought things on margin.. All this credit activity looked great to financiers, but there were dark clouds on the horizon emerging from this behavior and reliance on weak credit.
1926 saw the merger of the two oldest continuous car producers - Daimler and Benz. Carl Benz and Gottlieb Daimler never actually met - but Benz did live to see this merger. He was 82.
Frank Lockhart won the 1926 Indy 500 behind the wheel of one Harry Miller's racers. 1926 also saw the creation of the township of Speedway, Indiana - which formally separated the Indy speedway from Indianapolis the city.
The Chrysler Imperial E-80 became Chrysler's first true "imperial" meant to compete with Cadillac, Lincoln, Packard, Stutz, and Peerless. In an event that would later effect the destiny of the Imperial, Briggs bodyworks purchased LeBaron coachworks in 1926.
The Budd corporation, known more today for it's Trains than cars, opened a plant in Germany in 1926 on the site of the old Rumpler factory. This press plant pumped out body panels for virtually every mainstream German brand. The site would later be the assembly point for BMW's Dixi.
One of the easiest ways to get into a German car at that time was to buy one of these - a 1926 Opel 4/12, already discussed in one of the other 1920's threads. This was the first truly mass-produced German automobile, Adam Opel had alot of help from GM and because of this relationship eventually became part of GM. It was not particularly innovative - and indeed cribbed elements of the Citroën A-type 5CV, but it worked.
Ya know, when you first started this series, I must have mis-read because I thought that each decade was going to get a thread each week (maybe it was the VH1 references ). Turns out I am getting a lot more than I counted on.
Looks like this will be going on until roughly August of 2006. Very cool idea.
Ron a.k.a. Arsigi - Spokane's Most Posted BPCDubs» | A noble spirit embiggens the smallest man.
I don't share your view that '20s cars were all that large. The luxury marques were long-wheelbased and frequently weighed close to 4,000 pounds or so, but the vast majority of everyday passenger cars were much more on the order of say, a 103" wheelbase or less, and an overall length of 185" or less (overhangs being much less on cars of this era). The average weight of a workingman's car was something like 2,500 pounds or so, and the track of the average car then was on the order of 56" or so (this being established as a benchmark for the industry to this day by Henry Ford with his Model T, as it was the distance between wagon-wheel rims and thusly the ruts in the roads of the time).
American cars of this era (big luxury jobs excepted) were comparative lightweights to the cars of our time.
Please read my first published article in the February 2010 Chevy Enthusiast magazine (page 37; "Zora Arkus-Duntov And Five Easy Corvettes"). Link: http://www.amosautomotive.com/ Thanx!
“To one who has faith, no explanation is necessary. To one without faith, no explanation is possible.” - St. Thomas Aquinas
Ya know, when you first started this series, I must have mis-read because I thought that each decade was going to get a thread each week (maybe it was the VH1 references ). Turns out I am getting a lot more than I counted on.
Looks like this will be going on until roughly August of 2006. Very cool idea.
and here i thought, the VH1 reference would help not confuse people.
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Some Car Lounge mods/members look for everyone else’s faults because they have lost track of all their own. They see criticism where there is none, and their defense against recognizing their own self-criticism is to sermonize over the trivial habits of others. ....they think they have a responsibility to interfere in others' lives because only they know best.
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, I can take a mental walking tour of the place in my mind. 
