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Fountains Abbey in North Yorkshire had been on my ‘to do’ list for many years but time, distance and the affects of disability had conspired to prevent me from getting there until earlier this year. I was not disappointed as I found myself wandering around the ruins like a slack-jawed yokel, just marvelling at the sheer size of the place. More than once I was heard to say f*** me! But at least I had the good taste to spell the rude word with a letter ‘q’.
To understand my awe you have to remember that I live in Norfolk and I am well familiar with the remains of Castle Acre Priory, Binham Priory and the single huge arch which is all that is left of Walsingham Abbey. Fountains Abbey was built on a wholly different scale to these religious buildings, both vertically and horizontally. In its prime it was a site of vast and serene grandeur. Even now it retains the ability to affect a visitor. It certainly affected me.
For perhaps the first time I was confronted with overwhelming evidence (and a better understanding of the claims made by historians) that King Henry VIII was the greatest vandal in English history. His agents took a wrecking ball to dozens of magnificent buildings and strip-mined them for materials and money. Many, like Fountains, ended up just being used as stone quarries.
www.flickr.com/photos/barryslemmings/albums/7215771634122... to see the full set.
Fountains was one of the many religious houses suppressed by Thomas Cromwell on behalf of his master, the King. King Henry had broken with the Church of Rome in the 1530s over the matter of his divorce and remarriage to Anne Boleyn. Henry also needed to improve his cashflow. The church owned vast tracts of the richest land in Britain and wielded great influence over the hearts and minds of the King’s people. If Henry wanted to make himself head of the new Church of England he would need to line his pockets, build defences against a possible Papal invasion and destroy the ability of the great religious houses to put up a theological - or martial - defence against him.
It is no coincidence that the start of the Dissolution of the Monasteries was met almost immediately by a popular rebellion in 1536 which then led to the Pilgrimage of Grace:
en.wikipedia.org/wiki/Pilgrimage_of_Grace
It is also no coincidence that among the 216 known executions following the uprisings of 1536/37 were many monks and churchmen - including the former Abbot of Fountains, William Thirsk.
Henry VIII’s right-hand man Thomas Cromwell had started small by closing or amalgamating just the humbler or allegedly corrupt religious houses with the money going into the King’s coffers. Following Catholic rebellions the King and Cromwell appear to have regarded the untouched larger abbeys in much the same way as Adolph Hitler regarded Communism in WW2. Idealogical resistance from the heart of the church led to Henry VIII issuing the equivalent of Hitler’s ‘shoot the commissars’ order. Close the abbeys, turf out the abbots and execute any who opposed Henry’s supremacy. The Abbot of Glastonbury paid just such a price by being hung, drawn and quartered.
Thus it was that Fountains was closed and pillaged in 1539. Portable valuables such as gold or silver plate and vestments were taken away and sold off while the buildings and 500 acres (200 hectares) of land were sold to MP Sir Thomas Gresham, a former Lord Mayor of London. This was an epic shift in policy for Gresham as he had previously gifted tapestries to Cardinal Wolsey at Hampton Court and even paid for the poor Cardinal’s funeral when King Henry turned against Wolsey. Gresham was a man who could see which way the new wind was blowing. He went with it.
A full history of Fountains Abbey, once the richest Cistercian abbey in England, can be found here: en.wikipedia.org/wiki/Fountains_Abbey
It is well worth a read.
Today Fountains is a UNESCO World Heritage site. Although owned by the National Trust, English Heritage membership cards are accepted in full as EH also looks after the Studley Royal church on the same site.
Disability footnote: despite the well laid paths, etc, Fountains is not an easy site for the disabled. The main ruins are some distance from the entrance while the rest of the Studley Royal park is vast and was not visited by me. Pace yourself as I found getting out up the paths at the end while very tired rather difficult.
Fountains Abbey in North Yorkshire had been on my ‘to do’ list for many years but time, distance and the affects of disability had conspired to prevent me from getting there until earlier this year. I was not disappointed as I found myself wandering around the ruins like a slack-jawed yokel, just marvelling at the sheer size of the place. More than once I was heard to say f*** me! But at least I had the good taste to spell the rude word with a letter ‘q’.
To understand my awe you have to remember that I live in Norfolk and I am well familiar with the remains of Castle Acre Priory, Binham Priory and the single huge arch which is all that is left of Walsingham Abbey. Fountains Abbey was built on a wholly different scale to these religious buildings, both vertically and horizontally. In its prime it was a site of vast and serene grandeur. Even now it retains the ability to affect a visitor. It certainly affected me.
For perhaps the first time I was confronted with overwhelming evidence (and a better understanding of the claims made by historians) that King Henry VIII was the greatest vandal in English history. His agents took a wrecking ball to dozens of magnificent buildings and strip-mined them for materials and money. Many, like Fountains, ended up just being used as stone quarries.
www.flickr.com/photos/barryslemmings/albums/7215771634122... to see the full set.
Fountains was one of the many religious houses suppressed by Thomas Cromwell on behalf of his master, the King. King Henry had broken with the Church of Rome in the 1530s over the matter of his divorce and remarriage to Anne Boleyn. Henry also needed to improve his cashflow. The church owned vast tracts of the richest land in Britain and wielded great influence over the hearts and minds of the King’s people. If Henry wanted to make himself head of the new Church of England he would need to line his pockets, build defences against a possible Papal invasion and destroy the ability of the great religious houses to put up a theological - or martial - defence against him.
It is no coincidence that the start of the Dissolution of the Monasteries was met almost immediately by a popular rebellion in 1536 which then led to the Pilgrimage of Grace:
en.wikipedia.org/wiki/Pilgrimage_of_Grace
It is also no coincidence that among the 216 known executions following the uprisings of 1536/37 were many monks and churchmen - including the former Abbot of Fountains, William Thirsk.
Henry VIII’s right-hand man Thomas Cromwell had started small by closing or amalgamating just the humbler or allegedly corrupt religious houses with the money going into the King’s coffers. Following Catholic rebellions the King and Cromwell appear to have regarded the untouched larger abbeys in much the same way as Adolph Hitler regarded Communism in WW2. Idealogical resistance from the heart of the church led to Henry VIII issuing the equivalent of Hitler’s ‘shoot the commissars’ order. Close the abbeys, turf out the abbots and execute any who opposed Henry’s supremacy. The Abbot of Glastonbury paid just such a price by being hung, drawn and quartered.
Thus it was that Fountains was closed and pillaged in 1539. Portable valuables such as gold or silver plate and vestments were taken away and sold off while the buildings and 500 acres (200 hectares) of land were sold to MP Sir Thomas Gresham, a former Lord Mayor of London. This was an epic shift in policy for Gresham as he had previously gifted tapestries to Cardinal Wolsey at Hampton Court and even paid for the poor Cardinal’s funeral when King Henry turned against Wolsey. Gresham was a man who could see which way the new wind was blowing. He went with it.
A full history of Fountains Abbey, once the richest Cistercian abbey in England, can be found here: en.wikipedia.org/wiki/Fountains_Abbey
It is well worth a read.
Today Fountains is a UNESCO World Heritage site. Although owned by the National Trust, English Heritage membership cards are accepted in full as EH also looks after the Studley Royal church on the same site.
Disability footnote: despite the well laid paths, etc, Fountains is not an easy site for the disabled. The main ruins are some distance from the entrance while the rest of the Studley Royal park is vast and was not visited by me. Pace yourself as I found getting out up the paths at the end while very tired rather difficult.
A sunny day at Glasgow Buchannan Bus Station and the vehicle featured is a Leyland-DAB Lion. It was one of a batch of six, all originally ordered by Kelvin Scottish who could not take delivery because of a cashflow crisis, partly caused by the Glasgow bus war but also because some of its vehicles and even some of its garages were falling apart.
After Leyland used D852RDS as a demonstrator all six were purchased by Clydeside Scottish, five receiving new Glasgow registrations, as Clydeside’s Registered Office was at Thornliebank; initially they wore Citylink livery but later donned the Quicksilver livery used for Clydeside’s own limited stop services. E161YGB’s fleetnumber is JB851 denoting allocation to Johnstone Depot.
Parked on layover is an almost exclusively SBG selection, a Metrobus/Alexander RL and a Leopard (or Tiger) Alexander AT of Midland Bluebird, and a Fife Scottish coach seated Volvo Citybus. The cream and green interloper looks to be a Van Hool Alizée of Dodds Coaches.
This is a Ron Doig Picture © Glasgow Vintage Vehicle Trust
c/n 0209
Built 1981
The Helicopter Museum
Weston-super-Mare, North Somerset, UK
2nd October 2020
The following information is from The Helicopter Museum website:-
“The Robinson R22 was the brainchild of aerospace engineer Frank Robinson, who, whilst working for a major US helicopter manufacturer in the early 1970s, saw the need for a new inexpensive light helicopter, specifically for the private owner market and competitive in price with contemporary light fixed-wing aircraft.
Fanatical about reliability and ease of maintenance, Robinson single-handedly set about designing the new helicopter, found financiers to help set up a company to build it and finally succeeded in flying a prototype in late 1975. Production began in late 1979 and 100 were delivered in the first 18 months. Despite difficulties, including cashflow problems and a run of bad publicity following several accidents caused by pilot inexperience, Robinson persevered and the R22 became the major helicopter success story of the 1980s and 1990s.
With an engine installation designed to run well below maximum power to ensure reliability, low noise levels, and economic operating costs that compared well against a luxury car, the R22's popularity soon saw it dominate both the training schools and the private market. By 1987 the R22 was outselling every other civil helicopter in the world.
Robinson has delivered over 4620 R22 helicopters since certification in March 1979, and production continues at an average 140 aircraft annually. The helicopter was in world-wide service, introducing thousands of private pilots to the joys of helicopter flying and ownership, and being used in roles as far apart as sheep, and cattle herding in Australia, to fish spotting off the Mexican coast, and business commuting in the UK.
The R22HP (Higher Power) was introduced in 1981, when this example was first purchased new by a private owner for business and recreational use. Resold several times it was finally based at Denham, Middlesex for pilot training and private charter operations, prior to being flown into The Helicopter Museum at the beginning of 2002”
Walt Disney's Uncle Scrooge / Heft-Reihe
cover: Don Rosa
Gladstone Publishing, Ltd. (Prescott / USA; 1987)
Copyright: 1987, 1982, 1957, 1955 by Walt Disney Company
ex libris MTP
After a year and a half of development, Smart Doll 001: Mirai Suenaga Manual Version launched in June 2014. The next goal is to learn how to scale the business - space, people, workflows, cashflow, legal, global distribution and more.
I've not done this before but have an idea of how it should be done and will take steps knowing that some decisions will lead to an undesired outcome but that outcome will be essential to reach the next level.
There is a lot to do over the next 6 months and it is the desire to accomplish these tasks that gets me up each morning without the need of an alarm clock. It is this desire that makes me love not only Mondays but every single day of the week.
I am very proud of Mirai and I think you will love her. I do however consider Mirai as an iPhone 3GS in terms of maturity but my goal is to bring her up to the level of an iPhone 6 within a short timespan just like I have delivered her from scratch in just over a year and a half.
If you told me 20 years ago that I would be into 60cm tall dolls I would have probably given you an odd look at the time - but after discovering and ending up making my own line of them - I think that more and more people around the world will start to accept them - and then when the Automatic Version is released I get to turn on Skynet ^^
View more at www.dannychoo.com/en/post/27195/Smart+Doll.html
Fountains Abbey in North Yorkshire had been on my ‘to do’ list for many years but time, distance and the affects of disability had conspired to prevent me from getting there until earlier this year. I was not disappointed as I found myself wandering around the ruins like a slack-jawed yokel, just marvelling at the sheer size of the place. More than once I was heard to say f*** me! But at least I had the good taste to spell the rude word with a letter ‘q’.
To understand my awe you have to remember that I live in Norfolk and I am well familiar with the remains of Castle Acre Priory, Binham Priory and the single huge arch which is all that is left of Walsingham Abbey. Fountains Abbey was built on a wholly different scale to these religious buildings, both vertically and horizontally. In its prime it was a site of vast and serene grandeur. Even now it retains the ability to affect a visitor. It certainly affected me.
For perhaps the first time I was confronted with overwhelming evidence (and a better understanding of the claims made by historians) that King Henry VIII was the greatest vandal in English history. His agents took a wrecking ball to dozens of magnificent buildings and strip-mined them for materials and money. Many, like Fountains, ended up just being used as stone quarries.
www.flickr.com/photos/barryslemmings/albums/7215771634122... to see the full set.
Fountains was one of the many religious houses suppressed by Thomas Cromwell on behalf of his master, the King. King Henry had broken with the Church of Rome in the 1530s over the matter of his divorce and remarriage to Anne Boleyn. Henry also needed to improve his cashflow. The church owned vast tracts of the richest land in Britain and wielded great influence over the hearts and minds of the King’s people. If Henry wanted to make himself head of the new Church of England he would need to line his pockets, build defences against a possible Papal invasion and destroy the ability of the great religious houses to put up a theological - or martial - defence against him.
It is no coincidence that the start of the Dissolution of the Monasteries was met almost immediately by a popular rebellion in 1536 which then led to the Pilgrimage of Grace:
en.wikipedia.org/wiki/Pilgrimage_of_Grace
It is also no coincidence that among the 216 known executions following the uprisings of 1536/37 were many monks and churchmen - including the former Abbot of Fountains, William Thirsk.
Henry VIII’s right-hand man Thomas Cromwell had started small by closing or amalgamating just the humbler or allegedly corrupt religious houses with the money going into the King’s coffers. Following Catholic rebellions the King and Cromwell appear to have regarded the untouched larger abbeys in much the same way as Adolph Hitler regarded Communism in WW2. Idealogical resistance from the heart of the church led to Henry VIII issuing the equivalent of Hitler’s ‘shoot the commissars’ order. Close the abbeys, turf out the abbots and execute any who opposed Henry’s supremacy. The Abbot of Glastonbury paid just such a price by being hung, drawn and quartered.
Thus it was that Fountains was closed and pillaged in 1539. Portable valuables such as gold or silver plate and vestments were taken away and sold off while the buildings and 500 acres (200 hectares) of land were sold to MP Sir Thomas Gresham, a former Lord Mayor of London. This was an epic shift in policy for Gresham as he had previously gifted tapestries to Cardinal Wolsey at Hampton Court and even paid for the poor Cardinal’s funeral when King Henry turned against Wolsey. Gresham was a man who could see which way the new wind was blowing. He went with it.
A full history of Fountains Abbey, once the richest Cistercian abbey in England, can be found here: en.wikipedia.org/wiki/Fountains_Abbey
It is well worth a read.
Today Fountains is a UNESCO World Heritage site. Although owned by the National Trust, English Heritage membership cards are accepted in full as EH also looks after the Studley Royal church on the same site.
Disability footnote: despite the well laid paths, etc, Fountains is not an easy site for the disabled. The main ruins are some distance from the entrance while the rest of the Studley Royal park is vast and was not visited by me. Pace yourself as I found getting out up the paths at the end while very tired rather difficult.
The Capitol was inaugurated in 1929, though substantial work continued into the '60s. The dome was completed in 1961.
It has distinguished architectural forebears, being based in part on Columbia University's Low Memorial Library (1895, McKim, Mead & White), which was itself based in part on the Pantheon (dates disputed, Marcus Agrippa / Hadrian). All of which classifies it as NeoClassical Revival.
Strictly speaking the Government of the US territory of Puerto Rico isn't bankrupt. But a case can be made for constructive bankruptcy - the Government is not paying all its creditors; even if it wants to, it can't pay all its creditors; it has petitioned the US Congress to be permitted to enter bankruptcy (permission was denied). To some this adds up to de facto bankruptcy, if not de jure.
The tale of how the Isla Del Encanto got to this sorry mess is too long to go into here, and many facts are disputed - for example there are allegations of levels of fraud that would make an Enron executive blush (not to mention the ratings agencies who certified the Island's bonds Investment Grade): The looting of public funds, colossal amounts of dosh missing, incomprehensible government accounts (Caribbean News Now / Richard Lawless)
Either way, the numbers are grim. For example the Government employees' pension funds have $1.8b on hand to cover $45b in liabilities (Reuters). Together with a negative cashflow of $1b a year, the funds would seem to be not long for this world. A financial tragedy for 330,000 people, plus their dependents. And the Island's state-owned electric power monopoly, PREPA, has an operating deficit (ie it loses money BEFORE debt service is counted) so if it loses access to borrowed money it will soon after not be able to pay for the oil it needs to generate electricity. The Government has officially reneged on its guarantee of PREPA's debts, but it's hard to imagine them allowing all electricity generation to cease.
Meanwhile in DC, an oversight committee has been appointed "to help Puerto Rico control its spending and restructure its massive debt load." The committee is described as "bi-partisan", a word with a curiously antique ring to it. The choices it faces are difficult, to say the least:
Either
- To the extent possible, continue subsidies and payments to government entities and employees - teachers, cops, retirees, the judiciary, roads, water, that sort of thing; failure to do this will stretch social cohesion.
Or
- To the extent possible, pay banks and bond-holders; if not, the Government will lose access to the debt markets and fall back on its entirely inadequate tax revenues.
It can't do both. And that's only the financial situation. The underlying economy is also in tatters.
I've spent many happy times in Puerto Rico and it's sad to see it come to this pass.
Fountains Abbey in North Yorkshire had been on my ‘to do’ list for many years but time, distance and the affects of disability had conspired to prevent me from getting there until earlier this year. I was not disappointed as I found myself wandering around the ruins like a slack-jawed yokel, just marvelling at the sheer size of the place. More than once I was heard to say f*** me! But at least I had the good taste to spell the rude word with a letter ‘q’.
To understand my awe you have to remember that I live in Norfolk and I am well familiar with the remains of Castle Acre Priory, Binham Priory and the single huge arch which is all that is left of Walsingham Abbey. Fountains Abbey was built on a wholly different scale to these religious buildings, both vertically and horizontally. In its prime it was a site of vast and serene grandeur. Even now it retains the ability to affect a visitor. It certainly affected me.
For perhaps the first time I was confronted with overwhelming evidence (and a better understanding of the claims made by historians) that King Henry VIII was the greatest vandal in English history. His agents took a wrecking ball to dozens of magnificent buildings and strip-mined them for materials and money. Many, like Fountains, ended up just being used as stone quarries.
Fountains was one of the many religious houses suppressed by Thomas Cromwell on behalf of his master, the King. King Henry had broken with the Church of Rome in the 1530s over the matter of his divorce and remarriage to Anne Boleyn. Henry also needed to improve his cashflow. The church owned vast tracts of the richest land in Britain and wielded great influence over the hearts and minds of the King’s people. If Henry wanted to make himself head of the new Church of England he would need to line his pockets, build defences against a possible Papal invasion and destroy the ability of the great religious houses to put up a theological - or martial - defence against him.
It is no coincidence that the start of the Dissolution of the Monasteries was met almost immediately by a popular rebellion in 1536 which then led to the Pilgrimage of Grace:
en.wikipedia.org/wiki/Pilgrimage_of_Grace
It is also no coincidence that among the 216 known executions following the uprisings of 1536/37 were many monks and churchmen - including the former Abbot of Fountains, William Thirsk.
Henry VIII’s right-hand man Thomas Cromwell had started small by closing or amalgamating just the humbler or allegedly corrupt religious houses with the money going into the King’s coffers. Following Catholic rebellions the King and Cromwell appear to have regarded the untouched larger abbeys in much the same way as Adolph Hitler regarded Communism in WW2. Idealogical resistance from the heart of the church led to Henry VIII issuing the equivalent of Hitler’s ‘shoot the commissars’ order. Close the abbeys, turf out the abbots and execute any who opposed Henry’s supremacy. The Abbot of Glastonbury paid just such a price by being hung, drawn and quartered.
Thus it was that Fountains was closed and pillaged in 1539. Portable valuables such as gold or silver plate and vestments were taken away and sold off while the buildings and 500 acres (200 hectares) of land were sold to MP Sir Thomas Gresham, a former Lord Mayor of London. This was an epic shift in policy for Gresham as he had previously gifted tapestries to Cardinal Wolsey at Hampton Court and even paid for the poor Cardinal’s funeral when King Henry turned against Wolsey. Gresham was a man who could see which way the new wind was blowing. He went with it.
A full history of Fountains Abbey, once the richest Cistercian abbey in England, can be found here: en.wikipedia.org/wiki/Fountains_Abbey
It is well worth a read.
Today Fountains is a UNESCO World Heritage site. Although owned by the National Trust, English Heritage membership cards are accepted in full as EH also looks after the Studley Royal church on the same site.
Disability footnote: despite the well laid paths, etc, Fountains is not an easy site for the disabled. The main ruins are some distance from the entrance while the rest of the Studley Royal park is vast and was not visited by me. Pace yourself as I found getting out up the paths at the end while very tired rather difficult.
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In stunning condition this CX, the morning dew beading nicely on its highly polished paintwork.
Computer maladies have prevented me being active on Flickr for some time, and cashflow shortages look likely to prevent me remedying said maladies for the foreseeable future - I am therefore taking the opportunity of a visit to the folks to catch up on some shots that have been languishing in my camera's memory for the past few months.
This poor little car needed $5K in parts and a paint job when I bought it, and it still needed them when I sold it. I'd also spent $5K on parts and service I didn't realize I would need. Oh dear!
The unexpected started with a broken McPherson strut... although I'd paid for a professional inspection, they hadn't spotted this problem, or a number of others. I hadn't put it into 5th gear before I owned it, that pinion bearing whine was on me. As was buying the thing at all.
The next unexpected expense was the exotic latex novelty that sealed the front windshield-to-sunroof joint, since water leaked in when it rained. That was a bunch of hundreds of dollars and a long adventure with Wurth rubber prep. The actual problem was the front track for the wind-up window, which looks like a vent wing but doesn't open. The aluminum track is curved, and holds the side window in the right place to seal with the sunroof... whomever had stolen the radio from the Dreaded Previous Owners had smashed the little triangular window for access. They'd also bent the track, so the window and roof didn't meet correctly for water-tight sealing. Hey, that's not even the expensive seal I replaced! Indeed. Turns out there's a grub screw and two lock nuts at the bottom of the door, that adjusts the front rail. So if it gets bent, you can dial it back in. I may be the only person outside the Karman factory who knowns about this thing, it isn't mentioned in the references I had. But I found it and used it as intended.
Next we needed new rear-view mirrors, outside first. The cheap, plastic, external, mirror, the Dreaded Previous Owners had installed, fell off while I was driving it home. After getting past that, the rotted out plastic front of the original inside rearview mirror disintegrated and the mirror fell off its mount. I bought used exterior mirrors and a new interior mirror. Slightly cheaper than the rubber parts.
The next water leak was the often encountered flooded back trunk, a problem some solve with a drill making a drain hole... Ouch! It turns out the real source of the leak into the back trunk is worn out foam seals on the rear light fixtures. The 914 has Hella lights, just like you'd expect, but the "bucket" that the lamps seat in is mounted from outside, trapping a foamy rubber seal between the bucket and the steel body. Until the rubber loses its resilience. Then it leaks water from outside, The leak has nothing to do with the clear/translucent cover, its happening outside the area the cover is over. Not cheap, buying a new bucket to get a new seal. But it DOES fix the problem. AND I learned about un-cured Butyl rubber to make your own trim seals...
And so on and so forth. There were replacement nylon gizmos inside the exterior door handles. There were damper valves on the warm air from the heat exchangers to the defroster/heater. There was U shaped piece of solid steel wire with cylindrical cast-on diddly bobs that the damper valve clamps to... except one was too long to fit through the steel pipe welded into the unibody. A little filing fixed that. One front marker light had rotted and neither lit nor kept out water... replacement pieces and some quality time got that one. The leather wrapped, padded, steering wheel suffered from exposure and failing stitching. I bought the hard plastic version for $25 and rather enjoyed it. Real boy-racers prefer padded, leather-wrapped steering wheels, of course. The horn didn't work, clean-up brought it back.
The front windshield was pitted and scarred, and also loose in its mount. It was not a H shaped rubber seal like the Porsche 356 or Beetles, Ghias and Busses. The rubber seal had a heating wire embedded, and the installation consisted of putting the windshield in place, connecting the embedded wire to a 12V source, leave for several hours, confirm seal.
Even after the broken strut was replaced, and some right and ready alignment performed at the shop, it still needed a real alignment on all 4 wheels. Cost about as much as the rubber parts for the roof, and the transformation was wonderful. It had "chirped" when turning in. That stopped, and steering became a wonderful experience. You could feel if the yellow or white stripes on the road were one coat or two. I could do power-induced oversteer (all of 85 hp...) wheeee!
And on and on. $600 mailed off to someone in the Porsche Owners Club produced 5 Pedrini alloy wheels, the 4 bolt alternative to steel wheels... but I like the looks of the steel wheels, to tell the truth. Never needed to buy new tires, never mounted the Pedrinis. I remember doing front wheel bearings, so probably replaced the front pads and brake rotors too.
Since it came without a radio, there didn't seem any point to keeping the Ford Mustang antenna mounted on the passenger side front fender, so that hole was professionally filled and primer and sanding coat laid over it, when I was having self-inflicted front bumper damage and a factory installed defect in the back trunk lid fixed.
Amazingly, given its a VW Porsche and built by Karman, the piece of sheet steel for the outside of the back trunk was a bit short, so when it was pressed and the back lip rolled under and the internal bracing web welded on, there was a gap in the rolled-under lip which allowed water (!) to get between the rolled halves and was slowly rusting out the back edge of the back trunk lid. Hence primer and sanding coat on the back edge of the back trunk lid.
And then, one day, the rust-prone inverted pyramid shape that supported the battery tray did fail, rusting out at the bottom, and the battery rocked back and forth and back and forth until only the ground strap was keeping it upright... at which point the ground strap parted and everything was suddenly very quiet... All of which revealed the surface rust on the passenger side stamped steel rocker tube which gives the 914 unibody its primary fore and aft and twisting strength... I was starting to get smarter, so a neighbor who enjoyed welding on cars put 2X thickness straps on the top of the sheet steel tube, installed the new pyramid and battery tray. Red, rattle-can spray paint was a surprisingly good match to the exterior paint.
Lesser problems included a leaking pushrod tube seal, fixed by removing the rocker assembly, the pushrods and the leaking tube, replacing its Viton rubber seals and reassembling.
There was also the time it was fine, then ran on 3 cylinders, then was fine, then ran on 3 cylinders. I punted and took it to a shop. Turned out one of the solid cam-follower / lifters had come apart- in Type IV VW engines, the lifter is a multi piece afair, an outer "cup" and an inner bar, welded together instead of being machined from a single bar or cast / forged and finished. If the weld between inner and outer parts fails, the inner part acts just like the moving part in a hydraulic lifter, oil pressure "pumps up" the inside bit and the valve opens deeper, and maybe doesn't close at all. Hence running on 3 cylinders.
After I'd given up and decided to sell, I went for one last drive to Santa Cruz and up highway 1 for sheer pleasure. All that desire, all that time, all that money... at least I'd enjoy a couple of hours jaunt... but it was not to be, as always. Parked by the blow-hole north of Light House Point, it wouldn't start when I came back after a ramble. The dreaded vapor lock that the stock fuel pump and filter location made possible got me! I DID swap one of the headlamp motor relays for the fuel pump relay, that didn't help, so the problem was everything being too hot and time to cool down would fix it. Probably.
I went for another walk around, and it started when I got back. I don't think I was up for tempting fate with a drive up 1, I just went home.
Bottom line: Buying a Corrado with 60 months of payments was cheaper, in cashflow terms. Less rewarding in terms of power induced oversteer. But it had powerful ABS, the leather interior was wonderful, it seated 4 in a pinch and went like hell.
Financial Advisor Flyer design template by Jenna Ebanks.Showcased on Inkd.com.
A financial advisor or planner focused in providing sound financial and investment advice to clients can use this flyer to give a company overview. The vibrant blue highlights allow the headlines to pop out, while the family-oriented photos add a personal touch.
I created Mirai when I was still at Microsoft but had no idea at the time that she was to become our All Spark. In June 2014, I developed and launched a product called Smart Doll - a 60cm tall fashion doll modeled after Mirai who comes with a vision to become the world's standard fashion doll.
The demand for Smart Doll completely exceeded my expectations and we finally had enough cashflow to move into a proper office and out of our home which I worked out of for 7 years. I could have got to this point quicker by taking investment but chose to continue bootstrapping with my own funds.
This is our HQ located in Gotanda Tokyo. Everything we do here revolves around Mirai Suenaga and the other Mirai Millennium characters. We largely do 3 things which are:-
1. Smart Doll development and production - all body components are made in Japan and we do quality control and assembly right here.
2. Character development and marketing. This includes apparel, merchandise, events and collaborations - recently ones include being a mascot for Malaysia Tourism and Indonesia's largest online store Bhinneka.
As part of the content development, we also have a TV show called Culture Japan which is broadcast on Tokyo MX TV in Japan and on cable/terrestrial networks around the world.
3. Web development - current clients include folks like Good Smile Company and King Records.
My main focus right now is expanding the production line of Smart Doll which involves a loaaaaaad of challenges ><
View more at www.dannychoo.com/en/post/27217/My+First+Visit+To+Japan.html
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Seen today in Museum Street, YJ51 NXK is a Volvo B6BLE Wright Crusader owned by Reliance motor services of Sutton on the Forest (north of York), but is unusually taking a turn on the 19B - a service that is supposed to be operated by Transdev.
What has actually happened is the service is pretty much being shut down. Originally Rawcliffe had two bus services operating into York, the 14 and the 22, both running every hour and subsidised by the council. As city of york council has been having cashflow problems, Transdev brought forward the idea of combining both services together as the 19 to give a core frequency of one bus each hour but each seperate rout only running every 2 hours... but the routes being operated on a purely commercial basis with zero subsidy from the council. However, most people in Rawcliffe prefer to add to York's terrible congestion and so drive everywhere, and so there has not been enough patronage to merit the service being commercial anymore. As Transdev are basically hemmorhaging money on the route, they are withdrawing from the service. Early morning services have gone, as has some evening services, as has all route 19 services between Piccadilly and Fulford Broadway (route 20 has been revised back to its previous arrangement of a one-way loop around Fulford Broadway and Heslington Lane, as it had been pooling buses with the 19).
Reliance Motor Services are providing some journeys with subsidy from the council on a temporary basis, with Reliance honouring return tickets issued by Transdev for this route (but oddly not the other way around).
From the 28th of July 2012 Transdev will only be operating a very limited number of schoolday services on the 19, and nothing else.... and of the journeys they will still be running, all except one will be the 19B and of the 19B's, all except for two will terminate short at The Mitre pub in Rawcliffe.
The "skelton flyer" has always been a bit of a "graveyard route"... when it was the number 17 and operated by First Group, it didn't last long before being cut right back. And now once again the Graveyard Route has a Skeleton Service! A Skeleton Service to Skelton!
www.yorkbus.co.uk/news.jsp?newsID=563
Personally, I think that it might be a better idea to extend the route of the Stephensons services that go up the A19 to Easingwold from York, so as to loop around Skelton. It'd give a roughly hourly service, and the length of the route would mean enough passengers on board for the route duration to merit it being run without necessarily having to rely on people boarding at Skelton.
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Financial Advisor Brochure design template by Jenna Ebanks.Showcased on Inkd.com.
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The Artist's Garden at Vétheuil, 1880
Claude Monet French, 1840 - 1926
oil on canvas, 151.5 x 121 cm
(59 7/8 x 47 5/8 in.)
Ailsa Mellon Bruce Collection, 1970.17.45
National Gallery of Art, Washington
Given the time lost last week, I'm going to focus this week almost entirely on Monet's paintings of gardens. I'm hoping you'll see a a pastel emerging from me before the end of the week!
A constant theme of Monet's work in the 1860s-70s-80s was the family at home and in the garden. First some context for today's post.
Towards the end of the 1870s, Monet was facing a number of challenges. The domestic idyll at Argenteuil was ending - his wife Camille's health was failing (she looks much less substantial in paintings completed of her in the garden in 1876); his latest patron Hoschedé declared himself bankrupt and Monet experienced severe financial worries and cashflow problems.
After completing the Gare Saint Lazare series of paintings for the Impressionist Exhibition of 1877, he moved his family back to Paris and then painted very little in the later months of 1877. His second son Michel was born in March 1878 and Camille's health became very fragile and she became confined to bed.
In September 1878, Monet moved his family and rented a house on the southern edge of Vétheuil, a quiet village on banks of the River Seine nearly 40 miles north of Paris. Shortly after settling there, Hoschedé turned to Monet for help and it was agreed that he and his wife Alice and should come and live as part of Monet household. Alice Hoschedé ran the household and provided help and support for both families as Camille first declined in health and then died in September 1879. Hoschedé subsequently returned to Paris to try and recover his losses and by the end of 1881, Monet realised he could no longer afford the house at Vétheuil.
At Vétheuil, Monet's paintings of gardens are fewer but continue to feature those he lives with. He painted four views of this view of the gardens at Vétheuil - and links to and comments on three of them are below.
In the NGA version of The Artist's Garden at Vétheuil (see top), his son Michel is pictured with his wagon standing at the bottom of the steps up to the house - which is obscured by banks of tall sunflowers. Behind him are Jean-Pierre Hoschedé and another member of the household. Figures and faces are defined in very broad terms only. Apparently the large blue and white flowerpots were Monet’s and turn up in various paintings as they move from garden to garden. This is a link to enlarged sections of the picture which show the detail of the work. The work has had an extensive exhibition 'career'.
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The Capitol was inaugurated in 1929, though substantial work continued into the '60s. The dome was completed in 1961.
It has distinguished architectural forebears, being based in part on Columbia University's Low Memorial Library (1895, McKim, Mead & White), which was itself based in part on the Pantheon (dates disputed, Marcus Agrippa / Hadrian). All of which classifies it as NeoClassical Revival.
Strictly speaking the Government of the US territory of Puerto Rico isn't bankrupt. But a case can be made for constructive bankruptcy - the Government is not paying all its creditors; even if it wants to, it can't pay all its creditors; it has petitioned the US Congress to be permitted to enter bankruptcy (permission was denied). To some this adds up to de facto bankruptcy, if not de jure.
The tale of how the Isla Del Encanto got to this sorry mess is too long to go into here, and many facts are disputed - for example there are allegations of levels of fraud that would make an Enron executive blush (not to mention the ratings agencies who certified the Island's bonds Investment Grade): The looting of public funds, colossal amounts of dosh missing, incomprehensible government accounts (Caribbean News Now / Richard Lawless)
Either way, the numbers are grim. For example the Government employees' pension funds have $1.8b on hand to cover $45b in liabilities (Reuters). Together with a negative cashflow of $1b a year, the funds would seem to be not long for this world. A financial tragedy for 330,000 people, plus their dependents. And the Island's state-owned electric power monopoly, PREPA, has an operating deficit (ie it loses money BEFORE debt service is counted) so if it loses access to borrowed money it will soon after not be able to pay for the oil it needs to generate electricity. The Government has officially reneged on its guarantee of PREPA's debts, but it's hard to imagine them allowing all electricity generation to cease.
Meanwhile in DC, an oversight committee has been appointed "to help Puerto Rico control its spending and restructure its massive debt load." The committee is described as "bi-partisan", a word with a curiously antique ring to it. The choices it faces are difficult, to say the least:
Either
- To the extent possible, continue subsidies and payments to government entities and employees - teachers, cops, retirees, the judiciary, roads, water, that sort of thing; failure to do this will stretch social cohesion.
Or
- To the extent possible, pay banks and bond-holders; if not, the Government will lose access to the debt markets and fall back on its entirely inadequate tax revenues.
It can't do both. And that's only the financial situation. The underlying economy is also in tatters.
I've spent many happy times in Puerto Rico and it's sad to see it come to this pass.
Buell Ulysses Windshields
Bolts to the bike for maximum safety at high speed
Vented for minimum turbulence and back pressure
Available in three heights. Any rider over 5'8" can use our tall shield.
Shape designed to compliment the lines of the Ulysses
Excellent coverage of torso.
Quiet cockpit area, with much less noise and turbulence than stock
No back pressure
Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.
Laser cut for precision aerodynamics and fit
Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.
Motorcycle windshields
Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.
Motorcycle Windshields for BMW, What are the parts of a motorcycle, Where to buy motorcycle accessories, motorcycle shields
Windshield or motorcycle windshields
The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.
Usage
Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.
Safety
Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.
Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.
Other aspects
In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.
In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.
Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.
Terminology
The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.
Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.
Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.
A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.
Repair of chip and crack damaged motorcycle windshields
According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.
The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.
Buell Motorcycle Company
The Buell Motorcycle Company was an American motorcycle manufacturer based in East Troy, Wisconsin and founded in 1983 by ex-Harley-Davidson engineer Erik Buell. Harley-Davidson acquired 49% of Buell in 1993, and it became a wholly owned subsidiary by 2003. On November 17, 2006, Buell announced that it had produced and shipped its 100,000th motorcycle.
On October 15, 2009, Harley-Davidson announced the discontinuation of the Buell product line as part of its strategy to focus on the Harley-Davidson brand. The last motorcycle was produced on October 30, bringing the number manufactured to 136,923.
In November 2009, Buell and Harley-Davidson announced the launch of Erik Buell Racing, an independent company run by Erik Buell which at first produced race-only versions of the 1125R model, but is currently offering an updated 1190RS model for the street or the track.
History
The first Buell motorcycle, the RW750, was built in 1983 purely for competing in the AMA Formula 1 motorcycle road racing championship. At that time, Erik Buell was a top contending privateer motorcycle racer. After completion of the first two RW750 racing machines, one of which was sold to another racing team, the Formula 1 series was canceled. Buell then turned his focus towards racing-inspired, street-going machines using engines manufactured by Harley.
In 1993, Harley-Davidson purchased 49% of Buell, investing $500,000 and taking Erik Buell's house as security. Erik Buell took the deal, against strong advice from his attorney. Harley-Davidson CEO Jeffrey Bleustein had bought it as a skunkworks development.
In 1998, Harley-Davidson bought a majority stake and took control of Buell, and it has been a subsidiary ever since. Since then, Buell used modified Harley-Davidson engines, primarily from the Sportster, to power its motorcycles.
Buell Facility
Most Buell motorcycles use four-stroke air-cooled V-twin engines, originally built from XR1000 Sportster engines. After these were depleted, a basic 1200 Sportster engine was used. In 1995, the engines were upgraded with Buell engineered high-performance parts and further upgraded in 1998.
The liquid-cooled Harley V-Rod motor, developed by Harley-Davidson then made street legal according to the EPA by Porsche, was originally an Erik Buell project, designed for a fully faired AMA Superbike Buell by 1998. Harley decided the engine should also be used in a sport-cruiser, then took over development, making it "too big, too heavy, too expensive and too late" for Buell.
Harley-Davidson forced Buell to follow the rigid product planning and distribution process beginning in the 1990s, with the philosophy that Buell was the starter brand, and customers would eventually trade up to a Harley.[8] By 2008, Harley's credit arm, Harley-Davidson Financial Services HDFS, was struggling, and the lower resale value of Buell motorcycles meant that new bike sales were significantly affected. When Harley CEO Keith Wandell was hired, he immediately questioned why Harley even owned Buell. Wandell, who had never been on a Harley before being hired, was heard talking about "Erik's racing hobby", and questioned "why anyone would even want to ride a sportbike". He organized a team to analyze "the adrenaline market", and concluded that sportbikes would encounter high competition and low profits, while cruisers had high returns.
On October 15, 2009, Harley Davidson Inc. announced the end of production of Buell Motorcycles to focus more on the Harley Davidson brand. Selling Buell was not legitimately considered, as Harley didn't want their Harley dealerships to sell an outside brand, and Harley didn't feel Buell had much value without the dealer network. Closing the Buell brand was estimated to cost Harley approximately the same as their total investment in Buell over the past 25 years. Erik Buell immediately began looking for outside buyers, finding BRP who owns the Austrian Rotax engine manufacturer BRP-Powertrain a good choice, especially since Harley would have to pay Rotax "an eight-figure sum" for the 1,125 cc engine contract.
Erik Buell later founded Erik Buell Racing to provide support for 1125 and XB privateer race efforts.
Technology
Buell XB models also incorporated the industry's first Zero Torsional Load (ZTL) perimeter floating front disc brake system, a patented "inside-out" wheel/brake design that puts the brake disc on the outer edge of the wheel, rather than at the hub. This lets the suspension function better, improving control and traction, through reducing unsprung weight on the front wheel, because only a single disc and caliper—with a corresponding reduction in bolts and brake fluid—is needed compared with the conventional dual-disc brake setup on most modern sport bikes. In an exchange in the pages of Motorcyclist magazine between Suzuki engineer James Parker, creator of the GSX-RADD hub-center steering system, and Buell's Director of Analysis, Test & Engineering Process, Abraham Askenazi, Parker conceded the ZTL system's advantage in unsprung weight. But he pointed out the remaining weight is located further out on the rim where it is most detrimental to acceleration and braking, and that there were potential heat transfer issues, and the need for one fork leg to be stronger than the other. Responding, Askenazi disputed all of Parker's criticisms, saying the ZTL system was 30% lighter than the brakes on the Suzuki GSX-R1000, and that the inertia of having the weight further out on the rim, and the heat generation near the tire, were not negative factors, based on testing. Askenazi concluded that testing and race track experience had proven the ZTL to be "state of the art."
Other industry innovations introduced by Buell in the XB lineup were the "fuel in frame" technology, and the dual use of the swingarm as an oil tank. Also, all Buell models feature a muffler mounted below the engine which helps keep mass centralized with some models featuring a computer-controlled valve to switch between two exhaust paths as necessary to maximize torque.
Buell designs focus on providing good handling, comfortable riding, easy maintenance, and street-friendly real-world performance. Buell motorcycles were engineered with an emphasis on what they called the "Trilogy of Tech": mass centralization, low unsprung weight, and frame rigidity.
Buell engines were designed to be street-friendly both in fuel efficiency (up to 70 mpg-US or 3.4 L/100 km; 84 mpg-imp with the Blast), and in torque the 1,203 cc version produces 110 N•m or 81 lbf•ft. They are also simple and easy to maintain. Most Buell two-cylinder engines utilize computer controlled ducted forced air cooling (variable speed fan that only activates as required), two valves per cylinder, a single throttle body, zero maintenance hydraulic valve actuation, and zero maintenance gear-driven cams.
Buell Models
Tube-frame bikes 1984–2002
RW 750 Road Warrior (1984)The RW 750 was a development of the Barton Formula One racing motorcycle. Buell bought the parts and tooling from the failed Barton concern and developed the RW 750 for his own use and for sale to private entrants. The engine was a liquid-cooled two-stroke square four. Buell's development resulted in a more competitive racer, but production ceased when the AMA discontinued the Formula One class.
RR1100 Battletwin
RR 1000 Battletwin (1987–1988)The RR 1000 Battletwin was a street sportbike using a modified Road Warrior chassis and a Harley-Davidson XR1000 engine.[18] Buell invented the Isoplanar engine mounting system to allow the heavy, vibration-prone engine to be used as a structural member of the frame without transmitting the engine vibrations to the frame. Lack of space caused Buell to put the suspension components under the engine. The linkage caused the spring and the shock absorber to extend when the wheel went up.
Variations on the RR 1000 Battletwin include the RR 1200 Battletwin (1988–1990), the RS 1200 Westwind (1989), the RS 1200/5 Westwind (1990–1992) and the RSS 1200 Westwind (1991).
S2 Thunderbolt (1994–1995)
Two-seater with Road Warrior based chassis and Sportster engine. The S2T Thunderbolt (1995–1996) was a touring version, with saddlebags. The S2 was inexpensive to develop (around $100,000), and 1,399 units were sold in the first year—well over the 300 units Buell had projected.
S1 Lightning 1996–1998
The S1 Lightning was a more fundamental sportbike than the S3 Thunderbolt and M2 Cyclone that it was marketed alongside. Variants of this version of the Lightning were the S1 Lightning 1996, 1997, 1998, S1W Lightning (1998) and the S1W White Lightning 1998. The S1W came with a larger tank and Thunderstorm cylinder heads which gave an extra 10 hp (7.5 kW).[20]
X1 Lightning 1999–2002
The X1 Lightning was the successor to the S1 Lightning line. They all used the Thunderstorm heads, fuel injection Dynamic Digital Fuel Injection and incorporated larger fuel tanks as well as completely different body designs. The most recognizable frame piece was the brushed aluminum tail section that swept upward and back underneath the two-up seat. The 1999 X1 Lightning was awarded motorcycle of the year in Japan.
S3 Thunderbolt (1997–2002) and S3T Thunderbolt (1997–2000)
The S3 Thunderbolt sport-touring model was produced from 1997 through 2002, along with a mechanically identical S3T "Touring" model that ran through model year 2000. The 1,203 cc air-cooled V-Twin engine was mounted as a stressed member in a tubular frame. The powerplant output 91 hp (68 kW) in 1997 and jumped to 101 hp (75 kW) in the following years due to revised cam profiles and the new Thunderstorm cylinder heads. While the bike's overall look was the same throughout the model run, there were significant changes made in 1999 that set it, and later models, apart from the 1997 and 1998 bikes. The early bikes used a rectangular section steel rear swingarm, WP Suspension front forks and rear shock, a Keihin 40 mm CV carburetor, and a Performance Machine six-piston front brake caliper. Beginning in 1999 a new cast aluminum rear swingarm was utilized along with Showa front suspension forks and rear shock. The front brake caliper, while still a six-piston unit, was now made by Nissin. The most technological change came in the new Dynamic Digital Fuel Injection (DDFI) system, replacing the old carburetor.
The S3 featured a half faring that surrounded the headlight and gave decent wind protection for the rider's torso. The S3T model then added lower fairing extensions that gave better wind protection to the rider's legs. The S3T also featured hard saddlebags that could be color-matched to the bike color and were available in either "wide" for maximum storage, or "narrow" for a lighter feel. In addition to the lower fairings and the saddlebags, the S3T also came with a taller handlebar for a more upright, relaxed riding position. Each of the parts that set the S3T apart were available as accessories for the standard S3 model.
M2 Cyclone (1997–2002)
The M2 Cyclone was produced from 1997 to 2002. It was in the middle of the Buell line up between the puristic S1 Lightning and the more comfortable but heavier S3 Thunderbolt. The S1 Lightning being the fastest and lightest of the bunch but offered a very narrow seat due to its minimalist approach for weight saving in this sport bike. The S3 Thunderbolt was a touring bike that offered a bigger wider seat and more comfortable riding position but was also a heavier motorcycle. The M2 Cyclone filled the gap between the sport and touring models with a bigger seat than the S1 Lightning and lighter and faster than the S3 Thunderbolt. The M2 was only available with the 1,200 cc engine and five-speed transmission. The frame was of the tubular CrMo steel type.
Blast (2000–2009)
The Blast was Buell's only model to use a single-cylinder engine. With 492 cc (30.0 cu in) displacement and 360 lb (160 kg) dry weight, it was their smallest model, often used in Harley-Davidson's "Rider's Edge" new rider instruction/riding schools. This filled Harley CEO Jeff Bleustein's idea of having a make-specific training bike, since many students end up buying a bike from the dealer where they trained.
The Blast came from a quick proof-of-concept at the Buell factory. It originally used half of a Sportster 883 engine. The engine ended up 80 percent over budget and very expensive compared to the higher-technology Rotax engines available from outside the company. Cycle World wrote "Such an overrun would be unheard of from an outside supplier, but when your supplier also owns you, you grin and bear it." The Blast was ultimately the most expensive development project Buell undertook. Because the engine was overpriced, it ended up making money for Harley while losing money for Buell. It was regarded as a technical success.
In July 2009, Buell ran an ad campaign stating that the Blast would no longer appear in their line-up. The ad featured a Buell Blast being destroyed in an automobile crusher.
XB-series (2002–2010)
The XB powertrain still had its roots with the Harley Sportster powertrain, and was designed for both projects. Unfortunately, it was designed by Harley with minimum input from Buell. A turbocharger was to be sourced from Aerocharger to help pump the XB horsepower to 150 hp (110 kW), but the Aerocharger supplier deal fell through when Harley Davidson decided to engineer one in house. That project was a failure, despite "millions of dollars" spent.
The first XB9 engines had a 985 cc (60.1 cu in) displacement, the later XB12 engines had 1,203 cc (73.4 cu in).
Before the first XB was sold, the cost was well over the target, leading to a sales price increase from the original price of $7,995 to $9,995.[8] It was a popular bike, but never sold at Harley marketing departments expected volume, partly due to the significantly higher price.
Buell introduced the XB frame in the 2002 Firebolt XB9R sportbike. The Firebolt XB12R was introduced in 2004 and was initially sold alongside the smaller displacement Firebolt XB9R. The Lightning came in 2003 and was marketed by Buell as a streetfighter motorcycle. Buell's Ulysses XB12X debuted in July 2005. It offers seating, ergonomics, and long-travel suspension that are well-suited for use on unpaved and rough (fire)roads. Buell advertised the Ulysses as "the world's first adventure sportbike." For 2008, among other changes, XBRR oil pump and ignition timing systems have been changed tapping into the XBRR race bike as well as the addition of heated grips and increased turning fork swing from 54° to 74°. The Ulysses XB12XT differs from the Ulysses XB12X in several areas. It has a different front fender, unlike the Enduro-front fender that comes on the XB12X and lower fork protection is not as pronounced as on the XB12X, due to the intended purpose of the XB12XT which is more street than dirt oriented. Other major differences include the suspension which is completely different between the two bikes, being about an inch lower on the XB12XT and tuned more for street riding, vs. the XB12X's slightly taller and softer suspension better tuned for dirt use. Along with factory Hepco & Becker hard panniers and top box, tall windshield and a 30.9 in (785 mm) seat height, the XB12XT also has wheels that are approximately 1 lb (450 g) lighter than those found on the XB12X, which have added mass to make them stronger for off paved road use. The XB12XP is a police model that was available for the 2009 model year.
XB1 type
Firebolt XB9R
Firebolt XB12R
Lightning XB9S
Lightning CityX XB9SX (MY 2010: Lightning XB9SX)
Lightning XB12S
Lightning Low XB12Scg
Lightning XB12SX (MY 2010, Europe only)
XB2 type
Different frame with more fuel capacitiy, longer swing arm & wheelbase, 23.8°/23.5° steering axis angle, more trail
Lightning Long XB12Ss
Lightning Super TT XB12STT
Ulysses XB12X
Ulysses XB12XP
Ulysses XB12XT
1125-series XB3, 2007–2010
1125R
In July 2007, Buell announced the 1125R, a sport bike that departed from Buell's history of using Harley-Davidson Sportster based middle weight powertrains and tapping into the XBRR racing bike learnings. The Rotax Helicon powertrain uses four valves per cylinder, dual over-head cam, liquid-cooled 72 degree V-Twin displacing 1,125 cc and producing 146 hp (109 kW). It produces 83 ft•lbf (113 N•m) of peak torque but varies less than 6 ft•lbf (8.1 N•m) of torque from 3,000 to 10,500 rpm. There is a vacuum assist slipper clutch to give predictable drive performance in hard cornering and deceleration and a six-speed transmission.
The Helicon engine was developed and built by BRP-Powertrain in Austria. The design had significant Buell input, and was funded through Buell's cashflow, likely for 15–20% of the V-Rod engine development cost.
The 1125R did not have a full fairing, as that would have put it in the same class as Japanese sportbikes. Erik Buell agonized over this, saying "it's not about listening to the voice of the customer. Cycle World magazine said the 1125R was a bit of an oddity. The bike was initially released with a crude spark map, leading to criticism of the bike at low speeds. The Rotax Helicon also ended up costing significantly more by production time due to fluctuation in exchange rates.
1125CR
For the 2009 model year, Buell introduced the 1125CR, a version of the 1125R in the cafe racer style. This was done in response to customer feedback, which said the 1125R wasn't what was wanted, and causing Buell to shelve plans for a Streetfighter, going for a cafe racer instead. The 1125CR has a longer swingarm, a longer wheelbase and a shorter secondary drive ratio.
Racing
Buell XBRR
Buell also produced a limited series of 50 XBRR (1,339 cc or 81.7 cu in, 150 hp or 110 kW) racing-only machines for factory-backed and privateer racing teams. The XBRR frame was a XB1/XB2 hybrid, the suspension came from Swedish manufacturer Öhlins, and the wheels were made of magnesium. It was the first model using the ZTL2 eight-piston caliper by Nissin.
Buell 1125RR
In 2009, Buell announced production of the 1125RR, also a race-only motorcycle. The bike was internally called the B2, aimed for the supersport market.[8] Built from the 1125R, the 1125RR changes include a titanium exhaust, magnesium wheels, full fairings and a chain drive.
On September 9, 2009, Buell won its first AMA Pro racing championship. Rider Danny Eslick clinched the title at New Jersey Motorsports Park on Buell's 1125R model.
On November 15, 2009, Buell won its first NHRA Pro Stock Motorcycle world championship. Rider Hector Arana clinched the title at Southern California NHRA Finals on a Lucas Oil backed Buell.
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Buell Ulysses Windshields
Bolts to the bike for maximum safety at high speed
Vented for minimum turbulence and back pressure
Available in three heights. Any rider over 5'8" can use our tall shield.
Shape designed to compliment the lines of the Ulysses
Excellent coverage of torso.
Quiet cockpit area, with much less noise and turbulence than stock
No back pressure
Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.
Laser cut for precision aerodynamics and fit
Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.
Motorcycle windshields
Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.
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Windshield or motorcycle windshields
The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.
Usage
Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.
Safety
Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.
Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.
Other aspects
In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.
In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.
Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.
Terminology
The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.
Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.
Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.
A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.
Repair of chip and crack damaged motorcycle windshields
According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.
The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.
Buell Motorcycle Company
The Buell Motorcycle Company was an American motorcycle manufacturer based in East Troy, Wisconsin and founded in 1983 by ex-Harley-Davidson engineer Erik Buell. Harley-Davidson acquired 49% of Buell in 1993, and it became a wholly owned subsidiary by 2003. On November 17, 2006, Buell announced that it had produced and shipped its 100,000th motorcycle.
On October 15, 2009, Harley-Davidson announced the discontinuation of the Buell product line as part of its strategy to focus on the Harley-Davidson brand. The last motorcycle was produced on October 30, bringing the number manufactured to 136,923.
In November 2009, Buell and Harley-Davidson announced the launch of Erik Buell Racing, an independent company run by Erik Buell which at first produced race-only versions of the 1125R model, but is currently offering an updated 1190RS model for the street or the track.
History
The first Buell motorcycle, the RW750, was built in 1983 purely for competing in the AMA Formula 1 motorcycle road racing championship. At that time, Erik Buell was a top contending privateer motorcycle racer. After completion of the first two RW750 racing machines, one of which was sold to another racing team, the Formula 1 series was canceled. Buell then turned his focus towards racing-inspired, street-going machines using engines manufactured by Harley.
In 1993, Harley-Davidson purchased 49% of Buell, investing $500,000 and taking Erik Buell's house as security. Erik Buell took the deal, against strong advice from his attorney. Harley-Davidson CEO Jeffrey Bleustein had bought it as a skunkworks development.
In 1998, Harley-Davidson bought a majority stake and took control of Buell, and it has been a subsidiary ever since. Since then, Buell used modified Harley-Davidson engines, primarily from the Sportster, to power its motorcycles.
Buell Facility
Most Buell motorcycles use four-stroke air-cooled V-twin engines, originally built from XR1000 Sportster engines. After these were depleted, a basic 1200 Sportster engine was used. In 1995, the engines were upgraded with Buell engineered high-performance parts and further upgraded in 1998.
The liquid-cooled Harley V-Rod motor, developed by Harley-Davidson then made street legal according to the EPA by Porsche, was originally an Erik Buell project, designed for a fully faired AMA Superbike Buell by 1998. Harley decided the engine should also be used in a sport-cruiser, then took over development, making it "too big, too heavy, too expensive and too late" for Buell.
Harley-Davidson forced Buell to follow the rigid product planning and distribution process beginning in the 1990s, with the philosophy that Buell was the starter brand, and customers would eventually trade up to a Harley.[8] By 2008, Harley's credit arm, Harley-Davidson Financial Services HDFS, was struggling, and the lower resale value of Buell motorcycles meant that new bike sales were significantly affected. When Harley CEO Keith Wandell was hired, he immediately questioned why Harley even owned Buell. Wandell, who had never been on a Harley before being hired, was heard talking about "Erik's racing hobby", and questioned "why anyone would even want to ride a sportbike". He organized a team to analyze "the adrenaline market", and concluded that sportbikes would encounter high competition and low profits, while cruisers had high returns.
On October 15, 2009, Harley Davidson Inc. announced the end of production of Buell Motorcycles to focus more on the Harley Davidson brand. Selling Buell was not legitimately considered, as Harley didn't want their Harley dealerships to sell an outside brand, and Harley didn't feel Buell had much value without the dealer network. Closing the Buell brand was estimated to cost Harley approximately the same as their total investment in Buell over the past 25 years. Erik Buell immediately began looking for outside buyers, finding BRP who owns the Austrian Rotax engine manufacturer BRP-Powertrain a good choice, especially since Harley would have to pay Rotax "an eight-figure sum" for the 1,125 cc engine contract.
Erik Buell later founded Erik Buell Racing to provide support for 1125 and XB privateer race efforts.
Technology
Buell XB models also incorporated the industry's first Zero Torsional Load (ZTL) perimeter floating front disc brake system, a patented "inside-out" wheel/brake design that puts the brake disc on the outer edge of the wheel, rather than at the hub. This lets the suspension function better, improving control and traction, through reducing unsprung weight on the front wheel, because only a single disc and caliper—with a corresponding reduction in bolts and brake fluid—is needed compared with the conventional dual-disc brake setup on most modern sport bikes. In an exchange in the pages of Motorcyclist magazine between Suzuki engineer James Parker, creator of the GSX-RADD hub-center steering system, and Buell's Director of Analysis, Test & Engineering Process, Abraham Askenazi, Parker conceded the ZTL system's advantage in unsprung weight. But he pointed out the remaining weight is located further out on the rim where it is most detrimental to acceleration and braking, and that there were potential heat transfer issues, and the need for one fork leg to be stronger than the other. Responding, Askenazi disputed all of Parker's criticisms, saying the ZTL system was 30% lighter than the brakes on the Suzuki GSX-R1000, and that the inertia of having the weight further out on the rim, and the heat generation near the tire, were not negative factors, based on testing. Askenazi concluded that testing and race track experience had proven the ZTL to be "state of the art."
Other industry innovations introduced by Buell in the XB lineup were the "fuel in frame" technology, and the dual use of the swingarm as an oil tank. Also, all Buell models feature a muffler mounted below the engine which helps keep mass centralized with some models featuring a computer-controlled valve to switch between two exhaust paths as necessary to maximize torque.
Buell designs focus on providing good handling, comfortable riding, easy maintenance, and street-friendly real-world performance. Buell motorcycles were engineered with an emphasis on what they called the "Trilogy of Tech": mass centralization, low unsprung weight, and frame rigidity.
Buell engines were designed to be street-friendly both in fuel efficiency (up to 70 mpg-US or 3.4 L/100 km; 84 mpg-imp with the Blast), and in torque the 1,203 cc version produces 110 N•m or 81 lbf•ft. They are also simple and easy to maintain. Most Buell two-cylinder engines utilize computer controlled ducted forced air cooling (variable speed fan that only activates as required), two valves per cylinder, a single throttle body, zero maintenance hydraulic valve actuation, and zero maintenance gear-driven cams.
Buell Models
Tube-frame bikes 1984–2002
RW 750 Road Warrior (1984)The RW 750 was a development of the Barton Formula One racing motorcycle. Buell bought the parts and tooling from the failed Barton concern and developed the RW 750 for his own use and for sale to private entrants. The engine was a liquid-cooled two-stroke square four. Buell's development resulted in a more competitive racer, but production ceased when the AMA discontinued the Formula One class.
RR1100 Battletwin
RR 1000 Battletwin (1987–1988)The RR 1000 Battletwin was a street sportbike using a modified Road Warrior chassis and a Harley-Davidson XR1000 engine.[18] Buell invented the Isoplanar engine mounting system to allow the heavy, vibration-prone engine to be used as a structural member of the frame without transmitting the engine vibrations to the frame. Lack of space caused Buell to put the suspension components under the engine. The linkage caused the spring and the shock absorber to extend when the wheel went up.
Variations on the RR 1000 Battletwin include the RR 1200 Battletwin (1988–1990), the RS 1200 Westwind (1989), the RS 1200/5 Westwind (1990–1992) and the RSS 1200 Westwind (1991).
S2 Thunderbolt (1994–1995)
Two-seater with Road Warrior based chassis and Sportster engine. The S2T Thunderbolt (1995–1996) was a touring version, with saddlebags. The S2 was inexpensive to develop (around $100,000), and 1,399 units were sold in the first year—well over the 300 units Buell had projected.
S1 Lightning 1996–1998
The S1 Lightning was a more fundamental sportbike than the S3 Thunderbolt and M2 Cyclone that it was marketed alongside. Variants of this version of the Lightning were the S1 Lightning 1996, 1997, 1998, S1W Lightning (1998) and the S1W White Lightning 1998. The S1W came with a larger tank and Thunderstorm cylinder heads which gave an extra 10 hp (7.5 kW).[20]
X1 Lightning 1999–2002
The X1 Lightning was the successor to the S1 Lightning line. They all used the Thunderstorm heads, fuel injection Dynamic Digital Fuel Injection and incorporated larger fuel tanks as well as completely different body designs. The most recognizable frame piece was the brushed aluminum tail section that swept upward and back underneath the two-up seat. The 1999 X1 Lightning was awarded motorcycle of the year in Japan.
S3 Thunderbolt (1997–2002) and S3T Thunderbolt (1997–2000)
The S3 Thunderbolt sport-touring model was produced from 1997 through 2002, along with a mechanically identical S3T "Touring" model that ran through model year 2000. The 1,203 cc air-cooled V-Twin engine was mounted as a stressed member in a tubular frame. The powerplant output 91 hp (68 kW) in 1997 and jumped to 101 hp (75 kW) in the following years due to revised cam profiles and the new Thunderstorm cylinder heads. While the bike's overall look was the same throughout the model run, there were significant changes made in 1999 that set it, and later models, apart from the 1997 and 1998 bikes. The early bikes used a rectangular section steel rear swingarm, WP Suspension front forks and rear shock, a Keihin 40 mm CV carburetor, and a Performance Machine six-piston front brake caliper. Beginning in 1999 a new cast aluminum rear swingarm was utilized along with Showa front suspension forks and rear shock. The front brake caliper, while still a six-piston unit, was now made by Nissin. The most technological change came in the new Dynamic Digital Fuel Injection (DDFI) system, replacing the old carburetor.
The S3 featured a half faring that surrounded the headlight and gave decent wind protection for the rider's torso. The S3T model then added lower fairing extensions that gave better wind protection to the rider's legs. The S3T also featured hard saddlebags that could be color-matched to the bike color and were available in either "wide" for maximum storage, or "narrow" for a lighter feel. In addition to the lower fairings and the saddlebags, the S3T also came with a taller handlebar for a more upright, relaxed riding position. Each of the parts that set the S3T apart were available as accessories for the standard S3 model.
M2 Cyclone (1997–2002)
The M2 Cyclone was produced from 1997 to 2002. It was in the middle of the Buell line up between the puristic S1 Lightning and the more comfortable but heavier S3 Thunderbolt. The S1 Lightning being the fastest and lightest of the bunch but offered a very narrow seat due to its minimalist approach for weight saving in this sport bike. The S3 Thunderbolt was a touring bike that offered a bigger wider seat and more comfortable riding position but was also a heavier motorcycle. The M2 Cyclone filled the gap between the sport and touring models with a bigger seat than the S1 Lightning and lighter and faster than the S3 Thunderbolt. The M2 was only available with the 1,200 cc engine and five-speed transmission. The frame was of the tubular CrMo steel type.
Blast (2000–2009)
The Blast was Buell's only model to use a single-cylinder engine. With 492 cc (30.0 cu in) displacement and 360 lb (160 kg) dry weight, it was their smallest model, often used in Harley-Davidson's "Rider's Edge" new rider instruction/riding schools. This filled Harley CEO Jeff Bleustein's idea of having a make-specific training bike, since many students end up buying a bike from the dealer where they trained.
The Blast came from a quick proof-of-concept at the Buell factory. It originally used half of a Sportster 883 engine. The engine ended up 80 percent over budget and very expensive compared to the higher-technology Rotax engines available from outside the company. Cycle World wrote "Such an overrun would be unheard of from an outside supplier, but when your supplier also owns you, you grin and bear it." The Blast was ultimately the most expensive development project Buell undertook. Because the engine was overpriced, it ended up making money for Harley while losing money for Buell. It was regarded as a technical success.
In July 2009, Buell ran an ad campaign stating that the Blast would no longer appear in their line-up. The ad featured a Buell Blast being destroyed in an automobile crusher.
XB-series (2002–2010)
The XB powertrain still had its roots with the Harley Sportster powertrain, and was designed for both projects. Unfortunately, it was designed by Harley with minimum input from Buell. A turbocharger was to be sourced from Aerocharger to help pump the XB horsepower to 150 hp (110 kW), but the Aerocharger supplier deal fell through when Harley Davidson decided to engineer one in house. That project was a failure, despite "millions of dollars" spent.
The first XB9 engines had a 985 cc (60.1 cu in) displacement, the later XB12 engines had 1,203 cc (73.4 cu in).
Before the first XB was sold, the cost was well over the target, leading to a sales price increase from the original price of $7,995 to $9,995.[8] It was a popular bike, but never sold at Harley marketing departments expected volume, partly due to the significantly higher price.
Buell introduced the XB frame in the 2002 Firebolt XB9R sportbike. The Firebolt XB12R was introduced in 2004 and was initially sold alongside the smaller displacement Firebolt XB9R. The Lightning came in 2003 and was marketed by Buell as a streetfighter motorcycle. Buell's Ulysses XB12X debuted in July 2005. It offers seating, ergonomics, and long-travel suspension that are well-suited for use on unpaved and rough (fire)roads. Buell advertised the Ulysses as "the world's first adventure sportbike." For 2008, among other changes, XBRR oil pump and ignition timing systems have been changed tapping into the XBRR race bike as well as the addition of heated grips and increased turning fork swing from 54° to 74°. The Ulysses XB12XT differs from the Ulysses XB12X in several areas. It has a different front fender, unlike the Enduro-front fender that comes on the XB12X and lower fork protection is not as pronounced as on the XB12X, due to the intended purpose of the XB12XT which is more street than dirt oriented. Other major differences include the suspension which is completely different between the two bikes, being about an inch lower on the XB12XT and tuned more for street riding, vs. the XB12X's slightly taller and softer suspension better tuned for dirt use. Along with factory Hepco & Becker hard panniers and top box, tall windshield and a 30.9 in (785 mm) seat height, the XB12XT also has wheels that are approximately 1 lb (450 g) lighter than those found on the XB12X, which have added mass to make them stronger for off paved road use. The XB12XP is a police model that was available for the 2009 model year.
XB1 type
Firebolt XB9R
Firebolt XB12R
Lightning XB9S
Lightning CityX XB9SX (MY 2010: Lightning XB9SX)
Lightning XB12S
Lightning Low XB12Scg
Lightning XB12SX (MY 2010, Europe only)
XB2 type
Different frame with more fuel capacitiy, longer swing arm & wheelbase, 23.8°/23.5° steering axis angle, more trail
Lightning Long XB12Ss
Lightning Super TT XB12STT
Ulysses XB12X
Ulysses XB12XP
Ulysses XB12XT
1125-series XB3, 2007–2010
1125R
In July 2007, Buell announced the 1125R, a sport bike that departed from Buell's history of using Harley-Davidson Sportster based middle weight powertrains and tapping into the XBRR racing bike learnings. The Rotax Helicon powertrain uses four valves per cylinder, dual over-head cam, liquid-cooled 72 degree V-Twin displacing 1,125 cc and producing 146 hp (109 kW). It produces 83 ft•lbf (113 N•m) of peak torque but varies less than 6 ft•lbf (8.1 N•m) of torque from 3,000 to 10,500 rpm. There is a vacuum assist slipper clutch to give predictable drive performance in hard cornering and deceleration and a six-speed transmission.
The Helicon engine was developed and built by BRP-Powertrain in Austria. The design had significant Buell input, and was funded through Buell's cashflow, likely for 15–20% of the V-Rod engine development cost.
The 1125R did not have a full fairing, as that would have put it in the same class as Japanese sportbikes. Erik Buell agonized over this, saying "it's not about listening to the voice of the customer. Cycle World magazine said the 1125R was a bit of an oddity. The bike was initially released with a crude spark map, leading to criticism of the bike at low speeds. The Rotax Helicon also ended up costing significantly more by production time due to fluctuation in exchange rates.
1125CR
For the 2009 model year, Buell introduced the 1125CR, a version of the 1125R in the cafe racer style. This was done in response to customer feedback, which said the 1125R wasn't what was wanted, and causing Buell to shelve plans for a Streetfighter, going for a cafe racer instead. The 1125CR has a longer swingarm, a longer wheelbase and a shorter secondary drive ratio.
Racing
Buell XBRR
Buell also produced a limited series of 50 XBRR (1,339 cc or 81.7 cu in, 150 hp or 110 kW) racing-only machines for factory-backed and privateer racing teams. The XBRR frame was a XB1/XB2 hybrid, the suspension came from Swedish manufacturer Öhlins, and the wheels were made of magnesium. It was the first model using the ZTL2 eight-piston caliper by Nissin.
Buell 1125RR
In 2009, Buell announced production of the 1125RR, also a race-only motorcycle. The bike was internally called the B2, aimed for the supersport market.[8] Built from the 1125R, the 1125RR changes include a titanium exhaust, magnesium wheels, full fairings and a chain drive.
On September 9, 2009, Buell won its first AMA Pro racing championship. Rider Danny Eslick clinched the title at New Jersey Motorsports Park on Buell's 1125R model.
On November 15, 2009, Buell won its first NHRA Pro Stock Motorcycle world championship. Rider Hector Arana clinched the title at Southern California NHRA Finals on a Lucas Oil backed Buell.
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These are my tools when i want to get something done outside of my home office.
You may ask where i have my laptop and the answer is that i current only have a broken one and i am using my desktop for editing pictures.
A laptop will be bought whenever i get the cashflow to do so as i dont want to get one by paying it off on a per monthly basis (i did that once and it turned out to be more expensive then i would want it to be!)
Also i feel that my tablet does the job i need to do so its not a big issue yet.
Fotosöndag tema: vardag.
Financial Planner Business Card design template by Jenna Ebanks.Showcased on Inkd.com.
A financial planner could utilize this business card to convey a professional, organized image.
Buell Ulysses Windshields
Bolts to the bike for maximum safety at high speed
Vented for minimum turbulence and back pressure
Available in three heights. Any rider over 5'8" can use our tall shield.
Shape designed to compliment the lines of the Ulysses
Excellent coverage of torso.
Quiet cockpit area, with much less noise and turbulence than stock
No back pressure
Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.
Laser cut for precision aerodynamics and fit
Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.
Motorcycle windshields
Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.
Motorcycle Windshields for BMW, What are the parts of a motorcycle, Where to buy motorcycle accessories, motorcycle shields
Windshield or motorcycle windshields
The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.
Usage
Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.
Safety
Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.
Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.
Other aspects
In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.
In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.
Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.
Terminology
The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.
Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.
Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.
A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.
Repair of chip and crack damaged motorcycle windshields
According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.
The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.
Buell Motorcycle Company
The Buell Motorcycle Company was an American motorcycle manufacturer based in East Troy, Wisconsin and founded in 1983 by ex-Harley-Davidson engineer Erik Buell. Harley-Davidson acquired 49% of Buell in 1993, and it became a wholly owned subsidiary by 2003. On November 17, 2006, Buell announced that it had produced and shipped its 100,000th motorcycle.
On October 15, 2009, Harley-Davidson announced the discontinuation of the Buell product line as part of its strategy to focus on the Harley-Davidson brand. The last motorcycle was produced on October 30, bringing the number manufactured to 136,923.
In November 2009, Buell and Harley-Davidson announced the launch of Erik Buell Racing, an independent company run by Erik Buell which at first produced race-only versions of the 1125R model, but is currently offering an updated 1190RS model for the street or the track.
History
The first Buell motorcycle, the RW750, was built in 1983 purely for competing in the AMA Formula 1 motorcycle road racing championship. At that time, Erik Buell was a top contending privateer motorcycle racer. After completion of the first two RW750 racing machines, one of which was sold to another racing team, the Formula 1 series was canceled. Buell then turned his focus towards racing-inspired, street-going machines using engines manufactured by Harley.
In 1993, Harley-Davidson purchased 49% of Buell, investing $500,000 and taking Erik Buell's house as security. Erik Buell took the deal, against strong advice from his attorney. Harley-Davidson CEO Jeffrey Bleustein had bought it as a skunkworks development.
In 1998, Harley-Davidson bought a majority stake and took control of Buell, and it has been a subsidiary ever since. Since then, Buell used modified Harley-Davidson engines, primarily from the Sportster, to power its motorcycles.
Buell Facility
Most Buell motorcycles use four-stroke air-cooled V-twin engines, originally built from XR1000 Sportster engines. After these were depleted, a basic 1200 Sportster engine was used. In 1995, the engines were upgraded with Buell engineered high-performance parts and further upgraded in 1998.
The liquid-cooled Harley V-Rod motor, developed by Harley-Davidson then made street legal according to the EPA by Porsche, was originally an Erik Buell project, designed for a fully faired AMA Superbike Buell by 1998. Harley decided the engine should also be used in a sport-cruiser, then took over development, making it "too big, too heavy, too expensive and too late" for Buell.
Harley-Davidson forced Buell to follow the rigid product planning and distribution process beginning in the 1990s, with the philosophy that Buell was the starter brand, and customers would eventually trade up to a Harley.[8] By 2008, Harley's credit arm, Harley-Davidson Financial Services HDFS, was struggling, and the lower resale value of Buell motorcycles meant that new bike sales were significantly affected. When Harley CEO Keith Wandell was hired, he immediately questioned why Harley even owned Buell. Wandell, who had never been on a Harley before being hired, was heard talking about "Erik's racing hobby", and questioned "why anyone would even want to ride a sportbike". He organized a team to analyze "the adrenaline market", and concluded that sportbikes would encounter high competition and low profits, while cruisers had high returns.
On October 15, 2009, Harley Davidson Inc. announced the end of production of Buell Motorcycles to focus more on the Harley Davidson brand. Selling Buell was not legitimately considered, as Harley didn't want their Harley dealerships to sell an outside brand, and Harley didn't feel Buell had much value without the dealer network. Closing the Buell brand was estimated to cost Harley approximately the same as their total investment in Buell over the past 25 years. Erik Buell immediately began looking for outside buyers, finding BRP who owns the Austrian Rotax engine manufacturer BRP-Powertrain a good choice, especially since Harley would have to pay Rotax "an eight-figure sum" for the 1,125 cc engine contract.
Erik Buell later founded Erik Buell Racing to provide support for 1125 and XB privateer race efforts.
Technology
Buell XB models also incorporated the industry's first Zero Torsional Load (ZTL) perimeter floating front disc brake system, a patented "inside-out" wheel/brake design that puts the brake disc on the outer edge of the wheel, rather than at the hub. This lets the suspension function better, improving control and traction, through reducing unsprung weight on the front wheel, because only a single disc and caliper—with a corresponding reduction in bolts and brake fluid—is needed compared with the conventional dual-disc brake setup on most modern sport bikes. In an exchange in the pages of Motorcyclist magazine between Suzuki engineer James Parker, creator of the GSX-RADD hub-center steering system, and Buell's Director of Analysis, Test & Engineering Process, Abraham Askenazi, Parker conceded the ZTL system's advantage in unsprung weight. But he pointed out the remaining weight is located further out on the rim where it is most detrimental to acceleration and braking, and that there were potential heat transfer issues, and the need for one fork leg to be stronger than the other. Responding, Askenazi disputed all of Parker's criticisms, saying the ZTL system was 30% lighter than the brakes on the Suzuki GSX-R1000, and that the inertia of having the weight further out on the rim, and the heat generation near the tire, were not negative factors, based on testing. Askenazi concluded that testing and race track experience had proven the ZTL to be "state of the art."
Other industry innovations introduced by Buell in the XB lineup were the "fuel in frame" technology, and the dual use of the swingarm as an oil tank. Also, all Buell models feature a muffler mounted below the engine which helps keep mass centralized with some models featuring a computer-controlled valve to switch between two exhaust paths as necessary to maximize torque.
Buell designs focus on providing good handling, comfortable riding, easy maintenance, and street-friendly real-world performance. Buell motorcycles were engineered with an emphasis on what they called the "Trilogy of Tech": mass centralization, low unsprung weight, and frame rigidity.
Buell engines were designed to be street-friendly both in fuel efficiency (up to 70 mpg-US or 3.4 L/100 km; 84 mpg-imp with the Blast), and in torque the 1,203 cc version produces 110 N•m or 81 lbf•ft. They are also simple and easy to maintain. Most Buell two-cylinder engines utilize computer controlled ducted forced air cooling (variable speed fan that only activates as required), two valves per cylinder, a single throttle body, zero maintenance hydraulic valve actuation, and zero maintenance gear-driven cams.
Buell Models
Tube-frame bikes 1984–2002
RW 750 Road Warrior (1984)The RW 750 was a development of the Barton Formula One racing motorcycle. Buell bought the parts and tooling from the failed Barton concern and developed the RW 750 for his own use and for sale to private entrants. The engine was a liquid-cooled two-stroke square four. Buell's development resulted in a more competitive racer, but production ceased when the AMA discontinued the Formula One class.
RR1100 Battletwin
RR 1000 Battletwin (1987–1988)The RR 1000 Battletwin was a street sportbike using a modified Road Warrior chassis and a Harley-Davidson XR1000 engine.[18] Buell invented the Isoplanar engine mounting system to allow the heavy, vibration-prone engine to be used as a structural member of the frame without transmitting the engine vibrations to the frame. Lack of space caused Buell to put the suspension components under the engine. The linkage caused the spring and the shock absorber to extend when the wheel went up.
Variations on the RR 1000 Battletwin include the RR 1200 Battletwin (1988–1990), the RS 1200 Westwind (1989), the RS 1200/5 Westwind (1990–1992) and the RSS 1200 Westwind (1991).
S2 Thunderbolt (1994–1995)
Two-seater with Road Warrior based chassis and Sportster engine. The S2T Thunderbolt (1995–1996) was a touring version, with saddlebags. The S2 was inexpensive to develop (around $100,000), and 1,399 units were sold in the first year—well over the 300 units Buell had projected.
S1 Lightning 1996–1998
The S1 Lightning was a more fundamental sportbike than the S3 Thunderbolt and M2 Cyclone that it was marketed alongside. Variants of this version of the Lightning were the S1 Lightning 1996, 1997, 1998, S1W Lightning (1998) and the S1W White Lightning 1998. The S1W came with a larger tank and Thunderstorm cylinder heads which gave an extra 10 hp (7.5 kW).[20]
X1 Lightning 1999–2002
The X1 Lightning was the successor to the S1 Lightning line. They all used the Thunderstorm heads, fuel injection Dynamic Digital Fuel Injection and incorporated larger fuel tanks as well as completely different body designs. The most recognizable frame piece was the brushed aluminum tail section that swept upward and back underneath the two-up seat. The 1999 X1 Lightning was awarded motorcycle of the year in Japan.
S3 Thunderbolt (1997–2002) and S3T Thunderbolt (1997–2000)
The S3 Thunderbolt sport-touring model was produced from 1997 through 2002, along with a mechanically identical S3T "Touring" model that ran through model year 2000. The 1,203 cc air-cooled V-Twin engine was mounted as a stressed member in a tubular frame. The powerplant output 91 hp (68 kW) in 1997 and jumped to 101 hp (75 kW) in the following years due to revised cam profiles and the new Thunderstorm cylinder heads. While the bike's overall look was the same throughout the model run, there were significant changes made in 1999 that set it, and later models, apart from the 1997 and 1998 bikes. The early bikes used a rectangular section steel rear swingarm, WP Suspension front forks and rear shock, a Keihin 40 mm CV carburetor, and a Performance Machine six-piston front brake caliper. Beginning in 1999 a new cast aluminum rear swingarm was utilized along with Showa front suspension forks and rear shock. The front brake caliper, while still a six-piston unit, was now made by Nissin. The most technological change came in the new Dynamic Digital Fuel Injection (DDFI) system, replacing the old carburetor.
The S3 featured a half faring that surrounded the headlight and gave decent wind protection for the rider's torso. The S3T model then added lower fairing extensions that gave better wind protection to the rider's legs. The S3T also featured hard saddlebags that could be color-matched to the bike color and were available in either "wide" for maximum storage, or "narrow" for a lighter feel. In addition to the lower fairings and the saddlebags, the S3T also came with a taller handlebar for a more upright, relaxed riding position. Each of the parts that set the S3T apart were available as accessories for the standard S3 model.
M2 Cyclone (1997–2002)
The M2 Cyclone was produced from 1997 to 2002. It was in the middle of the Buell line up between the puristic S1 Lightning and the more comfortable but heavier S3 Thunderbolt. The S1 Lightning being the fastest and lightest of the bunch but offered a very narrow seat due to its minimalist approach for weight saving in this sport bike. The S3 Thunderbolt was a touring bike that offered a bigger wider seat and more comfortable riding position but was also a heavier motorcycle. The M2 Cyclone filled the gap between the sport and touring models with a bigger seat than the S1 Lightning and lighter and faster than the S3 Thunderbolt. The M2 was only available with the 1,200 cc engine and five-speed transmission. The frame was of the tubular CrMo steel type.
Blast (2000–2009)
The Blast was Buell's only model to use a single-cylinder engine. With 492 cc (30.0 cu in) displacement and 360 lb (160 kg) dry weight, it was their smallest model, often used in Harley-Davidson's "Rider's Edge" new rider instruction/riding schools. This filled Harley CEO Jeff Bleustein's idea of having a make-specific training bike, since many students end up buying a bike from the dealer where they trained.
The Blast came from a quick proof-of-concept at the Buell factory. It originally used half of a Sportster 883 engine. The engine ended up 80 percent over budget and very expensive compared to the higher-technology Rotax engines available from outside the company. Cycle World wrote "Such an overrun would be unheard of from an outside supplier, but when your supplier also owns you, you grin and bear it." The Blast was ultimately the most expensive development project Buell undertook. Because the engine was overpriced, it ended up making money for Harley while losing money for Buell. It was regarded as a technical success.
In July 2009, Buell ran an ad campaign stating that the Blast would no longer appear in their line-up. The ad featured a Buell Blast being destroyed in an automobile crusher.
XB-series (2002–2010)
The XB powertrain still had its roots with the Harley Sportster powertrain, and was designed for both projects. Unfortunately, it was designed by Harley with minimum input from Buell. A turbocharger was to be sourced from Aerocharger to help pump the XB horsepower to 150 hp (110 kW), but the Aerocharger supplier deal fell through when Harley Davidson decided to engineer one in house. That project was a failure, despite "millions of dollars" spent.
The first XB9 engines had a 985 cc (60.1 cu in) displacement, the later XB12 engines had 1,203 cc (73.4 cu in).
Before the first XB was sold, the cost was well over the target, leading to a sales price increase from the original price of $7,995 to $9,995.[8] It was a popular bike, but never sold at Harley marketing departments expected volume, partly due to the significantly higher price.
Buell introduced the XB frame in the 2002 Firebolt XB9R sportbike. The Firebolt XB12R was introduced in 2004 and was initially sold alongside the smaller displacement Firebolt XB9R. The Lightning came in 2003 and was marketed by Buell as a streetfighter motorcycle. Buell's Ulysses XB12X debuted in July 2005. It offers seating, ergonomics, and long-travel suspension that are well-suited for use on unpaved and rough (fire)roads. Buell advertised the Ulysses as "the world's first adventure sportbike." For 2008, among other changes, XBRR oil pump and ignition timing systems have been changed tapping into the XBRR race bike as well as the addition of heated grips and increased turning fork swing from 54° to 74°. The Ulysses XB12XT differs from the Ulysses XB12X in several areas. It has a different front fender, unlike the Enduro-front fender that comes on the XB12X and lower fork protection is not as pronounced as on the XB12X, due to the intended purpose of the XB12XT which is more street than dirt oriented. Other major differences include the suspension which is completely different between the two bikes, being about an inch lower on the XB12XT and tuned more for street riding, vs. the XB12X's slightly taller and softer suspension better tuned for dirt use. Along with factory Hepco & Becker hard panniers and top box, tall windshield and a 30.9 in (785 mm) seat height, the XB12XT also has wheels that are approximately 1 lb (450 g) lighter than those found on the XB12X, which have added mass to make them stronger for off paved road use. The XB12XP is a police model that was available for the 2009 model year.
XB1 type
Firebolt XB9R
Firebolt XB12R
Lightning XB9S
Lightning CityX XB9SX (MY 2010: Lightning XB9SX)
Lightning XB12S
Lightning Low XB12Scg
Lightning XB12SX (MY 2010, Europe only)
XB2 type
Different frame with more fuel capacitiy, longer swing arm & wheelbase, 23.8°/23.5° steering axis angle, more trail
Lightning Long XB12Ss
Lightning Super TT XB12STT
Ulysses XB12X
Ulysses XB12XP
Ulysses XB12XT
1125-series XB3, 2007–2010
1125R
In July 2007, Buell announced the 1125R, a sport bike that departed from Buell's history of using Harley-Davidson Sportster based middle weight powertrains and tapping into the XBRR racing bike learnings. The Rotax Helicon powertrain uses four valves per cylinder, dual over-head cam, liquid-cooled 72 degree V-Twin displacing 1,125 cc and producing 146 hp (109 kW). It produces 83 ft•lbf (113 N•m) of peak torque but varies less than 6 ft•lbf (8.1 N•m) of torque from 3,000 to 10,500 rpm. There is a vacuum assist slipper clutch to give predictable drive performance in hard cornering and deceleration and a six-speed transmission.
The Helicon engine was developed and built by BRP-Powertrain in Austria. The design had significant Buell input, and was funded through Buell's cashflow, likely for 15–20% of the V-Rod engine development cost.
The 1125R did not have a full fairing, as that would have put it in the same class as Japanese sportbikes. Erik Buell agonized over this, saying "it's not about listening to the voice of the customer. Cycle World magazine said the 1125R was a bit of an oddity. The bike was initially released with a crude spark map, leading to criticism of the bike at low speeds. The Rotax Helicon also ended up costing significantly more by production time due to fluctuation in exchange rates.
1125CR
For the 2009 model year, Buell introduced the 1125CR, a version of the 1125R in the cafe racer style. This was done in response to customer feedback, which said the 1125R wasn't what was wanted, and causing Buell to shelve plans for a Streetfighter, going for a cafe racer instead. The 1125CR has a longer swingarm, a longer wheelbase and a shorter secondary drive ratio.
Racing
Buell XBRR
Buell also produced a limited series of 50 XBRR (1,339 cc or 81.7 cu in, 150 hp or 110 kW) racing-only machines for factory-backed and privateer racing teams. The XBRR frame was a XB1/XB2 hybrid, the suspension came from Swedish manufacturer Öhlins, and the wheels were made of magnesium. It was the first model using the ZTL2 eight-piston caliper by Nissin.
Buell 1125RR
In 2009, Buell announced production of the 1125RR, also a race-only motorcycle. The bike was internally called the B2, aimed for the supersport market.[8] Built from the 1125R, the 1125RR changes include a titanium exhaust, magnesium wheels, full fairings and a chain drive.
On September 9, 2009, Buell won its first AMA Pro racing championship. Rider Danny Eslick clinched the title at New Jersey Motorsports Park on Buell's 1125R model.
On November 15, 2009, Buell won its first NHRA Pro Stock Motorcycle world championship. Rider Hector Arana clinched the title at Southern California NHRA Finals on a Lucas Oil backed Buell.
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Product Development - Smart Doll
I wanted to create a 1/3 scale fashion doll modelled after Mirai but no manufacturer was interested in working with me. After having the door slammed in my face, I spent about 2 years researching material properties, various molding methods and then doing extensive networking to find vendors who I could work with.
I used up pretty much all the cashflow that my company saved and started to develop our own brand of fashion dolls in Japan using 3D printers to make molds.
Today, Smart Doll is in thousands of homes worldwide owned by creative folks who love to customize and take photos of their new companion.
Learn more about Smart Doll >
View more at www.dannychoo.com/en/post/25018/Danny+Choo.html
Financial Planner Brochure design template by Jenna Ebanks.Showcased on Inkd.com.
A personal financial planner could use this brochure to describe the type of planning and services the company offers. The chaotic graphic on the exterior of the brochure juxtaposes colors, shapes, and images, and reflects the stress that money issues may cause. The interior of the brochure is very structured, using graphs and justified columns, and helps to convey an image of organization in an industry where clients may often feel overwhelmed.
Fountains Abbey in North Yorkshire had been on my ‘to do’ list for many years but time, distance and the affects of disability had conspired to prevent me from getting there until earlier this year. I was not disappointed as I found myself wandering around the ruins like a slack-jawed yokel, just marvelling at the sheer size of the place. More than once I was heard to say f*** me! But at least I had the good taste to spell the rude word with a letter ‘q’.
To understand my awe you have to remember that I live in Norfolk and I am well familiar with the remains of Castle Acre Priory, Binham Priory and the single huge arch which is all that is left of Walsingham Abbey. Fountains Abbey was built on a wholly different scale to these religious buildings, both vertically and horizontally. In its prime it was a site of vast and serene grandeur. Even now it retains the ability to affect a visitor. It certainly affected me.
For perhaps the first time I was confronted with overwhelming evidence (and a better understanding of the claims made by historians) that King Henry VIII was the greatest vandal in English history. His agents took a wrecking ball to dozens of magnificent buildings and strip-mined them for materials and money. Many, like Fountains, ended up just being used as stone quarries.
Fountains was one of the many religious houses suppressed by Thomas Cromwell on behalf of his master, the King. King Henry had broken with the Church of Rome in the 1530s over the matter of his divorce and remarriage to Anne Boleyn. Henry also needed to improve his cashflow. The church owned vast tracts of the richest land in Britain and wielded great influence over the hearts and minds of the King’s people. If Henry wanted to make himself head of the new Church of England he would need to line his pockets, build defences against a possible Papal invasion and destroy the ability of the great religious houses to put up a theological - or martial - defence against him.
It is no coincidence that the start of the Dissolution of the Monasteries was met almost immediately by a popular rebellion in 1536 which then led to the Pilgrimage of Grace:
en.wikipedia.org/wiki/Pilgrimage_of_Grace
It is also no coincidence that among the 216 known executions following the uprisings of 1536/37 were many monks and churchmen - including the former Abbot of Fountains, William Thirsk.
Henry VIII’s right-hand man Thomas Cromwell had started small by closing or amalgamating just the humbler or allegedly corrupt religious houses with the money going into the King’s coffers. Following Catholic rebellions the King and Cromwell appear to have regarded the untouched larger abbeys in much the same way as Adolph Hitler regarded Communism in WW2. Idealogical resistance from the heart of the church led to Henry VIII issuing the equivalent of Hitler’s ‘shoot the commissars’ order. Close the abbeys, turf out the abbots and execute any who opposed Henry’s supremacy. The Abbot of Glastonbury paid just such a price by being hung, drawn and quartered.
Thus it was that Fountains was closed and pillaged in 1539. Portable valuables such as gold or silver plate and vestments were taken away and sold off while the buildings and 500 acres (200 hectares) of land were sold to MP Sir Thomas Gresham, a former Lord Mayor of London. This was an epic shift in policy for Gresham as he had previously gifted tapestries to Cardinal Wolsey at Hampton Court and even paid for the poor Cardinal’s funeral when King Henry turned against Wolsey. Gresham was a man who could see which way the new wind was blowing. He went with it.
A full history of Fountains Abbey, once the richest Cistercian abbey in England, can be found here: en.wikipedia.org/wiki/Fountains_Abbey
It is well worth a read.
Today Fountains is a UNESCO World Heritage site. Although owned by the National Trust, English Heritage membership cards are accepted in full as EH also looks after the Studley Royal church on the same site.
Disability footnote: despite the well laid paths, etc, Fountains is not an easy site for the disabled. The main ruins are some distance from the entrance while the rest of the Studley Royal park is vast and was not visited by me. Pace yourself as I found getting out up the paths at the end while very tired rather difficult.
Fountains Abbey in North Yorkshire had been on my ‘to do’ list for many years but time, distance and the affects of disability had conspired to prevent me from getting there until earlier this year. I was not disappointed as I found myself wandering around the ruins like a slack-jawed yokel, just marvelling at the sheer size of the place. More than once I was heard to say f*** me! But at least I had the good taste to spell the rude word with a letter ‘q’.
To understand my awe you have to remember that I live in Norfolk and I am well familiar with the remains of Castle Acre Priory, Binham Priory and the single huge arch which is all that is left of Walsingham Abbey. Fountains Abbey was built on a wholly different scale to these religious buildings, both vertically and horizontally. In its prime it was a site of vast and serene grandeur. Even now it retains the ability to affect a visitor. It certainly affected me.
For perhaps the first time I was confronted with overwhelming evidence (and a better understanding of the claims made by historians) that King Henry VIII was the greatest vandal in English history. His agents took a wrecking ball to dozens of magnificent buildings and strip-mined them for materials and money. Many, like Fountains, ended up just being used as stone quarries.
www.flickr.com/photos/barryslemmings/albums/7215771634122... to see the full set.
Fountains was one of the many religious houses suppressed by Thomas Cromwell on behalf of his master, the King. King Henry had broken with the Church of Rome in the 1530s over the matter of his divorce and remarriage to Anne Boleyn. Henry also needed to improve his cashflow. The church owned vast tracts of the richest land in Britain and wielded great influence over the hearts and minds of the King’s people. If Henry wanted to make himself head of the new Church of England he would need to line his pockets, build defences against a possible Papal invasion and destroy the ability of the great religious houses to put up a theological - or martial - defence against him.
It is no coincidence that the start of the Dissolution of the Monasteries was met almost immediately by a popular rebellion in 1536 which then led to the Pilgrimage of Grace:
en.wikipedia.org/wiki/Pilgrimage_of_Grace
It is also no coincidence that among the 216 known executions following the uprisings of 1536/37 were many monks and churchmen - including the former Abbot of Fountains, William Thirsk.
Henry VIII’s right-hand man Thomas Cromwell had started small by closing or amalgamating just the humbler or allegedly corrupt religious houses with the money going into the King’s coffers. Following Catholic rebellions the King and Cromwell appear to have regarded the untouched larger abbeys in much the same way as Adolph Hitler regarded Communism in WW2. Idealogical resistance from the heart of the church led to Henry VIII issuing the equivalent of Hitler’s ‘shoot the commissars’ order. Close the abbeys, turf out the abbots and execute any who opposed Henry’s supremacy. The Abbot of Glastonbury paid just such a price by being hung, drawn and quartered.
Thus it was that Fountains was closed and pillaged in 1539. Portable valuables such as gold or silver plate and vestments were taken away and sold off while the buildings and 500 acres (200 hectares) of land were sold to MP Sir Thomas Gresham, a former Lord Mayor of London. This was an epic shift in policy for Gresham as he had previously gifted tapestries to Cardinal Wolsey at Hampton Court and even paid for the poor Cardinal’s funeral when King Henry turned against Wolsey. Gresham was a man who could see which way the new wind was blowing. He went with it.
A full history of Fountains Abbey, once the richest Cistercian abbey in England, can be found here: en.wikipedia.org/wiki/Fountains_Abbey
It is well worth a read.
Today Fountains is a UNESCO World Heritage site. Although owned by the National Trust, English Heritage membership cards are accepted in full as EH also looks after the Studley Royal church on the same site.
Disability footnote: despite the well laid paths, etc, Fountains is not an easy site for the disabled. The main ruins are some distance from the entrance while the rest of the Studley Royal park is vast and was not visited by me. Pace yourself as I found getting out up the paths at the end while very tired rather difficult.
Into the climb of the Cullerin range, on near continuous curves.
Some locomotive preservation groups earn much needed cashflow by leasing their restored and operational heritage diesels for commercial work, usually on work trains. 4716 and 4204 are two such locos.
Reverting back to Normal
Day 1 ++ www.flickr.com/photos/ayos/sets/72157633430876001/
Story Plot Intent Revisited
www.traderscamp.org/forum/index.php/topic,230.msg24421.ht...
-Bazinga!- BHI
This is in the eyes of the ff.
CEOs Chief Negotiator - growth for company
Corporate Strategist - anchoring to peripheral business and PNOY's mandate
Equities Sales Director - more trades more commissions
Investment Relations Officer - maintain pump stock performance as showcase
Risk Officer - hedge calculate reward return and cost of capital time frames
Credit Loan Administrator's Desk - syndicated load for funding
Underwriter - as buyout swap etc
Brokers (both offshore local) - front run to fundies glocal
Fund Manager (Odisiy-Manulife-Sunlife) - accumulation for placement holders
Inner Cirlce - Both ALI and BHI - information is king money is the byproduct
Leeches - Extended newtork of inner circle - opportunist
THE PUBLIC; BIGGEST FOOLS + Speculators - bandwagon gossipers evesdroppers
Newbies and New Online Traders: Welcome to the Darkside (put in 20% of intended capital)
Experts: Viva Espanya Paquito!
note:
Implied Volatility Correction: -12.1% to -22.8% eto ang pwede e baba
Average True Range: +- 9.6% ( -9% to +26%) eto ang agos ng presyo
Alpha: 6.25% Risk Free RTB 6.25%+54.7% Sector Rate of Return = 60.95% eto ang balik sa property stocks
Margin of Safety: -5.2% trailing regression line @.1700 centavos eto ang higit na ligtas ng pag bili
(E)MA: Updtrend pa akyat ang tungo ng presyo
RSI: Respected indikasyon ng kakayahang bumili at benta sobra na o kulang pa
Pivot: .1690 to .1640 floor limits / .38 .42 .56 ceilings dagsaan ng bentahan at bilihan
Volume: consistent above 200 million shares Php50-150million Pesos ++(heavily traded) kwenta
Negative Income Negative Cashflow kapital at kita negatibo
Enterprise Value: Location Location Location (superior product) Walang kasing tulad taob ang iba
All Star Cast: JP Morgan Macquari BDO SBSec Citisec DW Cap Abacus DALUBHASA ng Merkado
For Sale @.1730 centavos per share
Upside 50% to 250% gain kikita in
Downside -15%++ loss ang pwedeng talunin o ti isin
Insurance: Return of Capital in 12 Months pag balik ng pera
Requirement: DEAD MONEY perang hindi kailangan
Timeframe 10 to 60 Trading Days yugto ng agos
So What Drives the Stock?
Greeed! Better Known as ECONOMICS or Aggregate Demand Supply Foreplay
Greed for ALI to Dwarf SM Prime's SMLand Inc., ALPHA's Balesin, and AGI's GERI
Greed for Broker's making a killing with frequency, volatility, and volume
Greed for Traders both retail institutional to build and sustain critical mass
Greed for the biggest fool to experience that multi ceiling returns in 20 to 40 days
PLOT . STORY . INTENT . PLAY
TOR (Terms of Reference Foreplay) Preamble to Ascencion