One of the few Leyland Titans to remain in service with any Stagecoach subsidiary, 11083 (B83WUV) was new to London Transport (LT) as its T1083 in 1984. It then passed to Stagecoach when it acquired two of the operating companies that LT had become, East London and Selkent, although this bus was allocated at the time to the Selkent company. Converted to open top, the bus was retained as a special events vehicle and until recently it carried a pseudo Western SMT livery of black and white. Now repainted in standard colours, it carried advertising for the Scottish Airshow, which takes place at Prestwick Airport having moved there from the former RAF Leuchars, which is being converted into an Army base.

 

The Titan was British Leyland's (BL's) double-deck equivalent of the National. Originally known as the Leyland B15, it was supposed to be a replacement for the first generation of rear-engined double-deckers, the Leyland Atlantean, Daimler Fleetline and Bristol VRT. It was delayed by the cashflow issues the bedevilled BL and was eventually launched in 1977. However as it turned out it was unwisely influenced by key target customer LT and as a result was deemed too advanced by almost all other customers, although some were ordered by other operators including Greater Glasgow PTE and the Scottish Bus Group, for Fife Scottish. Production issues around the Park Royal factory led to delayed deliveries and most other operators cancelled these orders, bought elsewhere - generally Metrobuses- or chose wait for the more straightforward Olympian. Indeed in some cases, Leyland itself encouraged them to do this.

 

In the end, Titan production resumed at Workington (where this bus was built) but by then the Titan was seen as a LT-exclusive bus only. It was ultimately replaced by Olympian. A pity, as it's a really nice bus to travel on, even today.

The Bicycle Chronicles Chapter Four Part Four of The Flyte

In truth I had not anticipated the degree of excitement this 1939 CCM Flyte would ignite in some folks who attend the shop on a regular basis. That phrase The Holy Grail is an apt description for some, actually for many steeped in bicycle lore than myself. As mentioned my interests in bicycles is a relatively new thing, having been about ten years give or take since I first began tinkering. When I look back on the history of this small home based shop called Lumpy Bikes it marvels me how far my knowledge has grown and how many folks I have met in that period of time. If I have not said so prior in these writings, “it is the people one meets in this game that make it what it is, and for the most part the people are awesome.”

The very next day at the usual time, 1PM sharp (which is when I open) I pulled the Flyte out of the Honda Element where it had spent the night. It sure looked like a pile of poorly painted metal pieces, as the scratches on the frame to me were like the war wounds of a well travelled soldier. Lying there in the back of the truck I was reminded of a horse in a way that was quite arthritic and had difficulty in getting up on its legs. We have had lots of old bikes here at the shop, the first was also a 1939 double bar CCM that my friends Don Schmidt and Carol Trainor had given me in the early years of Lumpy Bikes, I was proud of that bike also as it was one of the first vintage bikes to go on display above the shop entrance, I fitted it with a period correct childs rear carrier and a front full size butchers basket, the original saddle though worn and torn was made of leather, the silver four corner badge was intact. It was a sad day when I phoned my friend Mario in Vaughan to see if he would purchase the bike as we had run into some financial difficulty that best remain secret. When Don owned the bike he used it to drive around the campus at Buffalo University, then he took the bike to Washington DC where he had one of his first high school teaching jobs, a lifes historical patina shrouded that bike in memories and you could feel it.

Later in the afternoon my friend Pat Johnston wandered over, he was about the only person who knew I had gone to get the Flyte in Quebec. With our grandson Mackenzies assistance we hoisted the bike up to the wooden mounting pegs at the shop entrance for all to see, my heart pumped in doing so as I am sure did the hearts of Pat and Mac. There was a steady parade of onlookers over the next few days to see the famous bike. Some clients didn’t quite get it, so every time someone came I would re tell the story of the bike, the history behind it and point out the curved forks and chainstays that were only found on this bike. Putting the bike on display was my intention all along, I don’t recall if I had planned to do anymore with it, I do know that I realized it had much more value than what I paid for it, which was $400. Though we must take into consideration my expense to get the bike, give or take $175, if you include my sandwiches and packed lunch. As well we need to put a value on the time required to fetch the bike in Quebec, and that is where I often argue with those who put a monetary value on their time, like an hourly wage. I don’t do that, I place no value on my time in that sense, but I do place a great value in non monetary terms in the pleasure derived from these pursuits.

Years back an old acquaintance was always, still is today, pre occupied with the word profit. Julie and I sold a small property near Hastings once and he had to know to the penny what we sold it for, how much the real estate fees were, how much the township charged for transfer fees and how much the lawyer charged to administer the sale. It would have been easy for me to tell him where to go, but I was diplomatic, and I told him all the numbers and he said, “well you only made $5,000 dollars on the property in two years after all those deductions.” To which I replied, ‘we lived in this beautiful area along this fine historic river in this historic town for two years, we entertained hundreds of people had rave like corn roasts, caught bushels of fish, behaved like madmen and women as the campfires burned weekend after weekend you cannot put a price on this joy, if we profited somewhat that is fine but it was not our intention, our intention was to enjoy life.’

He doesn’t quiz me much these days on my personal matters. Though I am reminded of another time, we had bought our first Toronto house and it needed a lot of work which was somewhat challenging for a man who previously had never owned a hammer. That summer we took a holiday up to the Wawa area, using an old Chevy station wagon sold to me by Verns cousin Ronnie, that car burned more oil than gas! Besides the wagon we pulled along a 16 foot cedar strip boat we had traded a car for in Hastings, it had an old brown coloured Johnson Seahorse 18HP motor that was easy enough to start and pushed the boat along at a good enough pace once the boat planed out. We camped up on the French River where one morning as the haze left the water I saw a fourty pound Muskie jump into the air right at the tip of the island Julie and I were camping on, what a sight. Endless casts did not produce a strike, We did see some Americans trolling for pickerel near Schells camp and they pulled up a pair of ten pounders to show us. We packed up and headed north where we discovered at Blind River that we had left the tent Octopus joint, the joint that all the tent poles stick into at the Island so we made our way to the Sault where we grabbed a motel for the night along with a spaghetti dinner and a tent store provide the piece we needed to go on to a cottage less lake just south of Wawa in a provincial park, the names will come to me. We camped there for three days, now I remember, Lake Michipicoten, and we could not get the boat out of the water with the wagon. No wonder our luggage was quite heavy, Gisele my mom had given us a matched six piece set of tan vinyl luggage for our first wedding anniversary and we hauled our stuff around in it like tourists, the luggage in the boat, thankfully two guys with a 4X4 truck hooked up to our trailer hitch and pulled the heavy boat out or we would still be there. We headed home as I recall via a town in the interior of Ontario called Chapleau, as we passed through the place we remarked to each other how desolate it was, upon leaving the town after a small gander we were about a mile out of town on a highway heading south when we noticed a car stopped in the middle of the road up ahead and something spread out on the pavement. Well, if it wasn’t a man taking a nap, and he was really out, turns out he was more drunk than sleepy and we urged him up and off the road along with his car.

We arrived back at our little home in Toronto’s hardscrabble Mount Dennis area, our second car a patched up late 60s Ford Falcon wagon was in the driveway, my friend was in the house smoking a cigar, our big german shepherd named Zorba greeted us. My buddy told me they almost lost the dog on a trip he took with the wagon up to Georgian Bay, the dog got away, but they eventually found him, they were not supposed to use the car except in an emergency. Then my buddy, my good friend told me that I only had $5,200 in my bank account. I said to him, “how do you know that?” to which he replied, “your bank book must have fallen out of your dresser drawer in the spare bedroom.” I was not impressed, I didn’t say anything at the time, nor have I ever but I never forgot that intrusion on our privacy and what I perceived to be a jealousy of my good fortune to be able to save some money at that time in life.

Getting back to the CCM Flyte. Without the help of Pat Johnston that bike would still be a pile of rubble. On the Tuesday afternoon August 21 Pat and I put the bike on the mechanics stand and Pat used sandpaper and a file to scratch the paint away to reveal the serial number which is 2C7461. The placement of the letter C designates this bike to have been manufactured in 1939 as per the charts issued by CCM. At that time the idea to restore the bike was spoken by Pat and I, I recall having to give this a lot of thought as I had a shop to run and not a lot of spare time to being a restoration this time of year, the freshness of the bike also came into play, I can say that the enthusiasm in Pat about the restoration idea was far greater than mine. We discussed colour ideas something that regardless of the project is a difficult subject for me as I do not visualize very well. I mean, I can put an idea in my head to a degree but I have known for some time that it takes time for the idea to set in so that my mind has a clear idea of what lies ahead. Over the next few days, I spent quite some time thinking about how the bike could look in different colours and different colour combinations. In the meantime, the regulars came by to look at the bike, CCM Dave was pretty impressed with it, I even tinkered with the idea of going partners on the bike with him, but we disagreed right off the bat about what colour it should or could be when restored and that kaboshed the partnership idea. It was Daves wife Charmaine who had whispered in my ear at the Lang Transportation Day bike show that “Dave would love a Flyte” and I think in a subliminal way those words influenced me in my hasty decision to go to Quebec for the Flyte in the first place. My notes show me that we did not put the bike up until August 25, I recall grandson Mackenzie assisting Pat and I to raise it onto the shop canopy where bikes are hung for display. That Saturday a big collector of vintage road bikes dropped over to check out my goods Jeff Lackey who lives in Lindsay, his bikes are too die for. He looked at the Flyte up there, he knew I had been looking for one for some time and he said, “I wouldn’t touch it, it’s beautiful the way it is, just leave it like that.” His point was not lost on me however, still early in the game I was having thoughts of my own about what to do with the Flyte and how to manage the restoration during a busy time of the bike season. The most difficult thoughts were the ones about choosing a colour or colour scheme to use on the bike. In the meantime, Pat had taken an old fork of mine to the Flashfire powder coat company in Courtice to have it powder coated in their chrome colour. We had to do this in order to determine for ourselves how the chrome on the bike which included the handlebars, curved fork, stem, crank and crank arms would look. My colour ideas were all over the place, my thoughts went from mauve with cream white fenders, to fire engine red with black fenders and chainguard, I couldn’t sleep at night thinking about the colours. Finally when the fork came back from the powder coaters looking OK, it looked more aluminum coloured than chrome to me not great but much better than it had looked before coating. Having parts chromed is a sport for the wealthy, recently Pat told me about a friend of his who had two rims and a handlebar chromed for the restoration of his vintage Raleigh Robin Hood bicycle, the cost was $500…OUCH! So you can see the economy I had in mind for restoring the bike came into play. The estimate from the coating company to sandblast and coat the bike was in the $200 range which included the chrome parts done their way, I figured that was something I could afford. In keeping with the tradition of the last owner of the Flyte, the priest in Quebec City I decided to have it painted jet black except the chrome parts and the chainguard which would be close to chrome in colour. All along I had seen this bike as a classic example of Design Art in which the object became available in this instance in the 1930s and I may be wrong but I think the design by Harvey Peace was ahead of its time. The unfinished Flytes that I had seen were quite drab looking, I didn’t like them at all. I knew I could improve on the look of the bike by the use of a dynamic colour, the one I chose was Jet Black.

I approached Pat with the idea of him taking the bike apart and reassembling it for a fee of $100. He agreed and said “I would have done it for nothing” I knew that Pat was capable of the job as well he was very enthusiastic about the restoration. The bike came down after only being up there a week where it had been admired by several shoppers, it did not draw crowds though just the folks who would have stopped by in any case to look at our wares. There is a photograph taken on September 7 of the Flyte in pieces sitting on one of my work tables at the outdoor shop. Pat took the bike to his house and broke it down. While doing so he discovered that a part of the crank side crank arm was broken, it was a critical piece that protruded into the crank ring to turn the crank mechanisim. Not to worry he hand made a replacement piece of steel on his lathe and took the pieces to a company that had done lots of work for him in the past Bruce Fabricating, the new repair was out of site and probably better than new. How the bike managed to function without this piece can only be explained by thinking the crank arm and crank were so tightly attached that the two pieces in a way welded into each other forming a bond and allowing the crank to turn the chain which in turn caused the back wheel to turn. Some proof of that statement lies in the fact that Pat had to take the crank to a reputable shop in downtown Peterborough called Spokes and Pedals where the owner a man who has worked on bikes steadily for over fourty years Dave Friese found the proper tool and long pry bar to remove the inner nut on the crank. That crank problem was one of the biggest surprises encountered in the process. I took the frame to the powder coating factory in Courtice on the edge of Oshawa and was told it would be up to two weeks before it would be ready. In the meantime I had time to go over the rims and well I must say I was quite surprised, but I should not have been given the amount of rust found on the rear rim to discover that the rim itself had rotted through in three or four places at the juncture with the spokes, probably the area of the rim that had sat in the snow while attached to that church fence for some years in Quebec City. Rims of this style are not readily available. Earlier that season I had given a bike to a street person to use an old CCM with rough paint and a decent set of rims. I located that person and persuaded them to give me the bike back and trade for a more modern mountain bike with gears in good condition. The trade was advantageous to both of us and I was very pleased to have the correct rims to complete the Flyte build with. The rims are chrome plated Westwood style with a red pinstripe in the middle, I will know better next time a pair comes in and set them aside for a special build. Earlier that summer myself and Little Ronnie Williams had spent some hours cleaning that pair of rims up of the rust that had accumulated on them over the years, condition wise they looked in eight out of ten shape. I recalled CCM Dave seeing those rims being cleaned, they came off a 30s CCM ladies bike that no one wanted to give me $75 for. I told Dave that he could have bought the entire bike for less than a hundred dollars, that old bike had sat there in the side storage area for over a year as it had been donated along with others by Mario the collector from King City who had become my benefactor. Besides the rims a proper head badge came from another of Marios bikes that we used on the Flyte rebuild. Things were falling in place, the rims, the crank repair, the colour of the bike and the chrome, cream coloured tires were ordered, we took the red mini crystal ball tail light off of a vintage 1938 Eatons Glider, a set of nice clean Gibson style pedals were found. The frame and parts were glowing when we picked them up at the powder coaters. The fellow who did the powder coating told me he had worked extra to get the bike parts to look as good as possible considering the degree of pitting he found on the handlebars. That same day Pat came over and admired the painted parts and took everything to his house for reassembly. I can’t say enough about the care and thoughtfulness displayed by Pat in this regard, he worked on this build as if it was his own. He used many parts form his arsenal of shiny nuts and bolts to attach the fenders and chain guard to the frame that now looked like a million dollars. Not only did he clean the hubs he took them apart and serviced them with new grease ensuring that they would work like new. On September 23 I got a call from Pat to come pick the bike up, it was ready. Wide smiles grace our faces the day his wife Mary took photos of the two of us with the refurbished bicycle in the back yard area of he and his wife Marys home we were pleased with the outcome, I slid the bike into my truck and took it home. The next day CCM Dave came by and he got to ride the bike, I told him to take it downtown and show it off, his smile was wide as well. The bike he said rode OK, it pulled a bit to one side and we found the front rim to need a bit of truing. On Sept 26 John Cisco the man who was second to point out the bike to me in Quebec City came by to exchange some vintage pedals, he posed with the bike, he said “Velos Roy, the shop you bought it from have been very helpful to me with my old bike ever since you bought the Flyte.” That was nice to hear.

For finishing touches on the Flyte I chose the 700c size Cream Schwalbe tires, they looked outstanding. For grips I used a pair of bullet style Bell black grips found at a discount price at a Winners store. The original Mesinger brand leather saddle was set aside for future restoration, I chose to use a new black leather Brooks B17 with a matching Brooks black leather tool bag attached to the back of the saddle. I believe the colour coordination, the use of black in the accessories was key to the overerall finished look of the bike. I was quite pleased.

A couple of times Pat and I discussed having a custom Lumpy Bikes sign made to fit between inside the frame of the bicycle. I had done this before with a Pashley Butchers Bike that I used as an advertisement for the shop some years back. I had thought to have the words lumpy bikes put on the sign, a short description of the bike, its age 1939, the manufacturer CCM, and words stating the restoration was done by Pat Johnston and myself. That never got off the ground, October is a busy month at this shop as we are prone to start thinking about moving downstairs to the indoor shop. Every day for two weeks or so I would pull the Flyte out from behind the garage where it was safely covered and put it out in the driveway for all to see myself in particular. Folks would drop over to look at bikes, to talk about bikes and I would have my words honed to share with them about the history of this bike. Mike Taylor the photographer also a bike mechanic was keen to take photos of me dressed as a Jesuit priest wearing a wide brimmed clergy had over by the black wrought iron fences of the Little Lake Cemetery. At night I would carefully put the bike back to its sleeping area and make darn sure the gate was locked at night. There is more work than I care to think about to make the shift downstairs, it is overwhelming. Our grandson Mackenzie is a god send in that he hauls the boxes of parts and cleaners box after box of tools and parts and what not down there for me and I take a day to set the new shop up, happy to know I can still work on bikes everyday in the cooler months. I would not say the Flyte was ignored as it had been brought into the house and installed above the desk replacing a $5,000 bike that had been bought as Industrial ART a Giant XTC Team bike with exquisite parts such as hydraulic disc brakes, Mavic Crossmax Rims, a bike that was strictly Eye Candy that had been built by a professional mechanic in Belleville at Dougs Bikes to be used as a commuter. I had seen the bike for sale on Kijiji and put an offer in right away and to my surprise another offer faltered and I found myself driving to Port Hope to meet the owner/builder and bring the bike home, it was in mint condition and was as Bling a bike as I had seen. The XTC went into the locked garage and the fabled CCM Flyte went above the office desk, this was October 26.

When the colder weather sets in here in Ontario it is normal for the bike trade to slow down as well. Sales that may run in the 25-35 bikes a month sold in the months of May to September slow down as well to maybe ten bikes in October and if you are lucky five bikes in November and fewer in December. With this your cashflow also stops, money just stops coming in and any smart bike seller will have salted some coins away to pay himself a wage in the down months from November to March while continuing to build bikes for the upcoming season. I never could figure out a winter gig to compensate when the bikes stop. Other shops I have run like the restaurant slowed down in the winter but there was still some trade from the locals. The Gange business ran year round. At one time I was offered to purchase a complete ice skate sharpening line of equipment at a very fair price. This would have entailed me renovating the garage to accommodate the equipment and providing a room for customers to wait while I sharpened the skates as some will want to wait. I never took the idea, I gave it lots of thought I just did not feel interested in this sideline and I knew that two shops in town did this in the winter and I witness the cash register singing at one of the shops run by my friend Ben Logan of Fontaine Source for Sports. These days, ideally I would be spending my winters in Thailand or some other exotic location, my feet in a hammock, sipping on long cool drinks through paper straws while girls in colourful sarongs wave palm leaves over my body to keep me cool. We just don’t make enough cash to enable such a change of life. Now that Julia is retired we could discuss liquidating some assets and changing our lifestyle by taking up residence in a less expensive area and this area Peterborough is half the expense of living in our home city of Toronto. Cape Breton comes to mind from time to time, but like some friends have pointed out, “you will miss your family” and they are right.

I try to understand the circumstances around the eventual sale of the Flyte on January 7, 2019. I know my books showed that the winter season was unusually quiet, that from the end of October to the 7th of January I had only moved 7 pieces one of which was a used Park Tool Stand. An email came in from my friend Dale Mcillmoyle who is a retired OPP seargeant and a fellow bike nut/mechanic who lives with his wife Cindy near Campbellford, Ontario. Dale said in his note that a friend of his Tom Huehn was interested in my Flyte as Dale had forwarded him photos of the finished bike some months back. By surprise I got a phone call on Jan 7 from Tom who said he wanted to come look at the bike, this was around 9:30 in the morning, I politely asked him to come back around 11:30 to give me some time to get dressed. Promptly at that time a knock on the door signalled Toms arrival, Benson the little dog barked as he is prone to do, we greeted, shook hands , I brought Tom into the office where he asked me an assortment of questions about the bike. I showed him the bikes history via photos on the computer, photos of every stage of the rebuild, of the trip to Quebec, the reception when the bike was brought home, by the end of the photo essay he knew as much about the Flyte as I did. Tom asked if we could bring the bike down from where it hung which we did together, he did not care for what he called Powder Coat Chrome, but he knew that was an economic measure that we undertook to keep our costs down on the build. Besides I would casually say to him, ‘the new owner can have that redone if he likes when he purchases the bike’. An offer was made that was to low and I actually think I could have pushed things higher had I felt like it but I was not in a great position to turn down $1,700.00 on a cold day in January from out of the blue. We shook hands on the deal, Tom added a $50 referral fee for Dale which Dale shared with me this spring. So I call the price we sold it for $1,750.00. If I wished I could go over the numbers as to what the bike took to get, to restore, to pay Pat the pittance of $100 for his efforts. I think I came out on top in the $650 range and I can tell you, that is one hell of a profit on a bicycle. My friend Mario who owns by the way 15 Flytes had shown some interest in the bike told me what it was worth and I have to go along with what an expert tells me on these matters. Is Tom happy with the bike? I don’t know, Dale had mentioned he might take it to one of the big American shows to sell, but what I have to say about that is “when you purchase something it is your prerogative to do with it as you wish” and I wish Tom all the best in his choices.

Do I miss the Flyte, I miss it more for my friends Pat Johnston and CCM Dave than I miss it for myself. I always have neat, old romantic looking bikes around here, what I do miss is the thrill of the buy, the pursuit of the bike, how it was revealed to me in of all places from a fellow bike lover in Britain and then a day or two later by someone whom I know from this shop. Someday, I feel in my bones that another Flyte will come my way and I will be given the opportunity to make it as beautiful as this one.

On the day Tom came to buy the Flyte two friends happened to be driving by the house and they saw me bring the CCM down the stairs to wait for Tom who had gone to the bank. The friends were Gene whose Mercedes EBike I had helped locate after it had been stolen in the fall and he was with CCM Dave, they both posed with the bike on the bench, Dave knew I had sold the bike, what other reason would it have been outside that cold day in January. It took me a bit of time to let Pat Johnston know I sold the bike, I am quite sure he was choked up when he heard the news as I would be…we both have friends with deep pockets and storage areas where they can show their trophies off. Over the years there have been at least ten stellar bikes that I would love to have today, the CCM Flyte was unique for its day and remains unique today, I wonder why no other manufacturer has duplicated the style, are patents holding others back from replicating it? Thanks for your time, hope you enjoyed this ride!

 

You can download my pictures here!

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”

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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Just started taking photos for my local baseball team! Loving it!

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.

Faire plus de portraits!

via Instagram ift.tt/2jr7Rra

Financial Advisor 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.

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

Striped Financial Planner Letterhead design template by Peter Simmill.Showcased on Inkd.com.

 

This letterhead, appropriate for a financial planner or advisor, reflects a feeling of organization and consistency. The powerful use of red stripes adds an element of structure and geometry to the brochure.

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.

Financial Advisor Brochure 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 brochure to explain services. The vibrant blue highlights allow the headlines to pop out, while the family-oriented photos add a personal touch.

Financial Advisor Brochure 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 brochure to explain services. The vibrant blue highlights allow the headlines to pop out, while the family-oriented photos add a personal touch.

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'.

  

Striped Financial Planner Brochure design template by Peter Simmill.Showcased on Inkd.com.

 

This brochure, appropriate for a financial planner or advisor, reflects a feeling of organization and consistency. The powerful use of red stripes adds an element of structure and geometry to the brochure. The interior has space to show a graph of rates.

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

steelhorseshades.com/

 

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

steelhorseshades.com/

 

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.

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

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Motorcycle windshields

 

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Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

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Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

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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

steelhorseshades.com/

 

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.

 

Motorcycle windshields

 

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Buell Ulysses Windshields, Buell motorcycle windshields, Buell mc windshields, Buell windscreens, Buell shields, Ulysses windshields, steelhorseshades.com

  

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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

American Bully

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.

Financial Advisor Postcard 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 postcard to give a company overview. The vibrant blue highlights allow the headlines to pop out, while the family-oriented photos add a personal touch.