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“And so the noose closes tighter…late night, I moved with my forces to take Scarecrow’s latest “Fear Factory”—a manufacturing plant altered to produce fear gas. It had only been set up less than a week ago, but it looked as if it was build years ago. Scarecrow’s men operate fast—no doubt due to fearing the harsh replies of their master should they waste too much time.
Immediately after we busted in the building was engulfed in green smoke…most likely a defense put in by the good doctor…his men fled in...fear...but they were easily gunned down…well a few of them were, I think some of my men drank a bit too much last night—their aim was horrible. It didn’t matter though, the facility was a death trap, and immediately after it was cured of the plague that infected it, the building was burned to the ground—along with the fear of Scarecrow.”
The Penguin moves from Finnigain’s (#27) to attack and takeover a Manufacturing Plant (#13) from Scarecrow.
This graphic was on the Carpenter website right as they were going out of business. Beneath this graphic was a note to their former customers and suppliers thanking them for their business and relationship. Unfortunately, I didn't save the text of the note because it was pretty well written considering what a sad time it was in their corporate history. I right clicked on the graphic and saved it to my computer because I thought it was a pretty cool looking with the lightening in the background.
Lago di Molveno, Gennaio '07 (Trento) Italia.
Quelli che si vedono sono corpi morti, ovvero le pietre dove si attaccano le boe nautiche.
Purtroppo una centrale elettrica utilizza l'acqua del lago e questo è il risultato.
Prendendo spunto dal documentario sul fotografo Edward Burtynsky "Paesaggi Modificati" (Manufactured Landscapes).
Joy Manufacturing #2 is a 12-ton diesel-mechanical locomotive. It is seen here during IRM's 2007 Diesel Days.
Manufactured by Voigtländer & Sohn AG, Braunschweig, West Germany
Model: c.1965, De Luxe version, third model, (Produced between 1963-1968)
35 mm film Rangefinder camera
Lens: Voigtländer Lanthar 50mm f/2.8, coated, (Lanthar 50mm f/2.8 lens was on early model CLRs, thus with this middle/late model camera is unusual)
Aperture: f/2.8 - f/22, setting: ring and scale on the lens-shutter barrel
Focusing: , matching rangefinder images in the finder via manual front element focusing, ring and scale on the lens, w/ DOF scale
Focus range: 1-20m +inf
Shutter: Gauthier Prontor 500 LK central leaf shutter, speeds: 1/15-1/500 + B
setting: ring and scale on the lens-shutter barrel
Shutter release: on front of the camera, beside the lens, w/ cable release socket
Cocking lever: short stroke, also winds the film, on the right back side of the camera,
double exposure prevention
Frame counter: window on the bottom plate, manual reset, decreasing type, w/ setting button beside it
Viewfinder: Coupled rangefinder / viewfinder, bright crystall frame for parallax correction, meter needle set is visible in the finder
Exposure meter: TTL (coupled to the lens) Selenium cell
ASA/DIN setting scale: on the shutter speed ring, w/ Uncoupling lever: disengages shutter speed ring when setting film speed, on the lens-shutter barrel
Exposure setting: after setting the speed, turn the aperture ring till two needles match in the window, on the top plate,
w/ Translucent plastic part reflects the meter needle set to the viewfinder
Re-winding: via a knob, on the left of the top plate, pops up via pushing the lever on the back of the top-plate
Back cover: Hinged, opens with latches on the left side of the camera
Flash PC socket: on the front of the camera, sync: X all speeds, bulb 1/30
Hot-shoe
Self timer: lever on the shutter, do not use in B
Memory dial: on the re-wind knob
Tripod socket: 1/4''
Serial no. 8503932
+ever ready case
A brief info for Vito C series cameras:
Vito C wo/ light meter and rangefinder, 1960-67
Vito CD w/ uncoupled light meter, 1961-66
Vito CL w/ a coupled light meter, 1961-67
Vito CLR w/ coupled light meter and coupled rangefinder, 1963-68
Vito CS w/ CdS light meter, 1968-71
Vito CSR w/ CdS lighmeter and rangefinder, 1968-71
All of the cameras, except CS and CSR, were sold as Standard or Deluxe models.
Differences between standard and de luxe models are cosmetic, like leatherette covered lens barrel, black shutter release, raised chrome name, film reminder disc with leather in the center. The light meter window is different in the deluxe third model of CLR .
Lanthar 50mm f/2.8 lens was on early model CLRs. The later model CLRs were offered with Color Lanthar or Skopar 50mm f/ 2.8 lenses. There were Pronto LK shutters also.
more info: Voigtländer Camera Collection, Doppeld by Dietrich Drescher, Orphan Camera manuals by M Butkus, ukcamera
Manufactured in 1988
Purchased on 25/02/1988
Mileage at last MOT 178,023 (107,000 more miles than mine!)
ЗОРКИЙ = Zorkiy, means Sharp Sight
Manufactured by Krasnogorsky Mekhanichesky Zavod (KMZ) , (Красногорский механический завод = Mechanical Factory of Krasnogorsk), Moscow, CCCP
Model 1968, Type 11a (produced between 1968-72)
Special feature of this type: no strap lugs
All Zorki-4 produced between 1956-73, quantity 1715677
as to Alexandr Komarov
35 mm film Rangefinder camera
Lens: Industar-50 (ИНДУСТАР) 50mm f/3.5, interchangeable, M39 screw mount
Filter thread: 40.5mm, slip-on 42mm , serial no.6888896
Aperture: f/3.5 - f/16, no click stops, setting: scale and ring on front of the lens
Focus range: 1.2-20m +infinity
Lens release: simply screw the lens counter clockwise
Focusing: matching yellow rangefinder images in the finder, ring and scale on the lens, w/DOF scale
Shutter: horizontal traveling focal plane, rubberized silk double cloth curtain,
speeds: 1-1/1000 +B, setting dial on the top plate, lift and turn
Shutter release: beside the speeds dial, w/ cable release socket
Cocking knob: also winds the film, on the right of the top plate
Frame counter: on the winding knob, manual setting, advance type
Viewfinder: coupled viewfinder/rangefinder, large and bright
Diopter adjustment lever: beneath the re-wind knob
Re-wind knob: on the left of the top plate,
Re-wind release: pull up the knob and turn
Self-timer: activates by a small silver button above the lever
Flash PC socket: on the front of the top plate, sync 1/30, separate red number on the shutter speed dial; X and M select dial: beneath the speed dial
Cold-shoe
Back cover: removable with the bottom plate, opens by two pop-up levers on the bottom plate,
Take-up spool: special, not captive, there is a small pin for attaching the film perforates on it
Engravings on the back of the top plate: KMZ logo and the serial number
Body: metal cast aluminum; Weight: 687g
serial no. 68 913965 (first two digits correspond to the production year)
+leather ever ready case, + Lzos Yellow filter 33 JS-18 (ЖC)
On Zorki, as with other Soviet-era rangefinders, the shutter speed selector rotates when the shutter is released, and should not be changed until after the shutter has been cocked. If you change the shutter speed without cocking the shutter first, the setting pin can be broken when you advance the film and cock the shutter.
Zorki-4 was possibly the most popular of all Zorki cameras. The Zorki 4 was also the first of the Zorki cameras to be exported in large numbers to the west.
Zorki-4 is basically a Zorki-3S with a self-timer. It retained all of the features and strong points of the 3S.
There are at least 14 types and 18 sub-types of the Zorki-4.
The very early models of Zorkis are Russian Leica II inspired cameras, but later models like Zorki-4 are quite different from the Leicas. Zorkis are very nicely made and finished. The results are as good as any Leica. There are many variants of Zorki models.
KMZ founded in 1942, in order to produce optical equipment for the war needs.
KMZ factory began making cameras, starting with the Moskva folding camera in 1946.
They began producing FED cameras to cover the low production of FED factory in 1948.
The factory made some design and technical changes on FED, so the production of the Zorki began in 1949. KMZ factory is the manufacturer of the Zenit and Moskva cameras also.
In 1952, KMZ created an SLR based on some modifications of the Zorki, and thus the Zenit was born.
more info: Sovietcams, in Tigers Lair by Tom A H Piel, in Alfred's Camera Page, in Camerapedia
dystopian sheet metal future! people were trying to kill the big block by crashing their car bumpers into it...but...the metal forest consumes you. choose the big opening! just some thoughts while walking around Möbel Roller.
Strolling through Old Aberdeen on my way to the University this beauty caught my eye, just had to capture the image to archive on Flickr.
Vehicle make: LAND ROVER
Date of first registration: October 2012
Year of manufacture: 2012
Cylinder capacity (cc): 2198 cc
CO₂Emissions: 266 g/km
Fuel type: DIESEL
Export marker: No
Vehicle status: Tax not due
Vehicle colour: BLUE
Vehicle type approval: N1
Wheelplan: 2 AXLE RIGID BODY
Revenue weight: 2505kg
The Land Rover Defender (initially called the Land Rover Ninety and Land Rover One Ten) is a British four-wheel-drive off-road SUV developed from the original Land Rover Series launched in June 1948.
In October 2013 Land Rover announced that production would end in December 2015 after a continuous run of 67 years.
Production finally ended on 29 January 2016 when the last Defender, H166 HUE, rolled off the production line at 9:22.
Jaguar Land Rover announced their intention to launch a replacement new Defender, which motoring journalists speculate will be different from the original version.
The model was introduced in 1983 as "Land Rover One Ten", and in 1984 the "Land Rover Ninety" was added - the numbers representing the respective wheelbases in inches. (In fact the Ninety was nearer 93 inches at 92.9".)
The number was spelled in full in advertising and in handbooks and manuals, and the vehicles also carried badges above the radiator grille which read "Land Rover 90" or "Land Rover 110", with the number rendered numerically.
The Ninety and One Ten replaced the earlier Land Rover Series, and at the time of launch, the only other Land Rover model in production was the Range Rover.
In 1989, a third model was brought out by Land Rover to be produced in parallel with the other two: the Land Rover Discovery.
To avoid possible confusion, from 1991 the Ninety and the One Ten were renamed the "Defender 90" and "Defender 110". These carried front badges that said "Defender", with a badge on the rear of the vehicle saying "Defender 90" or "Defender 110".
The most recent model, from 2007-2016, still featured the space above the radiator for the badge but was blank. Instead had "Land Rover" spelled across the leading edge of the bonnet in raised individual letters, in keeping with the Discovery and Freelander. At the rear was a new style of '"Defender" badge with an underlining "swoosh". On these last models there are no badges defining the wheelbase model of the vehicle.
The 127-inch (3,226 mm) wheelbase Land Rover 127, available from 1985, was always marketed with the name rendered numerically. Following the adoption of the Defender name, it became the "Defender 130", although the wheelbase remained unchanged.
The North American Specification (NAS) Defender 110 sold for the 1993 model year carried a badge above the radiator grille which read "Defender," whereas the NAS Defender 90 sold for the 1994 to 1997 model years had "Land Rover" spelled across the top of the radiator grille in individual letter decals. NAS Defenders also carried a cast plaque on the rear tub in the original style of the Series Station wagons with "Defender 110" or "Defender 90" below the Land Rover lozenge and the vehicle's unique limited edition production run number.
Production of the model now known as the Defender began in 1983 as the Land Rover 110, a name which reflected the 110-inch (2,800 mm) length of the wheelbase. The Land Rover 90, with 93-inch (2,362 mm) wheelbase, and Land Rover 127, with 127-inch (3,226 mm) wheelbase, soon followed.[4]
Outwardly, there is little to distinguish the post-1983 vehicles from the Series III Land Rover. A full-length bonnet, revised grille, plus the fitting of wheel arch extensions to cover wider-track axles are the most noticeable changes. Initially the Land Rover was also available with a part-time 4WD system familiar to all derivatives produced since 1949. The part-time system failed to sell and was quickly dropped from the options list by 1984. While the engine and other body panels carried over from the Series III, mechanically the 90 and 110 were modernized, including:
Coil springs, offering a more comfortable ride and improved axle articulation
A permanent four-wheel-drive system derived from the Range Rover, featuring a two-speed transfer gearbox with a lockable centre differential
A modernised interior
A taller one-piece windscreen
A new series of progressively more powerful and modern engines
The 110 was launched in 1983, and the 90 followed in 1984. From 1984, wind-up windows were fitted (Series models and very early 110s had sliding panels), and a 2.5-litre (153 cu in), 68 horsepower (51 kW) diesel engine was introduced. This was based on the earlier 2.3-litre (140 cu in) engine, but had a more modern fuel-injection system as well as increased capacity. A low compression version of the 3.5-litre (214 cu in) V8 Range Rover engine transformed performance. It was initially available in the 110 with a four-speed transmission with integral transfer case, then later in conjunction with a high strength "Santana" five-speed transmission.[5]
This period saw Land Rover market the utility Land Rover as a private recreational vehicle. While the basic pick-up, 4x4 and van versions were still working vehicles, the County 4x4s were sold as multi-purpose family vehicles, featuring improved interior trim and more comfortable seats. This change was reflected in Land Rover starting what had long been common practice in the car industry — detail changes and improvements to the County model from year to year in order to attract new buyers and to encourage existing owners to trade in for a new vehicle. These changes included different exterior styling graphics and colour options, and the introduction of new options, such as radio-cassette players, styled wheels, headlamp wash and wipe systems, as well as accessories such as surfboard carriers and bike racks. The switch from leaf spring to coil spring suspension was a key part of the new model's success. It offered improved off-road ability, load capacity, handling, and ride comfort.
The 127 (and 130)
From 1983, Land Rover introduced a third wheelbase to its utility line-up, a 127-inch (3,226 mm) wheelbase vehicle designed to accommodate larger, heavier loads than the 110. Called the "Land Rover 127", it was designed specifically with use by utility and electrical companies in mind, as well as military usage.
In its standard form, it is a four-door six-seater consisting of the front half of a 110 4x4, and the rear of a 110 high-capacity pick up (HCPU).
The logic was that this allowed a workcrew and their equipment to be carried in one vehicle at the same time. The 127 could carry up to a 1.4 tonnes (1.4 long tons; 1.5 short tons) payload, compared to the 1.03 tonnes (1.01 long tons; 1.14 short tons) payload of the 110 and the 0.6 tonnes (0.59 long tons; 0.66 short tons) of the 90
Land Rover 127s were built on a special production line, and all started life as 110 4x4 chassis (the model was initially marketed as the 110 crew cab, before the more logical 127 name was adopted). These were then cut in two and the 17 inches (432 mm) of extra chassis length welded on before the two original halves were reunited. These models did not receive their own dedicated badging like the other two models, instead they used the same metal grille badges as used on the Series III 109 V8 models, that simply said "Land-Rover".
Land Rover Defender 130; fully equipped car in the desert
Although the standard body-style was popular, the 127 was a common basis for conversion to specialist uses, such as mobile workshops, ambulances, fire engines and flatbed transports. In South Africa, the Land Rover assembly plant offered a 127 4x4 with seating for 15. Land Rover also offered the 127 as a bare chassis, with just front bodywork and bulkhead, for easy conversion.
127" chassis with double cab and bimobil camper module
Initially held back by the low power of the Land Rover engines (other than the thirsty petrol V8 engine), the 127 benefited from the improvements to the line-up, and by 1990 was only available with the two highest power engines, the 134 hp (100 kW) 3.5-litre V8 petrol, and the 85 hp (63 kW) 2.5-litre turbo diesel .
Engine development
The original 110 of 1983 was available with the same engine line-up as the Series III vehicles it replaced, namely 2.25-litre (137 cu in) petrol and diesel engines, and a 3.5-litre (210 cu in) V8 petrol unit, although a small number of 3.2-litre (200 cu in) V8s were produced.
In 1981 the 2.25 l engines were upgraded from three- to five-crankshaft bearings in preparation for the planned increases in capacity and power.
The 2.5-litre version of the diesel engine, displacing 2,495 cubic centimetres (152.3 cu in) and producing 68 hp (51 kW), was introduced in both the 110 and the newly arrived 90. This was a long-stroke version of the venerable 2.25-litre unit, fitted with updated fuel injection equipment and a revised cylinder head for quieter, smoother and more efficient running. A timing belt also replaced the older engine's chain.
In 1985 the petrol units were upgraded. An enlarged four-cylinder engine was introduced. This 83 hp (62 kW) engine shared the same block and cooling system (as well as other ancillary components) as the diesel unit. Unlike the diesel engine, this new 2.5-litre petrol engine retained the chain-driven camshaft of its 2.25-litre predecessor. At the same time, the 114 hp (85 kW) V8 was also made available in the 90- the first time a production short-wheelbase Land Rover had been given V8 power.
The V8 on both models was now mated to an all-new five-speed manual gearbox.
The year 1986 saw improvements in engines to match the more advanced offerings by Japanese competitors. The "Diesel Turbo" engine was introduced in September, a lightly turbocharged version of the existing 2.5-litre diesel, with several changes to suit the higher power output, including a re-designed crankshaft, teflon-coated pistons and nimonic steel exhaust valves to cope with the higher internal temperatures.[4][6] Similarly, an eight-bladed cooling fan was fitted, together with an oil cooler.
The changes for the turbo diesel were kept as slight as possible, in the aim of making the car saleable in Land Rover's traditional export markets across the globe.
The 2.5 diesel, 2.5 petrol and Diesel Turbo engines all shared the same block castings and other components such as valve-gear and cooling system parts, allowing them to be built on the same production line. The Diesel Turbo produced 85 hp (63 kW), a 13% increase over the naturally aspirated unit, and a 31.5% increase in torque to 150 lb·ft (203 N·m) at 1800 rpm.
Externally, turbo-diesel vehicles differed from other models only by having an air intake grille in the left-hand wing to supply cool air to the turbo. The engine was adopted as the standard engine for UK and European markets.
Early turbo-diesel engines gained a reputation for poor reliability, with major failures to the bottom-end and cracked pistons. A revised block and improved big end bearings were introduced in 1988, and a re-designed breather system in 1989. These largely solved the engine's problems, but it remained (like many early turbo-diesels) prone to failure if maintenance was neglected.
At the same time that the Diesel Turbo was introduced, the V8 engine was upgraded. Power was increased to 134 hp (100 kW), and SU carburettors replaced the Zenith models used on earlier V8s.
Sales turnaround
The new vehicles with their more modern engines, transmissions, and interiors reversed the huge decline in sales that took place in the 1980s (a 21% fall in a single year, 1980–1981). This growth was mainly in the domestic UK market and Europe. African, Australian and Middle-Eastern sales failed to recover significantly - Land Rover had not been immune to the poor reputation caused by poor build quality and unreliability which had afflicted the rest of British Leyland, of which Land Rover was still part. In these markets Japanese vehicles such as the Toyota Landcruiser and Nissan Patrol gradually took over what had been a lucrative export market for Land Rover for decades. Meanwhile, the company itself adopted more modern practices, such as using marketing campaigns to attract new buyers who would not previously have been expected to buy a Land Rover. The operation was streamlined, with most of the satellite factories in the West Midlands that built parts for the Land Rover being closed and production brought into the Solihull factory, which was expanded.
To maximise sales in Europe, Land Rover set up the Special Vehicles Division, which handled special low-number conversions and adaptations to the vehicles. The bulk of the division's work was the construction of stretched-wheelbase mobile workshops and crew carriers for British and European utility companies, often including six-wheel-drive conversions, but more unusual projects were undertaken, such as the construction of an amphibious Land Rover 90 used by the company as part of its sponsorship of Cowes Week from 1987 to 1990.
The Special Projects Division also handled specialised military contracts, such as the building of a fleet of 127-inch (3,226 mm)
V8-powered Rapier missile launchers for the British Army. The Rapier system actually consisted of three Land Rovers: a 127 which carried the launching and aiming equipment, and two 110s which carried the crew and additional equipment.
Land Rover Defender
The biggest change to the Land Rover came in late 1990, when it became the Land Rover Defender, instead of the Land Rover 90 or 110. This was because in 1989 the company had introduced the Discovery model, requiring the original Land Rover to acquire a name.
The Discovery also had a new turbodiesel engine, the 200TDi. This was also loosely based on the existing 2.5-litre turbo unit, and was built on the same production line, but had a modern alloy cylinder head, improved turbocharging, intercooling and direct injection.
It retained the block, crankshaft, main bearings, cambelt system, and other ancillaries as the Diesel Turbo. The breather system included an oil separator filter to remove oil from the air in the system, thus finally solving the Diesel Turbo's main weakness of re-breathing its own sump oil. The 200Tdi, produced 107 hp (80 kW) and 195 lb·ft (264 N·m) of torque, which was nearly a 25% improvement on the engine it replaced (although as installed in the Defender the engine was de-tuned slightly from its original Discovery 111 hp (83 kW) specification due to changes associated with the turbo position and exhaust routing).
This engine finally allowed the Defender to cruise comfortably at high speeds, as well as tow heavy loads speedily on hills while still being economical.
In theory it only replaced the older Diesel Turbo engine in the range, with the other four-cylinder engines (and the V8 petrol engine) still being available. However, the Tdi's combination of performance and economy meant that it took the vast majority of sales. Exceptions were the British Army and some commercial operators, who continued to buy vehicles with the 2.5-litre naturally aspirated diesel engine (in the army's case, this was because the Tdi was unable to be fitted with a 24 volt generator). Small numbers of V8-engined Defenders were sold to users in countries with low fuel costs or who required as much power as possible (such as in Defenders used as fire engines and ambulances).
Along with the 200Tdi engine, the 127's name was changed to the "Land Rover Defender 130". The wheelbase remained the same; the new figure was simply a tidying up exercise. More importantly, 130s were no longer built from "cut-and-shut" 110s, but had dedicated chassis built from scratch. The chassis retained the same basic structure as the 90 and 110 models, but with a longer wheelbase.
1994 saw another development of the Tdi engine, the 300Tdi. Although the 200Tdi had been a big step forward, it had been essentially a reworking of the old turbocharged diesel to accept a direct injection system. In contrast the 300Tdi was virtually new, despite the same capacity, and both the Defender and the Discovery had engines in the same state of tune, 111 bhp (83 kW), 195 lbf·ft (264 N·m).
Throughout the 1990s the vehicle attempted to climb more and more upmarket, while remaining true to its working roots. This trend was epitomised by limited-edition vehicles, such as the SV90 in 1992 with roll-over protection cage, alloy wheels and metallic paint and the 50th anniversary 90 in 1998, equipped with automatic transmission, air conditioning and Range Rover 4.0-litre V8 engine.
A new variant was the Defender 110 double cab, featuring a 4x4-style seating area, with an open pick up back. Although prototypes had been built in the Series days, it was not until the late 1990s that this vehicle finally reached production.
2012 updates
In August 2011, Land Rover announced an update of the Defender for the 2012 model year. By this time, Land Rover publicly acknowledged that it was working on a project to produce an all-new replacement for the Defender. This would lead to the unveiling of the first DC100 concept vehicle in September that year. While emissions and safety regulations have threatened the Defender since the early 2000s, these had either been avoided or Land Rover had found ways to modify the vehicle to economically meet the new requirements. However, safety regulations due for introduction in 2015 requiring minimum pedestrian safety standards and the fitment of airbags to commercial vehicles cannot be met without a wholesale redesign of the Defender.
The main change for the 2012 models was the installation of a different engine from the Ford Duratorq engine range. Ford decided, due to cost reasons, not to modify the 2.4-litre engine introduced in 2007 to meet the upcoming Euro V emissions standards and so the engine was replaced with the ZSD-422 engine, essentially a 2.2-litre variant of the same engine. Although smaller than the existing unit the power and torque outputs remained unchanged and the same six-speed gearbox was used as well.
The engine included a diesel particulate filter for the first time on a Defender. The only other change was the reintroduction of the soft top body style to the general market. This had been a popular option for the Land Rover Series but by the introduction of the Defender had been relegated to special order and military buyers only. Land Rover stated that the option was being brought back due to customer feedback.
The last Defender, a soft-top "90" rolled off the Solihull production line at 9:22 on Friday 29 January 2016. The BBC reports that the Defender's replacement is due to be launched in 2018/2019.
Manufactured and marketed by Kiddie Ride Enterprises of Edgewood, NY/Kiddie's of Lares, Puerto Rico in 1990s. Replaced 1990s Apple car kiddie ride "Lowly Worm" (Low volume) At SF Supermarket in 6930 65th St, Sacramento, CA. Fitted with EM2021C Control box. Reissued by Eletech Electronics of Industry, CA.
Manufactured in Throckley, Newcastle. See Arthur Brickman's comment under this photo
www.flickr.com/photos/16182218@N08/4512704900/in/album-72...
Henderson Motorcycle Company in Detroit manufactured very distinguished motorbikes. This model "D" was built with an extra long wheel-base, no less than 65". No gear box, but the motorbike could be equipped with a rear hub with a 2-speed, planetary gearbox.
Motor: 4-cyl
Valves: Inlet over exhaust
Capacity: 1 075 cc
Power: 12 hp
__________________________________
Henderson Motorcycle Company i Detroit tillverkade mycket förnäma motorcyklar. Denna modell "D" byggdes med extra lång hjulbas, hela 65". Växellåda saknas, men motorcykeln kunde förses med ett baknav med tvåväxlad planetväxellåda.
MC Collection, Sollentuna (Stockholm) mc-collection.com/en/
Manufactured by Yashica Camera Co., Japan
Model: c.1975 (produced between 1975-1982)
35mm film SLR camera
BODY
Lens mount: Contax/Yashica mount. Does not make use of MM lens shutter priority.
Lens release: by a small button on the right of the lens flange
Shutter: Electronic focal-plane, horizontal-travel cloth
Shutter speeds: Auto mode - 4-1/2000 Manual mode - 14 settings of 4-1/2000 +B.
setting: dial beneath the re-wind lever, A and speeds numbers for manual setting
Shutter release: Real Time Electromagnetic Release System, aux. via Release Socket (electronic), on the top plate beside cocking lever
Caable releasesocket:on the back of the top plate
Cocking lever: also winds the film, 140 degrees stroke, retractable, winding possible with several short strokes
Exposure meter: TTL center-weighted metering at full aperture using SPD (silicon photo diode).
Exposure modes: Aperture priority automatic exposure and manual exposure
EV range -1-19 at ASA 100.
ASA film range 12-3200. Setting dial on the right of the top plate, lift and turn
Exposure setting: set the shutter speed Auto or manual, then press continuously the exposure check front button over the self-timer lever, a red LED dot appears in the right of the speeds index, automatic setting of the shutter speed corresponding the number in the index,
if a second LED dot appears automatic setting of shutter speed is between the numbers on the index; In manual speeds mode if the red dot is over or under the setting of yours, the exposure is not correct, you must correct it by turning aperture ring or speeds dial
Indeed, there is a line of 16-dot LED parallel to speeds index.
Exposure compensation: +2 EV ~ -2 EV , via exposure compensation dial beneath the ASA setting: 1/2 stop clicks using unusual system of x4 to x1/4. X4 means "times 4" or 2 stops.
Viewfinder: Eye-level SLR penta-prism - field shows 92% of picture area.
Viewfinder display: speed scale with a pointer on the right side. Green pointer overlaps "A" setting on Auto; or indicates shutter setting on manual.
Aperture display on the top side, and f-stop in use in green figure
Exposure compensation tab appears when the exposure compensation pointer is set at any position except X1
Focusing screen: Micro-prism standard - six others available
DOF button: on the right lover of the lens flange
Mirror lock: Lever on the left of the lens flange
Re-wind lever: folding crank type, and film rewind release button under the crank
Re-wind release: by a button on the bottom plate
Frame counter: Auto resets, advance type, window beside the cocking lever
Multiple exposures: Depression of the film rewind button
Self-timer: Mechanical , 10 sec. delay
Hot-shoe
Flash PC socket: on font of the body, Synch speed 1/60
Strap lugs
Back cover: Hinged, removable, opens by pulling film rewind knob all the way out.
Tripod socket: 1/4"
Battery: 6.2v silver-oxide battery (544 or PX28), or 6v alkaline-manganese 4LR44.
Battery chamber: on the bottom plate
Battery check: by small button on the back of the top plate, and red LED beside the cocking lever
Couplings for motor drive and winder on the bottom plate
Engraving on the bottom plate: Yashica Japan
Body: metal; Weight: 700g wo/ lens
Serial no. 073768 (on the bottom plate)
LENS
Yashica ML 50mm f/2
Filter tread: 52mm serial no. A90556926
Aperture: f/2-f/16 w/half click stops
Focus range: 0.5-10m +inf, w/DOF scale
Weight: 158g
Standard Lens: PLANAR T* 50 mm f/1.4
Yashica winder
Battery:6x AA size battery
Weight: 294g wo/batteries
more info:
1896 photographic view of the Champion Manufacturing Company in Richmond, Wayne County, Indiana
This photograph is from an 1896 pictorial history of the city.¹ The 1896 Sanborn™ fire insurance map set shows this factory north of Union Passenger Depot and a C. St. L. & P. (Chicago, St. Louis & Pittsburgh) Railroad freight depot. The factory was midway between North E and North F streets on the southeast side of Fort Wayne Avenue.
The photographer was on the northwest side of Fort Wayne Avenue and facing east-northeast.
Four men were posing in front of the business and another was sitting on a horse-drawn wagon loaded with plows or similar agricultural implements. A buggy was parked in front of the business as well. According to the 1896 map set, the single-story building at the left edge of this scene was a storage building associated with the company. The building at the right edge was the back (north) side of the C. St. L. & P. Railroad freight depot.
1. Ed F. Dalbey and Walter L. Dalbey, Dalbey’s Souvenir Pictorial History of the City of Richmond, Indiana (Richmond, IN: Nicholson Printing and Mfg. Co., 1896). Available online at archive.org/stream/dalbeyssouvenirp00rich#page/n7/mode/2up.
From Ron Branson's library.
A close-up section of this photographic image can be seen here.
www.flickr.com/photos/hoosier_recollections/29123547186/i...
Copyright 2006-2016 by Hoosier Recollections. All rights reserved. This image is part of a creative package that includes the associated text, geodata and/or other information. Neither this package in its entirety nor any of the individual components may be downloaded, transmitted or reproduced without the prior written permission of Hoosier Recollections.
Manufactured and marketed by Kiddie Ride Enterprises of Edgewood, NY/Kiddie's of Lares, Puerto Rico in 1991. Replaced 1970s Fire opter kiddie ride. At Neighborhood Deli Market in 7324 6th Ave, Brooklyn, NY. It played Pop Goes The Weasel by Larry Groce/Disneyland Children's Sing-Along Chorus.
SLR Class :- M4
Manufactures Model :- MX 620
Introduction year :- 1975
No of Locos :- 14
Loco Nos :- 743 to 756
Builder :- Montreal Locomotive Works
State :- Canada
Prime Mover :- ALCO V12 25 1 C3
Mode of Power transmission :- Diesel Electric (AC to DC Power Transmission )
Power :- 1700 hp
rpm :- 1050
Weight :- 98 ton
Length :- 58' 3"
Wheel arrangement :- Co-Co
Brake system : - Air and Vacuum
Max speed :- 104 Km/h
Gauge : - 1676 mm
Type :- Locomotive
Purpose/Used line :- Main line Passenger and Freight train Presently not to run beyond Rambukkana.
M4 753,754,755 and 756 were Special designed with Dynamic Brake for Upcountry (Colombo to Badulla) Rail track.
M4 750 damaged due to Bomb blast at near Vavniya in 2000 back in service after repair.
M4 752 re painted Red and Yellow colours for use Jaffna Intercity. again Repainted Blue & Silver.
Upgraded with Air brake at C.M.E. Ratmalana.
All Locomotives are presently on service.
M4s were named,
743 : Madu
744 : Sigiri
745 : Ruwanweli
746 : Namunukula
747 : Kelani
748 : Walawe
749 : Dunhida
750 : Isurumuni
751 : Diyaluma
752 : Point-Pedro
753 : Samanala
754 : Menik
755 : Mahaweli
756 : Luxapana
Information as at 30.05.2021
Manufactured by by Arsenal Factory (=Zavod Arsenal, Завод Арсенал ), Kiev, Ukraine, former USSR
Киев = Kiev
Model: 1992 type 1a, produced between 1985-94
Series of the camera Kiev-17
There are 4 types and one subtypes of the camera as to Alexander Komarov
35mm SLR film camera,
Lens: Helios-81H MC 50mm f/2
Mount: Nikon Bayonet mount, filter thread: 50mm serial no . 9206479
You can use Nikon lenses with this camera
Lens release: lever on the lens flange
Aperture: up to f/16setting: ring and scale on the lens
DOF preview: lever on the lens flange, also activates the metering
Focus range: 0.55-10m +inf
Focusing: Fresnel matte screen with split image rangefinder
Shutter: vertically travelling cloth shutter; speeds: 1/2-1/500 +B; setting: dial on front of the camera
Shutter release: on the top-plate
Cocking lever: also winds the film, short stroke, retractable
Frame counter: additive type, auto-reset, window beside the cocking lever
Viewfinder: eye level SLR pentaprism
Exposure meter: CdS TTL metering, stop down way
Film speed range: 25-400 ASA setting: d,al beneath the re-wind button, for setting press the small silver button beside it
Exposure setting: The metering system is automatically turned on by depressing the depth of field preview lever. The exposure is set by adjusting the exposure time and aperture until both the red minus and plus led are lit. Only plus or minus means over and under exposure.
Re-wind lever: folding crank, on the right of the top plate
Re-wind release: button, on the bottom plate
Flash PC socket: on the right of the prism, flash sync 1/60
Hot-shoe
Self-timer: none
Back cover: opens by lifting the re-wind lever, w/ memory slot; stamping Made in CCCP on it
Tripod socket: ¼"
Strap lugs
Body: metal; Weight: 911g
Battery: two LR44
Battery chamber: on the bottom plate
On/off switch: pressing the DOF lever
serial no. 92 01492, the first two digits show the production year
More info: in Sovietcams by Aidas Pikiotas, in Fotoua by Alexander Komarov, Manual Kiev 19M in Butkus org, Manual in Spanish in Butkus org, in Wikipedia, in Camerapedia
Manufactured by MMZ (Minsk Mechanical Factory), Minsk, former USSR
After 1971 made by BeLomo
Чайка means Seagull
Model: c.1968 Type 1a
All Chaika-II produced between 1967-72 with quantity 1.250.000 units
There are 6 types and 9 sub-types of the Chaika-II
As to Alexander Komarov
35mm film half frame Viewfinder camera, picture size 18x24mm
Lens: Industar-69 (ИНДУСТАР) 28mm f/2.8 filter slip-on serial no.none
MMZ logo on the lens
Aperture: up to f/16; setting: ring and scale on front of the lens
Focus range: 0.8-5m +inf
Focusing: manual front cell focusing; ring, distance scale with symbols and DOF scale on the lens shutter barrel
Shutter: leaf shutter; speeds: 1/30-1/250 +B setting: by a ring and small window on the top-plate
Shutter release: on front of the top-plate, w/cable release socket
Cocking lever: also winds the film, short stroke, on the back of the top-plate
Frame counter: additive type, auto-reset, window on the top-plate
Viewfinder: reverse telescopic finder, vertical quadrangle
Re-wind knob: on the bottom plate, pull out and turn to arrow direction
Re-wind release: by re-wind knob
Flash PC socket: on front of the camera
Cold-shoe: none
Memory dial: on the re-wind knob
Self-timer: none
Back cover: opens by a latch on the right side of the camera
Tripod socket: ¼”
Strap lugs
Body: metal; Weight: 388g
Serial no. 2928620 in the back cover
Chaika was the call sign of the first Russian female cosmonaut, Valentina Vladimirovna Tereshkova. She became extremely famous for her achievements and is still considered a hero in Russia. It's very likely that this line of cameras were at least partly named in honor of her. Her famous flight took place 1963 and the first Chaika camera was sold in 1965.
The difference between Chaika-I and Chaika-2 is addd a removable screw mount lens which could be used as the lens for an enlarger that was apparently never made available. The threads are the same as those for a Leica lens, but the focusing distance is different, so the lenses are not compatible.
More info: in Sovietcams by Aidas Pikiotas, in Fotoua by Alaxander Komarov, in Camerapedia, in Flickr group Russian Cameras
Manufactured by Konishiroku Co., Japan
Model: c.1972 (produced between 1971-73)
35 mm film Rangefinder fully automatic camera,
Lens: Hexanon 38mm f/2.8, four element in three groups, filter thread 46mm
Aperture: f/2.8-f/14, setting: Automatic
Focusing: double-image alignment in the finder by a ring with a handle on the lens
Focus range: 1-5m +inf
Focusing ring has Auto index mark besides distance marks also
Mode and Guide Number selection ring: on the lens, w/ index marks , B, 7, 14, 28, 56,
w/ half click stops, for metres, (also there are numbers for the feet), these are GN setting numbers according to electronic flashes,
(number 14 for Konica X-14 flash, film 80-125 ASA)
Ring turns by pressing a small silver button on it
B exposure is permissible only at full lens opening, align B and distance scale index mark by turning the GN ring till clicks
Camera takes pictures with Electric-Eye Programmed photography system, this feature known as AE todays,
for this the Auto index mark must be aligned any GN on the GN ring,
Shutter: Copal B Mat special automatic programmed shutter, speeds: 1/30-1/650,
setting : Automatic, Combined aperture/shutter blades
Cocking lever: also winds the film, short stroke, retractable, double-exposure prevention, right of the top plate
Frame counter: Auto-resetting, advance type, a window just right of the winding lever
Shutter release: just front of the cocking lever, w/ cable release socket
Exposure meter: lens mounted CdS meter, its light taking window is on front-top of the lens,
Film speed range: 25-400 ASA
Setting: by ASA ring and a indicator window on front of the lens
Exposure setting: Automatic exposure adjustment, needle indication of shutter speed and aperture visible on the right side of the viewfinder with over and under exposure red lines
The exposure can be locked temporarily by pressing the shutter release half way
Viewfinder: coupled viewfinder/rangefinder, Bright Line with Parallax compensation mark for close distance subjects
Re-wind lever: folding crank type, left of the top plate, turns when winding
Re-wind release: a button on the bottom plate, must be kept depressed when rewinding
Flash PC socket: left upper side of the camera,
Hot-shoe: only for flashes (any accessory switches the system to 1/25)
X synch. 1/25, automatically sets and activates when a flashgun mounted onto the hot-shoe, a flash mark appears in the finder,
(not use any other accessory on the hot shoe and do not keep the flashgun on it when not using the flash)
Camera uses Auto Flashmatic system with Guide Number settings on the lens for electronic flashes
Self-timer: turn the lever and press the shutter
Back cover: hinged, opens by pulling up the re-winding crank
Tripod socket: 1/4''
Strap lugs
Battery: 1.3v PX675 mercury, (1.5v PX675A or LR44 might be useable, but the better is 1.35v Zinc/air batteries eg. Wein cell MRB675 ),
chamber on the bottom plate,
without battery shutter speed is fixed at 1/30 and aperture f/2.8
On/off switch: none, (keep the lens cap on it when not using)
Body: metallic, Weight 380g
Serial no.882915
Konica X-14 matching flashgun available and fires only when the subject was out of range of the internal metering. The flash is linked to the aperture and the system adjusts the aperture as the camera was focused.
Konica C35 is one of the smallest, quietest, lightest, and easy-to-use cameras, and goes well into the pocket.
KVNY (Van Nuys Airport) - 27 AUG 2020
"Premier Niner Lima Victor" from Aspen-Pitkin County Airport (KASE) landing RWY 16R.
Production Site: Beech Factory Airport (KBEC)
Year of Manufacture: 2005
Test Registration: N3332C
Delivery to Mobek Investments LLC: 23 SEP 2005 as N3332C
Hex Code: A3A395
Passengers: 6
Engines: 2x Williams FJ44-2A
Re-registered to Mobek Investments LLC: 27 JAN 2006 as N9LV
Hex Code: AC6B88
Passengers: 6
Engines: 2x Williams FJ44-2A
Re-registered to Vermeer Manufacturing: 04 SEP 2006 as N9LV
Operated by Elliott Aviation Flight Services
Hex Code: AC6B88
Passengers: 6
Engines: 2x Williams FJ44-2A
To Goodyear Advisors LLC: 27 AUG 2015 as N9LV
Hex Code: AC6B88
Passengers: 6
Engines: 2x Williams FJ44-2A
To Mike Lima LLC: 12 JUL 2019 as N9LV
Hex Code: AC6B88
Passengers: 6
Engines: 2x Williams FJ44-2A
The Volvo C30 is a compact four-seater manufactured and marketed by Volvo Cars for model years 2006-2013, available across its single generation as a three-door hatchback. Powered by inline-four and straight-five engines, the C30 is variant of the Volvo S40/V50/C70 range, sharing the same Ford C1/Volvo P1 platform. Volvo marketed the C30 as a premium hatchback or a sports coupe.
The C30's rear styling and frameless glass rear hatch recall Volvo's earlier P1800 ES and Volvo 480.
Initial release (2006)
A production version of C30 T5 with 160-watt sound system was officially unveiled at the 2006 Paris Motor Show.
Early model includes T5 (2.5 litres), 2.4i, 2.0, 1.8, 1.8 Flexifuel, 1.6, D5 (2.4 litre) (132 kW/180PS), D5 (120 kW/163PS) (Belgium only), 2.0D, 1.6D.
The C30's interior is similar to the S40 and V50; sharing the majority of parts including the instrument panel, 'floating' centre stack and steering wheel.
Europe
In late 2006, the C30 was launched in Europe. Engines choices range from a 1.6L inline-4 (petrol or diesel) to a 2.5L inline-5 turbo (2.4L diesel). 2009 added the choices of a 6-speed PowerShift dual-clutch automatic with the 2.0 L petrol and diesel engines, a 1.8L E85 flex-fuel engine, and 1.6L "DRIVe" diesel engines with improved efficiency and optional start/stop capability.
Trim lines include SE and SE Lux in the UK, and Kinetic, Momentum, and Summum (from fewest to most features) in most other European nations. The R-Design package adds interior and exterior accessories including aluminum inlays on the dashboard, R-Design emblems on the steering wheel, seats and floor mats, a rear spoiler and body kit.
Rivals include the Mini, Alfa Romeo Giulietta, and the Audi A3.
North America
The C30 went on sale in Canada in March 2007 as a 2007 model, and in October 2007 in the United States as a 2008 model.
In Canada, the 2.4i was offered until 2011, while the T5 remains available. In the United States, the only engine available has been the T5. For 2008, the US C30 debuted with two trim lines, Version 1.0 and Version 2.0. R-Design was added later in the model year, featuring unique badges and interior trim. Since 2009, the US C30 has been offered in T5 or R-Design trim. In addition, the Polestar performance option (developed in partnership between Volvo Car Corporation and Polestar) became available for the 2012 model year for several Volvo models, including the C30 T5. The software modification to the engine control computer increased output from 227 hp to 250 hp without a reduction in U.S. Environmental Protection Agency fuel economy ratings.
[Text from Wikipedia]
en.wikipedia.org/wiki/Volvo_C30
This Lego model was created as a design study in preparation of building a Lego C30 Electric model during 2015.
Manufactured by Amsco Industries, a Milton Bradley Company
Produced for 2 years, 1971 and 1972
Part of the "Girls World" line of toys
Suitable for ages 4 to (ahem) 40
To view more of my images, of Oxford, please click "here" ! Click any image to view large!
Oxford is a city in southern England and the county town of Oxford -shire. With a population of 150,200 it is the 52nd largest city in the United Kingdom, and one of the fastest growing and most ethnically diverse. Oxford has a broad economic base. Its industries include motor manufacturing, education, publishing, and a large number of information technology and science-based businesses, some being academic offshoots. The city is known worldwide as the home of Oxford University, the oldest university in the English-speaking world. Buildings in Oxford demonstrate examples of every English architectural period since the arrival of the Saxons, including the mid-18th-century Radcliffe Camera. Oxford is known as the "city of dreaming spires", a term coined by poet Matthew Arnold. Oxford was first settled in Saxon times and was initially known as "Oxenaforda", meaning "Ford of the Oxen"; fords were more common than bridges at that time. It began with the establishment of a river crossing for oxen around AD 900. In the 10th century, Oxford became an important military frontier town between the kingdoms of Mercia and Wessex and was on several occasions raided by Danes. Oxford was heavily damaged during the Norman Invasion of 1066. Following the conquest, the town was assigned to a governor, Robert D'Oyly, who ordered the construction of Oxford Castle to confirm Norman authority over the area. The castle has never been used for military purposes[dubious – discuss] and its remains survive to this day. D'Oyly set up a monastic community in the castle consisting of a chapel and living quarters for monks (St George in the Castle). The community never grew large but it earned its place in history as one of the oldest places of formal education in Oxford. It was there that in 1139 Geoffrey of Monmouth wrote his History of the Kings of Britain, a compilation of Arthurian legends. Oxford's prestige was enhanced by its charter granted by King Henry II, granting its citizens the same privileges and exemptions as those enjoyed by the capital of the kingdom; and various important religious houses were founded in or near the city. A grandson of King John established Rewley Abbey for the Cistercian Order; and friars of various orders (Dominicans, Franciscans, Carmelites, Augustinians, and Trinitarians) all had houses of varying importance at Oxford. Parliaments were often held in the city during the 13th century. The Provisions of Oxford were instigated by a group of barons led by Simon de Montfort; these documents are often regarded as England's first written constitution. The University of Oxford is first mentioned in 12th-century records. As the University took shape, tension between the hundreds of students living where and how they pleased led to a decree that all undergraduates would have to reside in approved halls.[citation needed] Of the hundreds of Aularian houses that sprang up across the city, only St Edmund Hall (c. 1225) remains. What put an end to the halls was the emergence of colleges. Oxford's earliest colleges were University College (1249), Balliol (1263) and Merton (1264). These colleges were established at a time when Europeans were starting to translate the writings of Greek philosophers. These writings challenged European ideology, inspiring scientific discoveries and advancements in the arts, as society began to see itself in a new way. These colleges at Oxford were supported by the Church in the hope of reconciling Greek philosophy and Christian theology. The relationship between "town and gown" has often been uneasy – as many as 93 students and townspeople were killed in the St Scholastica Day Riot of 1355. The sweating sickness epidemic in 1517 was particularly devastating to Oxford and Cambridge where it killed half of both cities' populations, including many students and dons. Christ Church Cathedral, Oxford is unique in combining a college chapel and a cathedral in one foundation. Originally the Priory Church of St Frideswide, the building was extended and incorporated into the structure of the Cardinal's College shortly before its refounding as Christ Church in 1546, since when it has functioned as the cathedral of the Diocese of Oxford. The Oxford Martyrs were tried for heresy in 1555 and subsequently burnt at the stake, on what is now Broad Street, for their religious beliefs and teachings. The three martyrs were the bishops Hugh Latimer and Nicholas Ridley, and the Archbishop Thomas Cranmer.[15] The Martyrs' Memorial stands nearby, round the corner to the North on St. Giles.
Manufactured in Welshpool, Western Australia between 1954-1963.
This one restored to working condition.
www.tractordata.com/farm-tractors/003/9/8/3982-chamberlai...
Harley-Davidson, Inc. (H-D), or Harley, is an American motorcycle manufacturer, founded in Milwaukee, Wisconsin in 1903.
As one of two major American motorcycle manufacturers to survive the Great Depression (along with Indian), the company has survived numerous ownership arrangements, subsidiary arrangements (e.g., Aermacchi 1974-1978 and Buell 1987-2009), periods of poor economic health and product quality, as well as intense global competition — to become one of the world's largest motorcycle manufacturers and an iconic brand widely known for its loyal following — with owner clubs and events worldwide as well as a company sponsored brand-focused museum.
Noted for a style of customization that gave rise to the chopper motorcycle style, Harley-Davidson traditionally marketed heavyweight, air-cooled cruiser motorcycles with engine displacements greater than 700 cm³ — and has broadened its offerings to include its more contemporary VRSC (2002) and middle-weight Street (2015) platforms.
Harley-Davidson manufactures its motorcycles at factories in York, Pennsylvania; Milwaukee, Wisconsin; Kansas City, Missouri; Manaus, Brazil; and Bawal, India — and markets its products worldwide.
Besides motorcycles, the company licenses and markets merchandise under the Harley-Davidson brand, among them being apparel, home decor and ornaments, accessories, toys, and scale figures of its motorcycles, and video games based on its motorcycle line and the community.
HISTORY
BEGINNING
In 1901, 20-year-old William S. Harley drew up plans for a small engine with a displacement of 7.07 cubic inches (116 cc³) and four-inch (102 mm) flywheels. The engine was designed for use in a regular pedal-bicycle frame. Over the next two years, Harley and his childhood friend Arthur Davidson worked on their motor-bicycle using the northside Milwaukee machine shop at the home of their friend, Henry Melk. It was finished in 1903 with the help of Arthur's brother, Walter Davidson. Upon testing their power-cycle, Harley and the Davidson brothers found it unable to climb the hills around Milwaukee without pedal assistance. They quickly wrote off their first motor-bicycle as a valuable learning experiment.
Work immediately began on a new and improved second-generation machine. This first "real" Harley-Davidson motorcycle had a bigger engine of 24.74 cubic inches (405 cc³) with 9.75 inches (25 cm) flywheels weighing 28 lb (13 kg). The machine's advanced loop-frame pattern was similar to the 1903 Milwaukee Merkel motorcycle (designed by Joseph Merkel, later of Flying Merkel fame). The bigger engine and loop-frame design took it out of the motorized bicycle category and marked the path to future motorcycle designs. The boys also received help with their bigger engine from outboard motor pioneer Ole Evinrude, who was then building gas engines of his own design for automotive use on Milwaukee's Lake Street.
The prototype of the new loop-frame Harley-Davidson was assembled in a 10 ft × 15 ft (3.0 m × 4.6 m) shed in the Davidson family backyard. Most of the major parts, however, were made elsewhere, including some probably fabricated at the West Milwaukee railshops where oldest brother William A. Davidson was then toolroom foreman. This prototype machine was functional by September 8, 1904, when it competed in a Milwaukee motorcycle race held at State Fair Park. It was ridden by Edward Hildebrand and placed fourth. This is the first documented appearance of a Harley-Davidson motorcycle in the historical record.
In January 1905, small advertisements were placed in the Automobile and Cycle Trade Journal offering bare Harley-Davidson engines to the do-it-yourself trade. By April, complete motorcycles were in production on a very limited basis. That year, the first Harley-Davidson dealer, Carl H. Lang of Chicago, sold three bikes from the five built in the Davidson backyard shed. Years later the original shed was taken to the Juneau Avenue factory where it would stand for many decades as a tribute to the Motor Company's humble origins until it was accidentally destroyed by contractors cleaning the factory yard in the early 1970s.
In 1906, Harley and the Davidson brothers built their first factory on Chestnut Street (later Juneau Avenue),[12] at the current location of Harley-Davidson's corporate headquarters. The first Juneau Avenue plant was a 40 ft × 60 ft (12 m × 18 m) single-story wooden structure. The company produced about 50 motorcycles that year.
In 1907, William S. Harley graduated from the University of Wisconsin–Madison with a degree in mechanical engineering. That year additional factory expansion came with a second floor and later with facings and additions of Milwaukee pale yellow ("cream") brick. With the new facilities production increased to 150 motorcycles in 1907. The company was officially incorporated that September. They also began selling their motorcycles to police departments around this time, a market that has been important to them ever since.
In 1907 William A. Davidson, brother to Arthur and Walter Davidson, quit his job as tool foreman for the Milwaukee Road railroad and joined the Motor Company.
Production in 1905 and 1906 were all single-cylinder models with 26.84 cubic inch (440 cm³) engines. In February 1907 a prototype model with a 45-degree V-Twin engine was displayed at the Chicago Automobile Show. Although shown and advertised, very few V-Twin models were built between 1907 and 1910. These first V-Twins displaced 53.68 cubic inches (880 cm³) and produced about 7 horsepower (5.2 kW). This gave about double the power of the first singles. Top speed was about 60 mph (100 km/h). Production jumped from 450 motorcycles in 1908 to 1,149 machines in 1909.
By 1911, some 150 makes of motorcycles had already been built in the United States – although just a handful would survive the 1910s.
In 1911, an improved V-Twin model was introduced. The new engine had mechanically operated intake valves, as opposed to the "automatic" intake valves used on earlier V-Twins that opened by engine vacuum. With a displacement of 49.48 cubic inches (811 cm³), the 1911 V-Twin was smaller than earlier twins, but gave better performance. After 1913 the majority of bikes produced by Harley-Davidson would be V-Twin models.
In 1912, Harley-Davidson introduced their patented "Ful-Floteing Seat", which was suspended by a coil spring inside the seat tube. The spring tension could be adjusted to suit the rider's weight. More than 3 inches (76 mm) of travel was available. Harley-Davidson would use seats of this type until 1958.
By 1913, the yellow brick factory had been demolished and on the site a new 5-story structure had been built. Begun in 1910, the factory with its many additions would take up two blocks along Juneau Avenue and around the corner on 38th Street. Despite the competition, Harley-Davidson was already pulling ahead of Indian and would dominate motorcycle racing after 1914. Production that year swelled to 16,284 machines.
WORLD WAR I
In 1917, the United States entered World War I and the military demanded motorcycles for the war effort. Harleys had already been used by the military in the Pancho Villa Expedition but World War I was the first time the motorcycle had been adopted for military issue, first with the British Model H, produced by British Triumph Motorcycles Ltd in 1915. After the U.S. entry into the war, the U.S. military purchased over 20,000 motorcycles from Harley-Davidson.
BICYCLES
Harley-Davidson launched a line of bicycles in 1917 in hopes of recruiting customers for its motorcycles. Besides the traditional diamond frame men's bicycle, models included a step-through frame 3-18 "Ladies Standard" and a 5-17 "Boy Scout" for youth. The effort was discontinued in 1923 because of disappointing sales.
The bicycles were built for Harley-Davidson in Dayton, Ohio, by the Davis Machine Company from 1917 to 1921, when Davis stopped manufacturing bicycles.
1920s
By 1920, Harley-Davidson was the largest motorcycle manufacturer in the world, with 28,189 machines produced, and dealers in 67 countries.
In 1921, a Harley-Davidson, ridden by Otto Walker, was the first motorcycle ever to win a race at an average speed greater than 100 mph (160 km/h).
During the 1920s, several improvements were put in place, such as a new 74 cubic inch (1,212.6 cm³) V-Twin, introduced in 1921, and the "teardrop" gas tank in 1925. A front brake was added in 1928 although notably only on the J/JD models.
In the late summer of 1929, Harley-Davidson introduced its 45 cubic inches (737 cm³) flathead V-Twin to compete with the Indian 101 Scout and the Excelsior Super X. This was the "D" model, produced from 1929 to 1931. Riders of Indian motorcycles derisively referred to this model as the "three cylinder Harley" because the generator was upright and parallel to the front cylinder. The 2.745 in (69.7 mm) bore and 3.8125 in (96.8 mm) stroke would continue in most versions of the 750 engine; exceptions include the XA and the XR-750.
GREAT DEPRESSION
The Great Depression began a few months after the introduction of their 45 cubic inch (737 cm³) model. Harley-Davidson's sales fell from 21,000 in 1929 to 3,703 in 1933. Despite this, Harley-Davidson unveiled a new lineup for 1934, which included a flathead engine and Art Deco styling.
In order to survive the remainder of the Depression, the company manufactured industrial powerplants based on their motorcycle engines. They also designed and built a three-wheeled delivery vehicle called the Servi-Car, which remained in production until 1973.
In the mid-1930s, Alfred Rich Child opened a production line in Japan with the 74-cubic-inch (1,210 cm³) VL. The Japanese license-holder, Sankyo Seiyaku Corporation, severed its business relations with Harley-Davidson in 1936 and continued manufacturing the VL under the Rikuo name.
An 80-cubic-inch (1,300 cm³) flathead engine was added to the line in 1935, by which time the single-cylinder motorcycles had been discontinued.
In 1936, the 61E and 61EL models with the "Knucklehead" OHV engines was introduced. Valvetrain problems in early Knucklehead engines required a redesign halfway through its first year of production and retrofitting of the new valvetrain on earlier engines.
By 1937, all Harley-Davidson's flathead engines were equipped with dry-sump oil recirculation systems similar to the one introduced in the "Knucklehead" OHV engine. The revised 74-cubic-inch (1,210 cm³) V and VL models were renamed U and UL, the 80-cubic-inch (1,300 cc³) VH and VLH to be renamed UH and ULH, and the 45-cubic-inch (740 cc³) R to be renamed W.
In 1941, the 74-cubic-inch (1,210 cm³) "Knucklehead" was introduced as the F and the FL. The 80-cubic-inch (1,300 cc³) flathead UH and ULH models were discontinued after 1941, while the 74 inch (1880 mm) U & UL flathead models were produced up to 1948.
WORLD WAR II
One of only two American cycle manufacturers to survive the Great Depression. Harley-Davidson again produced large numbers of motorcycles for the US Army in World War II and resumed civilian production afterwards, producing a range of large V-twin motorcycles that were successful both on racetracks and for private buyers.
Harley-Davidson, on the eve of World War II, was already supplying the Army with a military-specific version of its 45 cubic inches (740 cm³) WL line, called the WLA. The A in this case stood for "Army". Upon the outbreak of war, the company, along with most other manufacturing enterprises, shifted to war work. More than 90,000 military motorcycles, mostly WLAs and WLCs (the Canadian version) were produced, many to be provided to allies. Harley-Davidson received two Army-Navy ‘E’ Awards, one in 1943 and the other in 1945, which were awarded for Excellence in Production.
Shipments to the Soviet Union under the Lend-Lease program numbered at least 30,000. The WLAs produced during all four years of war production generally have 1942 serial numbers. Production of the WLA stopped at the end of World War II, but was resumed from 1950 to 1952 for use in the Korean War.
The U.S. Army also asked Harley-Davidson to produce a new motorcycle with many of the features of BMW's side-valve and shaft-driven R71. Harley largely copied the BMW engine and drive train and produced the shaft-driven 750 cc 1942 Harley-Davidson XA. This shared no dimensions, no parts and no design concepts (except side valves) with any prior Harley-Davidson engine. Due to the superior cooling of the flat-twin engine with the cylinders across the frame, Harley's XA cylinder heads ran 56 °C cooler than its V-twins. The XA never entered full production: the motorcycle by that time had been eclipsed by the Jeep as the Army's general purpose vehicle, and the WLA - already in production - was sufficient for its limited police, escort, and courier roles. Only 1,000 were made and the XA never went into full production. It remains the only shaft-driven Harley-Davidson ever made.
SMALL HARLEYS: HUMMERS AND AERMACCHIS
As part of war reparations, Harley-Davidson acquired the design of a small German motorcycle, the DKW RT 125, which they adapted, manufactured, and sold from 1948 to 1966. Various models were made, including the Hummer from 1955 to 1959, but they are all colloquially referred to as "Hummers" at present. BSA in the United Kingdom took the same design as the foundation of their BSA Bantam.
In 1960, Harley-Davidson consolidated the Model 165 and Hummer lines into the Super-10, introduced the Topper scooter, and bought fifty percent of Aermacchi's motorcycle division. Importation of Aermacchi's 250 cc horizontal single began the following year. The bike bore Harley-Davidson badges and was marketed as the Harley-Davidson Sprint. The engine of the Sprint was increased to 350 cc in 1969 and would remain that size until 1974, when the four-stroke Sprint was discontinued.
After the Pacer and Scat models were discontinued at the end of 1965, the Bobcat became the last of Harley-Davidson's American-made two-stroke motorcycles. The Bobcat was manufactured only in the 1966 model year.
Harley-Davidson replaced their American-made lightweight two-stroke motorcycles with the Aermacchi-built two-stroke powered M-65, M-65S, and Rapido. The M-65 had a semi-step-through frame and tank. The M-65S was a M-65 with a larger tank that eliminated the step-through feature. The Rapido was a larger bike with a 125 cc engine. The Aermacchi-built Harley-Davidsons became entirely two-stroke powered when the 250 cc two-stroke SS-250 replaced the four-stroke 350 cc Sprint in 1974.
Harley-Davidson purchased full control of Aermacchi's motorcycle production in 1974 and continued making two-stroke motorcycles there until 1978, when they sold the facility to Cagiva.
OVERSEAS
Established in 1918, the oldest continuously operating Harley-Davidson dealership outside of the United States is in Australia.[4] Sales in Japan started in 1912 then in 1929, Harley-Davidsons were produced in Japan under license to the company Rikuo (Rikuo Internal Combustion Company) under the name of Harley-Davidson and using the company's tooling, and later under the name Rikuo. Production continued until 1958.
TARNISHED REPUTATION
In 1952, following their application to the U.S. Tariff Commission for a 40 percent tax on imported motorcycles, Harley-Davidson was charged with restrictive practices.
In 1969, American Machine and Foundry (AMF) bought the company, streamlined production, and slashed the workforce. This tactic resulted in a labor strike and lower-quality bikes. The bikes were expensive and inferior in performance, handling, and quality to Japanese motorcycles. Sales and quality declined, and the company almost went bankrupt. The "Harley-Davidson" name was mocked as "Hardly Ableson", "Hardly Driveable," and "Hogly Ferguson", and the nickname "Hog" became pejorative.
In 1977, following the successful manufacture of the Liberty Edition to commemorate America's bicentennial in 1976, Harley-Davidson produced what has become one of its most controversial models, the Harley-Davidson Confederate Edition. The bike was essentially a stock Harley with Confederate-specific paint and details.
RESTRUCTING AND REVIVAL
In 1981, AMF sold the company to a group of 13 investors led by Vaughn Beals and Willie G. Davidson for $80 million. Inventory was strictly controlled using the just-in-time system.
In the early eighties, Harley-Davidson claimed that Japanese manufacturers were importing motorcycles into the US in such volume as to harm or threaten to harm domestic producers. After an investigation by the U.S. International Trade Commission, President Reagan imposed in 1983 a 45 percent tariff on imported bikes with engine capacities greater than 700 cc. Harley-Davidson subsequently rejected offers of assistance from Japanese motorcycle makers. However, the company did offer to drop the request for the tariff in exchange for loan guarantees from the Japanese.
Rather than trying to match the Japanese, the new management deliberately exploited the "retro" appeal of the machines, building motorcycles that deliberately adopted the look and feel of their earlier machines and the subsequent customizations of owners of that era. Many components such as brakes, forks, shocks, carburetors, electrics and wheels were outsourced from foreign manufacturers and quality increased, technical improvements were made, and buyers slowly returned.
Harley-Davidson bought the "Sub Shock" cantilever-swingarm rear suspension design from Missouri engineer Bill Davis and developed it into its Softail series of motorcycles, introduced in 1984 with the FXST Softail.
In response to possible motorcycle market loss due to the aging of baby-boomers, Harley-Davidson bought luxury motorhome manufacturer Holiday Rambler in 1986. In 1996, the company sold Holiday Rambler to the Monaco Coach Corporation.
The "Sturgis" model, boasting a dual belt-drive, was introduced initially in 1980 and was made for three years. This bike was then brought back as a commemorative model in 1991. By 1990, with the introduction of the "Fat Boy", Harley once again became the sales leader in the heavyweight (over 750 cm³) market. At the time of the Fat Boy model introduction, a story rapidly spread that its silver paint job and other features were inspired by the B-29; and Fat Boy was a combination of the names of the atomic bombs Fat Man and Little Boy. However, the Urban Legend Reference Pages lists this story as an urban legend.
1993 and 1994 saw the replacement of FXR models with the Dyna (FXD), which became the sole rubber mount FX Big Twin frame in 1994. The FXR was revived briefly from 1999 to 2000 for special limited editions (FXR2, FXR3 & FXR4).
Construction started on the $75 million, 130,000 square-foot (12,000 m2) Harley-Davidson Museum in the Menomonee Valley on June 1, 2006. It opened in 2008 and houses the company's vast collection of historic motorcycles and corporate archives, along with a restaurant, café and meeting space.
BUELL MOTORCYCLE COMPANY
Harley-Davidson's association with sportbike manufacturer Buell Motorcycle Company began in 1987 when they supplied Buell with fifty surplus XR1000 engines. Buell continued to buy engines from Harley-Davidson until 1993, when Harley-Davidson bought 49 percent of the Buell Motorcycle Company. Harley-Davidson increased its share in Buell to ninety-eight percent in 1998, and to complete ownership in 2003.
In an attempt to attract newcomers to motorcycling in general and to Harley-Davidson in particular, Buell developed a low-cost, low-maintenance motorcycle. The resulting single-cylinder Buell Blast was introduced in 2000, and was made through 2009, which, according to Buell, was to be the final year of production.
On October 15, 2009, Harley-Davidson Inc. issued an official statement that it would be discontinuing the Buell line and ceasing production immediately. The stated reason was to focus on the Harley-Davidson brand. The company refused to consider selling Buell. Founder Erik Buell subsequently established Erik Buell Racing and continued to manufacture and develop the company's 1125RR racing motorcycle.
FIRST OVERSEAS FACTORY IN BRAZIL
In 1998 the first Harley-Davidson factory outside the US opened in Manaus, Brazil, taking advantage of the free economic zone there. The location was positioned to sell motorcycles in the southern hemisphere market.
CLAIMS OF STOCK PRICE MANIPULATION
During its period of peak demand, during the late 1990s and early first decade of the 21st century, Harley-Davidson embarked on a program of expanding the number of dealerships throughout the country. At the same time, its current dealers typically had waiting lists that extended up to a year for some of the most popular models. Harley-Davidson, like the auto manufacturers, records a sale not when a consumer buys their product, but rather when it is delivered to a dealer. Therefore, it is possible for the manufacturer to inflate sales numbers by requiring dealers to accept more inventory than desired in a practice called channel stuffing. When demand softened following the unique 2003 model year, this news led to a dramatic decline in the stock price. In April 2004 alone, the price of HOG shares dropped from more than $60 to less than $40. Immediately prior to this decline, retiring CEO Jeffrey Bleustein profited $42 million on the exercise of employee stock options.[80] Harley-Davidson was named as a defendant in numerous class action suits filed by investors who claimed they were intentionally defrauded by Harley-Davidson's management and directors. By January 2007, the price of Harley-Davidson shares reached $70.
PROBLEMS WITH TOURING MODELS
Starting around 2000, several police departments started reporting problems with high speed instability on the Harley-Davidson Touring motorcycles. A Raleigh, North Carolina police officer, Charles Paul, was killed when his 2002 police touring motorcycle crashed after reportedly experiencing a high speed wobble. The California Highway Patrol conducted testing of the Police Touring motorcycles in 2006. The CHP test riders reported experiencing wobble or weave instability while operating the motorcycles on the test track.
2007 STRIKE
On February 2, 2007, upon the expiration of their union contract, about 2,700 employees at Harley-Davidson Inc.'s largest manufacturing plant in York, Pennsylvania went on strike after failing to agree on wages and health benefits. During the pendency of the strike, the company refused to pay for any portion of the striking employees' health care.
The day before the strike, after the union voted against the proposed contract and to authorize the strike, the company shut down all production at the plant. The York facility employs more than 3,200 workers, both union and non-union.
Harley-Davidson announced on February 16, 2007, that it had reached a labor agreement with union workers at its largest manufacturing plant, a breakthrough in the two-week-old strike. The strike disrupted Harley-Davidson's national production and was felt in Wisconsin, where 440 employees were laid off, and many Harley suppliers also laid off workers because of the strike.
MV AGUSTA GROUP
On July 11, 2008 Harley-Davidson announced they had signed a definitive agreement to acquire the MV Agusta Group for $109M USD (€70M). MV Agusta Group contains two lines of motorcycles: the high-performance MV Agusta brand and the lightweight Cagiva brand. The acquisition was completed on August 8.
On October 15, 2009, Harley-Davidson announced that it would divest its interest in MV Agusta. Harley-Davidson Inc. sold Italian motorcycle maker MV Agusta to Claudio Castiglioni, ending the transaction in the first week of August 2010. Castiglioni is the company's former owner and had been MV Agusta's chairman since Harley-Davidson bought it in 2008.
OPERATIONS IN INDIA
In August 2009, Harley-Davidson announced plans to enter the market in India, and started selling motorcycles there in 2010. The company established a subsidiary, Harley-Davidson India, in Gurgaon, near Delhi, in 2011, and created an Indian dealer network.
FINANCIAL CRISIS
According to Interbrand, the value of the Harley-Davidson brand fell by 43 percent to $4.34 billion in 2009. The fall in value is believed to be connected to the 66 percent drop in the company profits in two quarters of the previous year. On April 29, 2010, Harley-Davidson stated that they must cut $54 million in manufacturing costs from its production facilities in Wisconsin, and that they would explore alternative U.S. sites to accomplish this. The announcement came in the wake of a massive company-wide restructuring, which began in early 2009 and involved the closing of two factories, one distribution center, and the planned elimination of nearly 25 percent of its total workforce (around 3,500 employees). The company announced on September 14, 2010 that it would remain in Wisconsin.
MOTORCYCLE ENGINES
The classic Harley-Davidson engines are V-twin engines, with a 45° angle between the cylinders. The crankshaft has a single pin, and both pistons are connected to this pin through their connecting rods.
This 45° angle is covered under several United States patents and is an engineering tradeoff that allows a large, high-torque engine in a relatively small space. It causes the cylinders to fire at uneven intervals and produces the choppy "potato-potato" sound so strongly linked to the Harley-Davidson brand.
To simplify the engine and reduce costs, the V-twin ignition was designed to operate with a single set of points and no distributor. This is known as a dual fire ignition system, causing both spark plugs to fire regardless of which cylinder was on its compression stroke, with the other spark plug firing on its cylinder's exhaust stroke, effectively "wasting a spark". The exhaust note is basically a throaty growling sound with some popping. The 45° design of the engine thus creates a plug firing sequencing as such: The first cylinder fires, the second (rear) cylinder fires 315° later, then there is a 405° gap until the first cylinder fires again, giving the engine its unique sound.
Harley-Davidson has used various ignition systems throughout its history – be it the early points and condenser system, (Big Twin up to 1978 and Sportsters up to 1978), magneto ignition system used on some 1958 to 1969 Sportsters, early electronic with centrifugal mechanical advance weights, (all models 1978 and a half to 1979), or the late electronic with transistorized ignition control module, more familiarly known as the black box or the brain, (all models 1980 to present).
Starting in 1995, the company introduced Electronic Fuel Injection (EFI) as an option for the 30th anniversary edition Electra Glide. EFI became standard on all Harley-Davidson motorcycles, including Sportsters, upon the introduction of the 2007 product line.
In 1991, Harley-Davidson began to participate in the Sound Quality Working Group, founded by Orfield Labs, Bruel and Kjaer, TEAC, Yamaha, Sennheiser, SMS and Cortex. This was the nation's first group to share research on psychological acoustics. Later that year, Harley-Davidson participated in a series of sound quality studies at Orfield Labs, based on recordings taken at the Talladega Superspeedway, with the objective to lower the sound level for EU standards while analytically capturing the "Harley Sound". This research resulted in the bikes that were introduced in compliance with EU standards for 1998.
On February 1, 1994, the company filed a sound trademark application for the distinctive sound of the Harley-Davidson motorcycle engine: "The mark consists of the exhaust sound of applicant's motorcycles, produced by V-twin, common crankpin motorcycle engines when the goods are in use". Nine of Harley-Davidson's competitors filed comments opposing the application, arguing that cruiser-style motorcycles of various brands use a single-crankpin V-twin engine which produce a similar sound. These objections were followed by litigation. In June 2000, the company dropped efforts to federally register its trademark.
BIG V-TWINS
F-head, also known as JD, pocket valve and IOE (intake over exhaust), 1914–1929 (1,000 cm³), and 1922–1929 (1,200 cm³)
Flathead, 1930–1949 (1,200 cm³) and 1935–1941 (1,300 cm³).
Knucklehead, 1936–1947 61 cubic inch (1,000 cm³), and 1941–1947 74 cubic inch (1,200 cm³)
Panhead, 1948–1952 61 cubic inch (1,000 cm³), and 1948–1965, 74 cubic inch (1,200 cm³)
Shovelhead, 1966–1984, 74 cubic inch (1,200 cm³) and 80 cubic inch (1,338 cm³) since late 1978
Evolution (a.k.a. "Evo" and "Blockhead"), 1984–1999, 80 cubic inch (1,340 cm³)
Twin Cam (a.k.a. "Fathead" as named by American Iron Magazine) 1999–present, in the following versions:
Twin Cam 88, 1999–2006, 88 cubic inch (1,450 cm³)
Twin Cam 88B, counterbalanced version of the Twin Cam 88, 2000–2006, 88 cubic inch (1,450 cm³)
Twin Cam 95, since 2000, 95 cubic inch (1,550 cm³) (engines for early C.V.O. models)
Twin Cam 96, since 2007. As of 2012, only the Street Bob and Super Glide Custom Models still use the 96.96 cubic inch (1,584 cm³)
Twin Cam 103, 2003–2006, 2009, 103 cubic inch (1,690 cm³) (engines for C.V.O. models), Standard on 2011 Touring models: Ultra Limited, Road King Classic and Road Glide Ultra and optional on the Road Glide Custom and Street Glide. Standard on most 2012 models excluding Sportsters and 2 Dynas (Street Bob and Super Glide Custom). Standard on all 2014 dyna models.
Twin Cam 110, since 2007, 110 cubic inch (1,800 cm³) (engines for C.V.O. models, 2016 Soft Tail Slim S; FatBoy S, Low Rider S, and Pro-Street Breakout)
Milwaukee-Eight
Twin-cooled 107 ci (1,750 cm³): Standard on touring and trike model year 2017+.
Twin-cooled 114 ci (1,870 cm³): Optional on touring and trike model year 2017+, standard on CVO models.
REVOLUTION ENGINE
The Revolution engine is based on the VR-1000 Superbike race program, co-developed by Harley-Davidson's Powertrain Engineering team and Porsche Engineering in Stuttgart, Germany. It is a liquid cooled, dual overhead cam, internally counterbalanced 60 degree V-twin engine with a displacement of 69 cubic inch (1,130 cm³), producing 115 hp (86 kW) at 8,250 rpm at the crank, with a redline of 9,000 rpm. It was introduced for the new V-Rod line in 2001 for the 2002 model year, starting with the single VRSCA (V-Twin Racing Street Custom) model. The Revolution marks Harley's first collaboration with Porsche since the V4 Nova project, which, like the V-Rod, was a radical departure from Harley's traditional lineup until it was cancelled by AMF in 1981 in favor of the Evolution engine.
A 1,250 cc Screamin' Eagle version of the Revolution engine was made available for 2005 and 2006, and was present thereafter in a single production model from 2005 to 2007. In 2008, the 1,250 cc Revolution Engine became standard for the entire VRSC line. Harley-Davidson claims 123 hp (92 kW) at the crank for the 2008 VRSCAW model. The VRXSE Destroyer is equipped with a stroker (75 mm crank) Screamin' Eagle 1,300 cm³ Revolution Engine, producing more than 165 hp (123 kW).
750 cc and 500 cc versions of the Revolution engine are used in Harley-Davidson's Street line of light cruisers. These motors, named the Revolution X, use a single overhead cam, screw and locknut valve adjustment, a single internal counterbalancer, and vertically split crankcases; all of these changes making it different from the original Revolution design.
DÜSSELDORF-TEST
An extreme endurance test of the Revolution engine was performed in a dynometer installation, simulating the German Autobahn (highways without general speed limit) between the Porsche research and development center in Weissach, near Stuttgart to Düsseldorf. Uncounted samples of engines crashed, until an engine successfully passed the 500 hour nonstop run. This was the benchmark for the engineers to approve the start of production for the Revolution engine, which was documented in the Discovery channel special Harley-Davidson: Birth of the V-Rod, October 14, 2001.
SINGLE-CYLINER ENGINES
IOE singlesThe first Harley-Davidson motorcycles were powered by single-cylinder IOE engines with the inlet valve operated by engine vacuum. Singles of this type continued to be made until 1913, when a pushrod and rocker system was used to operate the overhead inlet valve on the single, a similar system having been used on their V-twins since 1911. Single-cylinder motorcycle engines were discontinued in 1918.Flathead and OHV singlesSingle-cylinder engines were reintroduced in 1925 as 1926 models. These singles were available either as flathead engines or as overhead valve engines until 1930, after which they were only available as flatheads. The flathead single-cylinder motorcycles were designated Model A for engines with magneto systems only and Model B for engines with battery and coil systems, while overhead valve versions were designated Model AA and Model BA respectively, and a magneto-only racing version was designated Model S. This line of single-cylinder motorcycles ended production in 1934.
MODEL FAMILIES
Modern Harley-branded motorcycles fall into one of six model families: Touring, Softail, Dyna, Sportster, Vrod and Street. These model families are distinguished by the frame, engine, suspension, and other characteristics.
TOURING
Touring models use Big-Twin engines and large-diameter telescopic forks. All Touring designations begin with the letters FL, e.g., FLHR (Road King) and FLTR (Road Glide).
The touring family, also known as "dressers" or "baggers", includes Road King, Road Glide, Street Glide and Electra Glide models offered in various trims. The Road Kings have a "retro cruiser" appearance and are equipped with a large clear windshield. Road Kings are reminiscent of big-twin models from the 1940s and 1950s. Electra Glides can be identified by their full front fairings. Most Electra Glides sport a fork-mounted fairing referred to as the "Batwing" due to its unmistakable shape. The Road Glide and Road Glide Ultra Classic have a frame-mounted fairing, referred to as the "Sharknose". The Sharknose includes a unique, dual front headlight.
Touring models are distinguishable by their large saddlebags, rear coil-over air suspension and are the only models to offer full fairings with radios and CBs. All touring models use the same frame, first introduced with a Shovelhead motor in 1980, and carried forward with only modest upgrades until 2009, when it was extensively redesigned. The frame is distinguished by the location of the steering head in front of the forks and was the first H-D frame to rubber mount the drivetrain to isolate the rider from the vibration of the big V-twin.
The frame was modified for the 1994 model year when the oil tank went under the transmission and the battery was moved inboard from under the right saddlebag to under the seat. In 1997, the frame was again modified to allow for a larger battery under the seat and to lower seat height. In 2007, Harley-Davidson introduced the 96 cubic inches (1,570 cubic centimetres) Twin Cam 96 engine, as well the six-speed transmission to give the rider better speeds on the highway.
In 2006, Harley introduced the FLHX Street Glide, a bike designed by Willie G. Davidson to be his personal ride, to its touring line.
In 2008, Harley added anti-lock braking systems and cruise control as a factory installed option on all touring models (standard on CVO and Anniversary models). Also new for 2008 is the 6-US-gallon (23 l; 5.0 imp gal) fuel tank for all touring models. 2008 also brought throttle-by-wire to all touring models.
For the 2009 model year, Harley-Davidson redesigned the entire touring range with several changes, including a new frame, new swingarm, a completely revised engine-mounting system, 17-inch (430 mm) front wheels for all but the FLHRC Road King Classic, and a 2–1–2 exhaust. The changes result in greater load carrying capacity, better handling, a smoother engine, longer range and less exhaust heat transmitted to the rider and passenger. Also released for the 2009 model year is the FLHTCUTG Tri-Glide Ultra Classic, the first three-wheeled Harley since the Servi-Car was discontinued in 1973. The model features a unique frame and a 1,690 cm³ engine exclusive to the trike.
In 2014, Harley-Davidson released a redesign for specific touring bikes and called it "Project Rushmore".[125] Changes include a new 103CI High Output engine, one handed easy open saddlebags and compartments, a new Boom! Box Infotainment system with either 10 cm or 16.5 cm screens featuring touchscreen functionality 16.5 cm models only], Bluetooth (media and phone with approved compatible devices), available GPS and SiriusXM, Text-to-Speech functionality (with approved compatible devices) and USB connectivity with charging. Other features include ABS with Reflex linked brakes, improved styling, Halogen or LED lighting and upgraded passenger comfort.
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