View allAll Photos Tagged Redesign
MTA Chair & CEO Janno Lieber, Interim NYCT President Craig Cipriano, Acting MTA Bus President/SVP NYCT Buses Frank Annicaro, DOT Commissioner Ydanis Rodriguez, and Queens Borough President Donovan Richards announce the Queens Bus Network Redesign Draft Plan at Jamaica Av. & 150th St. on Tuesday, Mar. 29, 2022.
Q41
(Marc A. Hermann / MTA)
A entry into the Out with the New category of the Colossal Castle Contest. The idea is to rebuild a recent Castle set in the style of castle sets in the 80s. I chose to rebuild The Gatehouse Raid set (#70402). I looked at pictures of Black Falcon and Crusader sets and only used techniques that were used in sets during the 80s. Unfortunately I didn't have enough old grey panels and bricks to build the castle, so I used bley. The older sets generally had more figs for the size of the build than more recent sets, so I added an extra attacking soldier. The drawbridge works nicely, and is operated by a crank in the gatehouse.
The Colonial Era Farmhouse home of Erin of Revealing Redesign - who did all of the decorating and remodeling.
Pride.be - Pride 2018 - Your Local Power
Feeling free and at home in your neighborhood, town or city. Be and show yourself in the streets. Holding hands with the person you love and smiling at each other in public. Our personal lives occur in the public space. Considering the approaching communal elections, everyone (youngsters, seniors, families, couples and all people - no matter what gender or orientation) asks the local politicians: How do you make a difference? What do you do to improve diversity in our everyday life? Where the rain makes way for the sun, we will walk proudly under the rainbow!
We will all be heading to the voting booths for the local elections on 14th of October. Deciding which circle to colour in is an important decision. A conscious decision can lead to a better living environment in your city or municipality.
And we're not just talking about the redesign of the local park, the policies in the municipal school, or the proper functioning of the local Public Centre for Social Welfare. Your local municipal or city administration can also make a real difference and turn the place where you live into a true rainbow bubble, if that's what you'd like, of course.
So it's no wonder that this year's Pride is focusing on the local elections. Belgian Pride is putting the municipalities and cities in the limelight in 2018, or better yet, at the end of the rainbow! We want the slogan 'Your Local Power!' to encourage municipal and city administrations to enact explicit, integrated local LGBTI+ policies.
Municipalities and cities can and must make the difference. They must accept responsibility for the well-being of all their residents. Flying the rainbow flag at the local government offices during the Pride period is a symbol of this. This is also a way that the municipality or city can show their solidarity with the LGBTI+ community. This symbolic gesture is not an infringement on neutrality. On the contrary, we can only actively work on ending all forms of discrimination once there is recognition for diversity and inclusion.
Policy-makers can make the lives of many citizens that much rosier by taking both small and large actions: by introducing a diversity charter in sports clubs, by making information on gender and sexuality available at the local libraries, by providing logistical and financial support to local associations, testimonials, and courses in the municipal education system, by holding a queer film festival in the local movie theatre or cultural centre, by holding LGBTI+ actions in community centres and youth centres, by providing information on what to do if you are the victim or witness of discrimination, by offering space for intimacy and (LGBTI+) sexuality in assisted-living centres, by training local police precincts and municipal officials, by including Equal Opportunity as an explicit competence within the city administration, etc.
The list of things that cities and municipalities can do is endless. Plus, many of these actions are very easy to implement. Sometimes, your local administration only needs a little boost, and you can give them that boost in the voting booth on 14th of October. A good local administration meets the needs and requirements of all residents. What does the LGBTI+ community in your city or municipality need?
You can already send the politicians a signal that is loud and clear on Saturday, the 19th of May. Make your wishes heard during the Belgian Pride.
We hope to see you there! Everyone is welcome!
( Chaque annee la Pride attire des dizaines de milliers de visiteurs vers la capitale et colore Bruxelles aux couleurs de l'arc-en-ciel. Il y a aussi le PrideVillage et le PridePodium autour de la Bourse.
Pride.be n'est pas seulement la plus grande fete de Bruxelles, mais c'est aussi un evenement avec un message politique. Avec cette manifestation, nous essayons d'obtenir plus d'egalite de droits pour tout le monde et surtout pour la communaute lesbigaytrans. )
MTA Chair & CEO Janno Lieber, Interim NYCT President Craig Cipriano, Acting MTA Bus President/SVP NYCT Buses Frank Annicaro, DOT Commissioner Ydanis Rodriguez, and Queens Borough President Donovan Richards announce the Queens Bus Network Redesign Draft Plan at Jamaica Av. & 150th St. on Tuesday, Mar. 29, 2022.
(Marc A. Hermann / MTA)
A entry into the Out with the New category of the Colossal Castle Contest. The idea is to rebuild a recent Castle set in the style of castle sets in the 80s. I chose to rebuild The Gatehouse Raid set (#70402). I looked at pictures of Black Falcon and Crusader sets and only used techniques that were used in sets during the 80s. Unfortunately I didn't have enough old grey panels and bricks to build the castle, so I used bley. The older sets generally had more figs for the size of the build than more recent sets, so I added an extra attacking soldier. The drawbridge works nicely, and is operated by a crank in the gatehouse.
Lumion 10 night rendering tutorial | appartment render in lumion
In this lumion rendering tutorial
you wanna learn how to render the building in night view nad how to increase the speed of rendering in lumion .
alos in rendering few things are important.
Lights,camera,focal lenghth,source light,light brightness,peoples,trees
With these you wanna get a realistic render.
**** ✪ ARCHITECTURE 3D WALKTHROUGH ANIMATIONS ✪ *****
✪--commercial Visualization walkthrough
✪--luxury house animation 3d walkthrough
✪--top renders | lumion portfolio
✪--Lumion 9 Animation of Society | Lumion Animation 4k
✪--Lumion 9 3D WALKTHROUGH |LUMION LANDSCAPE MASTER PLAN ANIMATION
✪--Lumion 9 Animation of Luxury House | Lumion Animation
✪--5 MARLA HOUSE 3D WALKTHROUGH | SMALL HOUSE ARCHITECTURE DESIGN
✪--LUMION 8.5 PRO ANIMATION OF INTERIOR BAR LOUNGE
✪--Farm House Walkthrough Animation In lumion 8.5 pro Depth of field effect
✪--Farm house Animation Walkthrough | Lumion tutorial advance animation
✪--Lumion Day and Night timelapse Animation visualization | Lumion effects
✪--MODERN MOSQUE DESIGN | MOSQUE 3D WALKTHOUGH |LUXURY HOUSE
✪--Parking Design Architecture Visualization in Autodesk Lumion 8.5 pro
✪--CHURCH BUILDING ANIMATION | lUMION 8.5 PRO ANIMATION OF CHURCH REALISTIC LANDSCAPE WITH PARKING
------------------------------
This video includes information on the main elements of art and design, including:
• Line
• Shape
• Form
• Texture
• Balance
• The rule of thirds
We hope you enjoy!
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This is how 'new & improved awesome' flickr looks most of the time. Despite my fast connection pages constantly fail to load.
Just one aspect of a poorly implemented new design by people who should know better.
Sign the Change flickr Back! petition.
Here is my MOC of the Dodge SRT Tomahawk Vision Gran Turismo.
This car has to be the most fun car to drive in Gran Turismo, with it's outlandish acceleration and top speed, plus the crazy aero body panels. Messing around with this car in split screen is a whole bunch of fun if you haven't tried it before.
As for the LEGO model, it was one of my most difficult builds yet, and required a few compromises to make it work. This car is quite low and wide, and also has some very interesting bodywork that is very challenging to translate to LEGO.
The rear was probably the biggest struggle on this one. Mounting the quintuple exhausts and attaching the rear assembly was quite tricky and required a lot of redesigns due to how crowded it became in the back. Ultimately I'm pretty happy with the result. It's not perfect, the rear needs to come down a bit and a few other things need fixing, but overall I think it represents the car well enough for me.
Instructions are available on my rebrickable:
rebrickable.com/mocs/MOC-208846/Teroys%20Builds/dodge-srt...
Find me on Instagram at www.instagram.com/teroys_builds/
I made Etch and all members of the Shadow Squad onto my commando template. When I finish all of them, I'll make a comparison video of the ones I made and the ones CAC made. Decals are made by me, but helmet was designed by Tyler, I just recreated it from scratch. And sorry for the repost, The other pic was crappy :p
I tried. I tried to get away from having just a modded version of Saber Scorpion's Mongoose. But i failed and crawled right back to it. At least there's room for Steph. Still considering outright scrapping this altogether.
I think it's the last version for our Humvee and it is now durable, playable and windscreen is fixed. All the problem fixed and some customers already have the prototype in hand, and feedback is good. I have stop the production of the Humvee and new version will come out very soon. Sorry for any inconvenience caused when u built the old version Humvee.
A redesign of the classic Wonka Bar Wrappers from the Roald Dahl Classic. Part of the Fantastic Mr. Dahl Print show at Galerie F.
Since this set has blown up, I figure I'll address some common things I'm hearing:
- I know this is redundant, and not really classic or iconic, but I love this album and it seemed obvious to translate it into this style. It was fun for me to make, so all you Coldplay haters be thankful I didn't do Lady Gaga :P
Class X
For the YouTube video; www.youtube.com/watch?v=wIGKtF62pM8
Second generation (MkII) SW20/SW21/SW22 (1990–1999)
Second generation
(SW20/SW21) 1994 MK-II Toyota MR2 SW20
Production 1989–1999
Body style(s) 2-door coupé or T-top
Layout MR layout
Engine(s) Toyota S engine
2.2L 130 hp (97 kW) I4 (US)
2.0L 165 PS (121 kW; 163 hp) I4
(Japan, Australia, UK)
2.0L 180 PS (130 kW; 180 hp) I4
(Japan, Australia, UK)
2.0L 200 PS (150 kW; 200 hp) I4
(Japan)
2.0L 200 hp (150 kW) Turbocharged I4 (US)
2.0L 225 PS (165 kW; 222 hp) Turbocharged I4 (Japan)
2.0L 245 PS (180 kW; 242 hp) Turbocharged I4 (Japan)
Transmission(s) 4-speed automatic
5-speed S54 or E153 manual
Wheelbase 94.5 in (2,400 mm)
Length 164.2 in (4,171 mm)
Width 66.9 in (1,699 mm)
Height 48.6 in (1,234 mm)
Curb weight 2,782 lb (1,262 kg) (turbo T-top); 2,599 lb (1,179 kg) (non-turbo hardtop) [12]
Designer Kazutoshi Arima
Tadashi Nakagawa (roadster)
The MR2 went through a complete redesign in 1989; the wheelbase had been increased by 3.2 inches (81 mm) to 94.5 inches, the overall length had been increased by 9.3 inches (240 mm) to 164.2 inches (4,170 mm) and is 66.9 inches (1,700 mm) wide. The new MR2 weighed 350 to 400 pounds (160 to 180 kg) more than its predecessor and had smoother bodylines. It appeared very advanced for its era. Now that the MR2 was larger, it could be classed as a GT car. The 1990 model year MSRP ranged from approximately ¥1,953,330 (€13,896), ($14,368) to ¥2,522,960 (€17,882), ($18,558). Since the resemblance between the Ferrari 348 and the Ferrari F355 and the new MR2 was quite striking, the MkII is sometimes referred to as a "poor man's Ferrari." Indeed, many bodykits became available to make the MkII imitate the Ferrari F355.
The MkII MR2 came to the Japanese (JDM) and European market at the end of 1989 as a 1990 model year. North America did not have a 1990 model year; 1991 cars arrived in late 1990.
* The U.S. market received the MR2 in two trim levels:
1. MR2 with a NA 2.2L 5S-FE engine producing 130 hp (97 kW) (up to 135 hp (101 kW) in 1993) and offered with a four-speed A/T or five-speed M/T.
2. MR2 Turbo with a turbocharged 2.0L 3S-GTE engine producing 200 hp (149 kW), offered only with a 5-speed M/T (offered solely with the T-bar roof after early 1993).
There are many subtle visual differences between the MR2 NA and MR2 Turbo models: including the "turbo" emblem (USDM) on the rear trunk, a fiberglass engine bonnet with "raised" vents, fog lights (though some JDM and European NA models came with fog lights, and a very few 1991 Turbo models came without), and an added interior center storage compartment located between the two seats. All MkII MR2s came with a staggered wheel setup, with wider wheels and tires in the rear than in the front. In the U.S. there are two different chassis codes: SW21 for the MR2 NA model and SW22 for the MR2 Turbo model, as opposed to the usual SW20 reference.
Mechanical differences on the Turbo models include, but are not limited to:
* 3S-GTE engine with associated intercooler and different exhaust;
* Stronger and heavier E153 gearbox with slightly different ratios and stronger axles;
* Larger fuel pump, brakes, and radiator.
The USDM MR2 Turbo model was able to accelerate from 0-60 in 6.1 seconds and run the 1/4 mile in 14.7 seconds.
A 1993 MR2
[edit] Revisions and Model Year Changes
The second-generation MR2 underwent a variety of changes during its 10 years of production, grouped in four different periods (referred to as "revisions" 1 through 5, with the first revision actually being the initial production.)
Revision 2: In late 1992 (for 1993 models), Toyota changed the suspension geometry for both the NA and Turbo models. The rear toe rods (that control the toe-in of the rear tires) were lengthened to reduce rear bump steer and the inner pivot points for the toe rods were relocated on the suspension sub-frame. The wheels were changed from the 5 spoke cast aluminum 14" diameter to 15" diameter wheels. The wheel size increase accommodated larger brakes on the Turbo models. The rear tires were increased from a 205 mm section width to a 225 mm section width on both NA and Turbo models. These changes to the suspension geometry and tire sizes were made in response to journalist reports that the MR2 was prone to "snap-oversteer". As a counterpoint to the snap-oversteer phenomenon of the MR2, other journalists point out that most mid-engine and rear engine sports and super cars exhibit similar behaviour, and that a change to the driver's response to oversteer is really the problem, and not the fault of the car. In any car, braking shifts the weight forward, and acceleration to the rear. Because of the MR2's exceptional ability to accelerate out of corners due to its rear-drive, mid-engine arrangement, many drivers would apply the throttle too aggressively, too early, gaining too much speed, and inevitably lifting the throttle. This lifting would shift the weight forward while causing the rear suspension to toe-out—the recipe for non-power-on oversteer, or even a spin.
When improper steering inputs were made attempting to correct this non-power-on oversteer, the rear of the MR2 would swing one way, then wildly (and quickly) the other—thus the term "snap" oversteer. Toyota elected to change the MR2 suspension and tires to reduce the likelihood that this would occur, though many drivers would lament the change and claim that it "neutered" the sharp edge the MR2 was known for.
Other changes in revision 2 are a slightly revised electrical system, a shorter shifter lever and smaller shift knob. The 3S-GTE received minor mechanical changes, but power did not change. The engine boost cut sensor was changed to allow for a maximum boost of 17 to 18 psi, where the earlier switch shut down the engine at over 12 psi (0.8 bar). The 1993 model year also offered a viscous limited slip differential as an option on turbo models. The turbo transmission was changed internally with additional synchromeshes on the lower gears to make shifting smoother. Externally, a new, painted front lip was added to all cars. Also, in the US, turbo models were now only offered with the T-bar roof, except for a very few hardtop turbos sold in early 1993.
Revision 3: The next big change occurred in late 1993, for the 1994 model year, receiving some small engine and suspension upgrades for each model. The European 3S-GE engine increased in power to 173 bhp (129 kW; 175 PS), but the vehicle's weight also increased due to structural safety improvements[14]. American 5S-FE cars received a bump up to 135 horsepower (101 kW) and a few minor engine changes. Turbo cars received a new turbocharger and power was increased to 245 metric horsepower (180 kW), though turbos sold in America did not receive any of these changes and continued to use the same engine and turbocharger through the end of sales in 1995. New round tail lights and a color-coded center panel replaced the old square-shaped tail lights and the "honey-comb" center panel, and the old 3-piece spoiler was replaced with a new one-piece unit which attached only to the trunk lid (though not until 1994 in the US). The side molding and skirts were also color coded, and the "dot matrix" edge pattern on the glass was replaced with a solid pattern. The steering wheel was also replaced with a slightly smaller model, now universally shared across many Toyota models (the "MR2" insignia was replaced with the Toyota symbol). A passenger side airbag was also added. 1995 was the last year Toyota sold the second-generation MR2 in North America, though Turbo models were not sold in California-emissions states after 1994.
Revision 4: In 1996, Toyota added turn signals mounted to the front fenders and the front signals were changed to a clear lens instead of amber like the previous years. The 3S-GE's power rating was reduced to 168 horsepower (125 kW) in Europe due to emissions restrictions. No other modifications were made.
Revision 5: The 1998 model came with new five-spoke 15" alloy wheels, adjustable rear spoiler, instrument cluster with red rings, leather shift knob with red stitching and, on the Japanese turbo model, red stitching on leather seats. While the turbocharged 3S-GTE engine remained the same, the JDM naturally aspirated models received the fourth-generation BEAMS 3S-GE rated at 200 PS (150 kW).
Pacific Jaguar Enthusiasts Group 44, Slalom,
Scott Road, Skytrain, parking lot,
Surrey, British Columbia, Canada
Vårprojekt 2015 med utbildningarna vid Modeskolan STHLM och Silversmide & Smyckesdesign, Folkuniversitetet.
Kläder: Lisa Wakie
Smycken: Elisabeth Grigoriu
Fotograf: Evelina Lindqvist
Bildbehandlare: Nikko Knösch
The Guardian redesigns on Monday 12th September 2005 - here's the new front page, as posted up on the Editor's Blog on Sunday night. Interestingly, it was different by the time it hit the streets of London on Monday morning. The Guardian has made full PDFs of the entire finished paper available here. Part of a post on the redesign at City of Sound.
2016 Pontiac GTO Release Date, Redesign, Concept, Changes – This great luxury car, the remarkable 2016 Pontiac GTO might see the light of the day soon. As we hope, this beauty should come at the begining of 2016.
2016 Pontiac GTO Redesign and Concept
We are hoping to begin to see the new ...
carsreleaseprice.com/2016-pontiac-gto-release-date-redesi...
Bionicle (c) Lego Group
~Hand design by syoya
~Plants and vines inspiration by Brickthing
MOC/revamp built by Me
Video review: youtu.be/b1TncfShr5Y
Before anything else, no I didn't really screw up the length of LSSJ Broly's legs in relative to the rest of his body. He's really that oddly proportioned in the original designs. Anyway, VERY happy with this one, especially the LSSJ version. For his normal design it's relatively the same as the original. With LSSJ I looked at Mammoth from Young Justice and added the large skin gashes to give him a more monstrous look. I think it works nicely. Also gave him the Saiyan tail since I doubt he had it removed.
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.
WIKIPEDIA
Since this set has blown up, I figure I'll address some common things I'm hearing:
- I know this is redundant, and not really classic or iconic, but I love this album and it seemed obvious to translate it into this style. It was fun for me to make, so all you Coldplay haters be thankful I didn't do Lady Gaga :P
My new logo redesign for Language school Waves (Budva, Montenegro). The old one i did decade ago. ;]
In fall 2012, DOT cut the ribbon on a comprehensive redesign of Manhattan’s Delancey Street on the Lower East Side. One of the latest in a series of safety projects citywide, the project shortened pedestrian crossings at 14 locations, increased pedestrian space and crossing time, and enhanced signal timing and travel lanes for vehicles entering and exiting the Williamsburg Bridge.
The redesign adds more than 21,000 square feet of pedestrian space along the street, restricts several vehicle turns and also makes travel lanes more consistent. A new vehicle access point at Clinton Street also simplifies the connection from the FDR Drive, eliminating the need for vehicles to travel through residential streets to reach the bridge via Norfolk Street.
Learn more: on.nyc.gov/PGt5tO
I've been struggling to figure out how to cover my mess of an engine block, so today I fiddled around with a new engine idea. I was talking about it with my dad and he suggested having the ship flare out on the back end, so I may try that route.
I'm also considering converting it to minifigure scale...
And yes I've gotten a lot more done than just fiddle with the engines. I've made a new measuring stick, stands, and the whole ship has a slight frame now.
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September 2013
A redesign of the newest scrabble logo and an attempt to revive the best of the old logo. More about the project on: matt.cc/post/212251069