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so, spidey is going to be an avenger someday soon. he needs to practice the assemble style too you know. but then spidey is always be a spidey
They're supposed to look like roses. This is only a 9-inch tart pan and it took 8 pieces of fruit. Wowie!
I'm sorry I haven't been on in a while, I've been busy, which reminds me, I saw Marvel Universe Live! yesterday, it was cool, but the 'lectro links' didn't do anything, and there were too many motorcycles. Anyway, here's my entire Avengers collection!
Top Row, L-R
Falcon, Spidey, Captain Marvel,
Bottom row, L-R
Squirrel Girl (sorry you can't see well),Black Panther, Wolverine, Hawkeye, Cpt. America, Thor, Namor, Ant-Man, Wonder Man.
I like them all. Thor is my brother's, so he rarely lets me make him 'untraditional'.
Thor: Kaiju Dan
PS, if you like MARVEL, check out my custom lego game on Brickipedia! lego.wikia.com/wiki/Custom%3ALEGO_Marvel_Super_Heroes_2
Assemblée Nationale - Sight Seeing - Seine Cruise
Camera: Nikon D5000
Lens: AF-S DX NIKKOR 18-105mm f/3.5-5.6G ED VR
If you want to learn all about my creative process and how I got into the whimsical world of building custom LEGO models, check out this month's issue of BrickJournal magazine and read my interview! October is a special video game edition, so naturally my popular electronic Nintendo sprite lamps are prominently featured.
Below is an entire transcription of the interview, which covers my background as an artist, as well as to the technical information on my models:
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If you want to see an assortment of video game themed models, a good place to start is the website Baronvonbrunk.com. “Baron” Julius von Brunk is an artist residing in New York who has been building video game inspired models for more than a few years, with some of his models published in Nintendo Power magazine in 2012. Here, he talks to BrickJournal about his builds.
BrickJournal: What do you do outside of building?
Baron von Brunk: Aside from assembling custom LEGO models, I’m also an independent photographer and aspiring animator. I do in fact make some animations with my LEGO pieces, and hopefully some day I’ll launch some short films of my stop-motion animation. Sometimes I incorporate my various artistic hobbies together, such as using my photography along with my graphic arts for print designs.
Career-wise, I’m a professional graphic artist in New York City, and currently I design images and graphic assets for Goldman Sachs in Manhattan’s Financial District. On a daily basis, I typically develop PowerPoint presentations, including creating covers/section dividers in Photoshop. I also use Illustrator and other vector imaging programs to generate maps for investment bankers. Prior to this job, I’ve worked as a designer in a variety of fields -- including consumer electronics, fashion, and even major league sports. I started off many years ago by designing packages and labels for third-party electronic devices, and I’ve sort of bounced around between industries whilst expanding my portfolio. I’m actually completely self-taught, and never attended college. My career path has been very long and troublesome, but the way I like to describe it, I took the “scenic route” to get where I am!
BJ: How old are you?
BVB: 33 years old, and I’ll be 34 in October.
BJ: When did you start LEGO building?
BVB: “LEGO” was actually the first word I learned how to spell as a kid -- even before my own name! I received Duplo sets at an early age, then around age 3 in the 1980s my parents bought me numerous LEGO sets for Christmas and my birthdays. I’ve consistently been a fan of this toy line since childhood, and even photographed some of my custom creations way back in the 1990s using old film cameras. This passion of mine predated social media by about a decade!
BJ: Did you have a Dark Age? If so, what got you out of it?
BVB: Oh, I definitely had a dark age! Although this is a hobby I’ve liked for most of my life, there was a small moment in my life when I “paused” my fascination with LEGO. I’d say this was during the early-to-mid 2000s, when I was in my late teens. This wasn’t because I grew out of it, but rather because at the time, the dominant models/themes in the 2000s-era LEGO System didn’t fascinate me like in previous years. I personally never liked Bionicle, I was never a fan of Harry Potter, I could never get into Spider-Man comics/movies, and I always despised Spongebob Squarepants. In addition, I could never really get into the Star Wars prequels as much as the originals. With the lack of selection of sets I wanted to buy, I instead focused on occasionally building creations with my preexisting pieces. Also around this time, I didn’t have a job (due to my age and my high school schedule), and the little bit of money I did have I’d use on other things like video games and food.
I got back into purchasing new sets around 2005 or 2006, when the then-new medieval themes were released, along with the Vikings series. This reignited my fascination with LEGO, and I soon focused on creating models and vignettes with medieval themes. At this point I was in my early 20s, and working at various jobs which gave me more disposable income. I’d say 2007 was my definite “LEGO Renaissance”, where my love of LEGO was reborn completely, to the point where it became the dominant creative force in my life, completely reshaping my artistic hobbies and creativity.
BJ: What are your favorite themes?
BVB: For me, the best themes are the late-’80s/early-’90s Space or Castle. Although I played with any LEGO theme since I was young, I was always fascinated the most by spaceships and castles. I’ve had a soft spot for the classic Futurons, M:Tron, Blacktron, and Ice Planet -- as well as Black Falcons, Forestmen, Dragon Masters, and Crusaders. To show this, I have two LEGO
BJ: What inspired you to start building video game inspired models?
BVB: With video game themes, I always wanted to create models like these since I was young, but at the time I was too unskilled. As a child, I would often get inspired by Super Mario and Sonic the Hedgehog. Probably back when I was 11, I wanted to create a large replica of Dr. Robotnik’s Death Egg, but alas, lacked necessary pieces and skill level. Flash forward to around 2011, after I’ve been living in New York for about a year: I wanted to stake a claim in the geeky/nerd fandom universe by creating some memorable and monumental LEGO creations based on video games. In late 2011, I began production for my massive “Fireflower Airship” -- a large replica of an airship level from Super Mario Bros. 3. Around this time, I also worked on creating the first two transforming Nintendo accessories, Domaster and Plasmashock -- Game Boy and Zapper, respectively. With the positive feedback from these aforementioned models, I would go on to create many others, which eventually led Nintendo of America to contact me to create a sculpture for their flagship store in 2013.
BJ: What led you to building the transforming game consoles?
BVB: An early inspiration for the transforming game consoles came about from seeing the crossover Marvel/Transformer figures from the 2000s. There was a line of toys that featured superheroes and Star Wars characters transforming into vehicles, such as Darth Vader transforming into a TIE Fighter. This inspired me to create models of Mario and Luigi transforming into a Zapper and a Game Boy. In the early Mario games, Fire Flower Mario was dressed in red and white, and in my early concepts, I planned on making the grey and orange Zapper transform into a red and white Mario, whereas the green and grey Game Boy would transform into Fire Flower Luigi. This proved dubious for two major reasons: the first is that due to space limitations, it would be physically impossible to have the robot modes resemble Mario or Luigi with such detail. The other reason of course is that the Game Boy robot ended up looking short and stocky, with the Zapper being tall and narrow -- which would be exact opposite body types of Mario and Luigi! Eventually I just kept the Game Boy and Zapper to be original robots akin to traditional Transformer designs, and then maintained this ascetic theme for subsequent models.
BJ: And what got you into electronic lit models?
BVB: With the electronic models, this started as a byproduct of my Fireflower Airship from early 2012. When I first began construction of the ship in late 2011, I decided to “dazzle” the project by installing lights to give it something special, aside from just being a huge replica. My original plan was to make the back of the ship glow with an illuminated sprite of a Fire Flower, and then to install a sound system to play the Super Mario Bros. 3 airship music on a constant loop. This was because I planned on showcasing the ship at art galleries and conventions, and the idea of a sound system with lights would make the whole ship more interesting to people who’d potentially come to see it at the shows. Sadly, due to stability issues (making it difficult to move without breaking), I never showcased the airship at any shows, and because of this, I scrapped the sound system idea at the last minute. As for the lights, however, I succeeded in installing a very crude light and battery system to output illumination for the rear of the ship. This was prior to when I had any real electrical skills, so my crude circuit barely worked, and the light output was rather dull.
Meanwhile, during downtime of the airship’s construction, I made several Mario-themed models to accompany the ship at potential public art shows. One of the Mario-themed creations was a mosaic sprite lamp, using the same sort of techniques as the glowing Fire Flower sprite from the back of the ship, but to be illuminated via a lamp cord that I could plug into a wall. The design scheme for this lamp contained a cube shape with ? block sprites. The mosaic concept was made entirely with transparent LEGO bricks, thus making the illuminated version resemble a Tiffany Lamp or a stained-glass window. Although the lamps looked cool when glowing, unfortunately the transparent LEGO bricks appeared dull and discolored when the lights were off. This led me to create a new concept of inserting transparent LEGO tiles and plates into Technic bricks, so that when turned off, the lamps would still have their colors visible and vibrant. This new concept was developed by me later in 2013, and I soon created several new illuminated projects based on this “bedazzled” concept. The final designs were reminiscent of the old toy called “Lite Brite”, which allowed people to create glowing mosaic patterns using a dot matrix grid.
Some of my more sophisticated and elaborate electronic creations came about as a result of always trying to outdo myself. For instance, after making projects which lit up, my next logical step would be to make projects that also play sounds in addition to lighting up. With that said, throughout the summer of 2014, I worked tirelessly to learn Arduino and program microchips to allow my LEGO projects to simultaneously glow and play music. Since 2015, I haven’t made too many electronic creations, and instead went into honing my photography skills and eventually getting better with stop-motion animation. I plan on making more electronic LEGO models in the future, but as of lately I’ve mainly focused all of my time and effort into animations.
De Immigrant is an authentic Dutch windmill built in the Netherlands specifically for the city of Fulton. It sets on a berm along the flood control dike for the Mississippi River. Fulton's Dutch windmill is a "beltmolen." In Dutch, "belt" means mound of dirt and "molen" means mill. De Immigrant, like most beltmolens, has an entrance at ground level. Fulton's Wellcome center is housed there.
This windmill was designed, manufactured, and partially assembled in the Netherlands then disassambled, and transported to Fulton via ship, rail, and truck. Two craftsmen from the Netherlands journeyed to Fulton to reassemble the mill, the job lasted nearly 10 months. The bricks were salvaged from a building in the Netherlands that was 120 years old. The brick at the base of the mill are from a Dutch building that was 150 years old.
The 35 foot tall base is constructed of solid wooden beams made from bilinga wood, a heavy, dence,durabls wood from Africa. Eight bilinga beams, each weighing one ton, provide the octagon shaped framework for the mill The framework is secured with wooden pegs. The base unit alone weighs fifty tons.
The 25 ton cap sits on top of the octagon base; it contains the sails, the shaft for the sails, the brake wheel and the brake. The break wheel is located in the cap and has many large wooden cogs (teeth). As the wind moves the sails, the brake wheel rotates causing the the other interior shafts and gears to move. Sheep fat is used to lubricate the wooden beams on which the cap turns while beeswax is used to lubricate the brake wheel cogs.
The 90 foot tall windmill is a fully operational mill. The entire cap can turn and the sails operate by wind power. Though fund raising efforts, grinding stones were added and officially dedicated on May5, 2001.
The grinding stones are 55 inches in diameter. The bed and runner stones weight 2000 pounds and 2650 pounds respectively. They are made of blue basalt, a hard. volcanic rock, quarried in Germany.
For more info chamber@cityoffulton.us or
Jackson Prep's brand new theatre and auditorium Centre for Arts and Leadership.
Taken for Portico Magazine.
Jackson, Mississippi
Strobist: Composite of 12 images. I used an AB1600 on full power and moved around the theatre lighting up different portions. They are almost all cross-lit in some fashion, especially the seats. The walls were slightly more direct and at less power. Assembled them in Photoshop.
'Self-Assembling Memory Palace' (resin, enamel, acrylic, nails, glitter, on wood) 24"x48" by Darlene Charneco.
Within the large green square is the layout of my childhood home... I've written a bit about memorypalaces and reorganizing the web.
part of the Gameland series
Milton, DE
The Futuro house was a product of post-war Finland, reflecting the period's faith in technology, the conquering of space, unprecedented economic growth, and an increase in leisure time. It was designed by Suuronen as a ski cabin that would be "quick to heat and easy to construct in rough terrain". The end result was a universally transportable home that had the ability to be mass replicated and situated in almost any environment.
Futuro House at University of Canberra, Australia
The material chosen for the project — fibreglass-reinforced polyester plastic — was familiar to Suuronen and was previously used in the design of a large plastic dome for the roof of a grain silo in Seinäjoki. To facilitate transport, the house consisted of 16 elements that were bolted together to form the floor and the roof. The project could be constructed on site, or dismantled and reassembled on site in two days, or even airlifted in one piece by helicopter to the site. The only necessity on site for its placement were four concrete piers, so the project could occupy nearly any topography. Due to the integrated polyurethane insulation and electric heating system, the house could be heated to a comfortable temperature in only thirty minutes, from -29 to 15 °C (-20 to 60 °F).[1]
An excerpt from a February 1970 copy of Architecture d’aujourd’hui describes “Futuro” as:
the first model in a series of holiday homes to be licensed in 50 countries, already mass-produced in the United States, Australia and Belgium. The segments of the elliptic envelope are assembled on the site using a metal footing. Through its shape and materials used, the house can be erected in very cold mountains or even by the sea. The area is 50 sq m, the volume 140 cubic m, divided by adaptable partitions.
By the mid-1970s, the house was taken off the market. From the beginning, it had been met with public hostility. The first Futuro that was erected near Lake Puulavesi in Finland elicited public protest because it looked too unnatural for the rustic environment. In the United States, Futuro houses were banned from many municipalities by zoning regulations. Banks were reluctant to finance them. Some were vandalized. Some customers who committed to buy them backed out and forfeited their non-refundable $1,000 deposits.[2] Some have been destroyed. In 1999, the city of Tampa ordered a Futuro demolished.[3] Shortly after the turn of the century, a Futuro house was purchased on Broadkill Beach, Delaware, and destroyed to make way for a double-wide modular home. Some have been vandalized in drive-by shootings.[2] The oil crisis of 1973 tripled gasoline prices and made the manufacture of plastic more expensive.[4] Fewer than 100 were made and it is estimated that today around 60 of the original Futuro homes survive,[5] owned mostly by private individuals. The prototype (serial number 000) is in the collection of Museum Boijmans Van Beuningen in Rotterdam, The Netherlands. The Futuro no. 001, the only other Futuro currently in a public collection, is in the possession of the WeeGee Exhibition Centre in Espoo, Finland.[6]
A UK artist, Craig Barnes, purchased and restored a Futuro house in 2013 – 14.[7] He had discovered the wreck whilst on holiday in South Africa and had it shipped back to the UK before commencing restoration. The Futuro house — the only one in the UK — was on display to the public as part of an exhibition on the rooftop of an East London Gallery (until December 2014); the house was featured on the fourth series of the Channel 4 programme George Clarke's Amazing Spaces (Ep. 2[8]).
Thank goodness this lit up! It started well with James assembling the majority of the pieces. However, as you had to apply pressure to join the lit up pegs, the lego style pieces kept falling apart. Aaaaaaah! In addition, 2 of the circuit parts were wrong so I used them fully expecting the whole thing not to work as a result. James got bored and I spent an extra frustrated 30 minutes or so trying to finish!
each hound is different, the boots were cast in wax first and individually assembled.
Thank you Martin Bellwood of MB Foundry for technical advice and bronze casting
The opening ceremony of this weekend's OHA conference. The canoes brought the kapuna (elders) and pohaku (stone) from each of the 12 districts to the meeting place for the beginning of the Hawaiian meetings.
I am in the stroker sea of "Amelika Uiloa" (America the Beautiful), bringing the kapuna and pohaku from Kaupo district of Maui.
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
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