The Custom heavy Wehrmachtsschlepper - sWS

is a replica of the big German halftrack of WW2.

  

- The halftrack consists of 665 parts with double chains

- Equipped with a Panzerwerfer 42 - 15cm Werfgranaten

- Trailer Hitch for artillery and MG 42 assembled on roof

- Tailgates and hatches can be opened

- PW-42 height adjustable and rotates 360 °

- Many small details and their shapes make them authentic

- Dimensions of the tractor (W / H / D): 8.1 / 8.9 / 21.8 cm (with PW-42)

- Dimensions of the tractor (W / H / D): 8.1 / 6.8 / 21.8 cm (without PW-42)

  

Instructions PDF + XML available.

 

For more information look on my Homepage.

 

Thanks for visiting!

Shown at the 2014 Geneva Auto Show alongside the Production Rhino Mk IV is the Team Magnus Racing, Paris Dakar Rally-Raid offroad racing truck.

 

Magnus Racing will be campaigning the Rhino in the 2015 Dakar Rally, and other extreme offroad racing events.

 

The forth generation of the Rhino has been developed in conjunction with the British firm Bowler.

 

The Rhino utilises the latest edition of the JLR V8 powertrains. The 5.0 litre Supercharger V8 petrol produces 375 kw and 625 Nm or torque. The 4.4 litre turbo-diesel produces 250 kW and 700 Nm of torque. Both engines are backed by the ZF 8HP automatic transmission, incorporating the advance Bosch/ZF Electric Hybrid drive to reduce CO2 emissions and fuel consumption in the on-road edition - for racing, this extends the range and reduces the amount of fuel that must be carried.

 

The Rhino has height-adjustable suspension to increase ground clearance, along with short front and rear overhangs to aid offroad maneuverability and traction. The Rhino's Dakar-bred chassis has a proven track record in offroad racing and durability events.

 

And, of course, the trademark 'X' for Xavier, the founder of the Ralston Corporation is displayed proudly and prominently in the 21st century interpretation of the the traditional grille. The tail profile of the Rhino is enhanced by the 'X'-form incorporated into rocket-pod tail lamps flanking the additional tire.

 

The 2015 Ralston Rhino MkIV Rally-Raid racing truck featured here has been produced as part of the Flickr LUGNuts 77th build challenge, - 'Designing the Ralston Rhino'.

Brimming with genuine character, the new Mercedes-Benz GLK-Class is set to take the world of compact SUVs by storm. Yet it is not just the distinctive all-rounder's practical and appealingly compact body form that sets it apart from the competition. It also brings together what were previously seen as entirely contradictory attributes. The Agility Control suspension serves up a unique blend of outstanding handling dynamics, exceptional driving safety and superlative ride comfort. Meanwhile the sophisticated, variable 4MATIC all-wheel-drive system joins forces with the latest electronic control systems to deliver consummate on-road performance and superb off-road suitability. It is precisely this kind of combination that lends the Mercedes-Benz GLK-Class such immense appeal. The GLK-Class may be one of the more road-oriented Mercedes-Benz SUVs, but the "G" - alluding to the archetypal Mercedes off-roader - still has a rightful place in the model name.

 

Superlative performance comes courtesy of the powerful yet economical and eco-friendly four and six-cylinder engines. The BlueEFFICIENCY version of the GLK 220 CDI features the new entry-level four-cylinder diesel engine from Mercedes-Benz, which develops 125 kW/170 hp yet only consumes 6.9 litres of diesel per hundred kilometres. And the unshakeable foundations of the Mercedes-Benz GLK-Class are similarly impressive. The highly robust body is key to the pioneering passive-safety setup, the extremely low noise levels, the exceptional degree of interior comfort - to produce that typical Mercedes feeling of wellbeing - and the high value retention. Furthermore, exemplary appointments and attractive equipment packages make the GLK stand out from the compact-SUV masses. Plus state-of-the-art systems such as the leading-edge PRE-SAFE safety concept and the Intelligent Light System (ILS) are available in this market segment for the very first time.

 

With its poised, confident presence, the mere look of the Mercedes-Benz GLK-Class leaves one in no doubt about its intent to conquer the compact premium SUV segment. It is arguably the most sophisticated of all takes on this particular theme. And it displays echoes of the G-Class, the founding father of the Mercedes-Benz SUV family. Design chief Prof. Peter Pfeiffer takes up the story: "With the G-Class we created a style icon that has been a benchmark in SUV design for the past 30 years. Combining this bold concept with the latest Mercedes-Benz design idiom makes the GLK a vehicle of genuine character."

 

No other model in the compact-SUV segment, past or present, comes close to matching the GLK's distinctively expressive appearance. The body is beautifully proportioned (length 4528 mm, width 1840 mm, height 1689 mm), while there is a special allure in the interplay between the classic angular shape and the typical design features found in all contemporary Mercedes-Benz passenger cars. Here the unmistakable design idiom, consisting of taut lines and large, expansive surfaces, is combined with the typical body features of a practical off-road vehicle, such as short overhangs, an upright front end, slim roof pillars, a steeply raked windscreen and taut roof lines. Rather than being a stylistic end in itself, however, the body design allows the typical advantages of an off-road vehicle to be introduced to the more road-oriented compact-SUV category for the first time. Large angles of approach and departure plus good ground clearance make off-road ventures a sheer joy. The outstandingly clear layout of the body and good allround visibility, combined with the raised seating position, enhance everyday practicality and ensure relaxed driving, even in dense city traffic.

 

Superlative ride comfort, outstanding handling dynamics and excellent offroad performance

 

The AGILITY CONTROL suspension on which the Mercedes-Benz GLK-Class is founded displays a high level of flexibility and resolves a conflict of aims that particularly affects the SUV class, where chassis engineers want to create a vehicle that is both sportily agile and comfortably smooth yet one which can also cope with off-road terrain. If the focus is on sporty, active handling, the suspension and, above all, the shock absorbers need to display a certain firmness, which precludes access to the brand's typical suspension comfort and limits the off-road options. If the vehicle is set up with softer dampers to ensure suspension comfort and off-road capability, dynamic handling naturally suffers. The solution is "amplitude-dependent damping". In this system, the damping forces of the shock absorbers are configured to respond flexibly rather than lineally. In normal driving mode on moderately contoured roads or during slow off-road manoeuvres, the system responds softly, enhancing both the occupants' comfort and the vehicle's off-road capability. To ensure that this level of comfort is maintained when driving hard or performing abrupt evasive manoeuvres, in these situations the dampers deliver a harder performance, ensuring optimum handling stability. At the same time, the driver of the GLK is supported by speed-sensitive power steering, specified as standard for the V6 models, which provides the optimum level of steering assistance for the situation in hand. Parking and off-road manoeuvring are made much easier because maximum power assistance is available. At higher speeds, the assistance is reduced in favour of greater handling stability.

 

All the base models in the GLK series are fitted with 17-inch, size 235/60 R 17 light-alloy wheels. In conjunction with the exterior sports package, which is included as standard when the car first comes onto the market, or the off-road styling package, all models are shod with mixed-size tyres which, together with the AGILITY CONTROL suspension and the asymmetric power distribution between the front and rear axle, form the basis for a even better transfer of power between the wheels and the road. And the more effective this power transfer, the less frequently the electronic control systems need to intervene. The road-oriented exterior sports package features size 7.5 J x 19 light-alloy wheels with 235/50 R 19 tyres at the front and size 8.5 J x 19 wheels with 255/45 R 19 tyres at the rear. If the GLK is ordered with the off-road styling package, the front axle has size 7.5 J x 17 light-alloy wheels with 235/60 R 17 tyres, while the rear axle features size 8.0 J x 17 wheels with 255/55 R 17 tyres. All models are equipped with a TIREFIT system for repairing tyre damage. A compact spare wheel, which can be used on the front or rear axle, is available as an optional extra.

 

4MATIC: high-performance all-wheel-drive system with sophisticated control systems

 

The 4MATIC powertrain at the heart of the Mercedes-Benz GLK-Class is one of the most capable all-wheel-drive systems on the market. The driving dynamics systems ESP®, ASR and 4ETS are superbly harmonised with each other; when they go into action their quality of control is so good that top-notch longitudinal and lateral dynamism coupled with superb handling stability are ensured under all conditions, both on and off-road. Thanks to the compact, lightweight and frictionoptimised concept, with a longitudinally installed engine and block-design main transmission and transfer case, the system offers various advantages over its counterparts equipped with a transversely installed drive unit. Fuel consumption, for example, is about on a par with that of a comparable conventionally powered vehicle, while the minimal vibration and noise levels rival those of today's luxuryclass models.

 

The 45:55 percent basic distribution of the drive torque between the front and rear axle - along with the ESP®, ASR and 4ETS dynamic handling control systems - ensures effortless and predictable performance in all conditions. Optimum traction, maximum driving stability and superlative handling are assured at all times. When tuning the control systems, the engineers at the Mercedes-Benz Technology Center (MTC) made neutral self-steering behaviour a top priority. Only when the physical limits of driving are neared is there a slight oversteer tendency. All GLK models display these characteristics, even if road conditions vary widely. Whether it be dry or wet. On snow, ice or unsurfaced roads. If drivers never know whether to expect understeer or oversteer, they become unsure. This problem - a frequent occurrence in the SUV category - is solved once and for all by the Mercedes-Benz GLK-Class. The newly developed multi-disc clutch in the centre differential supports the system if the friction between the tyres and the road surface is particularly low, for example on snow or ice. A basic partial locking torque of 50 newton metres between the front and rear axle produces a significant increase in traction whilst the high level of directional stability is maintained.

 

The "G" button on the centre console makes the GLK with off-road engineering package even more assertive on rough terrain. Pressing the button activates a special driving program which varies the shift points of the 7G-TRONIC transmission, "softens" the accelerator pedal characteristics and activates the ESP® off-road function. In this mode the system is designed to operate with a higher degree of wheel slip while retaining directional stability. This control strategy improves traction off-road, particularly on low-friction surfaces such as sand, gravel or stone chippings. There is also a manual transmission mode, in which the shift paddles on the steering wheel can be used to change between the gears. A further switch activates the Downhill Speed Regulation (DSR) system, which automatically maintains a pre-programmed speed on steep downhill inclines. The off-road-specific body dimensions are equally impressive. The large ground clearance of 201 millimetres (GLK 280 4MATIC) and the short body overhangs (front 816 mm, rear 957 mm) make for favourable angles of approach and departure - 23 degrees and a maximum of 25 degrees, respectively. Meanwhile the relatively short wheelbase length of 2755 millimetres and the vehicle weight of 1830 kilograms, which is remarkably low for an SUV, allow the GLK to make good headway on even the most topographically demanding of terrain.

 

As well as a tyre pressure loss warning system, the tried-and-tested Electronic Stability Program (ESP®) for the GLK incorporates a vehicle/trailer stabilisation function, which defuses critical driving situations involving a trailer before they become dangerous by applying the individual wheel brakes as and when required. The towing capacity is 2000 kilograms.

 

Effortlessly superior: new four-cylinder diesel engine and proven V6 powerplants

 

State-of-the-art powerplants ensure an exceptionally high level of ride comfort and impressive performance right across the GLK range. Plus fuel-consumption figures are low, as is the emission count. Customers have a choice of four model variants: diesel aficionados can opt for the GLK 220 CDI BlueEFFICIENCY or GLK 320 CDI, while those with a preference for petrol can select the GLK 280 or GLK 350, both of which feature a V6 powerplant.

 

In the GLK 220 CDI BlueEFFICIENCY, the all-new diesel engine generation posts an excellent set of figures. Like the V6 unit in the GLK 320 CDI, the four-cylinder engine with a displacement of 2.2 litres and an output of 125 kW/170 hp reflects the dynamism of the GLK concept as a whole and produces impressive performance coupled with lower fuel consumption and reduced emissions. Torque is equally impressive, with some 400 newton metres available across a broad engine speed range of 1400 to 2800 rpm. Technical highlights of the exceptionally compact and smooth-running CDI powerplant with rear camshaft drive include fourth-generation common-rail direct injection with an injection pressure of 2000 bar and a two-stage turbocharger system. The state-of-the-art powerplant propels the GLK from 0 to 100 km/h in just 8.8 seconds and on to a top speed of 205 km/h. The compression-ignition engine with extremely low untreated emissions delivers exceptional environmental performance and, like all diesel engines for Mercedes passenger cars, features exhaust gas recirculation, an oxidising catalytic converter and a maintenance-free diesel particulate filter as standard. In addition, the engine developers have succeeded in reducing untreated emissions by a decisive margin. The smooth-running four-cylinder unit consumes a mere 6.9 litres of diesel per hundred kilometres, emits just 183 grams of CO2 per kilometre and already meets the requirements of the EU5 emission standard. The diesel line-up is augmented by the proven V6 powerplant in the GLK 320 CDI, which develops 165 kW/224 hp and achieves a peak torque of 540 newton metres, enabling the GLK to perform even more admirably: here the top speed is 220 km/h whilst acceleration from 0 to 100 km/h takes just 7.5 seconds. The V6 engine also features exhaust gas recirculation, an oxidising catalytic converter and a maintenance-free diesel particulate filter. Diesel consumption is a mere 7.9 litres per hundred kilometres. Plus the engine complies with the Euro 4 standard.

 

The two smooth-running V6 petrol models - the GLK 280 and the GLK 350 - develop 170 kW/231 hp and 200 KW/272 hp respectively, all of which makes for rapid performance. Yet fuel consumption is only moderate. The 3.5-litre V6 in the GLK 350 4MATIC stands out in particular, achieving figures similar to those of a sports car. It has a top speed of 230 km/h and races from 0 to 100 km/h in 6.7 seconds. Both engines also comply with the Euro 5 standard, consuming 10.2 litres and 10.4 litres per hundred kilometres respectively.

 

All of the engine variants for the GLK are matched with the 7G-TRONIC 7-speed automatic transmission as standard. But the exceptional performance and low fuel consumption are not just down to the perfect combination of the highly sophisticated engines with the 7G-TRONIC and the friction-optimised powertrain. Further key factors include the relatively low overall weight (GLK 280: 1830 kg) and the exceptional aerodynamics for a vehicle of this design (cd figure 0.35).

 

Complete safety package for maximum occupant protection

 

In combination with the front and rear deformation zones, the GLK's highstrength passenger cell provides a highly efficient foundation for the occupant protection systems. These include:

 

Adaptive, two-stage airbags for the driver and front passenger

Kneebag for the driver

Front sidebags and, as an option, sidebags for the rear seats

Windowbags across both seat rows from the A-pillar to the C-pillar

NECK-PRO crash-responsive head restraints for the driver and front passenger

Crash-optimised pedal system

3-point seat belts for all five seats

Belt tensioner and adaptive belt-force limiter for the driver and front passenger, belt tensioner and single-stage belt-force limiter for the outer rear seats

ISOFIX child seat attachments

Belt height adjuster for the driver and front passenger

Belt status indicator for the rear passengers in the instrument cluster

The optionally available PRE-SAFE anticipatory occupant protection system, made available in the compact-SUV market segment for the very first time, sees Mercedes-Benz taking safety to a new, high level in this segment. The highlight of the concept is the networking between the active and passive safety systems. PRE-SAFE uses the sensors of the dynamic handling control systems - for example, Brake Assist (BAS) and ESP - and optimises the protective functions of the passive safety components in potential accident situations. The standard-fit adaptive brake lights, which flash to warn the traffic behind when the brakes are applied abruptly, help to prevent accidents.

 

Buell Ulysses Windshields

steelhorseshades.com/

 

Bolts to the bike for maximum safety at high speed

Vented for minimum turbulence and back pressure

Available in three heights. Any rider over 5'8" can use our tall shield.

Shape designed to compliment the lines of the Ulysses

Excellent coverage of torso.

Quiet cockpit area, with much less noise and turbulence than stock

No back pressure

Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.

Laser cut for precision aerodynamics and fit

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

 

Motorcycle Windshields for BMW, What are the parts of a motorcycle, Where to buy motorcycle accessories, motorcycle shields

 

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

 

Buell Motorcycle Company

 

The Buell Motorcycle Company was an American motorcycle manufacturer based in East Troy, Wisconsin and founded in 1983 by ex-Harley-Davidson engineer Erik Buell. Harley-Davidson acquired 49% of Buell in 1993, and it became a wholly owned subsidiary by 2003. On November 17, 2006, Buell announced that it had produced and shipped its 100,000th motorcycle.

   

On October 15, 2009, Harley-Davidson announced the discontinuation of the Buell product line as part of its strategy to focus on the Harley-Davidson brand. The last motorcycle was produced on October 30, bringing the number manufactured to 136,923.

   

In November 2009, Buell and Harley-Davidson announced the launch of Erik Buell Racing, an independent company run by Erik Buell which at first produced race-only versions of the 1125R model, but is currently offering an updated 1190RS model for the street or the track.

 

History

 

The first Buell motorcycle, the RW750, was built in 1983 purely for competing in the AMA Formula 1 motorcycle road racing championship. At that time, Erik Buell was a top contending privateer motorcycle racer. After completion of the first two RW750 racing machines, one of which was sold to another racing team, the Formula 1 series was canceled. Buell then turned his focus towards racing-inspired, street-going machines using engines manufactured by Harley.

   

In 1993, Harley-Davidson purchased 49% of Buell, investing $500,000 and taking Erik Buell's house as security. Erik Buell took the deal, against strong advice from his attorney. Harley-Davidson CEO Jeffrey Bleustein had bought it as a skunkworks development.

   

In 1998, Harley-Davidson bought a majority stake and took control of Buell, and it has been a subsidiary ever since. Since then, Buell used modified Harley-Davidson engines, primarily from the Sportster, to power its motorcycles.

     

Buell Facility

 

Most Buell motorcycles use four-stroke air-cooled V-twin engines, originally built from XR1000 Sportster engines. After these were depleted, a basic 1200 Sportster engine was used. In 1995, the engines were upgraded with Buell engineered high-performance parts and further upgraded in 1998.

   

The liquid-cooled Harley V-Rod motor, developed by Harley-Davidson then made street legal according to the EPA by Porsche, was originally an Erik Buell project, designed for a fully faired AMA Superbike Buell by 1998. Harley decided the engine should also be used in a sport-cruiser, then took over development, making it "too big, too heavy, too expensive and too late" for Buell.

   

Harley-Davidson forced Buell to follow the rigid product planning and distribution process beginning in the 1990s, with the philosophy that Buell was the starter brand, and customers would eventually trade up to a Harley.[8] By 2008, Harley's credit arm, Harley-Davidson Financial Services HDFS, was struggling, and the lower resale value of Buell motorcycles meant that new bike sales were significantly affected. When Harley CEO Keith Wandell was hired, he immediately questioned why Harley even owned Buell. Wandell, who had never been on a Harley before being hired, was heard talking about "Erik's racing hobby", and questioned "why anyone would even want to ride a sportbike". He organized a team to analyze "the adrenaline market", and concluded that sportbikes would encounter high competition and low profits, while cruisers had high returns.

   

On October 15, 2009, Harley Davidson Inc. announced the end of production of Buell Motorcycles to focus more on the Harley Davidson brand. Selling Buell was not legitimately considered, as Harley didn't want their Harley dealerships to sell an outside brand, and Harley didn't feel Buell had much value without the dealer network. Closing the Buell brand was estimated to cost Harley approximately the same as their total investment in Buell over the past 25 years. Erik Buell immediately began looking for outside buyers, finding BRP who owns the Austrian Rotax engine manufacturer BRP-Powertrain a good choice, especially since Harley would have to pay Rotax "an eight-figure sum" for the 1,125 cc engine contract.

   

Erik Buell later founded Erik Buell Racing to provide support for 1125 and XB privateer race efforts.

 

Technology

 

Buell XB models also incorporated the industry's first Zero Torsional Load (ZTL) perimeter floating front disc brake system, a patented "inside-out" wheel/brake design that puts the brake disc on the outer edge of the wheel, rather than at the hub. This lets the suspension function better, improving control and traction, through reducing unsprung weight on the front wheel, because only a single disc and caliper—with a corresponding reduction in bolts and brake fluid—is needed compared with the conventional dual-disc brake setup on most modern sport bikes. In an exchange in the pages of Motorcyclist magazine between Suzuki engineer James Parker, creator of the GSX-RADD hub-center steering system, and Buell's Director of Analysis, Test & Engineering Process, Abraham Askenazi, Parker conceded the ZTL system's advantage in unsprung weight. But he pointed out the remaining weight is located further out on the rim where it is most detrimental to acceleration and braking, and that there were potential heat transfer issues, and the need for one fork leg to be stronger than the other. Responding, Askenazi disputed all of Parker's criticisms, saying the ZTL system was 30% lighter than the brakes on the Suzuki GSX-R1000, and that the inertia of having the weight further out on the rim, and the heat generation near the tire, were not negative factors, based on testing. Askenazi concluded that testing and race track experience had proven the ZTL to be "state of the art."

   

Other industry innovations introduced by Buell in the XB lineup were the "fuel in frame" technology, and the dual use of the swingarm as an oil tank. Also, all Buell models feature a muffler mounted below the engine which helps keep mass centralized with some models featuring a computer-controlled valve to switch between two exhaust paths as necessary to maximize torque.

   

Buell designs focus on providing good handling, comfortable riding, easy maintenance, and street-friendly real-world performance. Buell motorcycles were engineered with an emphasis on what they called the "Trilogy of Tech": mass centralization, low unsprung weight, and frame rigidity.

   

Buell engines were designed to be street-friendly both in fuel efficiency (up to 70 mpg-US or 3.4 L/100 km; 84 mpg-imp with the Blast), and in torque the 1,203 cc version produces 110 N•m or 81 lbf•ft. They are also simple and easy to maintain. Most Buell two-cylinder engines utilize computer controlled ducted forced air cooling (variable speed fan that only activates as required), two valves per cylinder, a single throttle body, zero maintenance hydraulic valve actuation, and zero maintenance gear-driven cams.

 

Buell Models

 

Tube-frame bikes 1984–2002

 

RW 750 Road Warrior (1984)The RW 750 was a development of the Barton Formula One racing motorcycle. Buell bought the parts and tooling from the failed Barton concern and developed the RW 750 for his own use and for sale to private entrants. The engine was a liquid-cooled two-stroke square four. Buell's development resulted in a more competitive racer, but production ceased when the AMA discontinued the Formula One class.

   

RR1100 Battletwin

 

RR 1000 Battletwin (1987–1988)The RR 1000 Battletwin was a street sportbike using a modified Road Warrior chassis and a Harley-Davidson XR1000 engine.[18] Buell invented the Isoplanar engine mounting system to allow the heavy, vibration-prone engine to be used as a structural member of the frame without transmitting the engine vibrations to the frame. Lack of space caused Buell to put the suspension components under the engine. The linkage caused the spring and the shock absorber to extend when the wheel went up.

   

Variations on the RR 1000 Battletwin include the RR 1200 Battletwin (1988–1990), the RS 1200 Westwind (1989), the RS 1200/5 Westwind (1990–1992) and the RSS 1200 Westwind (1991).

 

S2 Thunderbolt (1994–1995)

 

Two-seater with Road Warrior based chassis and Sportster engine. The S2T Thunderbolt (1995–1996) was a touring version, with saddlebags. The S2 was inexpensive to develop (around $100,000), and 1,399 units were sold in the first year—well over the 300 units Buell had projected.

     

S1 Lightning 1996–1998

 

The S1 Lightning was a more fundamental sportbike than the S3 Thunderbolt and M2 Cyclone that it was marketed alongside. Variants of this version of the Lightning were the S1 Lightning 1996, 1997, 1998, S1W Lightning (1998) and the S1W White Lightning 1998. The S1W came with a larger tank and Thunderstorm cylinder heads which gave an extra 10 hp (7.5 kW).[20]

   

X1 Lightning 1999–2002

 

The X1 Lightning was the successor to the S1 Lightning line. They all used the Thunderstorm heads, fuel injection Dynamic Digital Fuel Injection and incorporated larger fuel tanks as well as completely different body designs. The most recognizable frame piece was the brushed aluminum tail section that swept upward and back underneath the two-up seat. The 1999 X1 Lightning was awarded motorcycle of the year in Japan.

   

S3 Thunderbolt (1997–2002) and S3T Thunderbolt (1997–2000)

 

The S3 Thunderbolt sport-touring model was produced from 1997 through 2002, along with a mechanically identical S3T "Touring" model that ran through model year 2000. The 1,203 cc air-cooled V-Twin engine was mounted as a stressed member in a tubular frame. The powerplant output 91 hp (68 kW) in 1997 and jumped to 101 hp (75 kW) in the following years due to revised cam profiles and the new Thunderstorm cylinder heads. While the bike's overall look was the same throughout the model run, there were significant changes made in 1999 that set it, and later models, apart from the 1997 and 1998 bikes. The early bikes used a rectangular section steel rear swingarm, WP Suspension front forks and rear shock, a Keihin 40 mm CV carburetor, and a Performance Machine six-piston front brake caliper. Beginning in 1999 a new cast aluminum rear swingarm was utilized along with Showa front suspension forks and rear shock. The front brake caliper, while still a six-piston unit, was now made by Nissin. The most technological change came in the new Dynamic Digital Fuel Injection (DDFI) system, replacing the old carburetor.

   

The S3 featured a half faring that surrounded the headlight and gave decent wind protection for the rider's torso. The S3T model then added lower fairing extensions that gave better wind protection to the rider's legs. The S3T also featured hard saddlebags that could be color-matched to the bike color and were available in either "wide" for maximum storage, or "narrow" for a lighter feel. In addition to the lower fairings and the saddlebags, the S3T also came with a taller handlebar for a more upright, relaxed riding position. Each of the parts that set the S3T apart were available as accessories for the standard S3 model.

 

M2 Cyclone (1997–2002)

 

The M2 Cyclone was produced from 1997 to 2002. It was in the middle of the Buell line up between the puristic S1 Lightning and the more comfortable but heavier S3 Thunderbolt. The S1 Lightning being the fastest and lightest of the bunch but offered a very narrow seat due to its minimalist approach for weight saving in this sport bike. The S3 Thunderbolt was a touring bike that offered a bigger wider seat and more comfortable riding position but was also a heavier motorcycle. The M2 Cyclone filled the gap between the sport and touring models with a bigger seat than the S1 Lightning and lighter and faster than the S3 Thunderbolt. The M2 was only available with the 1,200 cc engine and five-speed transmission. The frame was of the tubular CrMo steel type.

 

Blast (2000–2009)

 

The Blast was Buell's only model to use a single-cylinder engine. With 492 cc (30.0 cu in) displacement and 360 lb (160 kg) dry weight, it was their smallest model, often used in Harley-Davidson's "Rider's Edge" new rider instruction/riding schools. This filled Harley CEO Jeff Bleustein's idea of having a make-specific training bike, since many students end up buying a bike from the dealer where they trained.

   

The Blast came from a quick proof-of-concept at the Buell factory. It originally used half of a Sportster 883 engine. The engine ended up 80 percent over budget and very expensive compared to the higher-technology Rotax engines available from outside the company. Cycle World wrote "Such an overrun would be unheard of from an outside supplier, but when your supplier also owns you, you grin and bear it." The Blast was ultimately the most expensive development project Buell undertook. Because the engine was overpriced, it ended up making money for Harley while losing money for Buell. It was regarded as a technical success.

   

In July 2009, Buell ran an ad campaign stating that the Blast would no longer appear in their line-up. The ad featured a Buell Blast being destroyed in an automobile crusher.

 

XB-series (2002–2010)

 

The XB powertrain still had its roots with the Harley Sportster powertrain, and was designed for both projects. Unfortunately, it was designed by Harley with minimum input from Buell. A turbocharger was to be sourced from Aerocharger to help pump the XB horsepower to 150 hp (110 kW), but the Aerocharger supplier deal fell through when Harley Davidson decided to engineer one in house. That project was a failure, despite "millions of dollars" spent.

   

The first XB9 engines had a 985 cc (60.1 cu in) displacement, the later XB12 engines had 1,203 cc (73.4 cu in).

   

Before the first XB was sold, the cost was well over the target, leading to a sales price increase from the original price of $7,995 to $9,995.[8] It was a popular bike, but never sold at Harley marketing departments expected volume, partly due to the significantly higher price.

   

Buell introduced the XB frame in the 2002 Firebolt XB9R sportbike. The Firebolt XB12R was introduced in 2004 and was initially sold alongside the smaller displacement Firebolt XB9R. The Lightning came in 2003 and was marketed by Buell as a streetfighter motorcycle. Buell's Ulysses XB12X debuted in July 2005. It offers seating, ergonomics, and long-travel suspension that are well-suited for use on unpaved and rough (fire)roads. Buell advertised the Ulysses as "the world's first adventure sportbike." For 2008, among other changes, XBRR oil pump and ignition timing systems have been changed tapping into the XBRR race bike as well as the addition of heated grips and increased turning fork swing from 54° to 74°. The Ulysses XB12XT differs from the Ulysses XB12X in several areas. It has a different front fender, unlike the Enduro-front fender that comes on the XB12X and lower fork protection is not as pronounced as on the XB12X, due to the intended purpose of the XB12XT which is more street than dirt oriented. Other major differences include the suspension which is completely different between the two bikes, being about an inch lower on the XB12XT and tuned more for street riding, vs. the XB12X's slightly taller and softer suspension better tuned for dirt use. Along with factory Hepco & Becker hard panniers and top box, tall windshield and a 30.9 in (785 mm) seat height, the XB12XT also has wheels that are approximately 1 lb (450 g) lighter than those found on the XB12X, which have added mass to make them stronger for off paved road use. The XB12XP is a police model that was available for the 2009 model year.

 

XB1 type

 

Firebolt XB9R

 

Firebolt XB12R

 

Lightning XB9S

 

Lightning CityX XB9SX (MY 2010: Lightning XB9SX)

 

Lightning XB12S

 

Lightning Low XB12Scg

 

Lightning XB12SX (MY 2010, Europe only)

 

XB2 type

 

Different frame with more fuel capacitiy, longer swing arm & wheelbase, 23.8°/23.5° steering axis angle, more trail

 

Lightning Long XB12Ss

 

Lightning Super TT XB12STT

 

Ulysses XB12X

 

Ulysses XB12XP

 

Ulysses XB12XT

 

1125-series XB3, 2007–2010

 

1125R

 

In July 2007, Buell announced the 1125R, a sport bike that departed from Buell's history of using Harley-Davidson Sportster based middle weight powertrains and tapping into the XBRR racing bike learnings. The Rotax Helicon powertrain uses four valves per cylinder, dual over-head cam, liquid-cooled 72 degree V-Twin displacing 1,125 cc and producing 146 hp (109 kW). It produces 83 ft•lbf (113 N•m) of peak torque but varies less than 6 ft•lbf (8.1 N•m) of torque from 3,000 to 10,500 rpm. There is a vacuum assist slipper clutch to give predictable drive performance in hard cornering and deceleration and a six-speed transmission.

   

The Helicon engine was developed and built by BRP-Powertrain in Austria. The design had significant Buell input, and was funded through Buell's cashflow, likely for 15–20% of the V-Rod engine development cost.

   

The 1125R did not have a full fairing, as that would have put it in the same class as Japanese sportbikes. Erik Buell agonized over this, saying "it's not about listening to the voice of the customer. Cycle World magazine said the 1125R was a bit of an oddity. The bike was initially released with a crude spark map, leading to criticism of the bike at low speeds. The Rotax Helicon also ended up costing significantly more by production time due to fluctuation in exchange rates.

 

1125CR

 

For the 2009 model year, Buell introduced the 1125CR, a version of the 1125R in the cafe racer style. This was done in response to customer feedback, which said the 1125R wasn't what was wanted, and causing Buell to shelve plans for a Streetfighter, going for a cafe racer instead. The 1125CR has a longer swingarm, a longer wheelbase and a shorter secondary drive ratio.

 

Racing

 

Buell XBRR

 

Buell also produced a limited series of 50 XBRR (1,339 cc or 81.7 cu in, 150 hp or 110 kW) racing-only machines for factory-backed and privateer racing teams. The XBRR frame was a XB1/XB2 hybrid, the suspension came from Swedish manufacturer Öhlins, and the wheels were made of magnesium. It was the first model using the ZTL2 eight-piston caliper by Nissin.

 

Buell 1125RR

 

In 2009, Buell announced production of the 1125RR, also a race-only motorcycle. The bike was internally called the B2, aimed for the supersport market.[8] Built from the 1125R, the 1125RR changes include a titanium exhaust, magnesium wheels, full fairings and a chain drive.

   

On September 9, 2009, Buell won its first AMA Pro racing championship. Rider Danny Eslick clinched the title at New Jersey Motorsports Park on Buell's 1125R model.

   

On November 15, 2009, Buell won its first NHRA Pro Stock Motorcycle world championship. Rider Hector Arana clinched the title at Southern California NHRA Finals on a Lucas Oil backed Buell.

 

Motorcycle windshields

 

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Shown at the 2014 Geneva Auto Show alongside the Production Rhino Mk IV is the Team Magnus Racing, Paris Dakar Rally-Raid offroad racing truck.

 

Magnus Racing will be campaigning the Rhino in the 2015 Dakar Rally, and other extreme offroad racing events.

 

The forth generation of the Rhino has been developed in conjunction with the British firm Bowler.

 

The Rhino utilises the latest edition of the JLR V8 powertrains. The 5.0 litre Supercharger V8 petrol produces 375 kw and 625 Nm or torque. The 4.4 litre turbo-diesel produces 250 kW and 700 Nm of torque. Both engines are backed by the ZF 8HP automatic transmission, incorporating the advance Bosch/ZF Electric Hybrid drive to reduce CO2 emissions and fuel consumption in the on-road edition - for racing, this extends the range and reduces the amount of fuel that must be carried.

 

The Rhino has height-adjustable suspension to increase ground clearance, along with short front and rear overhangs to aid offroad maneuverability and traction. The Rhino's Dakar-bred chassis has a proven track record in offroad racing and durability events.

 

And, of course, the trademark 'X' for Xavier, the founder of the Ralston Corporation is displayed proudly and prominently in the 21st century interpretation of the the traditional grille. The tail profile of the Rhino is enhanced by the 'X'-form incorporated into rocket-pod tail lamps flanking the additional tire.

 

The 2015 Ralston Rhino MkIV Rally-Raid racing truck featured here has been produced as part of the Flickr LUGNuts 77th build challenge, - 'Designing the Ralston Rhino'.

Pontiac Torrent near Golden Gate Bridge 24/11/2009 14h21

Our rental car which took us 2,394 miles around in California, Nevada, Utah and Arizona. This photo is taken on the first day we had this Pontiac Torrent, a cross-over (or SUV if you like). It was more than FTD (Fun To Drive).

 

Specifications:

 

2009 Pontiac Torrent Base Sport Utility Performance

Efficiency Standard Features:

- 3,350 cc 3.4 liters V 6 front engine with 92.0 mm bore, 84.0 mm stroke, 9.5 compression ratio, overhead valve and two valves per cylinder LNJ

- Unleaded fuel 87 and petrol

- Multi-point injection fuel system

- 16.6 gallon main unleaded fuel tank 13.8

- Power: 138 kW , 185 HP SAE @ 5,200 rpm; 210 ft lb , 284 Nm @ 3,800 rpm

 

2009 Pontiac Torrent Base Sport Utility Handling, Ride & Braking Standard Features

- ABS

- 2.480:1 axle ratio

- Four disc brakes including four ventilated discs

- Electronic brake distribution

- Electronic traction control via ABS & engine management

- Immobilizer

- Spacesaver steel rim spare wheel

- Stability control

- Strut front suspension independent with stabilizer bar and coil springs, multi-link rear suspension independent with stabilizer bar and coil springs

 

2009 Pontiac Torrent Base Sport Utility Exterior & Aerodynamics Standard Features:

- Driver and passenger 3rd row windows

- Painted front and rear bumpers

- Day time running lights

- Driver and passenger power painted door mirrors

- External dimensions: overall length (inches): 188.8, overall width (inches): 71.4, overall height (inches): 69.3, ground clearance (inches): 7.9, wheelbase (inches): 112.5, front track (inches): 61.6, rear track (inches): 61.8 and curb to curb turning circle (feet): 41.8

- Front fog lights

- Complex surface lens halogen bulb headlights

- Luxury trim alloy look on gearknob, alloy look on doors and alloy look on dashboard

- Metallic paint

- Driver side and passenger side rear side windows

- Fixed rear window with defogger and intermittent

- Removable roof rails

- Roof spoiler

- Underbody protection for fuel tank

- Weights: gross vehicle weight rating (lbs) 5,070, curb weight (lbs) 3,776, gross trailer weight braked (lbs) 3,500 and max payload (lbs) 1,294

- Windshield wipers with variable intermittent wipe

2009 Pontiac Torrent Base Sport Utility Interior Standard Features - 12v power outlet: front and rear

- Air conditioning

- Anti-theft protection

- RDS audio system with satellite and CD player CD player reads MP3

- Cargo area dimensions: loading floor height (inches): 28.6

- Cargo capacity: rear seat down (cu ft): 68.6 and all seats in place (cu ft): 35.2

- Cellular phone

- Clock

- Compass

- Computer with average speed, average fuel consumption and range for remaining fuel

- Delayed/fade courtesy lights

- Cruise control

- Front seats and rear seats cup holders

- External temperature

- Floor covering: carpet in passenger compartment and carpet in load area

- Driver front airbag with multi-stage deployment, passenger front airbag with occupant sensors and multi-stage deployment

- Bucket driver seat with height adjustment manual, bucket passenger seat

- Height adjustable 3-point reel front seat belts on driver seat and passenger seat with pre-tensioners

- Front seat center armrest

- Two height adjustable head restraints on front seats and rear seats

- Headlight control with dusk sensor

- Internal dimensions: front headroom (inches): 40.9, rear headroom (inches): 40.1, front hip room (inches): 51.1, rear hip room (inches): 51.4, front leg room (inches): 41.2, rear leg room (inches): 40.2, front shoulder room (inches): 55.7 and rear shoulder room (inches): 55.9

- Low tire pressure indicator

- Remote power locks includes trunk/hatch

- Power steering

- Front power windows with one one-touch, rear power windows

- Front reading lights

- 3-point reel rear seat belts on driver side, passenger side and center side

- Three asymmetrical bench front facing reclining rear seats with fore/aft adjustment and zero adjustments manual and manual

- Rear view mirror

- Front and rear side curtain airbag

- Cloth seat upholstery with additional cloth

- Seating: five seats

- Service interval indicator

- Six speaker(s)

- Plastic steering wheel with tilt adjustment

- Tachometer

- Telematics includes engine shut down

- Driver and passenger vanity mirror

- Ventilation system with micro filter

- Voice activating system includes phone

  

Read more: Motor Trend

 

Buell Ulysses Windshields

steelhorseshades.com/

 

Bolts to the bike for maximum safety at high speed

Vented for minimum turbulence and back pressure

Available in three heights. Any rider over 5'8" can use our tall shield.

Shape designed to compliment the lines of the Ulysses

Excellent coverage of torso.

Quiet cockpit area, with much less noise and turbulence than stock

No back pressure

Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.

Laser cut for precision aerodynamics and fit

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

 

Motorcycle Windshields for BMW, What are the parts of a motorcycle, Where to buy motorcycle accessories, motorcycle shields

 

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

 

Buell Motorcycle Company

 

The Buell Motorcycle Company was an American motorcycle manufacturer based in East Troy, Wisconsin and founded in 1983 by ex-Harley-Davidson engineer Erik Buell. Harley-Davidson acquired 49% of Buell in 1993, and it became a wholly owned subsidiary by 2003. On November 17, 2006, Buell announced that it had produced and shipped its 100,000th motorcycle.

   

On October 15, 2009, Harley-Davidson announced the discontinuation of the Buell product line as part of its strategy to focus on the Harley-Davidson brand. The last motorcycle was produced on October 30, bringing the number manufactured to 136,923.

   

In November 2009, Buell and Harley-Davidson announced the launch of Erik Buell Racing, an independent company run by Erik Buell which at first produced race-only versions of the 1125R model, but is currently offering an updated 1190RS model for the street or the track.

 

History

 

The first Buell motorcycle, the RW750, was built in 1983 purely for competing in the AMA Formula 1 motorcycle road racing championship. At that time, Erik Buell was a top contending privateer motorcycle racer. After completion of the first two RW750 racing machines, one of which was sold to another racing team, the Formula 1 series was canceled. Buell then turned his focus towards racing-inspired, street-going machines using engines manufactured by Harley.

   

In 1993, Harley-Davidson purchased 49% of Buell, investing $500,000 and taking Erik Buell's house as security. Erik Buell took the deal, against strong advice from his attorney. Harley-Davidson CEO Jeffrey Bleustein had bought it as a skunkworks development.

   

In 1998, Harley-Davidson bought a majority stake and took control of Buell, and it has been a subsidiary ever since. Since then, Buell used modified Harley-Davidson engines, primarily from the Sportster, to power its motorcycles.

     

Buell Facility

 

Most Buell motorcycles use four-stroke air-cooled V-twin engines, originally built from XR1000 Sportster engines. After these were depleted, a basic 1200 Sportster engine was used. In 1995, the engines were upgraded with Buell engineered high-performance parts and further upgraded in 1998.

   

The liquid-cooled Harley V-Rod motor, developed by Harley-Davidson then made street legal according to the EPA by Porsche, was originally an Erik Buell project, designed for a fully faired AMA Superbike Buell by 1998. Harley decided the engine should also be used in a sport-cruiser, then took over development, making it "too big, too heavy, too expensive and too late" for Buell.

   

Harley-Davidson forced Buell to follow the rigid product planning and distribution process beginning in the 1990s, with the philosophy that Buell was the starter brand, and customers would eventually trade up to a Harley.[8] By 2008, Harley's credit arm, Harley-Davidson Financial Services HDFS, was struggling, and the lower resale value of Buell motorcycles meant that new bike sales were significantly affected. When Harley CEO Keith Wandell was hired, he immediately questioned why Harley even owned Buell. Wandell, who had never been on a Harley before being hired, was heard talking about "Erik's racing hobby", and questioned "why anyone would even want to ride a sportbike". He organized a team to analyze "the adrenaline market", and concluded that sportbikes would encounter high competition and low profits, while cruisers had high returns.

   

On October 15, 2009, Harley Davidson Inc. announced the end of production of Buell Motorcycles to focus more on the Harley Davidson brand. Selling Buell was not legitimately considered, as Harley didn't want their Harley dealerships to sell an outside brand, and Harley didn't feel Buell had much value without the dealer network. Closing the Buell brand was estimated to cost Harley approximately the same as their total investment in Buell over the past 25 years. Erik Buell immediately began looking for outside buyers, finding BRP who owns the Austrian Rotax engine manufacturer BRP-Powertrain a good choice, especially since Harley would have to pay Rotax "an eight-figure sum" for the 1,125 cc engine contract.

   

Erik Buell later founded Erik Buell Racing to provide support for 1125 and XB privateer race efforts.

 

Technology

 

Buell XB models also incorporated the industry's first Zero Torsional Load (ZTL) perimeter floating front disc brake system, a patented "inside-out" wheel/brake design that puts the brake disc on the outer edge of the wheel, rather than at the hub. This lets the suspension function better, improving control and traction, through reducing unsprung weight on the front wheel, because only a single disc and caliper—with a corresponding reduction in bolts and brake fluid—is needed compared with the conventional dual-disc brake setup on most modern sport bikes. In an exchange in the pages of Motorcyclist magazine between Suzuki engineer James Parker, creator of the GSX-RADD hub-center steering system, and Buell's Director of Analysis, Test & Engineering Process, Abraham Askenazi, Parker conceded the ZTL system's advantage in unsprung weight. But he pointed out the remaining weight is located further out on the rim where it is most detrimental to acceleration and braking, and that there were potential heat transfer issues, and the need for one fork leg to be stronger than the other. Responding, Askenazi disputed all of Parker's criticisms, saying the ZTL system was 30% lighter than the brakes on the Suzuki GSX-R1000, and that the inertia of having the weight further out on the rim, and the heat generation near the tire, were not negative factors, based on testing. Askenazi concluded that testing and race track experience had proven the ZTL to be "state of the art."

   

Other industry innovations introduced by Buell in the XB lineup were the "fuel in frame" technology, and the dual use of the swingarm as an oil tank. Also, all Buell models feature a muffler mounted below the engine which helps keep mass centralized with some models featuring a computer-controlled valve to switch between two exhaust paths as necessary to maximize torque.

   

Buell designs focus on providing good handling, comfortable riding, easy maintenance, and street-friendly real-world performance. Buell motorcycles were engineered with an emphasis on what they called the "Trilogy of Tech": mass centralization, low unsprung weight, and frame rigidity.

   

Buell engines were designed to be street-friendly both in fuel efficiency (up to 70 mpg-US or 3.4 L/100 km; 84 mpg-imp with the Blast), and in torque the 1,203 cc version produces 110 N•m or 81 lbf•ft. They are also simple and easy to maintain. Most Buell two-cylinder engines utilize computer controlled ducted forced air cooling (variable speed fan that only activates as required), two valves per cylinder, a single throttle body, zero maintenance hydraulic valve actuation, and zero maintenance gear-driven cams.

 

Buell Models

 

Tube-frame bikes 1984–2002

 

RW 750 Road Warrior (1984)The RW 750 was a development of the Barton Formula One racing motorcycle. Buell bought the parts and tooling from the failed Barton concern and developed the RW 750 for his own use and for sale to private entrants. The engine was a liquid-cooled two-stroke square four. Buell's development resulted in a more competitive racer, but production ceased when the AMA discontinued the Formula One class.

   

RR1100 Battletwin

 

RR 1000 Battletwin (1987–1988)The RR 1000 Battletwin was a street sportbike using a modified Road Warrior chassis and a Harley-Davidson XR1000 engine.[18] Buell invented the Isoplanar engine mounting system to allow the heavy, vibration-prone engine to be used as a structural member of the frame without transmitting the engine vibrations to the frame. Lack of space caused Buell to put the suspension components under the engine. The linkage caused the spring and the shock absorber to extend when the wheel went up.

   

Variations on the RR 1000 Battletwin include the RR 1200 Battletwin (1988–1990), the RS 1200 Westwind (1989), the RS 1200/5 Westwind (1990–1992) and the RSS 1200 Westwind (1991).

 

S2 Thunderbolt (1994–1995)

 

Two-seater with Road Warrior based chassis and Sportster engine. The S2T Thunderbolt (1995–1996) was a touring version, with saddlebags. The S2 was inexpensive to develop (around $100,000), and 1,399 units were sold in the first year—well over the 300 units Buell had projected.

     

S1 Lightning 1996–1998

 

The S1 Lightning was a more fundamental sportbike than the S3 Thunderbolt and M2 Cyclone that it was marketed alongside. Variants of this version of the Lightning were the S1 Lightning 1996, 1997, 1998, S1W Lightning (1998) and the S1W White Lightning 1998. The S1W came with a larger tank and Thunderstorm cylinder heads which gave an extra 10 hp (7.5 kW).[20]

   

X1 Lightning 1999–2002

 

The X1 Lightning was the successor to the S1 Lightning line. They all used the Thunderstorm heads, fuel injection Dynamic Digital Fuel Injection and incorporated larger fuel tanks as well as completely different body designs. The most recognizable frame piece was the brushed aluminum tail section that swept upward and back underneath the two-up seat. The 1999 X1 Lightning was awarded motorcycle of the year in Japan.

   

S3 Thunderbolt (1997–2002) and S3T Thunderbolt (1997–2000)

 

The S3 Thunderbolt sport-touring model was produced from 1997 through 2002, along with a mechanically identical S3T "Touring" model that ran through model year 2000. The 1,203 cc air-cooled V-Twin engine was mounted as a stressed member in a tubular frame. The powerplant output 91 hp (68 kW) in 1997 and jumped to 101 hp (75 kW) in the following years due to revised cam profiles and the new Thunderstorm cylinder heads. While the bike's overall look was the same throughout the model run, there were significant changes made in 1999 that set it, and later models, apart from the 1997 and 1998 bikes. The early bikes used a rectangular section steel rear swingarm, WP Suspension front forks and rear shock, a Keihin 40 mm CV carburetor, and a Performance Machine six-piston front brake caliper. Beginning in 1999 a new cast aluminum rear swingarm was utilized along with Showa front suspension forks and rear shock. The front brake caliper, while still a six-piston unit, was now made by Nissin. The most technological change came in the new Dynamic Digital Fuel Injection (DDFI) system, replacing the old carburetor.

   

The S3 featured a half faring that surrounded the headlight and gave decent wind protection for the rider's torso. The S3T model then added lower fairing extensions that gave better wind protection to the rider's legs. The S3T also featured hard saddlebags that could be color-matched to the bike color and were available in either "wide" for maximum storage, or "narrow" for a lighter feel. In addition to the lower fairings and the saddlebags, the S3T also came with a taller handlebar for a more upright, relaxed riding position. Each of the parts that set the S3T apart were available as accessories for the standard S3 model.

 

M2 Cyclone (1997–2002)

 

The M2 Cyclone was produced from 1997 to 2002. It was in the middle of the Buell line up between the puristic S1 Lightning and the more comfortable but heavier S3 Thunderbolt. The S1 Lightning being the fastest and lightest of the bunch but offered a very narrow seat due to its minimalist approach for weight saving in this sport bike. The S3 Thunderbolt was a touring bike that offered a bigger wider seat and more comfortable riding position but was also a heavier motorcycle. The M2 Cyclone filled the gap between the sport and touring models with a bigger seat than the S1 Lightning and lighter and faster than the S3 Thunderbolt. The M2 was only available with the 1,200 cc engine and five-speed transmission. The frame was of the tubular CrMo steel type.

 

Blast (2000–2009)

 

The Blast was Buell's only model to use a single-cylinder engine. With 492 cc (30.0 cu in) displacement and 360 lb (160 kg) dry weight, it was their smallest model, often used in Harley-Davidson's "Rider's Edge" new rider instruction/riding schools. This filled Harley CEO Jeff Bleustein's idea of having a make-specific training bike, since many students end up buying a bike from the dealer where they trained.

   

The Blast came from a quick proof-of-concept at the Buell factory. It originally used half of a Sportster 883 engine. The engine ended up 80 percent over budget and very expensive compared to the higher-technology Rotax engines available from outside the company. Cycle World wrote "Such an overrun would be unheard of from an outside supplier, but when your supplier also owns you, you grin and bear it." The Blast was ultimately the most expensive development project Buell undertook. Because the engine was overpriced, it ended up making money for Harley while losing money for Buell. It was regarded as a technical success.

   

In July 2009, Buell ran an ad campaign stating that the Blast would no longer appear in their line-up. The ad featured a Buell Blast being destroyed in an automobile crusher.

 

XB-series (2002–2010)

 

The XB powertrain still had its roots with the Harley Sportster powertrain, and was designed for both projects. Unfortunately, it was designed by Harley with minimum input from Buell. A turbocharger was to be sourced from Aerocharger to help pump the XB horsepower to 150 hp (110 kW), but the Aerocharger supplier deal fell through when Harley Davidson decided to engineer one in house. That project was a failure, despite "millions of dollars" spent.

   

The first XB9 engines had a 985 cc (60.1 cu in) displacement, the later XB12 engines had 1,203 cc (73.4 cu in).

   

Before the first XB was sold, the cost was well over the target, leading to a sales price increase from the original price of $7,995 to $9,995.[8] It was a popular bike, but never sold at Harley marketing departments expected volume, partly due to the significantly higher price.

   

Buell introduced the XB frame in the 2002 Firebolt XB9R sportbike. The Firebolt XB12R was introduced in 2004 and was initially sold alongside the smaller displacement Firebolt XB9R. The Lightning came in 2003 and was marketed by Buell as a streetfighter motorcycle. Buell's Ulysses XB12X debuted in July 2005. It offers seating, ergonomics, and long-travel suspension that are well-suited for use on unpaved and rough (fire)roads. Buell advertised the Ulysses as "the world's first adventure sportbike." For 2008, among other changes, XBRR oil pump and ignition timing systems have been changed tapping into the XBRR race bike as well as the addition of heated grips and increased turning fork swing from 54° to 74°. The Ulysses XB12XT differs from the Ulysses XB12X in several areas. It has a different front fender, unlike the Enduro-front fender that comes on the XB12X and lower fork protection is not as pronounced as on the XB12X, due to the intended purpose of the XB12XT which is more street than dirt oriented. Other major differences include the suspension which is completely different between the two bikes, being about an inch lower on the XB12XT and tuned more for street riding, vs. the XB12X's slightly taller and softer suspension better tuned for dirt use. Along with factory Hepco & Becker hard panniers and top box, tall windshield and a 30.9 in (785 mm) seat height, the XB12XT also has wheels that are approximately 1 lb (450 g) lighter than those found on the XB12X, which have added mass to make them stronger for off paved road use. The XB12XP is a police model that was available for the 2009 model year.

 

XB1 type

 

Firebolt XB9R

 

Firebolt XB12R

 

Lightning XB9S

 

Lightning CityX XB9SX (MY 2010: Lightning XB9SX)

 

Lightning XB12S

 

Lightning Low XB12Scg

 

Lightning XB12SX (MY 2010, Europe only)

 

XB2 type

 

Different frame with more fuel capacitiy, longer swing arm & wheelbase, 23.8°/23.5° steering axis angle, more trail

 

Lightning Long XB12Ss

 

Lightning Super TT XB12STT

 

Ulysses XB12X

 

Ulysses XB12XP

 

Ulysses XB12XT

 

1125-series XB3, 2007–2010

 

1125R

 

In July 2007, Buell announced the 1125R, a sport bike that departed from Buell's history of using Harley-Davidson Sportster based middle weight powertrains and tapping into the XBRR racing bike learnings. The Rotax Helicon powertrain uses four valves per cylinder, dual over-head cam, liquid-cooled 72 degree V-Twin displacing 1,125 cc and producing 146 hp (109 kW). It produces 83 ft•lbf (113 N•m) of peak torque but varies less than 6 ft•lbf (8.1 N•m) of torque from 3,000 to 10,500 rpm. There is a vacuum assist slipper clutch to give predictable drive performance in hard cornering and deceleration and a six-speed transmission.

   

The Helicon engine was developed and built by BRP-Powertrain in Austria. The design had significant Buell input, and was funded through Buell's cashflow, likely for 15–20% of the V-Rod engine development cost.

   

The 1125R did not have a full fairing, as that would have put it in the same class as Japanese sportbikes. Erik Buell agonized over this, saying "it's not about listening to the voice of the customer. Cycle World magazine said the 1125R was a bit of an oddity. The bike was initially released with a crude spark map, leading to criticism of the bike at low speeds. The Rotax Helicon also ended up costing significantly more by production time due to fluctuation in exchange rates.

 

1125CR

 

For the 2009 model year, Buell introduced the 1125CR, a version of the 1125R in the cafe racer style. This was done in response to customer feedback, which said the 1125R wasn't what was wanted, and causing Buell to shelve plans for a Streetfighter, going for a cafe racer instead. The 1125CR has a longer swingarm, a longer wheelbase and a shorter secondary drive ratio.

 

Racing

 

Buell XBRR

 

Buell also produced a limited series of 50 XBRR (1,339 cc or 81.7 cu in, 150 hp or 110 kW) racing-only machines for factory-backed and privateer racing teams. The XBRR frame was a XB1/XB2 hybrid, the suspension came from Swedish manufacturer Öhlins, and the wheels were made of magnesium. It was the first model using the ZTL2 eight-piston caliper by Nissin.

 

Buell 1125RR

 

In 2009, Buell announced production of the 1125RR, also a race-only motorcycle. The bike was internally called the B2, aimed for the supersport market.[8] Built from the 1125R, the 1125RR changes include a titanium exhaust, magnesium wheels, full fairings and a chain drive.

   

On September 9, 2009, Buell won its first AMA Pro racing championship. Rider Danny Eslick clinched the title at New Jersey Motorsports Park on Buell's 1125R model.

   

On November 15, 2009, Buell won its first NHRA Pro Stock Motorcycle world championship. Rider Hector Arana clinched the title at Southern California NHRA Finals on a Lucas Oil backed Buell.

 

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This is another motorized and remotely controlled hot rod - 100% LEGO

VIDEO: www.youtube.com/watch?v=DjPqg0OhQlA

 

Regarding size and functions it is somewhere in between my models “Fire bucket” and “Lucky 13”.

Dimensions: 41 studs long, 19 studs wide, 13 – 14.5 studs high and weighs 804 g.

PF components: 1 L motor - driving, 1 M motor - steering, 1 8878 battery, 1 IR receiver

Motorized functions: driving and steering

Other functions:

Working suspension:

Front: solid axle, leaf spring

Rear: Height-adjustable, live axle, leaf spring

Working steering wheel – drag link steering

Working pistons, radiator fan and generator - custom made fake v8 engine

Working door handles – openable suicide doors

Retractable rear license plate – controlled with a fake handbrake lever inside the cabin

Trunk door can be opened – behind it is a mechanism for adjustment of rear height of the vehicle (manually controlled gear) and battery (easy to turn on/off and charging)

Roof can be removed easily

Features:

Custom chrome parts – wheels, headlights, door handles and rear view mirrors

Interior – red seats and dashboard

I hope you like it :)

 

Discription

 

- A replica of the American Vought F4U

- It consists of 530 individual parts

- Aerodynamic and true to shape

- Lower the landing gear

- Wings for standing up

- Mg's and rockets as armament

- Many small details make them authentic

- Dimension of the F4U (W / H / T): 35.4 / 12.4 / 29.3 cm

 

- Optional with stand for optimal alignment

- The stand consists of 96 parts

- It is a three-jointed foot with height adjustment

- Dimension of the foot (W / H / D): 12.7 / 10.8 / 13.3 cm

 

When buying, including custom sticker

You will get the instructions on CD

 

For the complete series show here - STORE CB WW2 Warplane

 

Thanks for visiting!

Hennessey Venom GT (2011-on) Engine 6162cc V8 production 10 per year

Designed by Steve Everitt for Hennessey performance Engineering (HPE). Based upon a Lotus Elise chassis, the car has a retractable rear wing, low frontal area and deep air intakes on the sides and roof. The weight has been pared to a minimum by its use of light weight carbon fibre bodywork, and carbon fibre wheels. The Venom will have a production weight of 2400lbs. The brakes are Brembo with six piston calipers at the front and four piston on the rear clamping onto 15 inch carbon ceramic rotors. Power is delivered via the Chevrolet LS9 V8 boosted by an R2300 four-lobe rotor Rootes type Supercharger to 725bhp. The company will also be offering 1000 and 1200 bhp twin turbo V8 variants. Transmission is via a Ricardo six speed box to the rear wheels. Power is managed by a programmable traction control system. An active aero system with adjustable rear wing will deploy under varying conditions. An adjustable suspension ststem allows ride height adjustment. The car uses the huge Michelin PS2 tyres. Hennessey will be building the power plant at their facility in Texas and air freighted to Silverstone for assembly, customers are to be given a one day orientation and instruction at a track in either the USA or UK

Shot at Silverstone 09.05.2010 Ref 53-387

The Citroën DS (French pronunciation: ​[si.tʁɔ.ˈɛn de ɛs]) is a front-engine, front-wheel-drive executive car manufactured and marketed by the French company Citroën from 1955 to 1975 in sedan, wagon/estate and convertible body configurations. Italian sculptor and industrial designer Flaminio Bertoni and the French aeronautical engineer André Lefèbvre styled and engineered the car. Paul Magès developed the hydropneumatic self-levelling suspension.

 

Noted for its aerodynamic, futuristic body design and innovative technology, the DS set new standards in ride quality, handling, and braking—and was the first production car equipped with disc brakes.

 

Citroën sold 1,455,746 examples, including 1,330,755 built at the manufacturer's Paris Quai André-Citroën production plant.

 

The DS came third in the 1999 Car of the Century poll recognizing the world's most influential auto designs and was named the most beautiful car of all time by Classic & Sports Car magazine

 

MODEL HISTORY

After 18 years of secret development as the successor to the Traction Avant, the DS 19 was introduced on 5 October 1955 at the Paris Motor Show. In the first 15 minutes of the show, 743 orders were taken, and orders for the first day totalled 12,000. During the 10 days of the show, the DS took in 80,000 deposits; a record that has stood for over 60 years.

 

Contemporary journalists said the DS pushed the envelope in the ride vs. handling compromise possible in a motor vehicle.

 

To a France still deep in reconstruction after the devastation of World War II, and also building its identity in the post-colonial world, the DS was a symbol of French ingenuity. The DS was distributed to many territories throughout the world.

 

It also posited the nation's relevance in the Space Age, during the global race for technology of the Cold War. Structuralist philosopher Roland Barthes, in an essay about the car, said that it looked as if it had "fallen from the sky". An American advertisement summarised this selling point: "It takes a special person to drive a special car".

 

Because they were owned by the technologically aggressive tire manufacturer Michelin, Citroën had designed their cars around the technically superior radial tire since 1948, and the DS was no exception.

 

The car featured a novel hydropneumatic suspension including an automatic leveling system and variable ground clearance, developed in-house by Paul Magès. This suspension allowed the DS to travel quickly on the poor road surfaces common in France.

 

In addition, the vehicle had power steering and a semi-automatic transmission (the transmission required no clutch pedal, but gears still had to be shifted by hand), though the shift lever controlled a powered hydraulic shift mechanism in place of a mechanical linkage, and a fibreglass roof which lowered the centre of gravity and so reduced weight transfer. Inboard front brakes (as well as independent suspension) reduced unsprung weight. Different front and rear track widths and tyre sizes reduced the unequal tyre loading, which is well known to promote understeer, typical of front-engined and front-wheel drive cars.

 

As with all French cars, the DS design was affected by the tax horsepower system, which effectively mandated very small engines. Unlike the Traction Avant predecessor, there was no top-of-range model with a powerful six-cylinder engine. Citroën had planned an air-cooled flat-6 engine for the car, but did not have the funds to put the prototype engine into production.

 

The DS placed third in the 1999 Car of the Century competition, and fifth on Automobile Magazine's "100 Coolest Cars" listing in 2005. It was also named the most beautiful car of all time by Classic & Sports Car magazine after a poll of 20 world-renowned car designers, including Giorgetto Giugiaro, Ian Callum, Roy Axe, Paul Bracq, and Leonardo Fioravanti.

 

NAME

Both the DS and its simpler sibling, the ID, used a punning name. "DS" is pronounced in French as "Déesse" (goddess); "ID" is pronounced as "Idée" (idea). An intermediate model was called the DW.

 

MOTORSPORT

The DS was successful in motorsports like rallying, where sustained speeds on poor surfaces are paramount, and won the Monte Carlo Rally in 1959. In the 1000 Lakes Rally, Pauli Toivonen drove a DS19 to victory in 1962.

 

In 1966, the DS won the Monte Carlo Rally again, with some controversy as the competitive BMC Mini-Cooper team was disqualified due to rule infractions. Ironically, Mini was involved with DS competition again two years later, when a drunk driver in a Mini in Sydney Australia crashed into the DS that was leading the 1968 London–Sydney Marathon, 98 miles from the finish line. The DS was still competitive in the grueling 1974 London-Sahara-Munich World Cup Rally, where it won over 70 other cars, only 5 of which even completed the entire event.

 

TECHNICAL INNOVATION - HYDRAULIC SYSTEMS

In conventional cars, hydraulics are only used in brakes and power steering. In the DS they were also used for the suspension, clutch and transmission. The cheaper 1957 ID19 did have manual steering and a simplified power-braking system. An engine driven pump pressurizes the closed system to 2,400 pounds per square inch.

 

At a time when few passenger vehicles had independent suspension on all wheels, the application of the hydraulic system to the car's suspension system to provide a self-levelling system was an innovative move. This suspension allowed the car to achieve sharp handling combined with very high ride quality, frequently compared to a "magic carpet".

 

The hydropneumatic suspension used was pioneered the year before, on the rear of another car from Citroën, the top of range Traction Avant 15CV-H.

 

IMPACT ON CITROEN BRAND DEVELOPMENT

The 1955 DS cemented the Citroën brand name as an automotive innovator, building on the success of the Traction Avant, which had been the world's first mass-produced unitary body front-wheel-drive car in 1934. In fact, the DS caused such a huge sensation that Citroën was apprehensive that future models would not be of the same bold standard. No clean sheet new models were introduced from 1955 to 1970.

 

The DS was a large, expensive executive car and a downward brand extension was attempted, but without result. Throughout the late 1950s and 1960s Citroën developed many new vehicles for the very large, profitable market segments between the 2CV and the DS, occupied by vehicles like the Peugeot 403, Renault 16 and Ford Cortina, but none made it into production. Either they had uneconomic build costs, or were ordinary "me too" cars, not up to the company's high standard of innovation. As Citroën was owned by Michelin from 1934 to 1974 as a sort of research laboratory, such broad experimentation was possible. Michelin after all was getting a powerful advertisement for the capabilities of the radial tire Michelin had invented, when such experimentation was successful.

 

New models based on the small, utilitarian 2CV economy car were introduced, notably the 1961 Ami. It was also designed by Flaminio Bertoni and aimed to combine Three-box styling with the chassis of the 2CV. The Ami was very successful in France, but less so on export markets. Many found the styling controversial, and the car noisy and underpowered. The Dyane, was a modernised 2CV with a hatchback, competed with the 2CV inspired Renault 4 Hatchback. All these 2 cylinder models were very small, so there remained a wide market gap to the DS range all through the 1960s.

 

In 1970, Citroën finally introduced a car to target the mid-range - the Citroën GS, which won the "European car of the Year" for 1971 and sold 2.5 million units. It combined a small 55 horsepower flat-4 air-cooled engine with Hydropneumatic suspension. The intended 106 horsepower Wankel rotary-engined version with more power did not reach full production.

 

REPLACING THE DS

The DS remained popular and competitive throughout its production run. Its peak production year was 1970. Certain design elements like the somewhat narrow cabin, column-mounted gearstick, and separate fenders began to seem a little old-fashioned in the 1970s.

 

Citroën invested enormous resources to design and launch an entirely new vehicle in 1970, the SM, which was in effect a thoroughly modernized DS, with similar length, but greater width. The manual gearbox was a modified DS unit. The front disc brakes were the same design. Axles, wheel bearings, steering knuckles, and hydraulic components were either DS parts or modified DS parts.

 

The SM had a different purpose than replacing the 15-year-old DS design however - it was meant to launch Citroën into a completely new luxury grand touring market segment. Only fitted with a costly, exotic Maserati engine, the SM was faster and much more expensive than the DS. The SM was not designed to be a practical 4-door saloon suitable as a large family car, the key market for vehicles of this type in Europe. Typically, manufacturers would introduce low-volume coupés based on parts shared with an existing saloon, not as unique models, a contemporary example being the Mercedes-Benz SLC-Class.

 

The SM's high price and limited utility of the 2+2 seating configuration, meant the SM as actually produced could not seize the mantle from the DS.

 

So, while the design funds invested would allow the DS to be replaced by two cars - a 'modern DS' and the smaller CX, it was left to the CX alone to provide Citroën's large family or executive car in the model range.

 

The last DS came off the production line on 24 April 1975 - the manufacturer had taken the elementary precaution of building up approximately eight-month's of inventory of the "break" (estate/station wagon) version of the DS, to cover the period till Autumn 1975 when the estate/station wagon version of the CX would be introduced.

 

DEVELOPMENT

The DS always maintained its size and shape, with easily removable, unstressed body panels, but certain design changes did occur. During the 20-year production life improvements were made on an ongoing basis.

ID 19 submodel to extend brand downwards (1957–69)

 

The 1955 DS19 was 65% more expensive than the car it replaced, the Citroën Traction Avant. This affected potential sales in a country still recovering economically from World War II, so a cheaper submodel, the Citroën ID, was introduced in 1957.

 

The ID shared the DS's body but was less powerful and luxurious. Although it shared the engine capacity of the DS engine (at this stage 1,911 cc), the ID provided a maximum power output of only 69 hp compared to the 75 hp claimed for the DS19. Power outputs were further differentiated in 1961 when the DS19 acquired a Weber-32 twin bodied carburettor, and the increasing availability of higher octane fuel enabled the manufacturer to increase the compression ratio from 7.5:1 to 8.5:1. A new DS19 now came with a promised 83 hp of power. The ID19 was also more traditional mechanically: it had no power steering and had conventional transmission and clutch instead of the DS's hydraulically controlled set-up. Initially the basic ID19 was sold on the French market with a price saving of more than 25% against the DS, although the differential was reduced at the end of 1961 when the manufacturer quietly withdrew the entry level ID19 "Normale" from sale. A station wagon variant, the ID Break, was introduced in 1958.

 

D SPECIAL AND D SUPER (1970–75)

The ID was replaced by the D Spécial and D Super in 1970, but these retained the lower specification position in the range. The D Super was available with the DS21 2175ccm engine and a 5 speed gearbox, and named the D Super 5.

 

SERIE 2 - NOSE REDESIGN IN 1962

In September 1962, the DS was restyled with a more aerodynamically efficient nose, better ventilation and other improvements. It retained the open two headlamp appearance, but was available with an optional set of driving lights mounted on the front fenders. All models in the range changed nose design at the same time, including the ID and station wagon models.

Series 3 - Nose redesign in 1967 with Directional headlights

 

In late 1967, for the 1968 model year, the DS and ID was again restyled, by Robert Opron, who also styled the 1970 SM and 1974 CX. This version had a more streamlined headlamp design, giving the car a notably shark-like appearance. This design had four headlights under a smooth glass canopy, and the inner set swivelled with the steering wheel. This allowed the driver to see "around" turns, especially valuable on twisting roads driven at high speed at night.

 

Behind each glass cover lens, the inboard high-beam headlamp swivels by up to 80° as the driver steers, throwing the beam along the driver's intended path rather than uselessly across the curved road. The outboard low-beam headlamps are self-leveling in response to pitching caused by acceleration and braking.

 

However, this feature was not allowed in the US at the time (see World Forum for Harmonization of Vehicle Regulations), so a version with four exposed headlights that did not swivel was made for the US market.

 

This 'turning headlight' feature was new to the market - it had only been seen before on the very rare three headlight 1935 Tatra 77A. The Tucker, which never was mass-produced, had a central headlight that turned with the steering. 45 years later, it is now a commonly available feature, even in the United States.

 

NEW GREEN HYDRAULIC FLUID

The original hydropneumatic system used a vegetable oil liquide hydraulique végétal (LHV), similar to that used in other cars at the time, but later switched to a synthetic fluid liquide hydraulique synthétique (LHS). Both of these had the disadvantage that they are hygroscopic, as is the case with most brake fluids. Disuse allows water to enter the hydraulic components causing deterioration and expensive maintenance work. The difficulty with hygroscopic hydraulic fluid was exacerbated in the DS/ID due to the extreme rise and fall in the fluid level in the reservoir, which went from nearly full to nearly empty when the suspension extended to maximum height and the six accumulators in the system filled with fluid. With every "inhalation" of fresh moisture- (and dust-) laden air, the fluid absorbed more water.

 

For the 1967 model year, Citroën introduced a new mineral oil-based fluid LHM (Liquide Hydraulique Minéral). This fluid was much less harsh on the system. LHM remained in use within Citroën until the Xantia was discontinued in 2001.

 

LHM required completely different materials for the seals. Using either fluid in the incorrect system would completely destroy the hydraulic seals very quickly. To help avoid this problem, Citroën added a bright green dye to the LHM fluid and also painted all hydraulic elements bright green. The former LHS parts were painted black.

 

All models, including the station wagon and ID, were upgraded at the same time. The hydraulic fluid changed to the technically superior LHM in all markets except the US and Canada, where the change did not take place until January 1969, due to local regulations.

 

INTERNATIONAL SALES AND PRODUCTION

The DS was primarily manufactured at the Quai André-Citroën in the Javel neighborhood of Paris, with other manufacturing facilities in the United Kingdom, South Africa, the former Yugoslavia (mostly Break Ambulances), and Australia.

 

Australia constructed their own D variant in the 1960s at Heidelberg, Victoria, identified as the ID 19 "Parisienne." Australian market cars were fitted with options as standard equipment such as the "DSpecial DeLuxe" that were not available on domestic European models.

 

Until 1965, cars were assembled at the manufacturer's Slough premises, to the west of London, using a combination of French made knock down kits and locally sourced components, some of them machined on site. A French electrical system superseded the British one on the Slough cars in 1962, giving rise to a switch to "continental style" negative earthing. After 1965 cars for the British market were imported fully assembled from the company's French plant. The British-built cars are distinguished by their leather seats, wooden (early ID19 models) one piece plastic (early DS19 models) dashboards, chromed number plate mount let into the front bumper, and (on pre-1962 cars) Lucas-made electrics. These were all right hand drive cars.

 

The DS was built and sold in South Africa from 1959 to 1975.

 

The DS was sold in Japan, but the models were built in France and left hand drive.

 

DS IN NORTH AMERICA

The DS was sold in North America from 1956 to 1972. Despite its popularity in Europe, it didn't sell well in the United States, and little better in Canada. While promoted as a luxury car, it did not have the basic features that American buyers expected to find on such a vehicle, such as an automatic transmission, air conditioning, power windows, or a powerful engine. The DS was designed specifically to address the French market, with punitive tax horsepower taxation of large engines, as well as very poor roads – it's no great mystery that it was a fish out of water when those constraints were removed.

 

Jay Leno described the sporadic supply of spare parts as a problem for 1970s era customers, based on his early experiences working at a Citroën dealer in Boston.

 

The DS was expensive, with a 115 hp (86 kW) vehicle costing $4,170 in 1969, when the price was $4,500 for a 360 hp (268 kW) Buick Electra 225 4 door sedan. For all years, 38,000 units were sold.

 

US regulations at the time also banned one of the car's more advanced features: its composite headlamps with aerodynamic covered lenses. Based on legislation that dated from 1940, all automobiles sold in the U.S. were required to have round, sealed beam headlamps that produced a meager 75,000 candlepower. The powerful quartz iodine swiveling headlamps designed for the 1968 model DS represented so many performance improvements at once that they were far beyond what the regulations could allow.[50] Even the aerodynamic headlight covers were illegal – as seen on the 1968 Jaguar E-Type. It took the lobbying muscle of Ford to point out that the government was requiring two contradictory things – safety, by ensuring that all headlights were best-of-breed circa 1940, and fuel economy through the CAFE standard – by definition, cars with poor aerodynamics are sacrificing fuel economy. Composite bulb lamps and aerodynamic covered headlights were not permitted until 1983.

 

The European lamps were legal in Canada, including the directional headlamps.

 

The hydraulic fluid change in 1967 was another brain teaser for U.S. automotive regulators at the Department of Transportation. NHTSA follows the precautionary principle, also used by the Food and Drug Administration, where new innovations are prohibited until their developers can prove them to the regulators; this stifles the experimentation that automakers need to advance their products. NHTSA had already approved a brake fluid they considered safe – DOT 3 brake fluid, which is red and hygroscopic to promote internal rust. This completely different fluid, used in aircraft applications – the technically superior green LHM (Liquide Hydraulique Mineral) – took NHTSA two years to analyze for automotive use. Approval finally came in January 1969, so half the U.S. cars of the 1969 model year use red fluid and half use green fluid.

 

DESIGN VARIATIONS

PALLAS

In 1965 a luxury upgrade, the DS Pallas (after Greek goddess Pallas), was introduced. This included comfort features such as better noise insulation, a more luxurious (and optional leather) upholstery and external trim embellishments. From 1966 the Pallas model received a driver's seat with height adjustment.

 

STATION WAGON, FAMILIALE AND AMBULANCE

A station wagon version was introduced in 1958. It was known by various names in different markets (Break in France, Safari and Estate in the UK, Wagon in the US, and Citroën Australia used the terms Safari and Station-Wagon). It had a steel roof to support the standard roof rack. 'Familiales' had a rear seat mounted further back in the cabin, with three folding seats between the front and rear squabs. The standard Break had two side-facing seats in the main load area at the back.

 

The Ambulance configuration was similar to that of the Break, but with a 60/30 split in the rear folding seat to accommodate a stretcher. A 'Commerciale' version was also available for a time.

 

The Safari saw use as a camera car, notably by the BBC. The hydropneumatic suspension produces an unusually steady platform for filming while driving.

 

CONVERTIBLE

Rarest and most collectable of all DS variants, a convertible was offered from 1958 until 1973. The Cabriolet d'Usine (factory convertible) were built by French carrossier Henri Chapron, for the Citroën dealer network. It was an expensive car, so only 1,365 were sold. These DS convertibles used a special frame which was reinforced on the sidemembers and rear suspension swingarm bearing box, similar to, but not identical to the Break (Station Wagon) frame.

 

CHAPRON VARIATIONS

In addition, Chapron also produced a few coupés, non-works convertibles and special sedans (including the "Prestige", same wheelbase but with a central divider, and the "Lorraine" notchback).

 

BOSSAERT COUPE

Between 1959 and 1964, Hector Bossaert produced a coupé on a DS chassis shortened by 470 mm. While the front end remained unchanged, the rear end featured notchback styling.

 

THE REACTOR

In 1965, noted American auto customizer Gene Winfield created The Reactor, a Citroën DS chassis, with a turbocharged 180 hp (130 kW) flat-six engine from the Corvair driving the front wheels. Since the DS already had the engine behind the front wheels, the longer engine meant only one row of seats. This was draped in a streamlined, low slung, aluminum body.

 

The Reactor was seen in American Television programs of the era, such as Star Trek: The Original Series episode 2.25 ("Bread and Circuses)," Batman episodes 110 ("Funny Feline Felonies") and 111 (driven by Catwoman Eartha Kitt), and Bewitched, which devoted its episode 3.19 ("Super Car") to The Reactor.

 

MICHELIN PLR

The Michelin PLR is a mobile tire evaluation machine, based on the DS Break, built in 1972, later used for promotion.

Technical details

 

SUSPENSION

In a hydropneumatic suspension system, each wheel is connected, not to a spring, but to a hydraulic suspension unit consisting of a hydraulic accumulator sphere of about 12 cm in diameter containing pressurised nitrogen, a cylinder containing hydraulic fluid screwed to the suspension sphere, a piston inside the cylinder connected by levers to the suspension itself, and a damper valve between the piston and the sphere. A membrane in the sphere prevented the nitrogen from escaping. The motion of the wheels translated to a motion of the piston, which acted on the oil in the nitrogen cushion and provided the spring effect. The damper valve took place of the shock absorber in conventional suspensions. The hydraulic cylinder was fed with hydraulic fluid from the main pressure reservoir via a height corrector, a valve controlled by the mid-position of the anti-roll bar connected to the axle. If the suspension was too low, the height corrector introduced high-pressure fluid; if it was too high, it released fluid back to the fluid reservoir. In this manner, a constant ride height was maintained. A control in the cabin allowed the driver to select one of five heights: normal riding height, two slightly higher riding heights for poor terrain, and two extreme positions for changing wheels. (The correct term, oleopneumatic (oil-air), has never gained widespread use. Hydropneumatic (water-air) continues to be preferred overwhelmingly.)

 

The DS did not have a jack for lifting the car off the ground. Instead, the hydraulic system enabled wheel changes with the aid of a simple adjustable stand. To change a flat tyre, one would adjust the suspension to its topmost setting, insert the stand into a special peg near the flat tyre, then readjust the suspension to its lowermost setting. The flat tyre would then retract upwards and hover above ground, ready to be changed. This system, used on the SM also, was superseded on the CX by a screw jack that, after the suspension was raised to the high position, lifted the tire clear of the ground. The DS system, while impressive to use, sometimes dropped the car quite suddenly, especially if the stand was not placed precisely or the ground was soft or unlevel.

 

SOURCE AND RESERVE OF PRESSURE

The central part of the hydraulic system was the high pressure pump, which maintained a pressure of between 130 and 150 bar in two accumulators. These accumulators were very similar in construction to the suspension spheres. One was dedicated to the front brakes, and the other ran the other hydraulic systems. (On the simpler ID models, the front brakes operated from the main accumulator.) Thus in case of a hydraulic failure, the first indication would be that the steering became heavy, followed by the gearbox not working; only later would the brakes fail.

 

Two different hydraulic pumps were used. The DS used a seven-cylinder axial piston pump driven off two belts and delivering 175 bar (2,540 psi) of pressure. The ID19, with its simpler hydraulic system, had a single-cylinder pump driven by an eccentric on the camshaft.

 

GEARBOX AND CLUTCH

HYDRAULIQUE OR CITROMATIC

The DS was initially offered only with the "hydraulique" four-speed semi-automatic (bvh—"boîte de vitesses hydraulique") gearbox.

 

This was a four-speed gearbox and clutch, operated by a hydraulic controller. To change gears, the driver flicked a lever behind the steering wheel to the next position and eased-up on the accelerator pedal. The hydraulic controller disengaged the clutch, engaged the nominated gear, and re-engaged the clutch. The speed of engagement of the clutch was controlled by a centrifugal regulator sensing engine rpm and driven off the camshaft by a belt, the position of the butterfly valve in the carburettor (i.e., the position of the accelerator), and the brake circuit. When the brake was pressed, the engine idle speed dropped to an rpm below the clutch engagement speed, thus preventing friction while stopped in gear at traffic lights. When the brake was released, the idle speed increased to the clutch dragging speed. The car would then creep forward much like automatic transmission cars. This drop in idle throttle position also caused the car to have more engine drag when the brakes were applied even before the car slowed to the idle speed in gear, preventing the engine from pulling against the brakes. In the event of loss of hydraulic pressure (following loss of system fluid), the clutch would disengage, to prevent driving, while brake pressure reserves would allow safe braking to standstill.

 

MANUAL - FOUR SPEED AND FIVE-SPEED

The later and simpler ID19 had the same gearbox and clutch, manually operated. This configuration was offered as a cheaper option for the DS in 1963. The mechanical aspects of the gearbox and clutch were completely conventional and the same elements were used in the ID 19. In September 1970, Citroën introduced a five-speed manual gearbox, in addition to the original four-speed unit.

 

FULLY AUTOMATIC

In September 1971 Citroën introduced a 3-speed fully automatic Borg-Warner 35 transmission gearbox, on the DS 21 and later DS 23 models. It is ironic that the fully automatic transmission DS was never sold in the US market, where this type of transmission had gained market share so quickly that it became the majority of the market by this time. Many automatic DSs, fuel-injected DS 23 sedans with air conditioning, were sold in Australia.

 

ENGINES

The DS was originally designed around an air-cooled flat-six based on the design of the 2-cylinder engine of the 2CV, similar to the motor in the Porsche 911. Technical and monetary problems forced this idea to be scrapped.

 

Thus, for such a modern car, the engine of the original DS 19 was also old-fashioned. It was derived from the engine of the 11CV Traction Avant (models 11B and 11C). It was an OHV four-cylinder engine with three main bearings and wet liners, and a bore of 78 mm and a stroke of 100 mm, giving a volumetric displacement of 1911 cc. The cylinder head had been reworked; the 11C had a reverse-flow cast iron cylinder head and generated 60 hp (45 kW) at 3800 rpm; by contrast, the DS 19 had an aluminium cross-flow head with hemispherical combustion chambers and generated 75 hp (56 kW) at 4500 rpm.

 

Like the Traction Avant, the DS had the gearbox mounted in front of the engine, with the differential in between. Thus some consider the DS to be a mid engine front-wheel drive car.

 

The DS and ID powerplants evolved throughout its 20-year production life. The car was underpowered and faced constant mechanical changes to boost the performance of the four-cylinder engine. The initial 1911 cc three main bearing engine (carried forward from the Traction Avant) of the DS 19 was replaced in 1965 with the 1985 cc five-bearing wet-cylinder motor, becoming the DS 19a (called DS 20 from September 1969).

 

The DS 21 was also introduced for model year 1965. This was a 2175 cc, five main bearing engine; power was 109 hp This engine received a substantial increase in power with the introduction of Bosch electronic fuel injection for 1970, making the DS one of the first mass-market cars to use electronic fuel injection. Power of the carbureted version also increased slightly at the same time, owing to the employment of larger inlet valves.

 

Lastly, 1973 saw the introduction of the 2347 cc engine of the DS 23 in both carbureted and fuel-injected forms. The DS 23 with electronic fuel injection was the most powerful production model, producing 141 hp (105 kW).

 

IDs and their variants went through a similar evolution, generally lagging the DS by about one year. ID saloon models never received the DS 23 engine or fuel injection, although the Break/Familiale versions received the carburetted version of the DS 23 engine when it was introduced, supplemented the DS20 Break/Familiale.

 

The top of the range ID model, The DSuper5 (DP) gained the DS21 engine (the only model that this engine was retained in) for the 1973 model year and it was mated to a five-speed gearbox. This should not be confused with the 1985 cc DSuper fitted with an optional "low ratio" five-speed gearbox, or with the previous DS21M (DJ) five-speed.

 

IN POPULAR CULTURE

President Charles de Gaulle survived an assassination attempt at Le Petit-Clamart near Paris on August 22, 1962, planned by Algerian War veteran Jean-Marie Bastien-Thiry. The plan was to ambush the motorcade with machine guns, disable the vehicles, and then close in for the kill. De Gaulle praised the unusual abilities of his unarmoured DS with saving his life – the car was peppered with bullets, and the shots had punctured the tyres, but the car could still escape at full speed. This event was accurately recreated in the 1973 film The Day of the Jackal.

 

Beyond de Gaulle and the French aristocracy, the roomy DS also appealed to French taxi drivers.

 

Outside France, the car drew an eclectic customer mix, such as Cosmonaut Yuri Gagarin, Pope John XXIII, painter Marc Chagall, and actors Ken Berry, Jeff Bridges, and Rosamund Pike.

 

The DS appeared in several episodes of contemporary television series Mission: Impossible, including substantial appearances in 'The Slave' (ep. 2.06) and 'Robot' (ep. 4.09).

 

An ode to Jane Child's DS21 appears on her 1989 self-titled album.

 

In 1989, the film Back to the Future Part II featured a modified Citroen DS as a flying taxicab, when the main characters travel 30 years into the future (2015). Scarface (1983 film) with Al Pacino and the 2009 television series The Mentalist both feature the DS in key roles. According to Internet Movie Cars Database, the DS/ID has made over 2,000 film and television appearances so far.

 

Two films focus on the DS, including The Goddess of 1967 about a Japanese man purchasing a DS (goddess or déesse in French) in Australia, and 1995's Icelandic-Japanese road movie Cold Fever.

 

LEGACY

Citroën DS values have been rising – a 1973 DS 23 Injection Electronique "Decapotable" (Chapron Convertible) sold for EUR €176,250 (USD $209,738) at Christie's Rétromobile in February 2006. and a similar car sold by Bonhams in February 2009 brought EUR €343,497 (USD $440,436). On 18 September 2009 a 1966 DS21 Decapotable Usine was sold by Bonhams for a hammer price of UK£131,300. Bonhams sold another DS21 Decapotable (1973) on 23 January 2010 for EUR €189,000.

 

The DS's beloved place in French society was demonstrated in Paris on 9 October 2005 with a celebration of the 50th anniversary of its launch. 1,600 DS cars drove in procession past the Arc de Triomphe.

 

From 2005 to 2008, a young Frenchman named Manuel Boileau travelled around the world in a 1971 DS ambulance. It was an 80,000 kilometer journey across 38 countries called Lunaya World Tour. While traveling through Laos, he located the forlorn 1974 DS Prestige belonging to Sisavang Vatthana, the last King of the Kingdom of Laos, which is now preserved and restored by specialists in Bangkok.

 

In 2009, Groupe PSA created a new brand - DS Automobiles, intended as high quality, high specification variations on existing models, with differing mechanics and bodywork. This brand ranges across four models, the DS3, DS4, DS5, and the China-only SUV DS 6. The DS3, launched in March 2010, is based on Citroen's new C3, but is more customisable and unique, bearing some resemblance to the original DS, with its "Shark Fin" side pillar. These have created their own niches, with the DS4 being a mix of a crossover and a coupe and the DS5 mixing a coupe and an estate. Many feature hybrid-diesel engines to maximise efficiency.

 

WIKIPEDIA

Shown at the 2014 Geneva Auto Show in March, is the latest offroad and rough terrain vehicle from the Ralston Corporation.

 

Deliveries to Ralston's exclusive customers will begin at the end of 2015, complementing the Ralston Tigre IV series.

 

The forth generation of the Rhino has been developed in conjunction with the British firm Bowler. The Rhino is a much more luxurious and refined version of the Bowler EXR semi-Dakar offroad racer. The Rhino utilises the latest edition of the JLR V8 powertrains. The 5.0 litre Supercharger V8 petrol produces 375 kw and 625 Nm or torque. The 4.4 litre turbo-diesel produces 250 kW and 700 Nm of torque. Both engines are backed by the ZF 8HP automatic transmission, incorporating the advance Bosch/ZF Electric Hybrid drive to reduce CO2 emissions and fuel consumption.

 

The Ralston Rhino has been developed for the discerning customer who wishes to journey to places unreachable by normal cars. The Rhino has height-adjustable suspension to increase ground clearance, along with short front and rear overhangs to aid offroad maneuverability and traction. The Rhino's Dakar-bred chassis has a proven track record in offroad racing and durability events.

 

And, of course, the trademark 'X' for Xavier, the founder of the Ralston Corporation is displayed proudly and prominently in the 21st century interpretation of the the traditional grille. The tail profile of the Rhino is enhanced by the 'X'-form incorporated into rocket-pod tail lamps flanking the additional tire.

 

The 2015 Ralston Rhino MkIV featured here has been produced as part of the Flickr LUGNuts 77th build challenge, - 'Designing the Ralston Rhino'.

This is another motorized and remotely controlled hot rod - 100% LEGO

VIDEO: www.youtube.com/watch?v=DjPqg0OhQlA

 

Regarding size and functions it is somewhere in between my models “Fire bucket” and “Lucky 13”.

Dimensions: 41 studs long, 19 studs wide, 13 – 14.5 studs high and weighs 804 g.

PF components: 1 L motor - driving, 1 M motor - steering, 1 8878 battery, 1 IR receiver

Motorized functions: driving and steering

Other functions:

Working suspension:

Front: solid axle, leaf spring

Rear: Height-adjustable, live axle, leaf spring

Working steering wheel – drag link steering

Working pistons, radiator fan and generator - custom made fake v8 engine

Working door handles – openable suicide doors

Retractable rear license plate – controlled with a fake handbrake lever inside the cabin

Trunk door can be opened – behind it is a mechanism for adjustment of rear height of the vehicle (manually controlled gear) and battery (easy to turn on/off and charging)

Roof can be removed easily

Features:

Custom chrome parts – wheels, headlights, door handles and rear view mirrors

Interior – red seats and dashboard

I hope you like it :)

 

A junk is a type of Chinese sailing ship with fully battened sails. There are two types of junk in China: Northern junk which is developed from Chinese river boats, and southern junk which is developed from Austronesian ship designs, examples of which have been trading with the Eastern Han dynasty since the 2nd century AD. They continued to evolve in the later dynasties, and were predominantly used by Chinese traders throughout Southeast Asia. They were found, and in lesser numbers are still found, throughout Southeast Asia and India, but primarily in China. Found more broadly today is a growing number of modern recreational junk-rigged sailboats. Chinese junks referred to many types of coastal or river ships. They were usually cargo ships, pleasure boats, or houseboats. They vary greatly in size and there are significant regional variations in the type of rig, however they all employ fully battened sails.

 

The term "junk" (Portuguese junco; Dutch jonk; and Spanish junco) was also used in the colonial period to refer to any large to medium-sized ships of the Austronesian cultures in Island Southeast Asia, with or without the junk rig. Examples include the Indonesian and Malaysian jong, the Philippine lanong, and the Maluku kora kora.

 

ETYMOLOGY

Views diverge on whether the origin of the word is from a dialect of Chinese or from a Javanese word. The term may stem from the Chinese chuán (船, "boat; ship") — also based on and pronounced as [dzuːŋ] (Pe̍h-ōe-jī: chûn) in Minnan Chinese — or zhōu (舟), the old word for a sailing vessel.[citation needed] The modern Mandarin Chinese word for an ocean-going wooden cargo vessel is cáo (艚).

 

Pierre-Yves Manguin and Zoetmulder, amongst others, point to an Old Javanese origin, in the form of jong. The word can be traced from an Old Javanese inscription in the 9th century. It entered the Malay and Chinese languages by the 15th century, when a Chinese word list identifies it as a Malay word for "ship." The Malay Maritime Code, first drawn up in the late 15th century, uses jong frequently as the word for freight ships. European writings from 1345 through 1601 use a variety of related terms, including jonque (French), ioncque (Italian), joanga or juanga (Spanish), junco (Portuguese), and jonk (Dutch). These terms were applied to all large ships in Southeast Asia, not only to Chinese ships.

 

The origin of the word "junk" in the English language can be traced to the Portuguese word junco, which is rendered from the Arabic word j-n-k (جنك). This word comes from the fact that the Arabic script cannot represent the digraph "ng". The word was used to denote both the Javanese/Malay ship (jong or djong) and the Chinese ship (chuán), even though the two were markedly different vessels. After the disappearance of jongs in the 17th century, the meaning of "junk" (and other similar words in European languages), which until then was used as a transcription of the word "jong" in Malay and Javanese, changed its meaning to exclusively refer to the Chinese ship (chuán).

 

CONSTRUCTION

The historian Herbert Warington Smyth considered the junk as one of the most efficient ship designs, stating that "As an engine for carrying man and his commerce upon the high and stormy seas as well as on the vast inland waterways, it is doubtful if any class of vessel… is more suited or better adapted to its purpose than the Chinese or Indian junk, and it is certain that for flatness of sail and handiness, the Chinese rig is unsurpassed."

 

SAILS

The sail of Chinese junks is an adoption of the Malay junk sail, which used vegetable matting attached to bamboo battens, a practice originated from South East Asia. The full-length battens keep the sail flatter than ideal in all wind conditions. Consequently, their ability to sail close to the wind is poorer than other fore-and-aft rigs.

 

HULL

Classic junks were built of softwoods (although after the 17th century teak was used in Guangdong) with the outside shape built first. Then multiple internal compartment/bulkheads accessed by separate hatches and ladders, reminiscent of the interior structure of bamboo, were built in. Traditionally, the hull has a horseshoe-shaped stern supporting a high poop deck. The bottom is flat in a river junk with no keel (similar to a sampan), so that the boat relies on a daggerboard, leeboard or very large rudder to prevent the boat from slipping sideways in the water. Ocean-going junks have a curved hull in section with a large amount of tumblehome in the topsides. The planking is edge nailed on a diagonal. Iron nails or spikes have been recovered from a Canton dig dated to circa 221 BC. For caulking the Chinese used a mix of ground lime with Tung oil together with chopped hemp from old fishing nets which set hard in 18 hours, but usefully remained flexible. Junks have narrow waterlines which accounts for their potential speed in moderate conditions, although such voyage data as we have indicates that average speeds on voyage for junks were little different from average voyage speeds of almost all traditional sail, i.e. around 4–6 knots. The largest junks, the treasure ships commanded by Ming dynasty Admiral Zheng He, were built for world exploration in the 15th century, and according to some interpretations may have been over 120 metres in length. This conjecture was based on the size of a rudder post that was found and misinterpreted, using formulae applicable to modern engine powered ships. More careful analysis shows that the rudder post that was found is actually smaller than the rudder post shown for a 70' long Pechili Trader in Worcester's "Junks and Sampans of the Yangtze".

 

Another characteristic of junks, interior compartments or bulkheads, strengthened the ship and slowed flooding in case of holing. Ships built in this manner were written of in Zhu Yu's book Pingzhou Table Talks, published by 1119 during the Song dynasty. Again, this type of construction for Chinese ship hulls was attested to by the Moroccan Muslim Berber traveler Ibn Battuta (1304–1377 AD), who described it in great detail (refer to Technology of the Song dynasty). Although some historians have questioned whether the compartments were watertight, most believe that watertight compartments did exist in Chinese junks because although most of the time there were small passageways (known as limber holes) between compartments, these could be blocked with stoppers and such stoppers have been identified in wrecks. All wrecks discovered so far have limber holes; these are different from the free flooding holes that are located only in the foremost and aftermost compartments, but are at the base of the transverse bulkheads allowing water in each compartment to drain to the lowest compartment, thus facilitating pumping. It is believed from evidence in wrecks that the limber holes could be stopped either to allow the carriage of liquid cargoes or to isolate a compartment that had sprung a leak.

Benjamin Franklin wrote in a 1787 letter on the project of mail packets between the United States and France:

 

As these vessels are not to be laden with goods, their holds may without inconvenience be divided into separate apartments, after the Chinese manner, and each of these apartments caulked tight so as to keep out water.

— Benjamin Franklin, 1787

 

In 1795, Sir Samuel Bentham, inspector of dockyards of the Royal Navy, and designer of six new sailing ships, argued for the adoption of "partitions contributing to strength, and securing the ship against foundering, as practiced by the Chinese of the present day". His idea was not adopted. Bentham had been in China in 1782, and he acknowledged that he had got the idea of watertight compartments by looking at Chinese junks there. Bentham was a friend of Isambard Brunel, so it is possible that he had some influence on Brunel's adoption of longitudinal, strengthening bulkheads in the lower deck of the SS Great Britain. Bentham had already by this time designed and had built a segmented barge for use on the Volga River, so the idea of transverse hull separation was evidently in his mind. Perhaps more to the point, there is a very large difference between the transverse bulkheads in Chinese construction, which offer no longitudinal strengthening, and the longitudinal members which Brunel adopted, almost certainly inspired by the iron bridge and boiler engineering in which he and his contemporaries in iron shipbuilding innovation were most versed.

 

Due to the numerous foreign primary sources that hint to the existence of true watertight compartments in junks, historians such as Joseph Needham proposed that the limber holes were stopped up as noted above in case of leakage. He addresses the quite separate issue of free-flooding compartments on pg 422 of Science and Civilisation in Ancient China:

 

Less well known is the interesting fact that in some types of Chinese craft the foremost (and less frequently also the aftermost) compartment is made free-flooding. Holes are purposely contrived in the planking. This is the case with the salt-boats which shoot the rapids down from Tzuliuching in Szechuan, the gondola-shaped boats of the Poyang Lake, and many sea going junks. The Szechuanese boatmen say that this reduces resistance to the water to a minimum, though such a claim makes absolutely no hydrodynamic sense, and the device is thought to cushion the shocks of pounding when the boat pitches heavily in the rapids, as it acquires and discharges water ballast rapidly supposedly just at the time when it is most desirable to counteract buffeting at stem and stern. As with too many such claims, there has been no empirical testing of them and it seems unlikely that the claims would stand up to such testing since the diameter or number of holes needed for such rapid flooding and discharging would be so great as to significantly weaken the vulnerable fore and aft parts of the vessel. The sailors say, as sailors all over the world are inclined to do when conjuring up answers to landlubbers' questions, that it stops junks flying up into the wind. It may be the reality at the bottom of the following story, related by Liu Ching-Shu of the +5th century, in his book I Yuan (Garden of Strange Things)

 

In Fu-Nan (Cambodia) gold is always used in transactions. Once there were (some people who) having hired a boat to go from east to west near and far, had not reached their destination when the time came for the payment of the pound (of gold) which had been agreed upon. They therefore wished to reduce the quantity (to be paid). The master of the ship then played a trick upon them. He made (as it were) a way for the water to enter the bottom of the boat, which seemed to be about to sink, and remained stationary, moving neither forward nor backward. All the passengers were very frightened and came to make offerings. The boat (afterwards) returned to its original state.

 

This, however, would seem to have involved openings which could be controlled, and the water pumped out afterwards. This was easily effected in China (still seen in Kuangtung and Hong Kong), but the practice was also known in England, where the compartment was called the 'wet-well', and the boat in which it was built, a 'well-smack'. If the tradition is right that such boats date in Europe from +1712 then it may well be that the Chinese bulkhead principle was introduced twice, first for small coastal fishing boats at the end of the seventeenth century, and then for large ships a century later. However, the wet well is probably a case of parallel invention since its manner of construction is quite different from that of Chinese junks, the wet well quite often not running the full width of the boat, but only occupying the central part of the hull either side of the keel.

 

More to the point[24] wet wells were apparent in Roman small craft of the 5th century CE.

 

LEEBOARDS AND CENTERBOARDS

Leeboards and centerboards, used to stabilize the junk and to improve its capability to sail upwind, are documented from a 759 AD book by Li Chuan. The innovation was adopted by Portuguese and Dutch ships around 1570. Junks often employ a daggerboard that is forward on the hull which allows the center section of the hull to be free of the daggerboard trunk allowing larger cargo compartments. Because the daggerboard is located so far forward, the junk must use a balanced rudder to counteract the imbalance of lateral resistance.

 

Other innovations included the square-pallet bilge pump, which was adopted by the West during the 16th century for work ashore, the western chain pump, which was adopted for shipboard use, being of a different derivation. Junks also relied on the compass for navigational purposes. However, as with almost all vessels of any culture before the late 19th century, the accuracy of magnetic compasses aboard ship, whether from a failure to understand deviation (the magnetism of the ship's iron fastenings) or poor design of the compass card (the standard drypoint compasses were extremely unstable), meant that they did little to contribute to the accuracy of navigation by dead reckoning. Indeed, a review of the evidence shows that the Chinese embarked magnetic pointer was probably little used for navigation. The reasoning is simple. Chinese mariners were as able as any and, had they needed a compass to navigate, they would have been aware of the almost random directional qualities when used at sea of the water bowl compass they used. Yet that design remained unchanged for some half a millennium. Western sailors, coming upon a similar water bowl design (no evidence as to how has yet emerged) very rapidly adapted it in a series of significant changes such that within roughly a century the water bowl had given way to the dry pivot, a rotating compass card a century later, a lubberline a generation later and gimbals seventy or eighty years after that. These were necessary because in the more adverse climatic context of north western Europe, the compass was needed for navigation. Had similar needs been felt in China, Chinese mariners would also have come up with fixes. They didn't.

 

STEERING

Junks employed stern-mounted rudders centuries before their adoption in the West for the simple reason that Western hull forms, with their pointed sterns, obviated a centreline steering system until technical developments in Scandinavia created the first, iron mounted, pintle and gudgeon 'barn door' western examples in the early 12th century CE. A second reason for this slow development was that the side rudders in use were, contrary to a lot of very ill-informed opinion, extremely efficient. Thus the junk rudder's origin, form and construction was completely different in that it was the development of a centrally mounted stern steering oar, examples of which can also be seen in Middle Kingdom (c.2050–1800 BCE) Egyptian river vessels. It was an innovation which permitted the steering of large ships and due to its design allowed height adjustment according to the depth of the water and to avoid serious damage should the junk ground. A sizable junk can have a rudder that needed up to twenty members of the crew to control in strong weather. In addition to using the sail plan to balance the junk and take the strain off the hard to operate and mechanically weakly attached rudder, some junks were also equipped with leeboards or dagger boards. The world's oldest known depiction of a stern-mounted rudder can be seen on a pottery model of a junk dating from before the 1st century AD, though some scholars think this may be a steering oar; a possible interpretation given is that the model is of a river boat that was probably towed or poled.

 

From sometime in the 13th to 15th centuries, many junks began incorporating "fenestrated" rudders (rudders with large diamond-shaped holes in them), probably adopted to lessen the force needed to direct the steering of the rudder.

 

The rudder is reported to be the strongest part of the junk. In the Tiangong Kaiwu "Exploitation of the Works of Nature" (1637), Song Yingxing wrote, "The rudder-post is made of elm, or else of langmu or of zhumu." The Ming author also applauds the strength of the langmu wood as "if one could use a single silk thread to hoist a thousand jun or sustain the weight of a mountain landslide."

 

HISTORY

2nd CENTURY (HAN DYNASTY)

Chinese ships were essentially fluvial before the Song dynasty.[1] However, large Austronesian trading ships docking in Chinese seaports with as many as four sails were recorded by scholars as early as the Han Dynasty (206 BCE – 220 CE). They called them the kunlun bo or kunlun po (崑崙舶, lit. "ship of the [dark-skinned] Kunlun people"). They were booked by Chinese Buddhist pilgrims for passage to Southern India and Sri Lanka.

 

The 3rd century book "Strange Things of the South" (南州異物志) by Wan Chen (萬震) describes one of these Austronesian ships as being capable of 600-700 people together with more than 10,000 hu (斛) of cargo (250-1000 tons according to various interpretations - 600 tons deadweight according to Manguin).[8]:262 The ships could be more than 50 meters in length and had a freeboard of 5.2–7.8 meters. When seen from above they resemble covered galleries. He explains the ships' sail design as follows:

 

The people beyond the barriers, according the size of their ships, sometimes rig (as many as) four sails which they carry in row from bow to stern. (...) The four sails do not face directly forward, but are set obliquely, and so arranged that they can all be fixed in the same direction, to receive the wind and to spill it. Those sails which are behind the most windward one receiving the pressure of the wind, throw it from one to the other, so that they all profit from its force. If it is violent, (the sailors) diminish or augment the surface of the sails according to the conditions. This oblique rig, which permits the sails to receive from one another the breath of the wind, obviates the anxiety attendant upon having high masts. Thus these ships sail without avoiding strong winds and dashing waves, by the aid of which they can make great speed.

— Wan Chen,

 

A 260 CE book by K'ang T'ai (康泰) described ships with seven sails called po for transporting horses that could travel as far as Syria. He also made reference to monsoon trade between the islands (or archipelago), which took a month and a few days in a large po. Southern Chinese junks were based on keeled and multi-planked Austronesian jong (known as po by the Chinese, from Javanese or Malay perahu - large ship). Southern Chinese junks showed characteristics of Austronesian jong: V-shaped, double-ended hull with a keel, and using timbers of tropical origin. This is different from northern Chinese junks, which are developed from flat bottomed riverine boats. The northern Chinese junks had flat bottoms, no keel, no frames (only water-tight bulkheads), transom stern and stem, would have been built out of pine or fir wood, and would have its planks fastened with iron nails or clamps.

 

10–13th CENTURY (SONG DYNASTY)

The trading dynasty of the Song developed the first junks based on Southeast Asian ships. By this era they also have adopted the Malay junk sail. The ships of the Song, both mercantile and military, became the backbone of the navy of the following Yuan dynasty. In particular the Mongol invasions of Japan (1274–84), as well as the Mongol invasion of Java (both failed), essentially relied on recently acquired Song naval capabilities. Worcester estimates that Yuan junks were 11 m in beam and over 30 m long. In general they had no keel, stempost, or sternpost. They did have centreboards, and watertight bulkhead to strengthen the hull, which added great weight. Further excavations showed that this type of vessel was common in the 13th century. By using the ratio between number of soldiers and ships in both invasions, it can be concluded that each ship may carry 20-70 men.[

 

14th CENTURY (YUAN DYNASTY)

The enormous dimensions of the Chinese ships of the Medieval period are described in Chinese sources, and are confirmed by Western travelers to the East, such as Marco Polo, Ibn Battuta and Niccolò da Conti. According to Ibn Battuta, who visited China in 1347:

 

. . . We stopped in the port of Calicut, in which there were at the time thirteen Chinese vessels, and disembarked. On the China Sea traveling is done in Chinese ships only, so we shall describe their arrangements. The Chinese vessels are of three kinds; large ships called chunks (junks), middle sized ones called zaws (dhows) and the small ones kakams. The large ships have anything from twelve down to three sails, which are made of bamboo rods plaited into mats. They are never lowered, but turned according to the direction of the wind; at anchor they are left floating in the wind. A ship carries a complement of a thousand men, six hundred of whom are sailors and four hundred men-at-arms, including archers, men with shields and crossbows, who throw naphtha. Three smaller ones, the "half", the "third" and the "quarter", accompany each large vessel. These vessels are built in the towns of Zaytun (a.k.a. Zaitun; today's Quanzhou; 刺桐) and Sin-Kalan. The vessel has four decks and contains rooms, cabins, and saloons for merchants; a cabin has chambers and a lavatory, and can be locked by its occupants. This is the manner after which they are made; two (parallel) walls of very thick wooden (planking) are raised and across the space between them are placed very thick planks (the bulkheads) secured longitudinally and transversely by means of large nails, each three ells in length. When these walls have thus been built the lower deck is fitted in and the ship is launched before the upper works are finished. - Ibn Battuta

 

15–17th CENTURY (MING DYNASTY)

From the mid-15th to early 16th century, all Chinese maritime trading was banned under the Ming Dynasty. The shipping and shipbuilding knowledge acquired during the Song and Yuan dynasties gradually declined during this period.

 

EXPEDITION OF ZHENG HE

The largest junks ever built were possibly those of Admiral Zheng He, for his expeditions in the Indian Ocean (1405 to 1433), although this is disputed as no contemporary records of the sizes of Zheng He's ships are known. Instead the dimensions are based on Sanbao Taijian Xia Xiyang Ji Tongsu Yanyi (1597), a romanticized version of the voyages written by Luo Maodeng [zh] nearly two centuries later. Maodeng's novel describes Zheng He's ships as follows:

 

Treasure ships, used by the commander of the fleet and his deputies (Nine-masted junks, claimed by the Ming Shi to be about 420 feet long and 180 feet wide).

Horse ships, carrying tribute goods and repair material for the fleet (Eight-masted junks, about 340 feet long and 140 feet wide)

Supply ships, containing food-staple for the crew (Seven-masted junks, about 260 feet long and 115 feet wide).

Troop transports (Six-masted junks, about 220 feet long and 83 feet wide).

Fuchuan warships (Five-masted junks, about 165 feet long).

Patrol boats (Eight-oared, about 120 feet long).

Water tankers, with 1 month's supply of fresh water.

 

Some recent research suggests that the actual length of the biggest treasure ships may have been between 119–124 m long and 49–51 m wide, while others estimate them to be 61–76 m in length.

 

CAPTURE OF TAIWAN

In 1661, a naval fleet of 400 junks and 25,000 men led by the Ming loyalist Zheng Chenggong (Cheng Ch'eng-kung in Wade–Giles, known in the West as Koxinga), arrived in Taiwan to oust the Dutch from Zeelandia. Following a nine-month siege, Cheng captured the Dutch fortress Fort Zeelandia. A peace treaty between Koxinga and the Dutch Government was signed at Castle Zeelandia on February 1, 1662, and Taiwan became Koxinga's base for the Kingdom of Tungning.

 

JAVANESE

The physical description of Javanese junk differed from Chinese junk. It was made of very thick wood, and as the ship got old, it was fixed with new boards, with four closing boards, stacked together. The rope and the sail was made with woven rattan. The jong was made using jaty/jati wood (teak) at the time of this report (1512), at that time Chinese junks are using softwood as the main material. The jong's hull is formed by joining planks to the keel and then to each other by wooden dowels, without using either a frame (except for subsequent reinforcement), nor any iron bolts or nails. The planks are perforated by an auger and inserted with dowels, which remains inside the fastened planks, not seen from the outside. On some of the smaller vessels parts may be lashed together with vegetable fibers. The vessel was similarly pointed at both ends, and carried two oar-like rudders and lateen-rigged sails (actually tanja sail),[note 1] but it may also use junk sail, a sail of Malay origin. It differed markedly from the Chinese vessel, which had its hull fastened by strakes and iron nails to a frame and to structurally essential bulkheads which divided the cargo space. The Chinese vessel had a single rudder on a transom stern, and (except in Fujian and Guangdong) they had flat bottoms without keels.

 

Encounters with giant jongs were recorded by Western travelers. Giovanni da Empoli said that the junks of Java were no different in their strength than a castle, because the three and four boards, layered one above the other, could not be harmed with artillery. They sailed with their women, children, and families, with everyone mainly keeping to their respective rooms. Portuguese recorded at least two encounters with large Djongs, one was encountered off the coast of Pacem (Samudera Pasai Sultanate) and the other was owned by Pati Unus, who went on to attack Malacca in 1513. Characteristics of the 2 ships were similar, both were larger than Portuguese ship, built with multiple plankings, resistant to cannon fire, and had two oar-like rudders on the side of the ship. At least Pati Unus' jong was equipped with three layers of sheathing which the Portuguese said over one cruzado in thickness each. The Chinese banned foreign ships from entering Guangzhou, fearing the Javanese or Malay junks would attack and capture the city, because it is said that one of these junk would rout twenty Chinese junks.

 

Main production location of Djong was mainly constructed in two major shipbuilding centres around Java: north coastal Java, especially around Rembang-Demak (along the Muria strait) and Cirebon; and the south coast of Borneo (Banjarmasin) and adjacent islands. A common feature of these places was their accessibility to forests of teak, this wood was highly valued because of its resistance to shipworm, whereas Borneo itself would supply ironwood. Pegu, which is a large shipbuilding port at the 16th century, also produced jong, built by Javanese who resided there.

 

ACCOUNTS OF MEDIEVAL TRAVELLERS

Niccolò da Conti in relating his travels in Asia between 1419 and 1444, describes huge junks of about 2,000 tons in weight: They build some ships much larger than ours, capable of containing 2,000 tons in size, with five sails and as many masts. The lower part is constructed with of three planks, in order to withstand the force of the tempest to which they are much exposed. But some ships are built in compartments, that should one part is shattered, the other portion remaining intact to accomplish the voyage.Other translations of the passage give the size as a 2000 butts, which would be around a 1000 tons, a butt being half a ton.Also, in 1456, the Fra Mauro map described the presence of junks in the Indian Ocean as well as their construction:

 

The ships called junks (lit. "Zonchi") that navigate these seas carry four masts or more, some of which can be raised or lowered, and have 40 to 60 cabins for the merchants and only one tiller. They can navigate without a compass, because they have an astrologer, who stands on the side and, with an astrolabe in hand, gives orders to the navigator.

— Text from the Fra Mauro map, 09-P25,

 

Fra Mauro further explains that one of these junks rounded the Cape of Good Hope and travelled far into the Atlantic Ocean, in 1420:

 

About the year of Our Lord 1420 a ship, what is called an Indian Zoncho, on a crossing of the Sea of India towards the "Isle of Men and Women", was diverted beyond the "Cape of Diab" (Shown as the Cape of Good Hope on the map), through the "Green Isles" (lit. "isole uerde", Cabo Verde Islands), out into the "Sea of Darkness" (Atlantic Ocean) on a way west and southwest. Nothing but air and water was seen for 40 days and by their reckoning they ran 2,000 miles and fortune deserted them. When the stress of the weather had subsided they made the return to the said "Cape of Diab" in 70 days and drawing near to the shore to supply their wants the sailors saw the egg of a bird called roc, which egg is as big as an amphora.

— Text from Fra Mauro map, 10-A13,

 

ASIAN TRADE

Chinese junks were used extensively in Asian trade during the 16th and 17th century, especially to Southeast Asia and to Japan, where they competed with Japanese Red Seal Ships, Portuguese carracks and Dutch galleons. Richard Cocks, the head of the English trading factory in Hirado, Japan, recorded that 50 to 60 Chinese junks visited Nagasaki in 1612 alone.

 

These junks were usually three masted, and averaging between 200 and 800 tons in size, the largest ones having around 130 sailors, 130 traders and sometimes hundreds of passengers.

 

19th CENTURY (QING DYNASTY)

Large, ocean-going junks played a key role in Asian trade until the 19th century. One of these junks, Keying, sailed from China around the Cape of Good Hope to the United States and England between 1846 and 1848. Many junks were fitted out with carronades and other weapons for naval or piratical uses. These vessels were typically called "war junks" or "armed junks" by Western navies which began entering the region more frequently in the 18th century. The British, Americans and French fought several naval battles with war junks in the 19th century, during the First Opium War, Second Opium War and in between.

 

At sea, junk sailors co-operated with their Western counterparts. For example, in 1870 survivors of the English barque Humberstone shipwrecked off Formosa, were rescued by a junk and landed safely in Macao.

 

20th CENTURY

In 1938, E. Allen Petersen escaped the advancing Japanese armies by sailing a 11 m junk, Hummel Hummel, from Shanghai to California with his wife Tani and two White Russians (Tsar loyalists). In 1939, Richard Halliburton was lost at sea with his crew while sailing a specially constructed junk, Sea Dragon, from Hong Kong to the World Exposition in San Francisco.

 

In 1955, six young men sailed a Ming dynasty-style junk from Taiwan to San Francisco. The four-month journey aboard the Free China was captured on film and their arrival into San Francisco made international front-page news. The five Chinese-born friends saw an advertisement for an international trans-Atlantic yacht race, and jumped at the opportunity for adventure. They were joined by the then US Vice-Consul to China, who was tasked with capturing the journey on film. Enduring typhoons and mishaps, the crew, having never sailed a century-old junk before, learned along the way. The crew included Reno Chen, Paul Chow, Loo-chi Hu, Benny Hsu, Calvin Mehlert and were led by skipper Marco Chung. After a journey of 9,700 km, the Free China and her crew arrived in San Francisco Bay in fog on August 8, 1955. Shortly afterward the footage was featured on ABC television's Bold Journey travelogue. Hosted by John Stephenson and narrated by ship's navigator Paul Chow, the program highlighted the adventures and challenges of the junk's sailing across the Pacific, as well as some humorous moments aboard ship.

 

In 1959 a group of Catalan men, led by Jose Maria Tey, sailed from Hong Kong to Barcelona on a junk named Rubia. After their successful journey this junk was anchored as a tourist attraction at one end of Barcelona harbor, close to where La Rambla meets the sea. Permanently moored along with it was a reproduction of Columbus' caravel Santa Maria during the 1960s and part of the 1970s.

 

In 1981, Christoph Swoboda had a 65 feet (LoA) Bedar built by the boatyard of Che Ali bin Ngah on Duyong island in the estuary of the Terengganu river on the East coast of Malaysia. The Bedar is one of the two types of Malay junk schooners traditionally built there. He sailed this junk with his family and one friend to the Mediterranean and then continued with changing crew to finally finish a circumnavigation in 1998. He sold this vessel in 2000 and in 2004 he started to build a new junk in Duyong with the same craftsmen: the Pinas (or Pinis) Naga Pelangi, in order to help keep this ancient boat building tradition alive. This boat finished to be fitted out in 2010 and is working as a charter boat in the Andaman and the South China Sea.

 

WIKIPEDIA

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Technical Specifications:

 

Dimensions

No of door doors / seats.......................................... 2 / 4

Vehicle length............................................................ 5609 mm / 220.8 in

Vehicle width.............................................................. 1987 mm / 78.2 in

Vehicle height (unladen).......................................... 1581 mm / 62.2 in

Wheelbase................................................................. 3320 mm / 130.7 in

Turning circle.............................................................. 13.1 m / 43.0 ft

Track, front................................................................... 1687 mm / 66.4 in

Track, rear................................................................... 1671 mm / 65.8 in

Width at shoulder height, front................................. 1491 mm / 58.7 in

Width at shoulder height, rear.................................. 1298 mm / 51.1 in

Elbow room, front........................................................ 1562 mm / 61.5 in

Elbow room, rear......................................................... 1266 mm / 49.8 in

Head room, front............................................................ 980 mm / 38.6 in

Head room, rear............................................................. 943 mm / 37.1 in

Trunk volume.................................................................. 315 ltr / 11.1 cu ft

Fuel tank capacity............................................................. 80 ltr / 21.1 US gal

 

Weight

Curb weight................................................................... 2620 kg / 5776 lb

Axle load ratio, rear (unladen)....................................................... 51.4 %

Gross vehicle weight.................................................... 3050 kg / 6724 lb

Payload............................................................................. 430 kg / 948 lb

Axle load limit, front....................................................... 1425 kg / 3142 lb

Axle load limit, rear........................................................ 1800 kg / 3968 lb

 

Engine

Engine / cylinder cylinders / valves.............................. V / 12 / 48

Fuel management Direct injection

Displacement................................................................. 6749 cc / 411.8 cu in

Stroke............................................................................... 84.6 mm / 3.33 in

Bore.................................................................................. 92.0 mm / 3.62 in

Power output @ engine speed................................... 453 hp (SAE) @ 5350 rpm

Max torque @ engine speed........................................ 720 Nm / 531 lb ft @ 3500 rpm

Compression ratio / Fuel type..................................... 11:1 / premium unleaded 1

 

Transmission

Transmission type............................................ ZF 6HP32

Transmission ratios

1st / 2nd / 3rd / 4.171 / 2.340 / 1.521 /

4th / 5th / 6th 1.143 / 0.867 / 0.691

Reverse 3.403

Final-drive ratio 3.460

 

Steering & brakes

Steering type Rack and pinion, speed-sensitive variable-rate power assistance

Brakes, front / diameter Ventilated discs.......... 374 mm / 14.7 in

Brakes, rear / diameter Ventilated discs........... 370 mm / 14.6 in

Aerodynamics

Drag Cd.................................................................... 0.37

Drag Cd x A.............................................................. 1.004 m2 / 10.8 ft2

 

Performance

Top speed................................................................ 149 mph / 240 km/h (governed)

Acceleration.............................................................. 0-60 mph 5.7 sec

Acceleration.............................................................. 0-1/4 mile 14.0 sec

 

Fuel consumption (USA)3

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Highway 18 mpg

 

CO2 emissions 377 g / km

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Wheel size, front 8" x 21"

Tyre, rear Goodyear EMT.................................. 285/45 R21 109W

Wheel size, rear 9.5" x 21"

 

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Radiator incl. heater / engine oil 14.8 quarts / 9 quarts

Transmission fluid / Final-drive fluid Lifetime filling

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Alternator output rating............................................. 2 x 180 A / 2520 W

  

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A junk is a type of Chinese sailing ship with fully battened sails. There are two types of junk in China: Northern junk which is developed from Chinese river boats, and southern junk which is developed from Austronesian ship designs, examples of which have been trading with the Eastern Han dynasty since the 2nd century AD. They continued to evolve in the later dynasties, and were predominantly used by Chinese traders throughout Southeast Asia. They were found, and in lesser numbers are still found, throughout Southeast Asia and India, but primarily in China. Found more broadly today is a growing number of modern recreational junk-rigged sailboats. Chinese junks referred to many types of coastal or river ships. They were usually cargo ships, pleasure boats, or houseboats. They vary greatly in size and there are significant regional variations in the type of rig, however they all employ fully battened sails.

 

The term "junk" (Portuguese junco; Dutch jonk; and Spanish junco) was also used in the colonial period to refer to any large to medium-sized ships of the Austronesian cultures in Island Southeast Asia, with or without the junk rig. Examples include the Indonesian and Malaysian jong, the Philippine lanong, and the Maluku kora kora.

 

ETYMOLOGY

Views diverge on whether the origin of the word is from a dialect of Chinese or from a Javanese word. The term may stem from the Chinese chuán (船, "boat; ship") — also based on and pronounced as [dzuːŋ] (Pe̍h-ōe-jī: chûn) in Minnan Chinese — or zhōu (舟), the old word for a sailing vessel.[citation needed] The modern Mandarin Chinese word for an ocean-going wooden cargo vessel is cáo (艚).

 

Pierre-Yves Manguin and Zoetmulder, amongst others, point to an Old Javanese origin, in the form of jong. The word can be traced from an Old Javanese inscription in the 9th century. It entered the Malay and Chinese languages by the 15th century, when a Chinese word list identifies it as a Malay word for "ship." The Malay Maritime Code, first drawn up in the late 15th century, uses jong frequently as the word for freight ships. European writings from 1345 through 1601 use a variety of related terms, including jonque (French), ioncque (Italian), joanga or juanga (Spanish), junco (Portuguese), and jonk (Dutch). These terms were applied to all large ships in Southeast Asia, not only to Chinese ships.

 

The origin of the word "junk" in the English language can be traced to the Portuguese word junco, which is rendered from the Arabic word j-n-k (جنك). This word comes from the fact that the Arabic script cannot represent the digraph "ng". The word was used to denote both the Javanese/Malay ship (jong or djong) and the Chinese ship (chuán), even though the two were markedly different vessels. After the disappearance of jongs in the 17th century, the meaning of "junk" (and other similar words in European languages), which until then was used as a transcription of the word "jong" in Malay and Javanese, changed its meaning to exclusively refer to the Chinese ship (chuán).

 

CONSTRUCTION

The historian Herbert Warington Smyth considered the junk as one of the most efficient ship designs, stating that "As an engine for carrying man and his commerce upon the high and stormy seas as well as on the vast inland waterways, it is doubtful if any class of vessel… is more suited or better adapted to its purpose than the Chinese or Indian junk, and it is certain that for flatness of sail and handiness, the Chinese rig is unsurpassed."

 

SAILS

The sail of Chinese junks is an adoption of the Malay junk sail, which used vegetable matting attached to bamboo battens, a practice originated from South East Asia. The full-length battens keep the sail flatter than ideal in all wind conditions. Consequently, their ability to sail close to the wind is poorer than other fore-and-aft rigs.

 

HULL

Classic junks were built of softwoods (although after the 17th century teak was used in Guangdong) with the outside shape built first. Then multiple internal compartment/bulkheads accessed by separate hatches and ladders, reminiscent of the interior structure of bamboo, were built in. Traditionally, the hull has a horseshoe-shaped stern supporting a high poop deck. The bottom is flat in a river junk with no keel (similar to a sampan), so that the boat relies on a daggerboard, leeboard or very large rudder to prevent the boat from slipping sideways in the water. Ocean-going junks have a curved hull in section with a large amount of tumblehome in the topsides. The planking is edge nailed on a diagonal. Iron nails or spikes have been recovered from a Canton dig dated to circa 221 BC. For caulking the Chinese used a mix of ground lime with Tung oil together with chopped hemp from old fishing nets which set hard in 18 hours, but usefully remained flexible. Junks have narrow waterlines which accounts for their potential speed in moderate conditions, although such voyage data as we have indicates that average speeds on voyage for junks were little different from average voyage speeds of almost all traditional sail, i.e. around 4–6 knots. The largest junks, the treasure ships commanded by Ming dynasty Admiral Zheng He, were built for world exploration in the 15th century, and according to some interpretations may have been over 120 metres in length. This conjecture was based on the size of a rudder post that was found and misinterpreted, using formulae applicable to modern engine powered ships. More careful analysis shows that the rudder post that was found is actually smaller than the rudder post shown for a 70' long Pechili Trader in Worcester's "Junks and Sampans of the Yangtze".

 

Another characteristic of junks, interior compartments or bulkheads, strengthened the ship and slowed flooding in case of holing. Ships built in this manner were written of in Zhu Yu's book Pingzhou Table Talks, published by 1119 during the Song dynasty. Again, this type of construction for Chinese ship hulls was attested to by the Moroccan Muslim Berber traveler Ibn Battuta (1304–1377 AD), who described it in great detail (refer to Technology of the Song dynasty). Although some historians have questioned whether the compartments were watertight, most believe that watertight compartments did exist in Chinese junks because although most of the time there were small passageways (known as limber holes) between compartments, these could be blocked with stoppers and such stoppers have been identified in wrecks. All wrecks discovered so far have limber holes; these are different from the free flooding holes that are located only in the foremost and aftermost compartments, but are at the base of the transverse bulkheads allowing water in each compartment to drain to the lowest compartment, thus facilitating pumping. It is believed from evidence in wrecks that the limber holes could be stopped either to allow the carriage of liquid cargoes or to isolate a compartment that had sprung a leak.

Benjamin Franklin wrote in a 1787 letter on the project of mail packets between the United States and France:

 

As these vessels are not to be laden with goods, their holds may without inconvenience be divided into separate apartments, after the Chinese manner, and each of these apartments caulked tight so as to keep out water.

— Benjamin Franklin, 1787

 

In 1795, Sir Samuel Bentham, inspector of dockyards of the Royal Navy, and designer of six new sailing ships, argued for the adoption of "partitions contributing to strength, and securing the ship against foundering, as practiced by the Chinese of the present day". His idea was not adopted. Bentham had been in China in 1782, and he acknowledged that he had got the idea of watertight compartments by looking at Chinese junks there. Bentham was a friend of Isambard Brunel, so it is possible that he had some influence on Brunel's adoption of longitudinal, strengthening bulkheads in the lower deck of the SS Great Britain. Bentham had already by this time designed and had built a segmented barge for use on the Volga River, so the idea of transverse hull separation was evidently in his mind. Perhaps more to the point, there is a very large difference between the transverse bulkheads in Chinese construction, which offer no longitudinal strengthening, and the longitudinal members which Brunel adopted, almost certainly inspired by the iron bridge and boiler engineering in which he and his contemporaries in iron shipbuilding innovation were most versed.

 

Due to the numerous foreign primary sources that hint to the existence of true watertight compartments in junks, historians such as Joseph Needham proposed that the limber holes were stopped up as noted above in case of leakage. He addresses the quite separate issue of free-flooding compartments on pg 422 of Science and Civilisation in Ancient China:

 

Less well known is the interesting fact that in some types of Chinese craft the foremost (and less frequently also the aftermost) compartment is made free-flooding. Holes are purposely contrived in the planking. This is the case with the salt-boats which shoot the rapids down from Tzuliuching in Szechuan, the gondola-shaped boats of the Poyang Lake, and many sea going junks. The Szechuanese boatmen say that this reduces resistance to the water to a minimum, though such a claim makes absolutely no hydrodynamic sense, and the device is thought to cushion the shocks of pounding when the boat pitches heavily in the rapids, as it acquires and discharges water ballast rapidly supposedly just at the time when it is most desirable to counteract buffeting at stem and stern. As with too many such claims, there has been no empirical testing of them and it seems unlikely that the claims would stand up to such testing since the diameter or number of holes needed for such rapid flooding and discharging would be so great as to significantly weaken the vulnerable fore and aft parts of the vessel. The sailors say, as sailors all over the world are inclined to do when conjuring up answers to landlubbers' questions, that it stops junks flying up into the wind. It may be the reality at the bottom of the following story, related by Liu Ching-Shu of the +5th century, in his book I Yuan (Garden of Strange Things)

 

In Fu-Nan (Cambodia) gold is always used in transactions. Once there were (some people who) having hired a boat to go from east to west near and far, had not reached their destination when the time came for the payment of the pound (of gold) which had been agreed upon. They therefore wished to reduce the quantity (to be paid). The master of the ship then played a trick upon them. He made (as it were) a way for the water to enter the bottom of the boat, which seemed to be about to sink, and remained stationary, moving neither forward nor backward. All the passengers were very frightened and came to make offerings. The boat (afterwards) returned to its original state.

 

This, however, would seem to have involved openings which could be controlled, and the water pumped out afterwards. This was easily effected in China (still seen in Kuangtung and Hong Kong), but the practice was also known in England, where the compartment was called the 'wet-well', and the boat in which it was built, a 'well-smack'. If the tradition is right that such boats date in Europe from +1712 then it may well be that the Chinese bulkhead principle was introduced twice, first for small coastal fishing boats at the end of the seventeenth century, and then for large ships a century later. However, the wet well is probably a case of parallel invention since its manner of construction is quite different from that of Chinese junks, the wet well quite often not running the full width of the boat, but only occupying the central part of the hull either side of the keel.

 

More to the point[24] wet wells were apparent in Roman small craft of the 5th century CE.

 

LEEBOARDS AND CENTERBOARDS

Leeboards and centerboards, used to stabilize the junk and to improve its capability to sail upwind, are documented from a 759 AD book by Li Chuan. The innovation was adopted by Portuguese and Dutch ships around 1570. Junks often employ a daggerboard that is forward on the hull which allows the center section of the hull to be free of the daggerboard trunk allowing larger cargo compartments. Because the daggerboard is located so far forward, the junk must use a balanced rudder to counteract the imbalance of lateral resistance.

 

Other innovations included the square-pallet bilge pump, which was adopted by the West during the 16th century for work ashore, the western chain pump, which was adopted for shipboard use, being of a different derivation. Junks also relied on the compass for navigational purposes. However, as with almost all vessels of any culture before the late 19th century, the accuracy of magnetic compasses aboard ship, whether from a failure to understand deviation (the magnetism of the ship's iron fastenings) or poor design of the compass card (the standard drypoint compasses were extremely unstable), meant that they did little to contribute to the accuracy of navigation by dead reckoning. Indeed, a review of the evidence shows that the Chinese embarked magnetic pointer was probably little used for navigation. The reasoning is simple. Chinese mariners were as able as any and, had they needed a compass to navigate, they would have been aware of the almost random directional qualities when used at sea of the water bowl compass they used. Yet that design remained unchanged for some half a millennium. Western sailors, coming upon a similar water bowl design (no evidence as to how has yet emerged) very rapidly adapted it in a series of significant changes such that within roughly a century the water bowl had given way to the dry pivot, a rotating compass card a century later, a lubberline a generation later and gimbals seventy or eighty years after that. These were necessary because in the more adverse climatic context of north western Europe, the compass was needed for navigation. Had similar needs been felt in China, Chinese mariners would also have come up with fixes. They didn't.

 

STEERING

Junks employed stern-mounted rudders centuries before their adoption in the West for the simple reason that Western hull forms, with their pointed sterns, obviated a centreline steering system until technical developments in Scandinavia created the first, iron mounted, pintle and gudgeon 'barn door' western examples in the early 12th century CE. A second reason for this slow development was that the side rudders in use were, contrary to a lot of very ill-informed opinion, extremely efficient. Thus the junk rudder's origin, form and construction was completely different in that it was the development of a centrally mounted stern steering oar, examples of which can also be seen in Middle Kingdom (c.2050–1800 BCE) Egyptian river vessels. It was an innovation which permitted the steering of large ships and due to its design allowed height adjustment according to the depth of the water and to avoid serious damage should the junk ground. A sizable junk can have a rudder that needed up to twenty members of the crew to control in strong weather. In addition to using the sail plan to balance the junk and take the strain off the hard to operate and mechanically weakly attached rudder, some junks were also equipped with leeboards or dagger boards. The world's oldest known depiction of a stern-mounted rudder can be seen on a pottery model of a junk dating from before the 1st century AD, though some scholars think this may be a steering oar; a possible interpretation given is that the model is of a river boat that was probably towed or poled.

 

From sometime in the 13th to 15th centuries, many junks began incorporating "fenestrated" rudders (rudders with large diamond-shaped holes in them), probably adopted to lessen the force needed to direct the steering of the rudder.

 

The rudder is reported to be the strongest part of the junk. In the Tiangong Kaiwu "Exploitation of the Works of Nature" (1637), Song Yingxing wrote, "The rudder-post is made of elm, or else of langmu or of zhumu." The Ming author also applauds the strength of the langmu wood as "if one could use a single silk thread to hoist a thousand jun or sustain the weight of a mountain landslide."

 

HISTORY

2nd CENTURY (HAN DYNASTY)

Chinese ships were essentially fluvial before the Song dynasty.[1] However, large Austronesian trading ships docking in Chinese seaports with as many as four sails were recorded by scholars as early as the Han Dynasty (206 BCE – 220 CE). They called them the kunlun bo or kunlun po (崑崙舶, lit. "ship of the [dark-skinned] Kunlun people"). They were booked by Chinese Buddhist pilgrims for passage to Southern India and Sri Lanka.

 

The 3rd century book "Strange Things of the South" (南州異物志) by Wan Chen (萬震) describes one of these Austronesian ships as being capable of 600-700 people together with more than 10,000 hu (斛) of cargo (250-1000 tons according to various interpretations - 600 tons deadweight according to Manguin).[8]:262 The ships could be more than 50 meters in length and had a freeboard of 5.2–7.8 meters. When seen from above they resemble covered galleries. He explains the ships' sail design as follows:

 

The people beyond the barriers, according the size of their ships, sometimes rig (as many as) four sails which they carry in row from bow to stern. (...) The four sails do not face directly forward, but are set obliquely, and so arranged that they can all be fixed in the same direction, to receive the wind and to spill it. Those sails which are behind the most windward one receiving the pressure of the wind, throw it from one to the other, so that they all profit from its force. If it is violent, (the sailors) diminish or augment the surface of the sails according to the conditions. This oblique rig, which permits the sails to receive from one another the breath of the wind, obviates the anxiety attendant upon having high masts. Thus these ships sail without avoiding strong winds and dashing waves, by the aid of which they can make great speed.

— Wan Chen,

 

A 260 CE book by K'ang T'ai (康泰) described ships with seven sails called po for transporting horses that could travel as far as Syria. He also made reference to monsoon trade between the islands (or archipelago), which took a month and a few days in a large po. Southern Chinese junks were based on keeled and multi-planked Austronesian jong (known as po by the Chinese, from Javanese or Malay perahu - large ship). Southern Chinese junks showed characteristics of Austronesian jong: V-shaped, double-ended hull with a keel, and using timbers of tropical origin. This is different from northern Chinese junks, which are developed from flat bottomed riverine boats. The northern Chinese junks had flat bottoms, no keel, no frames (only water-tight bulkheads), transom stern and stem, would have been built out of pine or fir wood, and would have its planks fastened with iron nails or clamps.

 

10–13th CENTURY (SONG DYNASTY)

The trading dynasty of the Song developed the first junks based on Southeast Asian ships. By this era they also have adopted the Malay junk sail. The ships of the Song, both mercantile and military, became the backbone of the navy of the following Yuan dynasty. In particular the Mongol invasions of Japan (1274–84), as well as the Mongol invasion of Java (both failed), essentially relied on recently acquired Song naval capabilities. Worcester estimates that Yuan junks were 11 m in beam and over 30 m long. In general they had no keel, stempost, or sternpost. They did have centreboards, and watertight bulkhead to strengthen the hull, which added great weight. Further excavations showed that this type of vessel was common in the 13th century. By using the ratio between number of soldiers and ships in both invasions, it can be concluded that each ship may carry 20-70 men.[

 

14th CENTURY (YUAN DYNASTY)

The enormous dimensions of the Chinese ships of the Medieval period are described in Chinese sources, and are confirmed by Western travelers to the East, such as Marco Polo, Ibn Battuta and Niccolò da Conti. According to Ibn Battuta, who visited China in 1347:

 

. . . We stopped in the port of Calicut, in which there were at the time thirteen Chinese vessels, and disembarked. On the China Sea traveling is done in Chinese ships only, so we shall describe their arrangements. The Chinese vessels are of three kinds; large ships called chunks (junks), middle sized ones called zaws (dhows) and the small ones kakams. The large ships have anything from twelve down to three sails, which are made of bamboo rods plaited into mats. They are never lowered, but turned according to the direction of the wind; at anchor they are left floating in the wind. A ship carries a complement of a thousand men, six hundred of whom are sailors and four hundred men-at-arms, including archers, men with shields and crossbows, who throw naphtha. Three smaller ones, the "half", the "third" and the "quarter", accompany each large vessel. These vessels are built in the towns of Zaytun (a.k.a. Zaitun; today's Quanzhou; 刺桐) and Sin-Kalan. The vessel has four decks and contains rooms, cabins, and saloons for merchants; a cabin has chambers and a lavatory, and can be locked by its occupants. This is the manner after which they are made; two (parallel) walls of very thick wooden (planking) are raised and across the space between them are placed very thick planks (the bulkheads) secured longitudinally and transversely by means of large nails, each three ells in length. When these walls have thus been built the lower deck is fitted in and the ship is launched before the upper works are finished. - Ibn Battuta

 

15–17th CENTURY (MING DYNASTY)

From the mid-15th to early 16th century, all Chinese maritime trading was banned under the Ming Dynasty. The shipping and shipbuilding knowledge acquired during the Song and Yuan dynasties gradually declined during this period.

 

EXPEDITION OF ZHENG HE

The largest junks ever built were possibly those of Admiral Zheng He, for his expeditions in the Indian Ocean (1405 to 1433), although this is disputed as no contemporary records of the sizes of Zheng He's ships are known. Instead the dimensions are based on Sanbao Taijian Xia Xiyang Ji Tongsu Yanyi (1597), a romanticized version of the voyages written by Luo Maodeng [zh] nearly two centuries later. Maodeng's novel describes Zheng He's ships as follows:

 

Treasure ships, used by the commander of the fleet and his deputies (Nine-masted junks, claimed by the Ming Shi to be about 420 feet long and 180 feet wide).

Horse ships, carrying tribute goods and repair material for the fleet (Eight-masted junks, about 340 feet long and 140 feet wide)

Supply ships, containing food-staple for the crew (Seven-masted junks, about 260 feet long and 115 feet wide).

Troop transports (Six-masted junks, about 220 feet long and 83 feet wide).

Fuchuan warships (Five-masted junks, about 165 feet long).

Patrol boats (Eight-oared, about 120 feet long).

Water tankers, with 1 month's supply of fresh water.

 

Some recent research suggests that the actual length of the biggest treasure ships may have been between 119–124 m long and 49–51 m wide, while others estimate them to be 61–76 m in length.

 

CAPTURE OF TAIWAN

In 1661, a naval fleet of 400 junks and 25,000 men led by the Ming loyalist Zheng Chenggong (Cheng Ch'eng-kung in Wade–Giles, known in the West as Koxinga), arrived in Taiwan to oust the Dutch from Zeelandia. Following a nine-month siege, Cheng captured the Dutch fortress Fort Zeelandia. A peace treaty between Koxinga and the Dutch Government was signed at Castle Zeelandia on February 1, 1662, and Taiwan became Koxinga's base for the Kingdom of Tungning.

 

JAVANESE

The physical description of Javanese junk differed from Chinese junk. It was made of very thick wood, and as the ship got old, it was fixed with new boards, with four closing boards, stacked together. The rope and the sail was made with woven rattan. The jong was made using jaty/jati wood (teak) at the time of this report (1512), at that time Chinese junks are using softwood as the main material. The jong's hull is formed by joining planks to the keel and then to each other by wooden dowels, without using either a frame (except for subsequent reinforcement), nor any iron bolts or nails. The planks are perforated by an auger and inserted with dowels, which remains inside the fastened planks, not seen from the outside. On some of the smaller vessels parts may be lashed together with vegetable fibers. The vessel was similarly pointed at both ends, and carried two oar-like rudders and lateen-rigged sails (actually tanja sail),[note 1] but it may also use junk sail, a sail of Malay origin. It differed markedly from the Chinese vessel, which had its hull fastened by strakes and iron nails to a frame and to structurally essential bulkheads which divided the cargo space. The Chinese vessel had a single rudder on a transom stern, and (except in Fujian and Guangdong) they had flat bottoms without keels.

 

Encounters with giant jongs were recorded by Western travelers. Giovanni da Empoli said that the junks of Java were no different in their strength than a castle, because the three and four boards, layered one above the other, could not be harmed with artillery. They sailed with their women, children, and families, with everyone mainly keeping to their respective rooms. Portuguese recorded at least two encounters with large Djongs, one was encountered off the coast of Pacem (Samudera Pasai Sultanate) and the other was owned by Pati Unus, who went on to attack Malacca in 1513. Characteristics of the 2 ships were similar, both were larger than Portuguese ship, built with multiple plankings, resistant to cannon fire, and had two oar-like rudders on the side of the ship. At least Pati Unus' jong was equipped with three layers of sheathing which the Portuguese said over one cruzado in thickness each. The Chinese banned foreign ships from entering Guangzhou, fearing the Javanese or Malay junks would attack and capture the city, because it is said that one of these junk would rout twenty Chinese junks.

 

Main production location of Djong was mainly constructed in two major shipbuilding centres around Java: north coastal Java, especially around Rembang-Demak (along the Muria strait) and Cirebon; and the south coast of Borneo (Banjarmasin) and adjacent islands. A common feature of these places was their accessibility to forests of teak, this wood was highly valued because of its resistance to shipworm, whereas Borneo itself would supply ironwood. Pegu, which is a large shipbuilding port at the 16th century, also produced jong, built by Javanese who resided there.

 

ACCOUNTS OF MEDIEVAL TRAVELLERS

Niccolò da Conti in relating his travels in Asia between 1419 and 1444, describes huge junks of about 2,000 tons in weight: They build some ships much larger than ours, capable of containing 2,000 tons in size, with five sails and as many masts. The lower part is constructed with of three planks, in order to withstand the force of the tempest to which they are much exposed. But some ships are built in compartments, that should one part is shattered, the other portion remaining intact to accomplish the voyage.Other translations of the passage give the size as a 2000 butts, which would be around a 1000 tons, a butt being half a ton.Also, in 1456, the Fra Mauro map described the presence of junks in the Indian Ocean as well as their construction:

 

The ships called junks (lit. "Zonchi") that navigate these seas carry four masts or more, some of which can be raised or lowered, and have 40 to 60 cabins for the merchants and only one tiller. They can navigate without a compass, because they have an astrologer, who stands on the side and, with an astrolabe in hand, gives orders to the navigator.

— Text from the Fra Mauro map, 09-P25,

 

Fra Mauro further explains that one of these junks rounded the Cape of Good Hope and travelled far into the Atlantic Ocean, in 1420:

 

About the year of Our Lord 1420 a ship, what is called an Indian Zoncho, on a crossing of the Sea of India towards the "Isle of Men and Women", was diverted beyond the "Cape of Diab" (Shown as the Cape of Good Hope on the map), through the "Green Isles" (lit. "isole uerde", Cabo Verde Islands), out into the "Sea of Darkness" (Atlantic Ocean) on a way west and southwest. Nothing but air and water was seen for 40 days and by their reckoning they ran 2,000 miles and fortune deserted them. When the stress of the weather had subsided they made the return to the said "Cape of Diab" in 70 days and drawing near to the shore to supply their wants the sailors saw the egg of a bird called roc, which egg is as big as an amphora.

— Text from Fra Mauro map, 10-A13,

 

ASIAN TRADE

Chinese junks were used extensively in Asian trade during the 16th and 17th century, especially to Southeast Asia and to Japan, where they competed with Japanese Red Seal Ships, Portuguese carracks and Dutch galleons. Richard Cocks, the head of the English trading factory in Hirado, Japan, recorded that 50 to 60 Chinese junks visited Nagasaki in 1612 alone.

 

These junks were usually three masted, and averaging between 200 and 800 tons in size, the largest ones having around 130 sailors, 130 traders and sometimes hundreds of passengers.

 

19th CENTURY (QING DYNASTY)

Large, ocean-going junks played a key role in Asian trade until the 19th century. One of these junks, Keying, sailed from China around the Cape of Good Hope to the United States and England between 1846 and 1848. Many junks were fitted out with carronades and other weapons for naval or piratical uses. These vessels were typically called "war junks" or "armed junks" by Western navies which began entering the region more frequently in the 18th century. The British, Americans and French fought several naval battles with war junks in the 19th century, during the First Opium War, Second Opium War and in between.

 

At sea, junk sailors co-operated with their Western counterparts. For example, in 1870 survivors of the English barque Humberstone shipwrecked off Formosa, were rescued by a junk and landed safely in Macao.

 

20th CENTURY

In 1938, E. Allen Petersen escaped the advancing Japanese armies by sailing a 11 m junk, Hummel Hummel, from Shanghai to California with his wife Tani and two White Russians (Tsar loyalists). In 1939, Richard Halliburton was lost at sea with his crew while sailing a specially constructed junk, Sea Dragon, from Hong Kong to the World Exposition in San Francisco.

 

In 1955, six young men sailed a Ming dynasty-style junk from Taiwan to San Francisco. The four-month journey aboard the Free China was captured on film and their arrival into San Francisco made international front-page news. The five Chinese-born friends saw an advertisement for an international trans-Atlantic yacht race, and jumped at the opportunity for adventure. They were joined by the then US Vice-Consul to China, who was tasked with capturing the journey on film. Enduring typhoons and mishaps, the crew, having never sailed a century-old junk before, learned along the way. The crew included Reno Chen, Paul Chow, Loo-chi Hu, Benny Hsu, Calvin Mehlert and were led by skipper Marco Chung. After a journey of 9,700 km, the Free China and her crew arrived in San Francisco Bay in fog on August 8, 1955. Shortly afterward the footage was featured on ABC television's Bold Journey travelogue. Hosted by John Stephenson and narrated by ship's navigator Paul Chow, the program highlighted the adventures and challenges of the junk's sailing across the Pacific, as well as some humorous moments aboard ship.

 

In 1959 a group of Catalan men, led by Jose Maria Tey, sailed from Hong Kong to Barcelona on a junk named Rubia. After their successful journey this junk was anchored as a tourist attraction at one end of Barcelona harbor, close to where La Rambla meets the sea. Permanently moored along with it was a reproduction of Columbus' caravel Santa Maria during the 1960s and part of the 1970s.

 

In 1981, Christoph Swoboda had a 65 feet (LoA) Bedar built by the boatyard of Che Ali bin Ngah on Duyong island in the estuary of the Terengganu river on the East coast of Malaysia. The Bedar is one of the two types of Malay junk schooners traditionally built there. He sailed this junk with his family and one friend to the Mediterranean and then continued with changing crew to finally finish a circumnavigation in 1998. He sold this vessel in 2000 and in 2004 he started to build a new junk in Duyong with the same craftsmen: the Pinas (or Pinis) Naga Pelangi, in order to help keep this ancient boat building tradition alive. This boat finished to be fitted out in 2010 and is working as a charter boat in the Andaman and the South China Sea.

 

WIKIPEDIA

This is another motorized and remotely controlled hot rod - 100% LEGO

VIDEO: <a www.youtube.com/watch?v=DjPqg0OhQlA

 

Regarding size and functions it is somewhere in between my models “Fire bucket” and “Lucky 13”.

Dimensions: 41 studs long, 19 studs wide, 13 – 14.5 studs high and weighs 804 g.

PF components: 1 L motor - driving, 1 M motor - steering, 1 8878 battery, 1 IR receiver

Motorized functions: driving and steering

Other functions:

Working suspension:

Front: solid axle, leaf spring

Rear: Height-adjustable, live axle, leaf spring

Working steering wheel – drag link steering

Working pistons, radiator fan and generator - custom made fake v8 engine

Working door handles – openable suicide doors

Retractable rear license plate – controlled with a fake handbrake lever inside the cabin

Trunk door can be opened – behind it is a mechanism for adjustment of rear height of the vehicle (manually controlled gear) and battery (easy to turn on/off and charging)

Roof can be removed easily

Features:

Custom chrome parts – wheels, headlights, door handles and rear view mirrors

Interior – red seats and dashboard

I hope you like it :)

 

Shown at the 2014 Geneva Auto Show in March, is the latest offroad and rough terrain vehicle from the Ralston Corporation.

 

Deliveries to Ralston's exclusive customers will begin at the end of 2015, complementing the Ralston Tigre IV series.

 

The forth generation of the Rhino has been developed in conjunction with the British firm Bowler. The Rhino is a much more luxurious and refined version of the Bowler EXR semi-Dakar offroad racer. The Rhino utilises the latest edition of the JLR V8 powertrains. The 5.0 litre Supercharger V8 petrol produces 375 kw and 625 Nm or torque. The 4.4 litre turbo-diesel produces 250 kW and 700 Nm of torque. Both engines are backed by the ZF 8HP automatic transmission, incorporating the advance Bosch/ZF Electric Hybrid drive to reduce CO2 emissions and fuel consumption.

 

The Ralston Rhino has been developed for the discerning customer who wishes to journey to places unreachable by normal cars. The Rhino has height-adjustable suspension to increase ground clearance, along with short front and rear overhangs to aid offroad maneuverability and traction. The Rhino's Dakar-bred chassis has a proven track record in offroad racing and durability events.

 

And, of course, the trademark 'X' for Xavier, the founder of the Ralston Corporation is displayed proudly and prominently in the 21st century interpretation of the the traditional grille. The tail profile of the Rhino is enhanced by the 'X'-form incorporated into rocket-pod tail lamps flanking the additional tire.

 

The 2015 Ralston Rhino MkIV featured here has been produced as part of the Flickr LUGNuts 77th build challenge, - 'Designing the Ralston Rhino'.

When it comes to performance upgrades, the BMW M3 deserves nothing but the best. This is exactly why our customer has decided to outfit his beautiful Azurite Black F80 M3 with a set of Carbon Graphite V-FF 103 wheels by Vorsteiner, KW Height Adjustable Springs, Meisterschaft GT Exhaust System,...

 

www.vividracing.com/blog/vividracing-client-cars/bmw-f80-...

Aston Martin DBS is a 6.0-litre V12 powered, race-bred, two-seater shaped by the aerodynamic demands of high performance, with an exquisite interior that marries beautifully hand-finished materials with the very latest in performance technology. Race-derived materials and components and Aston Martin’s unrivalled hand-build expertise makes the DBS a luxury sports car without equal.

 

Aston Martin DBS Specifications:

 

Body:

- Two-door coupe body style with 2+0 seating

- Bonded aluminium VH structure

- Aluminium, magnesium alloy and carbon-fibre composite body

- Extruded aluminium door side-impact beams

- High Intensity Discharge headlamps (dipped beam)

- Halogen projector headlamps (main beam)

- LED rear lamps and side repeaters

 

Engine:

- All-alloy, quad overhead camshaft, 48-valve, 5935 cc V12. Compression ratio 10.9:1

- Front-mid mounted engine, rear-wheel drive

- Fully catalysed stainless steel exhaust system with active bypass valves

 

Projected Performance figures:

- Maximum power: 380 kW (510 bhp/517 PS) @ 6500 rpm

- Maximum torque: 570 Nm (420 lb ft) @ 5750 rpm

- Maximum speed: 307 km/h (191 mph)

- Acceleration: 0-100 km/h (0-62 mph) in 4.3 seconds

 

Transmission:

- Rear-mid mounted, six-speed manual gearbox

- Alloy torque tube with carbon-fibre propeller shaft

- Limited-slip differential

- Final-drive ratio 3.71:1

 

Steering:

- Rack and pinion

- Servotronic speed-sensitive power-assisted steering

- 3.0 turns lock-to-lock

- Column tilt and reach adjustment

 

Wheels & Tyres

Wheels:

- Front: 8.5" x 20"

- Rear: 11" x 20"

 

Tyres:

Pirelli P Zero

- Front: 245/35

- Rear: 295/30

 

Suspension:

Front:

- Independent double wishbone incorporating anti-dive geometry

- Coil springs

- Anti-roll bar and monotube adaptive dampers

Rear:

- Independent double wishbones with anti-squat and anti-lift geometry

- Coil springs

- Anti-roll bar and monotube adaptive dampers

 

Adaptive Damping System (ADS) with Track mode

 

Brakes:

Front: Ventilated carbon ceramic discs, 398 mm diameter with six-piston calipers

Rear: Ventilated carbon ceramic discs, 360 mm diameter with four-piston calipers

 

Dynamic Stability control (DSC) with Track mode, including anti-lock braking system (ABS), electronic brakeforce distribution (EBD), emergency brake assist (EBA) and traction control.

 

Dimensions:

Length: 4721 mm

Width: 1905 mm excluding door mirrors, 2060 mm including door mirrors

Height: 1280 mm

Wheelbase: 2740 mm

Fuel tank capacity: 78 litres

Weight: 1695 kg

 

Interior:

- Semi-aniline leather and Alcantara interior

- Matrix alloy facia trim and Iridium Silver centre console finish

- Carbon-fibre door trims and door pulls

- Auto-dimming rear-view mirror & garage door opener (USA and Canada only)

- Sports seats with ten-way electric adjustment, including height, tilt and lumbar adjustment

- Memory seats & exterior mirrors (three positions)

- Dual-stage driver/passenger front airbags

- Side airbags (sports seats only)

- Heated seats (sports seats only)

- Heated rear screen

- Automatic temperature control

- Organic Electroluminescent (OEL) displays

- Trip computer

- Cruise control

- Hard Disk Drive (HDD) satellite navigation system*1,2

- Bluetooth telephone preparation*1

- Powerfold exterior mirrors

- Front and rear parking sensors

- Tyre-pressure monitoring*1

- Alarm and immobiliser

- Remote-control central door locking and boot release

- Battery disconnect switch

- Battery conditioner

- Tracking device (UK only)

- Boot-mounted umbrella

 

*1 Not available in all markets

*2 Includes Traffic Messaging Channel (TMC) in Continental Europe

 

In-car entertainment:

- Aston Martin 700 W premium audio system with Dolby® Pro Logic II®

- MP3 player connectivity

 

Optional Equipment:

- Lightweight seats with six-way adjustment, including front and rear height adjust (Does not include side airbags or heated seats feature. Not available in USA or Canada)

- 20" alloy wheels with graphite finish

- Satellite radio system (USA only)

- Piano Black facia trim and centre console finish

- Leather storage saddle

- Personalised sill plaques

- Auto-dimming interior rear-view mirror*1

- Auto-dimming interior rear-view mirror with garage door opener (Europe only)

- Alarm upgrade (volumetric and tilt sensor)

- Tracking device*3

- First-aid kit

- Ashtray and cigar lighter

 

*1 Not available in all markets

*3 Complies with UK Thatcham Category 5 requirements. Excludes subscription. Standard in UK.

The history of the base ZIL-111 started in 1956. ZIL-111D with a body "convertible" is a modified ZIL-111G with a body "limousine" produced since 1962, which in turn was a modification of the basic model ZIL-111.

 

The first car to receive the (still unofficial) this index was constructed in 1948, the ZIS-110M number 5. He is the only five cars in this series had a streamlined body with a single pontoon sidewalls, similar in appearance to the body "Packard Clipper" in 1947. Second ZIS-111 "Moscow" appeared in the early 1950s, he was a creation of designer Valentin zilovskogo sprout. It was built only two or three copies, one of which was shown at the Exhibition of Economic Achievements. At the exhibition visitors, this car did not cause great pride in the domestic auto industry. Frankly American car-like "Buick" of the late 1940s, nothing but a big bird on the hood, did not attract attention, and generally looked mediocre.

 

In the early 1950s in the American automotive industry has arisen a tendency to change the annual lineup. As a rule, these changes were only the exterior and interior, chassis remained the same for several years. Keep up with such a rapid fashion could not even Europe, not to mention the Soviet Union with its planned economy. Indeed, the car just did, put on the conveyor belt - and the next year to change all the seals, snap-in, spend millions of rubles for the sake of fashion. The only solution here was to create a machine progressive enough to "margin of safety" was enough for a few years.

 

Knowing this and seeing that the plant itself could not find a worthy replacement for veteran ZIS-110 ZIS leadership decided to hold a competition to create a project perspective the car - ZIS-111 new generation. Among a number of proposals liderovali two projects already built by ZIS-111 "Moscow" sprout and experienced car with the outline of "Packard" 1955 model year, a young designer from the LM Yeremeyev.

 

It was a clash of different schools, different approaches: a, zilovskogo, and another, dared to revise established views of the plant. Battles have been hot. ZIS sprout had already been built and almost ready to launch into production, but the option Eremeeva turned much more fresh and sovremennym.V finally won Yeremeyev. After the germ left the factory.

 

In 1956, a design project Yeremeyev was embodied in the life-size clay. In 1957, a new car under the name of ZIL-111 was released (in 1956, died IA Likhachev, and the plant was renamed in his honor). In a metal machine was a beautiful, yet rigorous. The front part was like at the same time, "Packard" and "Mercury" 1955-1956 period, while at the same time, comparing favorably to both of them. A much more elegant than the "Packard", and more representative than the "Mercury", he became the personification of the Soviet Union period, thaw. Large glass area and a panoramic windshield missed a lot of light into the cabin. Located on the side molding and sagittal "gill slits" are copied from the "Imperial" in 1956 (on a batch molding ZIL-111 was replaced by a figure known to us gulls). The rear portion was done in the style of "Packard." Large vertical lights, covered wings, reminiscent of the arches of Gothic cathedrals.

 

In 1958, with some modifications ZIL-111 went into the series. The designs of the ZIL-111 was not just a step forward compared to the ZIS-110, it was a real breakthrough. ZIS-110 was a design in 1941 and ZIL-111 is fully consistent with the requirements of 1955. During this period the automobile world of America has replaced three basic models, and by 1955 in the technological sense of the early machines of the 1940s has disappeared. New ZIL, like its predecessor, remained framed machine, this is probably where the similarities end there. New gasoline V-shaped eight-cylinder engine with a cast iron block and aluminum cylinder heads weighed 350 kg and gave 200 hp (ZIS-110 - 140 hp).

 

For the first time on a serial domestic car was installed two-speed automatic transmission with push-button control. The car was much lower. Due to the increased width of the bodywork and interior remodeling space in the car became more, respectively, the passengers could accommodate much more comfortable than its predecessor.

 

In 1959, the series went to changed ZIL-111 with the installation of domestic air-conditioning, called ZIL-111A. Cooled air conditioning and reduced humidity in the cabin when the outdoor temperature exceeds 18 ° C. The engine ZIL-111A also has an index, "111A" - it was connected with the installation of the compressor and some changes in the design of the drive components. Externally, ZIL-111A can be distinguished on the back nepanoramnomu glass, it was done in conjunction with the installation of the sides of the rear window air conditioner.

 

In 1960 appeared convertible ZIL-111V: big seven-seater had a canvas awning and 4 side lifting windows in chrome frames. The rise of the windows, as well as the rise of the curtain, implementation-lyalsya through a hydraulic drive. Tent, as in chaise ZIS-110B, in the folded position is covered by a decorative leather cover, and additional seating - straponteny - had double back with equal halves. Special gray convertible ZIL-111V changed carriages at parades ZIS-110B. Convertibles "111V" issued three years before putting on stream next modification ZIL-111G.

 

There is a version that the next change in the appearance of the vehicle was conducted at the request of Khrushchev, who noticed that the car is head of state (ZIL-111) does not differ from machine chairman executive committee (GAZ-13 "The Seagull"). In 1961 he was a prototype car, which is similar in form to the "Cadillac", but for unknown reasons, the series did not go. In the same year the car has undergone yet another facelift, and took its final form. The car went into production in 1962 and was called ZIL-111G. In fact, this is the same, "111A" with air conditioning, but with modified external forms. Starting with the ZIL-111G, air-conditioning became standard equipment and is not designated as a separate model of the plant. Externally, ZIL-111G is not copied any particular car, and was fully established factory designers, albeit with an eye to the American automotive industry trends. At the "111G" was used chetyrehfarnaya lighting system front and rear. And two round rear lights have been borrowed from the ZIL-118, "Youth". The front and rear of the car have been completely changed. The central part is the same, except for the outer door panels, stylized in accordance with other external changes. The sidewall of the machine reappeared sagittal molding that goes from the big corrugated lining behind the rear wheel arches. Uppercase words "one hundred and eleven Zeal" on the rear wing gave way to a laconic "ZIL-111." On the radiator grille has disappeared with bas-relief image of a seagull Yuri Dolgoruky, but instead of a shield, stylized medieval tower with an inscription at the top - "ZIL", and at the bottom - "111" there was a simple inscription "111" with diverging rays. In the back of the emblem in the form of the same shield with radiating been replaced individually mounted letters "W", "U", "L". Due to the changes required a new bumper jack: the old captured the special eyelets in the bumper, the new well was placed under the vehicle frame. Instead of manually screw jack ZIL-111 was designed and built pedal mechanical folding type jack 2E111G jack "Cadillac" of 1961. The same jack, with minor modifications, all future manned cars ZIL.

 

ZIL-111D appeared in 1964 as a modification of the ZIL-111V with the forms of ZIL-111G. The first automobile ZIL-111D chassis number 82 was collected in July 1964. It was installed upgraded brakes. The awning was a soft top ply fabric stretched over the arches and lateral levels of the framework. Each tent is individually adjustable frame units to ensure trouble-free operation. Fabric awning was attached with nails to the cardboard inserts front bar, rear arches and rear side belt body. To shape and further stretch an awning had padded jackets side. Inside the transverse arch were closed to them suspended upholstery, has a longitudinal rubber bands, which protects the fabric from sagging during raising and lowering the canopy. In the back of the tent was provided a window of a flexible plastic film, which was attached to an awning on three sides with zips. The window could detach and drop down. Tent rose and fell with elektrogidravliche-ray drive. The whole process of raising and lowering the canopy occupied 7-7.5 seconds. To fix the canopy in the raised position had lever locks and latches. Lever locks your brackets to the front awning bar and catch on the corresponding recesses in the bracket is fastened to the top of the wind frame. On rack locks were locking pins, which when lifting the tent included in the special slot in the bracket, fixed to the wind frame. Pins, clips were used to prevent lateral displacement of the tent. When folded tent fit into the slot and the closed cover, which is fastened to the outside of the body with the buttons, and the inside of the pawned between the awning and the rear seat and fasten to the inner sidewalls buttons. To shape the bags under his tent folded stacked lightweight bag, made of porous plastic. In the raised position canopy cover was removed and stacked in a special envelope, and the pillow and contracts evolved a special belt. Pillows and envelope stored in the trunk.

 

In electrical ZIL-111D match predecessor, ZIL-111V. The differences could be traced, perhaps, only in radio. On ZIL-111, 111G and 111V was a radio-13M, kabrioletny version of which was different from the basic lack of remote control, instead using the volume control the rear speakers. Was different device antennas. On ZIL-111V was two antennas, two telescopic, located on the hind wings. They were nominated by hand, and the reception was possible only if nominated by the antennas, which caused some discomfort. At buggy ZIL-111D designers installed a new radio AR-61-2-A and improved antenna, leaving one with the electric lift telescopic. It was situated in the rear left wing and worked in both the raised and lowered in the state, but with a smaller number of programs adopted and the sound volume.

 

Cars ZIL-111D was carried out in 1964-1967, respectively. During this period, was made about eight cars. Three of them were used for the parade and had a complete set of additional radio equipment, special handles and a set of flagpoles. Others were used as a government gigs for special trips. Compare convertible ZIL-111D with any foreign counterparts is difficult, because the ZIL was the only plant that as the base car did notchback limousine, sedan and wagon were made based on it. Seven-seater convertible, which is stored in the Club cabriolets and roadsters in Moscow, is made as a whole, that is not longer "stretch" as the wedding in Lincoln, a model for a whole frame of its own configuration. Similarly, a car with a big stretch to be called "Lincoln Continental" 1961 model year. Based on this gig with the swinging doors of specialized bodywork company was established long gig. Unfortunately, this car after the murder of President Kennedy got him notorious, and the release of the model was discontinued. However, here we compare ZIL-111D with a "Lincoln" would be incorrect, as "Lincoln" also "stretch" to the same unit, built by special order.

 

ZIL-111D, owned by the Club now cabriolets and roadsters, was once presented to the General Secretary of the CPSU Leonid Ilyich Brezhnev, leader Eric Honecker of East Germany - everyone remembers the "political kiss" between the two politicians, who was depicted on the Berlin Wall. It is on this car in 1974, met with Fidel Castro and Brezhnev, who came to East Germany with a visit of friendship, love a fast ride in a convertible with Comrade Honecker. Typically, the ZIL-111D softly and gravely walked in a motorcade escorted by motorcyclists and "thirteen", "Gull". After German unification and the removal from power Honecker some of its cars sold under the hammer. At the international exhibition in Brussels car was awarded the honorary diploma. Subsequent cars: ZIL-114-117 (1967-1976 years)

 

ZIL-111 all models was unquestionably reliable, stable on the road, with a great resource units, but the 50th anniversary of the October Revolution, he prepared a replacement - a new limousine ZIL-114. Drawn as a ruler, this machine represented the rational plane style of the late 60s. Engine with aluminum cylinder block was lighter and more compact than the ZIL-111, with a working volume increased from 6 to 7 liters, and power - from 200 to 300 liters. with. And the device ZIL-114 was a lot of unusual for the then Soviet vehicles: all-wheel disc brakes, height-adjustable steering column, front suspension besshkvornevaya on torsion bars. Equipment cabin was selected individually to taste this or that leader. In the early 70's at ZIL-114 appeared modification - Five sedan ZIL-117, along with almost the same, "Chaika" GAZ-13. Long ZIL-114 was the basis for universal emergency medical care, and "short" ZIL-117 - for a two-door convertible parade.

 

[Text from Blog "Russioan Traditions" - ZiL 111 - A Government Car]

 

russki-ya.blogspot.com.au/2011/11/history-of-base-zil-111...

 

This Lego miniland scale ZiL-111 Limousine (1958) has been created for Flickr LUGNuts' 96th Build Challenge - The 8th Birthday, titled - 'Happy Crazy Eight Birthday, LUGNuts' - where all previous build challenges are available to build to. This model is built to the LUGNuts 66th Build Challenge, - "Behind the Iron Curtain" - a challenge to build a vehicle from countries with Communist Governements.

 

PLEASE NOTE: You have permission to use this picture on your site(s) (both commercial/non-commercial) by giving credit to Bonsoni.com and link back to www.bonsoni.com

 

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Buell Ulysses Windshields

steelhorseshades.com/

 

Bolts to the bike for maximum safety at high speed

Vented for minimum turbulence and back pressure

Available in three heights. Any rider over 5'8" can use our tall shield.

Shape designed to compliment the lines of the Ulysses

Excellent coverage of torso.

Quiet cockpit area, with much less noise and turbulence than stock

No back pressure

Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.

Laser cut for precision aerodynamics and fit

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

 

Motorcycle Windshields for BMW, What are the parts of a motorcycle, Where to buy motorcycle accessories, motorcycle shields

 

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

 

Buell Motorcycle Company

 

The Buell Motorcycle Company was an American motorcycle manufacturer based in East Troy, Wisconsin and founded in 1983 by ex-Harley-Davidson engineer Erik Buell. Harley-Davidson acquired 49% of Buell in 1993, and it became a wholly owned subsidiary by 2003. On November 17, 2006, Buell announced that it had produced and shipped its 100,000th motorcycle.

   

On October 15, 2009, Harley-Davidson announced the discontinuation of the Buell product line as part of its strategy to focus on the Harley-Davidson brand. The last motorcycle was produced on October 30, bringing the number manufactured to 136,923.

   

In November 2009, Buell and Harley-Davidson announced the launch of Erik Buell Racing, an independent company run by Erik Buell which at first produced race-only versions of the 1125R model, but is currently offering an updated 1190RS model for the street or the track.

 

History

 

The first Buell motorcycle, the RW750, was built in 1983 purely for competing in the AMA Formula 1 motorcycle road racing championship. At that time, Erik Buell was a top contending privateer motorcycle racer. After completion of the first two RW750 racing machines, one of which was sold to another racing team, the Formula 1 series was canceled. Buell then turned his focus towards racing-inspired, street-going machines using engines manufactured by Harley.

   

In 1993, Harley-Davidson purchased 49% of Buell, investing $500,000 and taking Erik Buell's house as security. Erik Buell took the deal, against strong advice from his attorney. Harley-Davidson CEO Jeffrey Bleustein had bought it as a skunkworks development.

   

In 1998, Harley-Davidson bought a majority stake and took control of Buell, and it has been a subsidiary ever since. Since then, Buell used modified Harley-Davidson engines, primarily from the Sportster, to power its motorcycles.

     

Buell Facility

 

Most Buell motorcycles use four-stroke air-cooled V-twin engines, originally built from XR1000 Sportster engines. After these were depleted, a basic 1200 Sportster engine was used. In 1995, the engines were upgraded with Buell engineered high-performance parts and further upgraded in 1998.

   

The liquid-cooled Harley V-Rod motor, developed by Harley-Davidson then made street legal according to the EPA by Porsche, was originally an Erik Buell project, designed for a fully faired AMA Superbike Buell by 1998. Harley decided the engine should also be used in a sport-cruiser, then took over development, making it "too big, too heavy, too expensive and too late" for Buell.

   

Harley-Davidson forced Buell to follow the rigid product planning and distribution process beginning in the 1990s, with the philosophy that Buell was the starter brand, and customers would eventually trade up to a Harley.[8] By 2008, Harley's credit arm, Harley-Davidson Financial Services HDFS, was struggling, and the lower resale value of Buell motorcycles meant that new bike sales were significantly affected. When Harley CEO Keith Wandell was hired, he immediately questioned why Harley even owned Buell. Wandell, who had never been on a Harley before being hired, was heard talking about "Erik's racing hobby", and questioned "why anyone would even want to ride a sportbike". He organized a team to analyze "the adrenaline market", and concluded that sportbikes would encounter high competition and low profits, while cruisers had high returns.

   

On October 15, 2009, Harley Davidson Inc. announced the end of production of Buell Motorcycles to focus more on the Harley Davidson brand. Selling Buell was not legitimately considered, as Harley didn't want their Harley dealerships to sell an outside brand, and Harley didn't feel Buell had much value without the dealer network. Closing the Buell brand was estimated to cost Harley approximately the same as their total investment in Buell over the past 25 years. Erik Buell immediately began looking for outside buyers, finding BRP who owns the Austrian Rotax engine manufacturer BRP-Powertrain a good choice, especially since Harley would have to pay Rotax "an eight-figure sum" for the 1,125 cc engine contract.

   

Erik Buell later founded Erik Buell Racing to provide support for 1125 and XB privateer race efforts.

 

Technology

 

Buell XB models also incorporated the industry's first Zero Torsional Load (ZTL) perimeter floating front disc brake system, a patented "inside-out" wheel/brake design that puts the brake disc on the outer edge of the wheel, rather than at the hub. This lets the suspension function better, improving control and traction, through reducing unsprung weight on the front wheel, because only a single disc and caliper—with a corresponding reduction in bolts and brake fluid—is needed compared with the conventional dual-disc brake setup on most modern sport bikes. In an exchange in the pages of Motorcyclist magazine between Suzuki engineer James Parker, creator of the GSX-RADD hub-center steering system, and Buell's Director of Analysis, Test & Engineering Process, Abraham Askenazi, Parker conceded the ZTL system's advantage in unsprung weight. But he pointed out the remaining weight is located further out on the rim where it is most detrimental to acceleration and braking, and that there were potential heat transfer issues, and the need for one fork leg to be stronger than the other. Responding, Askenazi disputed all of Parker's criticisms, saying the ZTL system was 30% lighter than the brakes on the Suzuki GSX-R1000, and that the inertia of having the weight further out on the rim, and the heat generation near the tire, were not negative factors, based on testing. Askenazi concluded that testing and race track experience had proven the ZTL to be "state of the art."

   

Other industry innovations introduced by Buell in the XB lineup were the "fuel in frame" technology, and the dual use of the swingarm as an oil tank. Also, all Buell models feature a muffler mounted below the engine which helps keep mass centralized with some models featuring a computer-controlled valve to switch between two exhaust paths as necessary to maximize torque.

   

Buell designs focus on providing good handling, comfortable riding, easy maintenance, and street-friendly real-world performance. Buell motorcycles were engineered with an emphasis on what they called the "Trilogy of Tech": mass centralization, low unsprung weight, and frame rigidity.

   

Buell engines were designed to be street-friendly both in fuel efficiency (up to 70 mpg-US or 3.4 L/100 km; 84 mpg-imp with the Blast), and in torque the 1,203 cc version produces 110 N•m or 81 lbf•ft. They are also simple and easy to maintain. Most Buell two-cylinder engines utilize computer controlled ducted forced air cooling (variable speed fan that only activates as required), two valves per cylinder, a single throttle body, zero maintenance hydraulic valve actuation, and zero maintenance gear-driven cams.

 

Buell Models

 

Tube-frame bikes 1984–2002

 

RW 750 Road Warrior (1984)The RW 750 was a development of the Barton Formula One racing motorcycle. Buell bought the parts and tooling from the failed Barton concern and developed the RW 750 for his own use and for sale to private entrants. The engine was a liquid-cooled two-stroke square four. Buell's development resulted in a more competitive racer, but production ceased when the AMA discontinued the Formula One class.

   

RR1100 Battletwin

 

RR 1000 Battletwin (1987–1988)The RR 1000 Battletwin was a street sportbike using a modified Road Warrior chassis and a Harley-Davidson XR1000 engine.[18] Buell invented the Isoplanar engine mounting system to allow the heavy, vibration-prone engine to be used as a structural member of the frame without transmitting the engine vibrations to the frame. Lack of space caused Buell to put the suspension components under the engine. The linkage caused the spring and the shock absorber to extend when the wheel went up.

   

Variations on the RR 1000 Battletwin include the RR 1200 Battletwin (1988–1990), the RS 1200 Westwind (1989), the RS 1200/5 Westwind (1990–1992) and the RSS 1200 Westwind (1991).

 

S2 Thunderbolt (1994–1995)

 

Two-seater with Road Warrior based chassis and Sportster engine. The S2T Thunderbolt (1995–1996) was a touring version, with saddlebags. The S2 was inexpensive to develop (around $100,000), and 1,399 units were sold in the first year—well over the 300 units Buell had projected.

     

S1 Lightning 1996–1998

 

The S1 Lightning was a more fundamental sportbike than the S3 Thunderbolt and M2 Cyclone that it was marketed alongside. Variants of this version of the Lightning were the S1 Lightning 1996, 1997, 1998, S1W Lightning (1998) and the S1W White Lightning 1998. The S1W came with a larger tank and Thunderstorm cylinder heads which gave an extra 10 hp (7.5 kW).[20]

   

X1 Lightning 1999–2002

 

The X1 Lightning was the successor to the S1 Lightning line. They all used the Thunderstorm heads, fuel injection Dynamic Digital Fuel Injection and incorporated larger fuel tanks as well as completely different body designs. The most recognizable frame piece was the brushed aluminum tail section that swept upward and back underneath the two-up seat. The 1999 X1 Lightning was awarded motorcycle of the year in Japan.

   

S3 Thunderbolt (1997–2002) and S3T Thunderbolt (1997–2000)

 

The S3 Thunderbolt sport-touring model was produced from 1997 through 2002, along with a mechanically identical S3T "Touring" model that ran through model year 2000. The 1,203 cc air-cooled V-Twin engine was mounted as a stressed member in a tubular frame. The powerplant output 91 hp (68 kW) in 1997 and jumped to 101 hp (75 kW) in the following years due to revised cam profiles and the new Thunderstorm cylinder heads. While the bike's overall look was the same throughout the model run, there were significant changes made in 1999 that set it, and later models, apart from the 1997 and 1998 bikes. The early bikes used a rectangular section steel rear swingarm, WP Suspension front forks and rear shock, a Keihin 40 mm CV carburetor, and a Performance Machine six-piston front brake caliper. Beginning in 1999 a new cast aluminum rear swingarm was utilized along with Showa front suspension forks and rear shock. The front brake caliper, while still a six-piston unit, was now made by Nissin. The most technological change came in the new Dynamic Digital Fuel Injection (DDFI) system, replacing the old carburetor.

   

The S3 featured a half faring that surrounded the headlight and gave decent wind protection for the rider's torso. The S3T model then added lower fairing extensions that gave better wind protection to the rider's legs. The S3T also featured hard saddlebags that could be color-matched to the bike color and were available in either "wide" for maximum storage, or "narrow" for a lighter feel. In addition to the lower fairings and the saddlebags, the S3T also came with a taller handlebar for a more upright, relaxed riding position. Each of the parts that set the S3T apart were available as accessories for the standard S3 model.

 

M2 Cyclone (1997–2002)

 

The M2 Cyclone was produced from 1997 to 2002. It was in the middle of the Buell line up between the puristic S1 Lightning and the more comfortable but heavier S3 Thunderbolt. The S1 Lightning being the fastest and lightest of the bunch but offered a very narrow seat due to its minimalist approach for weight saving in this sport bike. The S3 Thunderbolt was a touring bike that offered a bigger wider seat and more comfortable riding position but was also a heavier motorcycle. The M2 Cyclone filled the gap between the sport and touring models with a bigger seat than the S1 Lightning and lighter and faster than the S3 Thunderbolt. The M2 was only available with the 1,200 cc engine and five-speed transmission. The frame was of the tubular CrMo steel type.

 

Blast (2000–2009)

 

The Blast was Buell's only model to use a single-cylinder engine. With 492 cc (30.0 cu in) displacement and 360 lb (160 kg) dry weight, it was their smallest model, often used in Harley-Davidson's "Rider's Edge" new rider instruction/riding schools. This filled Harley CEO Jeff Bleustein's idea of having a make-specific training bike, since many students end up buying a bike from the dealer where they trained.

   

The Blast came from a quick proof-of-concept at the Buell factory. It originally used half of a Sportster 883 engine. The engine ended up 80 percent over budget and very expensive compared to the higher-technology Rotax engines available from outside the company. Cycle World wrote "Such an overrun would be unheard of from an outside supplier, but when your supplier also owns you, you grin and bear it." The Blast was ultimately the most expensive development project Buell undertook. Because the engine was overpriced, it ended up making money for Harley while losing money for Buell. It was regarded as a technical success.

   

In July 2009, Buell ran an ad campaign stating that the Blast would no longer appear in their line-up. The ad featured a Buell Blast being destroyed in an automobile crusher.

 

XB-series (2002–2010)

 

The XB powertrain still had its roots with the Harley Sportster powertrain, and was designed for both projects. Unfortunately, it was designed by Harley with minimum input from Buell. A turbocharger was to be sourced from Aerocharger to help pump the XB horsepower to 150 hp (110 kW), but the Aerocharger supplier deal fell through when Harley Davidson decided to engineer one in house. That project was a failure, despite "millions of dollars" spent.

   

The first XB9 engines had a 985 cc (60.1 cu in) displacement, the later XB12 engines had 1,203 cc (73.4 cu in).

   

Before the first XB was sold, the cost was well over the target, leading to a sales price increase from the original price of $7,995 to $9,995.[8] It was a popular bike, but never sold at Harley marketing departments expected volume, partly due to the significantly higher price.

   

Buell introduced the XB frame in the 2002 Firebolt XB9R sportbike. The Firebolt XB12R was introduced in 2004 and was initially sold alongside the smaller displacement Firebolt XB9R. The Lightning came in 2003 and was marketed by Buell as a streetfighter motorcycle. Buell's Ulysses XB12X debuted in July 2005. It offers seating, ergonomics, and long-travel suspension that are well-suited for use on unpaved and rough (fire)roads. Buell advertised the Ulysses as "the world's first adventure sportbike." For 2008, among other changes, XBRR oil pump and ignition timing systems have been changed tapping into the XBRR race bike as well as the addition of heated grips and increased turning fork swing from 54° to 74°. The Ulysses XB12XT differs from the Ulysses XB12X in several areas. It has a different front fender, unlike the Enduro-front fender that comes on the XB12X and lower fork protection is not as pronounced as on the XB12X, due to the intended purpose of the XB12XT which is more street than dirt oriented. Other major differences include the suspension which is completely different between the two bikes, being about an inch lower on the XB12XT and tuned more for street riding, vs. the XB12X's slightly taller and softer suspension better tuned for dirt use. Along with factory Hepco & Becker hard panniers and top box, tall windshield and a 30.9 in (785 mm) seat height, the XB12XT also has wheels that are approximately 1 lb (450 g) lighter than those found on the XB12X, which have added mass to make them stronger for off paved road use. The XB12XP is a police model that was available for the 2009 model year.

 

XB1 type

 

Firebolt XB9R

 

Firebolt XB12R

 

Lightning XB9S

 

Lightning CityX XB9SX (MY 2010: Lightning XB9SX)

 

Lightning XB12S

 

Lightning Low XB12Scg

 

Lightning XB12SX (MY 2010, Europe only)

 

XB2 type

 

Different frame with more fuel capacitiy, longer swing arm & wheelbase, 23.8°/23.5° steering axis angle, more trail

 

Lightning Long XB12Ss

 

Lightning Super TT XB12STT

 

Ulysses XB12X

 

Ulysses XB12XP

 

Ulysses XB12XT

 

1125-series XB3, 2007–2010

 

1125R

 

In July 2007, Buell announced the 1125R, a sport bike that departed from Buell's history of using Harley-Davidson Sportster based middle weight powertrains and tapping into the XBRR racing bike learnings. The Rotax Helicon powertrain uses four valves per cylinder, dual over-head cam, liquid-cooled 72 degree V-Twin displacing 1,125 cc and producing 146 hp (109 kW). It produces 83 ft•lbf (113 N•m) of peak torque but varies less than 6 ft•lbf (8.1 N•m) of torque from 3,000 to 10,500 rpm. There is a vacuum assist slipper clutch to give predictable drive performance in hard cornering and deceleration and a six-speed transmission.

   

The Helicon engine was developed and built by BRP-Powertrain in Austria. The design had significant Buell input, and was funded through Buell's cashflow, likely for 15–20% of the V-Rod engine development cost.

   

The 1125R did not have a full fairing, as that would have put it in the same class as Japanese sportbikes. Erik Buell agonized over this, saying "it's not about listening to the voice of the customer. Cycle World magazine said the 1125R was a bit of an oddity. The bike was initially released with a crude spark map, leading to criticism of the bike at low speeds. The Rotax Helicon also ended up costing significantly more by production time due to fluctuation in exchange rates.

 

1125CR

 

For the 2009 model year, Buell introduced the 1125CR, a version of the 1125R in the cafe racer style. This was done in response to customer feedback, which said the 1125R wasn't what was wanted, and causing Buell to shelve plans for a Streetfighter, going for a cafe racer instead. The 1125CR has a longer swingarm, a longer wheelbase and a shorter secondary drive ratio.

 

Racing

 

Buell XBRR

 

Buell also produced a limited series of 50 XBRR (1,339 cc or 81.7 cu in, 150 hp or 110 kW) racing-only machines for factory-backed and privateer racing teams. The XBRR frame was a XB1/XB2 hybrid, the suspension came from Swedish manufacturer Öhlins, and the wheels were made of magnesium. It was the first model using the ZTL2 eight-piston caliper by Nissin.

 

Buell 1125RR

 

In 2009, Buell announced production of the 1125RR, also a race-only motorcycle. The bike was internally called the B2, aimed for the supersport market.[8] Built from the 1125R, the 1125RR changes include a titanium exhaust, magnesium wheels, full fairings and a chain drive.

   

On September 9, 2009, Buell won its first AMA Pro racing championship. Rider Danny Eslick clinched the title at New Jersey Motorsports Park on Buell's 1125R model.

   

On November 15, 2009, Buell won its first NHRA Pro Stock Motorcycle world championship. Rider Hector Arana clinched the title at Southern California NHRA Finals on a Lucas Oil backed Buell.

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

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

  

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Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

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Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

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18x9.5" ET22 FL-5 Wheels in Satin Black

275/35/18 R888 Tires

10mm Spacer to clear KW Suspension H.A.S. Kit (Height Adjustable Spring)

 

Rear:

18x11" ET44 FL-5 Wheels in Satin Black

305/35/18 R888 Tires

5mm Spacer in the rear

 

Owner:

www.instagram.co/alpine_beastm3

This is another motorized and remotely controlled hot rod - 100% LEGO

VIDEO: www.youtube.com/watch?v=DjPqg0OhQlA

 

Regarding size and functions it is somewhere in between my models “Fire bucket” and “Lucky 13”.

Dimensions: 41 studs long, 19 studs wide, 13 – 14.5 studs high and weighs 804 g.

PF components: 1 L motor - driving, 1 M motor - steering, 1 8878 battery, 1 IR receiver

Motorized functions: driving and steering

Other functions:

Working suspension:

Front: solid axle, leaf spring

Rear: Height-adjustable, live axle, leaf spring

Working steering wheel – drag link steering

Working pistons, radiator fan and generator - custom made fake v8 engine

Working door handles – openable suicide doors

Retractable rear license plate – controlled with a fake handbrake lever inside the cabin

Trunk door can be opened – behind it is a mechanism for adjustment of rear height of the vehicle (manually controlled gear) and battery (easy to turn on/off and charging)

Roof can be removed easily

Features:

Custom chrome parts – wheels, headlights, door handles and rear view mirrors

Interior – red seats and dashboard

I hope you like it :)

 

The history of the base ZIL-111 started in 1956. ZIL-111D with a body "convertible" is a modified ZIL-111G with a body "limousine" produced since 1962, which in turn was a modification of the basic model ZIL-111.

 

The first car to receive the (still unofficial) this index was constructed in 1948, the ZIS-110M number 5. He is the only five cars in this series had a streamlined body with a single pontoon sidewalls, similar in appearance to the body "Packard Clipper" in 1947. Second ZIS-111 "Moscow" appeared in the early 1950s, he was a creation of designer Valentin zilovskogo sprout. It was built only two or three copies, one of which was shown at the Exhibition of Economic Achievements. At the exhibition visitors, this car did not cause great pride in the domestic auto industry. Frankly American car-like "Buick" of the late 1940s, nothing but a big bird on the hood, did not attract attention, and generally looked mediocre.

 

In the early 1950s in the American automotive industry has arisen a tendency to change the annual lineup. As a rule, these changes were only the exterior and interior, chassis remained the same for several years. Keep up with such a rapid fashion could not even Europe, not to mention the Soviet Union with its planned economy. Indeed, the car just did, put on the conveyor belt - and the next year to change all the seals, snap-in, spend millions of rubles for the sake of fashion. The only solution here was to create a machine progressive enough to "margin of safety" was enough for a few years.

 

Knowing this and seeing that the plant itself could not find a worthy replacement for veteran ZIS-110 ZIS leadership decided to hold a competition to create a project perspective the car - ZIS-111 new generation. Among a number of proposals liderovali two projects already built by ZIS-111 "Moscow" sprout and experienced car with the outline of "Packard" 1955 model year, a young designer from the LM Yeremeyev.

 

It was a clash of different schools, different approaches: a, zilovskogo, and another, dared to revise established views of the plant. Battles have been hot. ZIS sprout had already been built and almost ready to launch into production, but the option Eremeeva turned much more fresh and sovremennym.V finally won Yeremeyev. After the germ left the factory.

 

In 1956, a design project Yeremeyev was embodied in the life-size clay. In 1957, a new car under the name of ZIL-111 was released (in 1956, died IA Likhachev, and the plant was renamed in his honor). In a metal machine was a beautiful, yet rigorous. The front part was like at the same time, "Packard" and "Mercury" 1955-1956 period, while at the same time, comparing favorably to both of them. A much more elegant than the "Packard", and more representative than the "Mercury", he became the personification of the Soviet Union period, thaw. Large glass area and a panoramic windshield missed a lot of light into the cabin. Located on the side molding and sagittal "gill slits" are copied from the "Imperial" in 1956 (on a batch molding ZIL-111 was replaced by a figure known to us gulls). The rear portion was done in the style of "Packard." Large vertical lights, covered wings, reminiscent of the arches of Gothic cathedrals.

 

In 1958, with some modifications ZIL-111 went into the series. The designs of the ZIL-111 was not just a step forward compared to the ZIS-110, it was a real breakthrough. ZIS-110 was a design in 1941 and ZIL-111 is fully consistent with the requirements of 1955. During this period the automobile world of America has replaced three basic models, and by 1955 in the technological sense of the early machines of the 1940s has disappeared. New ZIL, like its predecessor, remained framed machine, this is probably where the similarities end there. New gasoline V-shaped eight-cylinder engine with a cast iron block and aluminum cylinder heads weighed 350 kg and gave 200 hp (ZIS-110 - 140 hp).

 

For the first time on a serial domestic car was installed two-speed automatic transmission with push-button control. The car was much lower. Due to the increased width of the bodywork and interior remodeling space in the car became more, respectively, the passengers could accommodate much more comfortable than its predecessor.

 

In 1959, the series went to changed ZIL-111 with the installation of domestic air-conditioning, called ZIL-111A. Cooled air conditioning and reduced humidity in the cabin when the outdoor temperature exceeds 18 ° C. The engine ZIL-111A also has an index, "111A" - it was connected with the installation of the compressor and some changes in the design of the drive components. Externally, ZIL-111A can be distinguished on the back nepanoramnomu glass, it was done in conjunction with the installation of the sides of the rear window air conditioner.

 

In 1960 appeared convertible ZIL-111V: big seven-seater had a canvas awning and 4 side lifting windows in chrome frames. The rise of the windows, as well as the rise of the curtain, implementation-lyalsya through a hydraulic drive. Tent, as in chaise ZIS-110B, in the folded position is covered by a decorative leather cover, and additional seating - straponteny - had double back with equal halves. Special gray convertible ZIL-111V changed carriages at parades ZIS-110B. Convertibles "111V" issued three years before putting on stream next modification ZIL-111G.

 

There is a version that the next change in the appearance of the vehicle was conducted at the request of Khrushchev, who noticed that the car is head of state (ZIL-111) does not differ from machine chairman executive committee (GAZ-13 "The Seagull"). In 1961 he was a prototype car, which is similar in form to the "Cadillac", but for unknown reasons, the series did not go. In the same year the car has undergone yet another facelift, and took its final form. The car went into production in 1962 and was called ZIL-111G. In fact, this is the same, "111A" with air conditioning, but with modified external forms. Starting with the ZIL-111G, air-conditioning became standard equipment and is not designated as a separate model of the plant. Externally, ZIL-111G is not copied any particular car, and was fully established factory designers, albeit with an eye to the American automotive industry trends. At the "111G" was used chetyrehfarnaya lighting system front and rear. And two round rear lights have been borrowed from the ZIL-118, "Youth". The front and rear of the car have been completely changed. The central part is the same, except for the outer door panels, stylized in accordance with other external changes. The sidewall of the machine reappeared sagittal molding that goes from the big corrugated lining behind the rear wheel arches. Uppercase words "one hundred and eleven Zeal" on the rear wing gave way to a laconic "ZIL-111." On the radiator grille has disappeared with bas-relief image of a seagull Yuri Dolgoruky, but instead of a shield, stylized medieval tower with an inscription at the top - "ZIL", and at the bottom - "111" there was a simple inscription "111" with diverging rays. In the back of the emblem in the form of the same shield with radiating been replaced individually mounted letters "W", "U", "L". Due to the changes required a new bumper jack: the old captured the special eyelets in the bumper, the new well was placed under the vehicle frame. Instead of manually screw jack ZIL-111 was designed and built pedal mechanical folding type jack 2E111G jack "Cadillac" of 1961. The same jack, with minor modifications, all future manned cars ZIL.

 

ZIL-111D appeared in 1964 as a modification of the ZIL-111V with the forms of ZIL-111G. The first automobile ZIL-111D chassis number 82 was collected in July 1964. It was installed upgraded brakes. The awning was a soft top ply fabric stretched over the arches and lateral levels of the framework. Each tent is individually adjustable frame units to ensure trouble-free operation. Fabric awning was attached with nails to the cardboard inserts front bar, rear arches and rear side belt body. To shape and further stretch an awning had padded jackets side. Inside the transverse arch were closed to them suspended upholstery, has a longitudinal rubber bands, which protects the fabric from sagging during raising and lowering the canopy. In the back of the tent was provided a window of a flexible plastic film, which was attached to an awning on three sides with zips. The window could detach and drop down. Tent rose and fell with elektrogidravliche-ray drive. The whole process of raising and lowering the canopy occupied 7-7.5 seconds. To fix the canopy in the raised position had lever locks and latches. Lever locks your brackets to the front awning bar and catch on the corresponding recesses in the bracket is fastened to the top of the wind frame. On rack locks were locking pins, which when lifting the tent included in the special slot in the bracket, fixed to the wind frame. Pins, clips were used to prevent lateral displacement of the tent. When folded tent fit into the slot and the closed cover, which is fastened to the outside of the body with the buttons, and the inside of the pawned between the awning and the rear seat and fasten to the inner sidewalls buttons. To shape the bags under his tent folded stacked lightweight bag, made of porous plastic. In the raised position canopy cover was removed and stacked in a special envelope, and the pillow and contracts evolved a special belt. Pillows and envelope stored in the trunk.

 

In electrical ZIL-111D match predecessor, ZIL-111V. The differences could be traced, perhaps, only in radio. On ZIL-111, 111G and 111V was a radio-13M, kabrioletny version of which was different from the basic lack of remote control, instead using the volume control the rear speakers. Was different device antennas. On ZIL-111V was two antennas, two telescopic, located on the hind wings. They were nominated by hand, and the reception was possible only if nominated by the antennas, which caused some discomfort. At buggy ZIL-111D designers installed a new radio AR-61-2-A and improved antenna, leaving one with the electric lift telescopic. It was situated in the rear left wing and worked in both the raised and lowered in the state, but with a smaller number of programs adopted and the sound volume.

 

Cars ZIL-111D was carried out in 1964-1967, respectively. During this period, was made about eight cars. Three of them were used for the parade and had a complete set of additional radio equipment, special handles and a set of flagpoles. Others were used as a government gigs for special trips. Compare convertible ZIL-111D with any foreign counterparts is difficult, because the ZIL was the only plant that as the base car did notchback limousine, sedan and wagon were made based on it. Seven-seater convertible, which is stored in the Club cabriolets and roadsters in Moscow, is made as a whole, that is not longer "stretch" as the wedding in Lincoln, a model for a whole frame of its own configuration. Similarly, a car with a big stretch to be called "Lincoln Continental" 1961 model year. Based on this gig with the swinging doors of specialized bodywork company was established long gig. Unfortunately, this car after the murder of President Kennedy got him notorious, and the release of the model was discontinued. However, here we compare ZIL-111D with a "Lincoln" would be incorrect, as "Lincoln" also "stretch" to the same unit, built by special order.

 

ZIL-111D, owned by the Club now cabriolets and roadsters, was once presented to the General Secretary of the CPSU Leonid Ilyich Brezhnev, leader Eric Honecker of East Germany - everyone remembers the "political kiss" between the two politicians, who was depicted on the Berlin Wall. It is on this car in 1974, met with Fidel Castro and Brezhnev, who came to East Germany with a visit of friendship, love a fast ride in a convertible with Comrade Honecker. Typically, the ZIL-111D softly and gravely walked in a motorcade escorted by motorcyclists and "thirteen", "Gull". After German unification and the removal from power Honecker some of its cars sold under the hammer. At the international exhibition in Brussels car was awarded the honorary diploma. Subsequent cars: ZIL-114-117 (1967-1976 years)

 

ZIL-111 all models was unquestionably reliable, stable on the road, with a great resource units, but the 50th anniversary of the October Revolution, he prepared a replacement - a new limousine ZIL-114. Drawn as a ruler, this machine represented the rational plane style of the late 60s. Engine with aluminum cylinder block was lighter and more compact than the ZIL-111, with a working volume increased from 6 to 7 liters, and power - from 200 to 300 liters. with. And the device ZIL-114 was a lot of unusual for the then Soviet vehicles: all-wheel disc brakes, height-adjustable steering column, front suspension besshkvornevaya on torsion bars. Equipment cabin was selected individually to taste this or that leader. In the early 70's at ZIL-114 appeared modification - Five sedan ZIL-117, along with almost the same, "Chaika" GAZ-13. Long ZIL-114 was the basis for universal emergency medical care, and "short" ZIL-117 - for a two-door convertible parade.

 

[Text from Blog "Russioan Traditions" - ZiL 111 - A Government Car]

 

russki-ya.blogspot.com.au/2011/11/history-of-base-zil-111...

 

This Lego miniland scale ZiL-111 Limousine (1958) has been created for Flickr LUGNuts' 96th Build Challenge - The 8th Birthday, titled - 'Happy Crazy Eight Birthday, LUGNuts' - where all previous build challenges are available to build to. This model is built to the LUGNuts 66th Build Challenge, - "Behind the Iron Curtain" - a challenge to build a vehicle from countries with Communist Governements.

 

Images of the electric lift table for BERNINA longarm machines.

 

Offering not only stepless electrical height adjustment and great integrated storage solutions for threads, bobbins, scissors etc., the table can be easily expanded to one or both sides. Featuring an interchangeable insert, the Q Series Lift Table accommodates the smaller Q Series machines Q 16 and Q 16 PLUS as well as the Q 20.

 

For more information please visit www.bernina.com/longarm

This is a modification of my hot rod pickup. It still has everything that you might like (motorized/remotely controlled driving/steering, lights, turn signals, working steering wheel, working V8 and radiator fan, working door handles, gearbox…) and some new features (wheels, suspension, engine, roof, front lights, interior, fuel tank, movable license plate, chrome details…). Like the old one, it is 50 studs long and 28 studs wide but it is heavier - it weighs 1285g.

VIDEO: youtu.be/jR0rCEck7_0

Characteristics:

-Leaf spring suspension with height-adjustable rear

-License plate with simple mechanism to hide it (manual)

-Lights (front and rear) manually controlled with a lever connected to a speed dial of 8878 battery (which allows you to switch between low and high beam)

-Turn signals (front and rear) connected to a servo motor via coupled PF switches (2 switches)

-Working steering wheel

-Manual gearbox – 4 gears (5:1, 3:1, 5:3, 1:1)

-Suicide doors with working door handles

-It is powered by two L motors and 7.4 V (8878) rechargeable battery box.

-Servo motor for steering

-Working V8 fake engine with some details to make it resemble real V8 engine, connected directly to the driving motors so it works at the same speed no matter what gear you choose (in neutral also)

-Working radiator fan, connected directly to a V8 engine

-Rear doors can be opened.

-Roof window, fire extinguisher, fuel tank…

-Front tires from 8070 supercar, and rear from 42000 Grand Prix Racer.

 

I hope you like it, feel free to comment…

 

p.s. it has been blogged: thelegocarblog.com/2014/07/03/rod-mod/

Suzuki V-Strom 650 Clear Windshield

 

steelhorseshades.com/

 

Laser cut for precision aerodynamics and fit

Shape designed to compliment the lines of the VStrom

7" wider than stock

Available in five heights

Sport recommended for riders living in warm climates doing a lot of off-road

NACA duct styled vent for minimum turbulence and backpressure

8,000 miles of testing and development

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Compatible with Suzuki Hand Guards.

Made from 4.5mm thick (3/16") DOT certified impact resistent plastic.

Shorty made from 3mm thick (1/8") dark tint plastic.

Available for all DL650s, and '04+ DL1000s.

 

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

   

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

 

Suzuki

 

Suzuki Motor Corporation is a Japanese multinational corporation headquartered in Minami-ku, Hamamatsu, Japan that specializes in manufacturing compact automobiles and 4x4 vehicles, a full range of motorcycles, all-terrain vehicles ATVs, outboard marine engines, wheelchairs and a variety of other small internal combustion engines. Suzuki is Japan's 4th largest automobile manufacturer after Toyota, Nissan and Honda, the 9th largest automobile manufacturer in the world by production volume, employs over 45,000, has 35 main production facilities in 23 countries and 133 distributors in 192 countries. According to statistics from the Japan Automobile Manufacturers Association JAMA, Suzuki is Japan's second-largest manufacturer of small cars and trucks.

 

History

 

In 1909, Michio Suzuki (1887–1982) founded the Suzuki Loom Works in the small seacoast village of Hamamatsu, Japan. Business boomed as Suzuki built weaving looms for Japan's giant silk industry. In 1929, Michio Suzuki invented a new type of weaving machine, which was exported overseas. Suzuki filed as many as 120 patents and utility model rights. The company's first 30 years focused on the development and production of these exceptionally complex machines.

   

Despite the success of his looms, Suzuki realized his company had to diversify and he began to look at other products. Based on consumer demand, he decided that building a small car would be the most practical new venture. The project began in 1937, and within two years Suzuki had completed several compact prototype cars. These first Suzuki motor vehicles were powered by a then-innovative, liquid-cooled, four-stroke, four-cylinder engine. It featured a cast aluminum crankcase and gearbox and generated 13 horsepower 9.7 kW from a displacement of less than 800cc.

   

With the onset of World War II, production plans for Suzuki's new vehicles were halted when the government declared civilian passenger cars a "non-essential commodity." At the conclusion of the war, Suzuki went back to producing looms. Loom production was given a boost when the U.S. government approved the shipping of cotton to Japan. Suzuki's fortunes brightened as orders began to increase from domestic textile manufacturers. But the joy was short-lived as the cotton market collapsed in 1951.

   

Faced with this colossal challenge, Suzuki's thoughts went back to motor vehicles. After the war, the Japanese had a great need for affordable, reliable personal transportation. A number of firms began offering "clip-on" gas-powered engines that could be attached to the typical bicycle. Suzuki's first two-wheel ingenuity came in the form of a motorized bicycle called, the "Power Free." Designed to be inexpensive and simple to build and maintain, the 1952 Power Free featured a 36 cc, one horsepower, two-stroke engine. An unprecedented feature was the double-sprocket gear system, enabling the rider to either pedal with the engine assisting, pedal without engine assist, or simply disconnect the pedals and run on engine power alone. The system was so ingenious that the patent office of the new democratic government granted Suzuki a financial subsidy to continue research in motorcycle engineering, and so was born Suzuki Motor Corporation.

   

In 1953, Suzuki scored the first of many racing victories when the tiny 60 cc "Diamond Free" won its class in the Mount Fuji Hill Climb.

     

1955 SuzulightBy 1954, Suzuki was producing 6,000 motorcycles per month and had officially changed its name to Suzuki Motor Co., Ltd. Following the success of its first motorcycles, Suzuki created an even more successful automobile: the 1955 Suzuki Suzulight. Suzuki showcased its penchant for innovation from the beginning. The Suzulight included front-wheel drive, four-wheel independent suspension and rack-and-pinion steering—features not common on cars until three decades later.

   

Volkswagen AG completed the purchase of 19.9% of Suzuki Motor Corporation's issued shares on 15 January 2010, Volkswagen AG is the biggest shareholder in Suzuki.

 

American Suzuki Motor Corporation History

 

American Suzuki headquarters is located in Brea, California. Through an agreement with General Motors, Suzuki began selling a version of their Suzuki Cultus in the United States as the Chevrolet Sprint in 1985. This model was initially sold as a 3-door hatchback and would be Chevrolet's smallest model.

     

2004 Suzuki XL-7

 

The Samurai was also introduced in 1985 for the 1986 model year and was the first car introduced to the United States by the newly created American Suzuki Corp. No other Japanese company sold more cars in the United States in its first year than Suzuki. The Samurai was available as a convertible or hardtop and the company slogan was Never a Dull Moment. The Samurai was successful until Consumer Reports alleged the Samurai of being susceptible to roll over in a 1988 test. This led to a much publicized 1996 lawsuit, not settled until 2004.

   

In 1989, American Suzuki introduced the Swift which was the 2nd generation Suzuki Cultus. The Swift was available as a GTi and GLX hatchback with a 4-door sedan following in 1990. A new small SUV called the Sidekick was also introduced in 1989. 1991 saw the introduction of the 4-door Suzuki Sidekick, the first 4-door mini-SUV in North America. The Swift and Sidekick were cousins to GM's Geo Metro and Geo Tracker and were mostly produced in Ingersoll, Ontario, Canada by Suzuki and GM's joint venture, CAMI. The Swift GT/GTi and 4-door models were imported from Japan. Negative evaluations from Consumer Reports of the Suzuki Samurai led to some temporary setbacks at American Suzuki as annual sales in the following years dropped to below 20,000 units.

   

In 1995, American Suzuki introduced the Esteem and redesigned the Swift. The Swift GT was dropped and this version Swift was specific only to North America where it was built at CAMI. These models were the first Suzuki vehicles to be marketed in North America with dual front airbags. A station wagon version of the Esteem was introduced in 1996. Worldwide Suzuki production reached more than 975,000 cars this year.

   

Also in 1996, American Suzuki released the 2-door SUV X-90 and a revised Sidekick Sport model with dual airbags, a 120 horse power 89 kW 1.8 liter engine, 16 inch wheels and two-tone paint. The Sidekick was replaced by the Vitara and the Grand Vitara for 1999. The Grand Vitara would be Suzuki's first model with a V6-cylinder engine and available 4-wheel ABS brakes.

   

The Grand Vitara XL-7 was introduced in 2001 as a stretched version of the Grand Vitara. The Grand Vitara XL-7 had a larger 2.7 liter V6-cylinder engine and 3-row seating. This would be Suzuki's largest vehicle to date.

   

The Swift was dropped from the model lineup in 2001 and the Esteem was replaced in 2002 by the new Aerio, which was offered as a 4-door sedan and 5-door crossover with 4-wheel-drive as an option.

   

In 2004, General Motors and Suzuki jointly purchased the bankrupt Daewoo Motors renaming the venture GMDAT. American Suzuki rebadged the compact Daewoo Nubira/Daewoo Lacetti as the Forenza and the mid-size Daewoo Magnus as the Verona. The Forenza gained station wagon and hatchback body style in 2005, with the hatchback sold under the Reno name.

   

2006 was the first year American Suzuki sold more than 100,000 vehicles in the United States. Suzuki redesigned the Grand Vitara in 2006 as well as introduced the all-new Suzuki SX4 and Suzuki XL7 in 2007. The Suzuki SX4 is produced as a joint venture with Fiat and the XL7 (notice the shortening of the name from Grand Vitara XL-7) was produced as a joint venture with GM at CAMI Automotive Inc. in Ingersoll. Suzuki put XL7 production on indefinite hiatus in mid-2009 due to low demand and subsequently sold off its share of CAMI back to GM later that year.

   

Despite a difficult domestic US auto market, Suzuki has been keeping pace with its 2007 sales numbers including recording their best May ever in May 2008.

   

In 2009, Suzuki sales dropped 48.5%, after sales fell 17% in 2008. Suzuki did not import any 2010 model year street motorcycles into the US, with dealers instead relying on unsold stock from the 2009 model year. New street motorcycle models to the US resumed for the 2011 model year.

 

Motorcycles

 

Suzuki started manufacturing motorcycles in 1952, the first models being motorized bicycles. During the 1950s, 1960s and the better part of the 1970s, the company manufactured motorcycles with two-stroke engines only, the biggest two-stroke model being the water-cooled triple-cylinder GT750.

   

A large factor in Suzuki's success in two-stroke competition was the East German Grand Prix racer Ernst Degner, who defected to the West in 1961, bringing with him expertise in two-stroke engines from the East German manufacturer MZ. Suzuki hired Degner, and he won the 50 cc class F.I.M. road racing World Championship for them in the 1962 season. Suzuki became the first Japanese manufacturer to win a motocross world championship when Joel Robert won the 1970 250 cc title. In the 1970s, Suzuki established themselves in the motorcycle racing world with Barry Sheene and Roger De Coster winning world championships in the premier 500 cc division in road racing and motocross respectively. Suzuki continues to compete in MotoGP and last won the title in the 2000 season. Since 2006, the team is sponsored by Rizla and is known as Rizla Suzuki MotoGP team. On 18 November 2011, Suzuki announced that the GP racing was suspended, partly due to natural disasters and recession, until 2014.

   

It was not until 1976 that Suzuki introduced its first motorcycle with a four-stroke engine, the GS400 and GS750.

   

In 1994, Suzuki partnered with Nanjing Jincheng Machinery to create a Chinese motorcycle manufacturer and exporter called Jincheng Suzuki.

 

Suzuki Motorcycle Models

 

Notable Suzuki motorcycles include some of the following:

   

Hayabusa (GSX-1300R) – a sport motorcycle capable of 190 mph (310 km/h) in 1999, and limited to 186 mph (299 km/h) since 2001.

 

GSX-R1000 – currently the largest model of the GSX-R series, first launched in 2001.

 

GSX-R750 – the grandfather of the GSX-R1000, this designation is more than 25 years old and this model is being updated/redesigned entirely every two to four years.

 

GSX-R600 – a smaller version of the GSX-R750.

 

GSX-650F – introduced in 2008, this new sport touring model fills the void of the retired Katana. The 2009 model has ABS as a standard feature.

 

SV650 – introduced in 1999 as a budget entry in the emerging naked bike market and, as of 2008, offered both naked and fully faired. Since 2009 it is also offered in the Gladius variant.

 

Burgman – series of urban scooters with engine capacities from 125 cc up to 638 cc produced in Japan, Italy and Spain.

 

RGV250 – the road-racing replica of Kevin Schwantz's RGV500 GP race bike

 

DL-650 V-Strom – a dual-sport motorcycle

       

Suzuki A80

 

Suzuki Across

 

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Suzuki Bandit series

 

Suzuki GSX650F

 

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Suzuki GZ Series

 

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The history of the base ZIL-111 started in 1956. ZIL-111D with a body "convertible" is a modified ZIL-111G with a body "limousine" produced since 1962, which in turn was a modification of the basic model ZIL-111.

 

The first car to receive the (still unofficial) this index was constructed in 1948, the ZIS-110M number 5. He is the only five cars in this series had a streamlined body with a single pontoon sidewalls, similar in appearance to the body "Packard Clipper" in 1947. Second ZIS-111 "Moscow" appeared in the early 1950s, he was a creation of designer Valentin zilovskogo sprout. It was built only two or three copies, one of which was shown at the Exhibition of Economic Achievements. At the exhibition visitors, this car did not cause great pride in the domestic auto industry. Frankly American car-like "Buick" of the late 1940s, nothing but a big bird on the hood, did not attract attention, and generally looked mediocre.

 

In the early 1950s in the American automotive industry has arisen a tendency to change the annual lineup. As a rule, these changes were only the exterior and interior, chassis remained the same for several years. Keep up with such a rapid fashion could not even Europe, not to mention the Soviet Union with its planned economy. Indeed, the car just did, put on the conveyor belt - and the next year to change all the seals, snap-in, spend millions of rubles for the sake of fashion. The only solution here was to create a machine progressive enough to "margin of safety" was enough for a few years.

 

Knowing this and seeing that the plant itself could not find a worthy replacement for veteran ZIS-110 ZIS leadership decided to hold a competition to create a project perspective the car - ZIS-111 new generation. Among a number of proposals liderovali two projects already built by ZIS-111 "Moscow" sprout and experienced car with the outline of "Packard" 1955 model year, a young designer from the LM Yeremeyev.

 

It was a clash of different schools, different approaches: a, zilovskogo, and another, dared to revise established views of the plant. Battles have been hot. ZIS sprout had already been built and almost ready to launch into production, but the option Eremeeva turned much more fresh and sovremennym.V finally won Yeremeyev. After the germ left the factory.

 

In 1956, a design project Yeremeyev was embodied in the life-size clay. In 1957, a new car under the name of ZIL-111 was released (in 1956, died IA Likhachev, and the plant was renamed in his honor). In a metal machine was a beautiful, yet rigorous. The front part was like at the same time, "Packard" and "Mercury" 1955-1956 period, while at the same time, comparing favorably to both of them. A much more elegant than the "Packard", and more representative than the "Mercury", he became the personification of the Soviet Union period, thaw. Large glass area and a panoramic windshield missed a lot of light into the cabin. Located on the side molding and sagittal "gill slits" are copied from the "Imperial" in 1956 (on a batch molding ZIL-111 was replaced by a figure known to us gulls). The rear portion was done in the style of "Packard." Large vertical lights, covered wings, reminiscent of the arches of Gothic cathedrals.

 

In 1958, with some modifications ZIL-111 went into the series. The designs of the ZIL-111 was not just a step forward compared to the ZIS-110, it was a real breakthrough. ZIS-110 was a design in 1941 and ZIL-111 is fully consistent with the requirements of 1955. During this period the automobile world of America has replaced three basic models, and by 1955 in the technological sense of the early machines of the 1940s has disappeared. New ZIL, like its predecessor, remained framed machine, this is probably where the similarities end there. New gasoline V-shaped eight-cylinder engine with a cast iron block and aluminum cylinder heads weighed 350 kg and gave 200 hp (ZIS-110 - 140 hp).

 

For the first time on a serial domestic car was installed two-speed automatic transmission with push-button control. The car was much lower. Due to the increased width of the bodywork and interior remodeling space in the car became more, respectively, the passengers could accommodate much more comfortable than its predecessor.

 

In 1959, the series went to changed ZIL-111 with the installation of domestic air-conditioning, called ZIL-111A. Cooled air conditioning and reduced humidity in the cabin when the outdoor temperature exceeds 18 ° C. The engine ZIL-111A also has an index, "111A" - it was connected with the installation of the compressor and some changes in the design of the drive components. Externally, ZIL-111A can be distinguished on the back nepanoramnomu glass, it was done in conjunction with the installation of the sides of the rear window air conditioner.

 

In 1960 appeared convertible ZIL-111V: big seven-seater had a canvas awning and 4 side lifting windows in chrome frames. The rise of the windows, as well as the rise of the curtain, implementation-lyalsya through a hydraulic drive. Tent, as in chaise ZIS-110B, in the folded position is covered by a decorative leather cover, and additional seating - straponteny - had double back with equal halves. Special gray convertible ZIL-111V changed carriages at parades ZIS-110B. Convertibles "111V" issued three years before putting on stream next modification ZIL-111G.

 

There is a version that the next change in the appearance of the vehicle was conducted at the request of Khrushchev, who noticed that the car is head of state (ZIL-111) does not differ from machine chairman executive committee (GAZ-13 "The Seagull"). In 1961 he was a prototype car, which is similar in form to the "Cadillac", but for unknown reasons, the series did not go. In the same year the car has undergone yet another facelift, and took its final form. The car went into production in 1962 and was called ZIL-111G. In fact, this is the same, "111A" with air conditioning, but with modified external forms. Starting with the ZIL-111G, air-conditioning became standard equipment and is not designated as a separate model of the plant. Externally, ZIL-111G is not copied any particular car, and was fully established factory designers, albeit with an eye to the American automotive industry trends. At the "111G" was used chetyrehfarnaya lighting system front and rear. And two round rear lights have been borrowed from the ZIL-118, "Youth". The front and rear of the car have been completely changed. The central part is the same, except for the outer door panels, stylized in accordance with other external changes. The sidewall of the machine reappeared sagittal molding that goes from the big corrugated lining behind the rear wheel arches. Uppercase words "one hundred and eleven Zeal" on the rear wing gave way to a laconic "ZIL-111." On the radiator grille has disappeared with bas-relief image of a seagull Yuri Dolgoruky, but instead of a shield, stylized medieval tower with an inscription at the top - "ZIL", and at the bottom - "111" there was a simple inscription "111" with diverging rays. In the back of the emblem in the form of the same shield with radiating been replaced individually mounted letters "W", "U", "L". Due to the changes required a new bumper jack: the old captured the special eyelets in the bumper, the new well was placed under the vehicle frame. Instead of manually screw jack ZIL-111 was designed and built pedal mechanical folding type jack 2E111G jack "Cadillac" of 1961. The same jack, with minor modifications, all future manned cars ZIL.

 

ZIL-111D appeared in 1964 as a modification of the ZIL-111V with the forms of ZIL-111G. The first automobile ZIL-111D chassis number 82 was collected in July 1964. It was installed upgraded brakes. The awning was a soft top ply fabric stretched over the arches and lateral levels of the framework. Each tent is individually adjustable frame units to ensure trouble-free operation. Fabric awning was attached with nails to the cardboard inserts front bar, rear arches and rear side belt body. To shape and further stretch an awning had padded jackets side. Inside the transverse arch were closed to them suspended upholstery, has a longitudinal rubber bands, which protects the fabric from sagging during raising and lowering the canopy. In the back of the tent was provided a window of a flexible plastic film, which was attached to an awning on three sides with zips. The window could detach and drop down. Tent rose and fell with elektrogidravliche-ray drive. The whole process of raising and lowering the canopy occupied 7-7.5 seconds. To fix the canopy in the raised position had lever locks and latches. Lever locks your brackets to the front awning bar and catch on the corresponding recesses in the bracket is fastened to the top of the wind frame. On rack locks were locking pins, which when lifting the tent included in the special slot in the bracket, fixed to the wind frame. Pins, clips were used to prevent lateral displacement of the tent. When folded tent fit into the slot and the closed cover, which is fastened to the outside of the body with the buttons, and the inside of the pawned between the awning and the rear seat and fasten to the inner sidewalls buttons. To shape the bags under his tent folded stacked lightweight bag, made of porous plastic. In the raised position canopy cover was removed and stacked in a special envelope, and the pillow and contracts evolved a special belt. Pillows and envelope stored in the trunk.

 

In electrical ZIL-111D match predecessor, ZIL-111V. The differences could be traced, perhaps, only in radio. On ZIL-111, 111G and 111V was a radio-13M, kabrioletny version of which was different from the basic lack of remote control, instead using the volume control the rear speakers. Was different device antennas. On ZIL-111V was two antennas, two telescopic, located on the hind wings. They were nominated by hand, and the reception was possible only if nominated by the antennas, which caused some discomfort. At buggy ZIL-111D designers installed a new radio AR-61-2-A and improved antenna, leaving one with the electric lift telescopic. It was situated in the rear left wing and worked in both the raised and lowered in the state, but with a smaller number of programs adopted and the sound volume.

 

Cars ZIL-111D was carried out in 1964-1967, respectively. During this period, was made about eight cars. Three of them were used for the parade and had a complete set of additional radio equipment, special handles and a set of flagpoles. Others were used as a government gigs for special trips. Compare convertible ZIL-111D with any foreign counterparts is difficult, because the ZIL was the only plant that as the base car did notchback limousine, sedan and wagon were made based on it. Seven-seater convertible, which is stored in the Club cabriolets and roadsters in Moscow, is made as a whole, that is not longer "stretch" as the wedding in Lincoln, a model for a whole frame of its own configuration. Similarly, a car with a big stretch to be called "Lincoln Continental" 1961 model year. Based on this gig with the swinging doors of specialized bodywork company was established long gig. Unfortunately, this car after the murder of President Kennedy got him notorious, and the release of the model was discontinued. However, here we compare ZIL-111D with a "Lincoln" would be incorrect, as "Lincoln" also "stretch" to the same unit, built by special order.

 

ZIL-111D, owned by the Club now cabriolets and roadsters, was once presented to the General Secretary of the CPSU Leonid Ilyich Brezhnev, leader Eric Honecker of East Germany - everyone remembers the "political kiss" between the two politicians, who was depicted on the Berlin Wall. It is on this car in 1974, met with Fidel Castro and Brezhnev, who came to East Germany with a visit of friendship, love a fast ride in a convertible with Comrade Honecker. Typically, the ZIL-111D softly and gravely walked in a motorcade escorted by motorcyclists and "thirteen", "Gull". After German unification and the removal from power Honecker some of its cars sold under the hammer. At the international exhibition in Brussels car was awarded the honorary diploma. Subsequent cars: ZIL-114-117 (1967-1976 years)

 

ZIL-111 all models was unquestionably reliable, stable on the road, with a great resource units, but the 50th anniversary of the October Revolution, he prepared a replacement - a new limousine ZIL-114. Drawn as a ruler, this machine represented the rational plane style of the late 60s. Engine with aluminum cylinder block was lighter and more compact than the ZIL-111, with a working volume increased from 6 to 7 liters, and power - from 200 to 300 liters. with. And the device ZIL-114 was a lot of unusual for the then Soviet vehicles: all-wheel disc brakes, height-adjustable steering column, front suspension besshkvornevaya on torsion bars. Equipment cabin was selected individually to taste this or that leader. In the early 70's at ZIL-114 appeared modification - Five sedan ZIL-117, along with almost the same, "Chaika" GAZ-13. Long ZIL-114 was the basis for universal emergency medical care, and "short" ZIL-117 - for a two-door convertible parade.

 

[Text from Blog "Russioan Traditions" - ZiL 111 - A Government Car]

 

russki-ya.blogspot.com.au/2011/11/history-of-base-zil-111...

 

This Lego miniland scale ZiL-111 Limousine (1958) has been created for Flickr LUGNuts' 96th Build Challenge - The 8th Birthday, titled - 'Happy Crazy Eight Birthday, LUGNuts' - where all previous build challenges are available to build to. This model is built to the LUGNuts 66th Build Challenge, - "Behind the Iron Curtain" - a challenge to build a vehicle from countries with Communist Governements.

 

Suzuki V-Strom 650 Clear Windshield

 

steelhorseshades.com/

 

Laser cut for precision aerodynamics and fit

Shape designed to compliment the lines of the VStrom

7" wider than stock

Available in five heights

Sport recommended for riders living in warm climates doing a lot of off-road

NACA duct styled vent for minimum turbulence and backpressure

8,000 miles of testing and development

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Compatible with Suzuki Hand Guards.

Made from 4.5mm thick (3/16") DOT certified impact resistent plastic.

Shorty made from 3mm thick (1/8") dark tint plastic.

Available for all DL650s, and '04+ DL1000s.

 

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

   

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

 

Suzuki

 

Suzuki Motor Corporation is a Japanese multinational corporation headquartered in Minami-ku, Hamamatsu, Japan that specializes in manufacturing compact automobiles and 4x4 vehicles, a full range of motorcycles, all-terrain vehicles ATVs, outboard marine engines, wheelchairs and a variety of other small internal combustion engines. Suzuki is Japan's 4th largest automobile manufacturer after Toyota, Nissan and Honda, the 9th largest automobile manufacturer in the world by production volume, employs over 45,000, has 35 main production facilities in 23 countries and 133 distributors in 192 countries. According to statistics from the Japan Automobile Manufacturers Association JAMA, Suzuki is Japan's second-largest manufacturer of small cars and trucks.

 

History

 

In 1909, Michio Suzuki (1887–1982) founded the Suzuki Loom Works in the small seacoast village of Hamamatsu, Japan. Business boomed as Suzuki built weaving looms for Japan's giant silk industry. In 1929, Michio Suzuki invented a new type of weaving machine, which was exported overseas. Suzuki filed as many as 120 patents and utility model rights. The company's first 30 years focused on the development and production of these exceptionally complex machines.

   

Despite the success of his looms, Suzuki realized his company had to diversify and he began to look at other products. Based on consumer demand, he decided that building a small car would be the most practical new venture. The project began in 1937, and within two years Suzuki had completed several compact prototype cars. These first Suzuki motor vehicles were powered by a then-innovative, liquid-cooled, four-stroke, four-cylinder engine. It featured a cast aluminum crankcase and gearbox and generated 13 horsepower 9.7 kW from a displacement of less than 800cc.

   

With the onset of World War II, production plans for Suzuki's new vehicles were halted when the government declared civilian passenger cars a "non-essential commodity." At the conclusion of the war, Suzuki went back to producing looms. Loom production was given a boost when the U.S. government approved the shipping of cotton to Japan. Suzuki's fortunes brightened as orders began to increase from domestic textile manufacturers. But the joy was short-lived as the cotton market collapsed in 1951.

   

Faced with this colossal challenge, Suzuki's thoughts went back to motor vehicles. After the war, the Japanese had a great need for affordable, reliable personal transportation. A number of firms began offering "clip-on" gas-powered engines that could be attached to the typical bicycle. Suzuki's first two-wheel ingenuity came in the form of a motorized bicycle called, the "Power Free." Designed to be inexpensive and simple to build and maintain, the 1952 Power Free featured a 36 cc, one horsepower, two-stroke engine. An unprecedented feature was the double-sprocket gear system, enabling the rider to either pedal with the engine assisting, pedal without engine assist, or simply disconnect the pedals and run on engine power alone. The system was so ingenious that the patent office of the new democratic government granted Suzuki a financial subsidy to continue research in motorcycle engineering, and so was born Suzuki Motor Corporation.

   

In 1953, Suzuki scored the first of many racing victories when the tiny 60 cc "Diamond Free" won its class in the Mount Fuji Hill Climb.

     

1955 SuzulightBy 1954, Suzuki was producing 6,000 motorcycles per month and had officially changed its name to Suzuki Motor Co., Ltd. Following the success of its first motorcycles, Suzuki created an even more successful automobile: the 1955 Suzuki Suzulight. Suzuki showcased its penchant for innovation from the beginning. The Suzulight included front-wheel drive, four-wheel independent suspension and rack-and-pinion steering—features not common on cars until three decades later.

   

Volkswagen AG completed the purchase of 19.9% of Suzuki Motor Corporation's issued shares on 15 January 2010, Volkswagen AG is the biggest shareholder in Suzuki.

 

American Suzuki Motor Corporation History

 

American Suzuki headquarters is located in Brea, California. Through an agreement with General Motors, Suzuki began selling a version of their Suzuki Cultus in the United States as the Chevrolet Sprint in 1985. This model was initially sold as a 3-door hatchback and would be Chevrolet's smallest model.

     

2004 Suzuki XL-7

 

The Samurai was also introduced in 1985 for the 1986 model year and was the first car introduced to the United States by the newly created American Suzuki Corp. No other Japanese company sold more cars in the United States in its first year than Suzuki. The Samurai was available as a convertible or hardtop and the company slogan was Never a Dull Moment. The Samurai was successful until Consumer Reports alleged the Samurai of being susceptible to roll over in a 1988 test. This led to a much publicized 1996 lawsuit, not settled until 2004.

   

In 1989, American Suzuki introduced the Swift which was the 2nd generation Suzuki Cultus. The Swift was available as a GTi and GLX hatchback with a 4-door sedan following in 1990. A new small SUV called the Sidekick was also introduced in 1989. 1991 saw the introduction of the 4-door Suzuki Sidekick, the first 4-door mini-SUV in North America. The Swift and Sidekick were cousins to GM's Geo Metro and Geo Tracker and were mostly produced in Ingersoll, Ontario, Canada by Suzuki and GM's joint venture, CAMI. The Swift GT/GTi and 4-door models were imported from Japan. Negative evaluations from Consumer Reports of the Suzuki Samurai led to some temporary setbacks at American Suzuki as annual sales in the following years dropped to below 20,000 units.

   

In 1995, American Suzuki introduced the Esteem and redesigned the Swift. The Swift GT was dropped and this version Swift was specific only to North America where it was built at CAMI. These models were the first Suzuki vehicles to be marketed in North America with dual front airbags. A station wagon version of the Esteem was introduced in 1996. Worldwide Suzuki production reached more than 975,000 cars this year.

   

Also in 1996, American Suzuki released the 2-door SUV X-90 and a revised Sidekick Sport model with dual airbags, a 120 horse power 89 kW 1.8 liter engine, 16 inch wheels and two-tone paint. The Sidekick was replaced by the Vitara and the Grand Vitara for 1999. The Grand Vitara would be Suzuki's first model with a V6-cylinder engine and available 4-wheel ABS brakes.

   

The Grand Vitara XL-7 was introduced in 2001 as a stretched version of the Grand Vitara. The Grand Vitara XL-7 had a larger 2.7 liter V6-cylinder engine and 3-row seating. This would be Suzuki's largest vehicle to date.

   

The Swift was dropped from the model lineup in 2001 and the Esteem was replaced in 2002 by the new Aerio, which was offered as a 4-door sedan and 5-door crossover with 4-wheel-drive as an option.

   

In 2004, General Motors and Suzuki jointly purchased the bankrupt Daewoo Motors renaming the venture GMDAT. American Suzuki rebadged the compact Daewoo Nubira/Daewoo Lacetti as the Forenza and the mid-size Daewoo Magnus as the Verona. The Forenza gained station wagon and hatchback body style in 2005, with the hatchback sold under the Reno name.

   

2006 was the first year American Suzuki sold more than 100,000 vehicles in the United States. Suzuki redesigned the Grand Vitara in 2006 as well as introduced the all-new Suzuki SX4 and Suzuki XL7 in 2007. The Suzuki SX4 is produced as a joint venture with Fiat and the XL7 (notice the shortening of the name from Grand Vitara XL-7) was produced as a joint venture with GM at CAMI Automotive Inc. in Ingersoll. Suzuki put XL7 production on indefinite hiatus in mid-2009 due to low demand and subsequently sold off its share of CAMI back to GM later that year.

   

Despite a difficult domestic US auto market, Suzuki has been keeping pace with its 2007 sales numbers including recording their best May ever in May 2008.

   

In 2009, Suzuki sales dropped 48.5%, after sales fell 17% in 2008. Suzuki did not import any 2010 model year street motorcycles into the US, with dealers instead relying on unsold stock from the 2009 model year. New street motorcycle models to the US resumed for the 2011 model year.

 

Motorcycles

 

Suzuki started manufacturing motorcycles in 1952, the first models being motorized bicycles. During the 1950s, 1960s and the better part of the 1970s, the company manufactured motorcycles with two-stroke engines only, the biggest two-stroke model being the water-cooled triple-cylinder GT750.

   

A large factor in Suzuki's success in two-stroke competition was the East German Grand Prix racer Ernst Degner, who defected to the West in 1961, bringing with him expertise in two-stroke engines from the East German manufacturer MZ. Suzuki hired Degner, and he won the 50 cc class F.I.M. road racing World Championship for them in the 1962 season. Suzuki became the first Japanese manufacturer to win a motocross world championship when Joel Robert won the 1970 250 cc title. In the 1970s, Suzuki established themselves in the motorcycle racing world with Barry Sheene and Roger De Coster winning world championships in the premier 500 cc division in road racing and motocross respectively. Suzuki continues to compete in MotoGP and last won the title in the 2000 season. Since 2006, the team is sponsored by Rizla and is known as Rizla Suzuki MotoGP team. On 18 November 2011, Suzuki announced that the GP racing was suspended, partly due to natural disasters and recession, until 2014.

   

It was not until 1976 that Suzuki introduced its first motorcycle with a four-stroke engine, the GS400 and GS750.

   

In 1994, Suzuki partnered with Nanjing Jincheng Machinery to create a Chinese motorcycle manufacturer and exporter called Jincheng Suzuki.

 

Suzuki Motorcycle Models

 

Notable Suzuki motorcycles include some of the following:

   

Hayabusa (GSX-1300R) – a sport motorcycle capable of 190 mph (310 km/h) in 1999, and limited to 186 mph (299 km/h) since 2001.

 

GSX-R1000 – currently the largest model of the GSX-R series, first launched in 2001.

 

GSX-R750 – the grandfather of the GSX-R1000, this designation is more than 25 years old and this model is being updated/redesigned entirely every two to four years.

 

GSX-R600 – a smaller version of the GSX-R750.

 

GSX-650F – introduced in 2008, this new sport touring model fills the void of the retired Katana. The 2009 model has ABS as a standard feature.

 

SV650 – introduced in 1999 as a budget entry in the emerging naked bike market and, as of 2008, offered both naked and fully faired. Since 2009 it is also offered in the Gladius variant.

 

Burgman – series of urban scooters with engine capacities from 125 cc up to 638 cc produced in Japan, Italy and Spain.

 

RGV250 – the road-racing replica of Kevin Schwantz's RGV500 GP race bike

 

DL-650 V-Strom – a dual-sport motorcycle

       

Suzuki A80

 

Suzuki Across

 

Suzuki AX100

 

Suzuki B-King

 

Suzuki Bandit series

 

Suzuki GSX650F

 

Suzuki Boulevard C109R

 

Suzuki Boulevard C50

 

Suzuki Boulevard M109R

 

Suzuki Boulevard M50

 

Suzuki Boulevard S40

 

Suzuki Boulevard S50

 

Suzuki Boulevard S83

 

Suzuki Burgman

 

Casal

 

Suzuki Choinori

 

Suzuki Crosscage

 

Suzuki CS (Series)

 

Suzuki V-Strom 1000

 

Suzuki V-Strom 650

 

Suzuki DR-Z

 

Suzuki DR-Z 125

 

Suzuki DR-Z400

 

DR-Z400SM

 

Suzuki dr125

 

Suzuki DR200SE

 

Suzuki DR350

 

Suzuki DR650

 

EElectric Light-Tron Cycle

 

Suzuki FR-50

 

Suzuki FR80

 

Suzuki FXR150

 

Suzuki FZ50

 

GSuzuki GF250

 

Suzuki SFV650 Gladius

 

Suzuki GN Series

 

Suzuki GR650 Tempter

 

Suzuki GS series

 

Suzuki GS150R

 

Suzuki GS400E

 

Suzuki GS450

 

Suzuki GS500

 

Suzuki GSR600

 

Suzuki GSR750

 

Suzuki GSV-R

 

Suzuki GSX series

 

Suzuki Katana

 

Suzuki GSX-R series

 

Suzuki GSX-R1100

 

Suzuki GSX-R250

 

Suzuki GSX-R400

 

Suzuki GSX-R600

 

Suzuki GSX-R750

 

Suzuki GSX-R750RK

 

Suzuki GSX1100F

 

Suzuki GSX125

 

Suzuki Hayabusa

 

Suzuki GSX1400

 

Suzuki GSX250FX

 

Suzuki GSX-R1000

 

Suzuki GT series

 

Suzuki GT550

 

Suzuki GT750

 

Suzuki GV1400 Cavalcade

 

Suzuki GZ Series

 

Suzuki Intruder

 

Suzuki Jr50

 

Suzuki Katana AY50

 

Suzuki LS650 Savage

 

Suzuki Madura

 

Suzuki fx125

 

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, Suzuki Windshields, Suzuki motorcycle windshields, Suzuki mc windshields, Suzuki windscreens, Suzuki shields, V-Strom windshields, steelhorseshades.com

 

Suzuki V-Strom 650 Large Clear Windshield

 

steelhorseshades.com/

 

Laser cut for precision aerodynamics and fit

Shape designed to compliment the lines of the VStrom

7" wider than stock

Available in five heights

Sport recommended for riders living in warm climates doing a lot of off-road

NACA duct styled vent for minimum turbulence and backpressure

8,000 miles of testing and development

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Compatible with Suzuki Hand Guards.

Made from 4.5mm thick (3/16") DOT certified impact resistent plastic.

Shorty made from 3mm thick (1/8") dark tint plastic.

Available for all DL650s, and '04+ DL1000s.

 

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

   

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

 

Suzuki

 

Suzuki Motor Corporation is a Japanese multinational corporation headquartered in Minami-ku, Hamamatsu, Japan that specializes in manufacturing compact automobiles and 4x4 vehicles, a full range of motorcycles, all-terrain vehicles ATVs, outboard marine engines, wheelchairs and a variety of other small internal combustion engines. Suzuki is Japan's 4th largest automobile manufacturer after Toyota, Nissan and Honda, the 9th largest automobile manufacturer in the world by production volume, employs over 45,000, has 35 main production facilities in 23 countries and 133 distributors in 192 countries. According to statistics from the Japan Automobile Manufacturers Association JAMA, Suzuki is Japan's second-largest manufacturer of small cars and trucks.

 

History

 

In 1909, Michio Suzuki (1887–1982) founded the Suzuki Loom Works in the small seacoast village of Hamamatsu, Japan. Business boomed as Suzuki built weaving looms for Japan's giant silk industry. In 1929, Michio Suzuki invented a new type of weaving machine, which was exported overseas. Suzuki filed as many as 120 patents and utility model rights. The company's first 30 years focused on the development and production of these exceptionally complex machines.

   

Despite the success of his looms, Suzuki realized his company had to diversify and he began to look at other products. Based on consumer demand, he decided that building a small car would be the most practical new venture. The project began in 1937, and within two years Suzuki had completed several compact prototype cars. These first Suzuki motor vehicles were powered by a then-innovative, liquid-cooled, four-stroke, four-cylinder engine. It featured a cast aluminum crankcase and gearbox and generated 13 horsepower 9.7 kW from a displacement of less than 800cc.

   

With the onset of World War II, production plans for Suzuki's new vehicles were halted when the government declared civilian passenger cars a "non-essential commodity." At the conclusion of the war, Suzuki went back to producing looms. Loom production was given a boost when the U.S. government approved the shipping of cotton to Japan. Suzuki's fortunes brightened as orders began to increase from domestic textile manufacturers. But the joy was short-lived as the cotton market collapsed in 1951.

   

Faced with this colossal challenge, Suzuki's thoughts went back to motor vehicles. After the war, the Japanese had a great need for affordable, reliable personal transportation. A number of firms began offering "clip-on" gas-powered engines that could be attached to the typical bicycle. Suzuki's first two-wheel ingenuity came in the form of a motorized bicycle called, the "Power Free." Designed to be inexpensive and simple to build and maintain, the 1952 Power Free featured a 36 cc, one horsepower, two-stroke engine. An unprecedented feature was the double-sprocket gear system, enabling the rider to either pedal with the engine assisting, pedal without engine assist, or simply disconnect the pedals and run on engine power alone. The system was so ingenious that the patent office of the new democratic government granted Suzuki a financial subsidy to continue research in motorcycle engineering, and so was born Suzuki Motor Corporation.

   

In 1953, Suzuki scored the first of many racing victories when the tiny 60 cc "Diamond Free" won its class in the Mount Fuji Hill Climb.

     

1955 SuzulightBy 1954, Suzuki was producing 6,000 motorcycles per month and had officially changed its name to Suzuki Motor Co., Ltd. Following the success of its first motorcycles, Suzuki created an even more successful automobile: the 1955 Suzuki Suzulight. Suzuki showcased its penchant for innovation from the beginning. The Suzulight included front-wheel drive, four-wheel independent suspension and rack-and-pinion steering—features not common on cars until three decades later.

   

Volkswagen AG completed the purchase of 19.9% of Suzuki Motor Corporation's issued shares on 15 January 2010, Volkswagen AG is the biggest shareholder in Suzuki.

 

American Suzuki Motor Corporation History

 

American Suzuki headquarters is located in Brea, California. Through an agreement with General Motors, Suzuki began selling a version of their Suzuki Cultus in the United States as the Chevrolet Sprint in 1985. This model was initially sold as a 3-door hatchback and would be Chevrolet's smallest model.

     

2004 Suzuki XL-7

 

The Samurai was also introduced in 1985 for the 1986 model year and was the first car introduced to the United States by the newly created American Suzuki Corp. No other Japanese company sold more cars in the United States in its first year than Suzuki. The Samurai was available as a convertible or hardtop and the company slogan was Never a Dull Moment. The Samurai was successful until Consumer Reports alleged the Samurai of being susceptible to roll over in a 1988 test. This led to a much publicized 1996 lawsuit, not settled until 2004.

   

In 1989, American Suzuki introduced the Swift which was the 2nd generation Suzuki Cultus. The Swift was available as a GTi and GLX hatchback with a 4-door sedan following in 1990. A new small SUV called the Sidekick was also introduced in 1989. 1991 saw the introduction of the 4-door Suzuki Sidekick, the first 4-door mini-SUV in North America. The Swift and Sidekick were cousins to GM's Geo Metro and Geo Tracker and were mostly produced in Ingersoll, Ontario, Canada by Suzuki and GM's joint venture, CAMI. The Swift GT/GTi and 4-door models were imported from Japan. Negative evaluations from Consumer Reports of the Suzuki Samurai led to some temporary setbacks at American Suzuki as annual sales in the following years dropped to below 20,000 units.

   

In 1995, American Suzuki introduced the Esteem and redesigned the Swift. The Swift GT was dropped and this version Swift was specific only to North America where it was built at CAMI. These models were the first Suzuki vehicles to be marketed in North America with dual front airbags. A station wagon version of the Esteem was introduced in 1996. Worldwide Suzuki production reached more than 975,000 cars this year.

   

Also in 1996, American Suzuki released the 2-door SUV X-90 and a revised Sidekick Sport model with dual airbags, a 120 horse power 89 kW 1.8 liter engine, 16 inch wheels and two-tone paint. The Sidekick was replaced by the Vitara and the Grand Vitara for 1999. The Grand Vitara would be Suzuki's first model with a V6-cylinder engine and available 4-wheel ABS brakes.

   

The Grand Vitara XL-7 was introduced in 2001 as a stretched version of the Grand Vitara. The Grand Vitara XL-7 had a larger 2.7 liter V6-cylinder engine and 3-row seating. This would be Suzuki's largest vehicle to date.

   

The Swift was dropped from the model lineup in 2001 and the Esteem was replaced in 2002 by the new Aerio, which was offered as a 4-door sedan and 5-door crossover with 4-wheel-drive as an option.

   

In 2004, General Motors and Suzuki jointly purchased the bankrupt Daewoo Motors renaming the venture GMDAT. American Suzuki rebadged the compact Daewoo Nubira/Daewoo Lacetti as the Forenza and the mid-size Daewoo Magnus as the Verona. The Forenza gained station wagon and hatchback body style in 2005, with the hatchback sold under the Reno name.

   

2006 was the first year American Suzuki sold more than 100,000 vehicles in the United States. Suzuki redesigned the Grand Vitara in 2006 as well as introduced the all-new Suzuki SX4 and Suzuki XL7 in 2007. The Suzuki SX4 is produced as a joint venture with Fiat and the XL7 (notice the shortening of the name from Grand Vitara XL-7) was produced as a joint venture with GM at CAMI Automotive Inc. in Ingersoll. Suzuki put XL7 production on indefinite hiatus in mid-2009 due to low demand and subsequently sold off its share of CAMI back to GM later that year.

   

Despite a difficult domestic US auto market, Suzuki has been keeping pace with its 2007 sales numbers including recording their best May ever in May 2008.

   

In 2009, Suzuki sales dropped 48.5%, after sales fell 17% in 2008. Suzuki did not import any 2010 model year street motorcycles into the US, with dealers instead relying on unsold stock from the 2009 model year. New street motorcycle models to the US resumed for the 2011 model year.

 

Motorcycles

 

Suzuki started manufacturing motorcycles in 1952, the first models being motorized bicycles. During the 1950s, 1960s and the better part of the 1970s, the company manufactured motorcycles with two-stroke engines only, the biggest two-stroke model being the water-cooled triple-cylinder GT750.

   

A large factor in Suzuki's success in two-stroke competition was the East German Grand Prix racer Ernst Degner, who defected to the West in 1961, bringing with him expertise in two-stroke engines from the East German manufacturer MZ. Suzuki hired Degner, and he won the 50 cc class F.I.M. road racing World Championship for them in the 1962 season. Suzuki became the first Japanese manufacturer to win a motocross world championship when Joel Robert won the 1970 250 cc title. In the 1970s, Suzuki established themselves in the motorcycle racing world with Barry Sheene and Roger De Coster winning world championships in the premier 500 cc division in road racing and motocross respectively. Suzuki continues to compete in MotoGP and last won the title in the 2000 season. Since 2006, the team is sponsored by Rizla and is known as Rizla Suzuki MotoGP team. On 18 November 2011, Suzuki announced that the GP racing was suspended, partly due to natural disasters and recession, until 2014.

   

It was not until 1976 that Suzuki introduced its first motorcycle with a four-stroke engine, the GS400 and GS750.

   

In 1994, Suzuki partnered with Nanjing Jincheng Machinery to create a Chinese motorcycle manufacturer and exporter called Jincheng Suzuki.

 

Suzuki Motorcycle Models

 

Notable Suzuki motorcycles include some of the following:

   

Hayabusa (GSX-1300R) – a sport motorcycle capable of 190 mph (310 km/h) in 1999, and limited to 186 mph (299 km/h) since 2001.

 

GSX-R1000 – currently the largest model of the GSX-R series, first launched in 2001.

 

GSX-R750 – the grandfather of the GSX-R1000, this designation is more than 25 years old and this model is being updated/redesigned entirely every two to four years.

 

GSX-R600 – a smaller version of the GSX-R750.

 

GSX-650F – introduced in 2008, this new sport touring model fills the void of the retired Katana. The 2009 model has ABS as a standard feature.

 

SV650 – introduced in 1999 as a budget entry in the emerging naked bike market and, as of 2008, offered both naked and fully faired. Since 2009 it is also offered in the Gladius variant.

 

Burgman – series of urban scooters with engine capacities from 125 cc up to 638 cc produced in Japan, Italy and Spain.

 

RGV250 – the road-racing replica of Kevin Schwantz's RGV500 GP race bike

 

DL-650 V-Strom – a dual-sport motorcycle

       

Suzuki A80

 

Suzuki Across

 

Suzuki AX100

 

Suzuki B-King

 

Suzuki Bandit series

 

Suzuki GSX650F

 

Suzuki Boulevard C109R

 

Suzuki Boulevard C50

 

Suzuki Boulevard M109R

 

Suzuki Boulevard M50

 

Suzuki Boulevard S40

 

Suzuki Boulevard S50

 

Suzuki Boulevard S83

 

Suzuki Burgman

 

Casal

 

Suzuki Choinori

 

Suzuki Crosscage

 

Suzuki CS (Series)

 

Suzuki V-Strom 1000

 

Suzuki V-Strom 650

 

Suzuki DR-Z

 

Suzuki DR-Z 125

 

Suzuki DR-Z400

 

DR-Z400SM

 

Suzuki dr125

 

Suzuki DR200SE

 

Suzuki DR350

 

Suzuki DR650

 

EElectric Light-Tron Cycle

 

Suzuki FR-50

 

Suzuki FR80

 

Suzuki FXR150

 

Suzuki FZ50

 

GSuzuki GF250

 

Suzuki SFV650 Gladius

 

Suzuki GN Series

 

Suzuki GR650 Tempter

 

Suzuki GS series

 

Suzuki GS150R

 

Suzuki GS400E

 

Suzuki GS450

 

Suzuki GS500

 

Suzuki GSR600

 

Suzuki GSR750

 

Suzuki GSV-R

 

Suzuki GSX series

 

Suzuki Katana

 

Suzuki GSX-R series

 

Suzuki GSX-R1100

 

Suzuki GSX-R250

 

Suzuki GSX-R400

 

Suzuki GSX-R600

 

Suzuki GSX-R750

 

Suzuki GSX-R750RK

 

Suzuki GSX1100F

 

Suzuki GSX125

 

Suzuki Hayabusa

 

Suzuki GSX1400

 

Suzuki GSX250FX

 

Suzuki GSX-R1000

 

Suzuki GT series

 

Suzuki GT550

 

Suzuki GT750

 

Suzuki GV1400 Cavalcade

 

Suzuki GZ Series

 

Suzuki Intruder

 

Suzuki Jr50

 

Suzuki Katana AY50

 

Suzuki LS650 Savage

 

Suzuki Madura

 

Suzuki fx125

 

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, Suzuki Windshields, Suzuki motorcycle windshields, Suzuki mc windshields, Suzuki windscreens, Suzuki shields, V-Strom windshields, steelhorseshades.com

 

Suzuki V-Strom 650 Shorty Tinted Windshield

 

steelhorseshades.com/

 

Laser cut for precision aerodynamics and fit

Shape designed to compliment the lines of the VStrom

7" wider than stock

Available in five heights

Sport recommended for riders living in warm climates doing a lot of off-road

NACA duct styled vent for minimum turbulence and backpressure

8,000 miles of testing and development

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Compatible with Suzuki Hand Guards.

Made from 4.5mm thick (3/16") DOT certified impact resistent plastic.

Shorty made from 3mm thick (1/8") dark tint plastic.

Available for all DL650s, and '04+ DL1000s.

 

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

   

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

 

Suzuki

 

Suzuki Motor Corporation is a Japanese multinational corporation headquartered in Minami-ku, Hamamatsu, Japan that specializes in manufacturing compact automobiles and 4x4 vehicles, a full range of motorcycles, all-terrain vehicles ATVs, outboard marine engines, wheelchairs and a variety of other small internal combustion engines. Suzuki is Japan's 4th largest automobile manufacturer after Toyota, Nissan and Honda, the 9th largest automobile manufacturer in the world by production volume, employs over 45,000, has 35 main production facilities in 23 countries and 133 distributors in 192 countries. According to statistics from the Japan Automobile Manufacturers Association JAMA, Suzuki is Japan's second-largest manufacturer of small cars and trucks.

 

History

 

In 1909, Michio Suzuki (1887–1982) founded the Suzuki Loom Works in the small seacoast village of Hamamatsu, Japan. Business boomed as Suzuki built weaving looms for Japan's giant silk industry. In 1929, Michio Suzuki invented a new type of weaving machine, which was exported overseas. Suzuki filed as many as 120 patents and utility model rights. The company's first 30 years focused on the development and production of these exceptionally complex machines.

   

Despite the success of his looms, Suzuki realized his company had to diversify and he began to look at other products. Based on consumer demand, he decided that building a small car would be the most practical new venture. The project began in 1937, and within two years Suzuki had completed several compact prototype cars. These first Suzuki motor vehicles were powered by a then-innovative, liquid-cooled, four-stroke, four-cylinder engine. It featured a cast aluminum crankcase and gearbox and generated 13 horsepower 9.7 kW from a displacement of less than 800cc.

   

With the onset of World War II, production plans for Suzuki's new vehicles were halted when the government declared civilian passenger cars a "non-essential commodity." At the conclusion of the war, Suzuki went back to producing looms. Loom production was given a boost when the U.S. government approved the shipping of cotton to Japan. Suzuki's fortunes brightened as orders began to increase from domestic textile manufacturers. But the joy was short-lived as the cotton market collapsed in 1951.

   

Faced with this colossal challenge, Suzuki's thoughts went back to motor vehicles. After the war, the Japanese had a great need for affordable, reliable personal transportation. A number of firms began offering "clip-on" gas-powered engines that could be attached to the typical bicycle. Suzuki's first two-wheel ingenuity came in the form of a motorized bicycle called, the "Power Free." Designed to be inexpensive and simple to build and maintain, the 1952 Power Free featured a 36 cc, one horsepower, two-stroke engine. An unprecedented feature was the double-sprocket gear system, enabling the rider to either pedal with the engine assisting, pedal without engine assist, or simply disconnect the pedals and run on engine power alone. The system was so ingenious that the patent office of the new democratic government granted Suzuki a financial subsidy to continue research in motorcycle engineering, and so was born Suzuki Motor Corporation.

   

In 1953, Suzuki scored the first of many racing victories when the tiny 60 cc "Diamond Free" won its class in the Mount Fuji Hill Climb.

     

1955 SuzulightBy 1954, Suzuki was producing 6,000 motorcycles per month and had officially changed its name to Suzuki Motor Co., Ltd. Following the success of its first motorcycles, Suzuki created an even more successful automobile: the 1955 Suzuki Suzulight. Suzuki showcased its penchant for innovation from the beginning. The Suzulight included front-wheel drive, four-wheel independent suspension and rack-and-pinion steering—features not common on cars until three decades later.

   

Volkswagen AG completed the purchase of 19.9% of Suzuki Motor Corporation's issued shares on 15 January 2010, Volkswagen AG is the biggest shareholder in Suzuki.

 

American Suzuki Motor Corporation History

 

American Suzuki headquarters is located in Brea, California. Through an agreement with General Motors, Suzuki began selling a version of their Suzuki Cultus in the United States as the Chevrolet Sprint in 1985. This model was initially sold as a 3-door hatchback and would be Chevrolet's smallest model.

     

2004 Suzuki XL-7

 

The Samurai was also introduced in 1985 for the 1986 model year and was the first car introduced to the United States by the newly created American Suzuki Corp. No other Japanese company sold more cars in the United States in its first year than Suzuki. The Samurai was available as a convertible or hardtop and the company slogan was Never a Dull Moment. The Samurai was successful until Consumer Reports alleged the Samurai of being susceptible to roll over in a 1988 test. This led to a much publicized 1996 lawsuit, not settled until 2004.

   

In 1989, American Suzuki introduced the Swift which was the 2nd generation Suzuki Cultus. The Swift was available as a GTi and GLX hatchback with a 4-door sedan following in 1990. A new small SUV called the Sidekick was also introduced in 1989. 1991 saw the introduction of the 4-door Suzuki Sidekick, the first 4-door mini-SUV in North America. The Swift and Sidekick were cousins to GM's Geo Metro and Geo Tracker and were mostly produced in Ingersoll, Ontario, Canada by Suzuki and GM's joint venture, CAMI. The Swift GT/GTi and 4-door models were imported from Japan. Negative evaluations from Consumer Reports of the Suzuki Samurai led to some temporary setbacks at American Suzuki as annual sales in the following years dropped to below 20,000 units.

   

In 1995, American Suzuki introduced the Esteem and redesigned the Swift. The Swift GT was dropped and this version Swift was specific only to North America where it was built at CAMI. These models were the first Suzuki vehicles to be marketed in North America with dual front airbags. A station wagon version of the Esteem was introduced in 1996. Worldwide Suzuki production reached more than 975,000 cars this year.

   

Also in 1996, American Suzuki released the 2-door SUV X-90 and a revised Sidekick Sport model with dual airbags, a 120 horse power 89 kW 1.8 liter engine, 16 inch wheels and two-tone paint. The Sidekick was replaced by the Vitara and the Grand Vitara for 1999. The Grand Vitara would be Suzuki's first model with a V6-cylinder engine and available 4-wheel ABS brakes.

   

The Grand Vitara XL-7 was introduced in 2001 as a stretched version of the Grand Vitara. The Grand Vitara XL-7 had a larger 2.7 liter V6-cylinder engine and 3-row seating. This would be Suzuki's largest vehicle to date.

   

The Swift was dropped from the model lineup in 2001 and the Esteem was replaced in 2002 by the new Aerio, which was offered as a 4-door sedan and 5-door crossover with 4-wheel-drive as an option.

   

In 2004, General Motors and Suzuki jointly purchased the bankrupt Daewoo Motors renaming the venture GMDAT. American Suzuki rebadged the compact Daewoo Nubira/Daewoo Lacetti as the Forenza and the mid-size Daewoo Magnus as the Verona. The Forenza gained station wagon and hatchback body style in 2005, with the hatchback sold under the Reno name.

   

2006 was the first year American Suzuki sold more than 100,000 vehicles in the United States. Suzuki redesigned the Grand Vitara in 2006 as well as introduced the all-new Suzuki SX4 and Suzuki XL7 in 2007. The Suzuki SX4 is produced as a joint venture with Fiat and the XL7 (notice the shortening of the name from Grand Vitara XL-7) was produced as a joint venture with GM at CAMI Automotive Inc. in Ingersoll. Suzuki put XL7 production on indefinite hiatus in mid-2009 due to low demand and subsequently sold off its share of CAMI back to GM later that year.

   

Despite a difficult domestic US auto market, Suzuki has been keeping pace with its 2007 sales numbers including recording their best May ever in May 2008.

   

In 2009, Suzuki sales dropped 48.5%, after sales fell 17% in 2008. Suzuki did not import any 2010 model year street motorcycles into the US, with dealers instead relying on unsold stock from the 2009 model year. New street motorcycle models to the US resumed for the 2011 model year.

 

Motorcycles

 

Suzuki started manufacturing motorcycles in 1952, the first models being motorized bicycles. During the 1950s, 1960s and the better part of the 1970s, the company manufactured motorcycles with two-stroke engines only, the biggest two-stroke model being the water-cooled triple-cylinder GT750.

   

A large factor in Suzuki's success in two-stroke competition was the East German Grand Prix racer Ernst Degner, who defected to the West in 1961, bringing with him expertise in two-stroke engines from the East German manufacturer MZ. Suzuki hired Degner, and he won the 50 cc class F.I.M. road racing World Championship for them in the 1962 season. Suzuki became the first Japanese manufacturer to win a motocross world championship when Joel Robert won the 1970 250 cc title. In the 1970s, Suzuki established themselves in the motorcycle racing world with Barry Sheene and Roger De Coster winning world championships in the premier 500 cc division in road racing and motocross respectively. Suzuki continues to compete in MotoGP and last won the title in the 2000 season. Since 2006, the team is sponsored by Rizla and is known as Rizla Suzuki MotoGP team. On 18 November 2011, Suzuki announced that the GP racing was suspended, partly due to natural disasters and recession, until 2014.

   

It was not until 1976 that Suzuki introduced its first motorcycle with a four-stroke engine, the GS400 and GS750.

   

In 1994, Suzuki partnered with Nanjing Jincheng Machinery to create a Chinese motorcycle manufacturer and exporter called Jincheng Suzuki.

 

Suzuki Motorcycle Models

 

Notable Suzuki motorcycles include some of the following:

   

Hayabusa (GSX-1300R) – a sport motorcycle capable of 190 mph (310 km/h) in 1999, and limited to 186 mph (299 km/h) since 2001.

 

GSX-R1000 – currently the largest model of the GSX-R series, first launched in 2001.

 

GSX-R750 – the grandfather of the GSX-R1000, this designation is more than 25 years old and this model is being updated/redesigned entirely every two to four years.

 

GSX-R600 – a smaller version of the GSX-R750.

 

GSX-650F – introduced in 2008, this new sport touring model fills the void of the retired Katana. The 2009 model has ABS as a standard feature.

 

SV650 – introduced in 1999 as a budget entry in the emerging naked bike market and, as of 2008, offered both naked and fully faired. Since 2009 it is also offered in the Gladius variant.

 

Burgman – series of urban scooters with engine capacities from 125 cc up to 638 cc produced in Japan, Italy and Spain.

 

RGV250 – the road-racing replica of Kevin Schwantz's RGV500 GP race bike

 

DL-650 V-Strom – a dual-sport motorcycle

       

Suzuki A80

 

Suzuki Across

 

Suzuki AX100

 

Suzuki B-King

 

Suzuki Bandit series

 

Suzuki GSX650F

 

Suzuki Boulevard C109R

 

Suzuki Boulevard C50

 

Suzuki Boulevard M109R

 

Suzuki Boulevard M50

 

Suzuki Boulevard S40

 

Suzuki Boulevard S50

 

Suzuki Boulevard S83

 

Suzuki Burgman

 

Casal

 

Suzuki Choinori

 

Suzuki Crosscage

 

Suzuki CS (Series)

 

Suzuki V-Strom 1000

 

Suzuki V-Strom 650

 

Suzuki DR-Z

 

Suzuki DR-Z 125

 

Suzuki DR-Z400

 

DR-Z400SM

 

Suzuki dr125

 

Suzuki DR200SE

 

Suzuki DR350

 

Suzuki DR650

 

EElectric Light-Tron Cycle

 

Suzuki FR-50

 

Suzuki FR80

 

Suzuki FXR150

 

Suzuki FZ50

 

GSuzuki GF250

 

Suzuki SFV650 Gladius

 

Suzuki GN Series

 

Suzuki GR650 Tempter

 

Suzuki GS series

 

Suzuki GS150R

 

Suzuki GS400E

 

Suzuki GS450

 

Suzuki GS500

 

Suzuki GSR600

 

Suzuki GSR750

 

Suzuki GSV-R

 

Suzuki GSX series

 

Suzuki Katana

 

Suzuki GSX-R series

 

Suzuki GSX-R1100

 

Suzuki GSX-R250

 

Suzuki GSX-R400

 

Suzuki GSX-R600

 

Suzuki GSX-R750

 

Suzuki GSX-R750RK

 

Suzuki GSX1100F

 

Suzuki GSX125

 

Suzuki Hayabusa

 

Suzuki GSX1400

 

Suzuki GSX250FX

 

Suzuki GSX-R1000

 

Suzuki GT series

 

Suzuki GT550

 

Suzuki GT750

 

Suzuki GV1400 Cavalcade

 

Suzuki GZ Series

 

Suzuki Intruder

 

Suzuki Jr50

 

Suzuki Katana AY50

 

Suzuki LS650 Savage

 

Suzuki Madura

 

Suzuki fx125

 

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Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

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Motorcycle windshields

 

Motorcycle windshields

 

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Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

Motorcycle windshields

, Suzuki Windshields, Suzuki motorcycle windshields, Suzuki mc windshields, Suzuki windscreens, Suzuki shields, V-Strom windshields, steelhorseshades.com

 

Suzuki V-Strom 650 Clear Windshield

 

steelhorseshades.com/

 

Laser cut for precision aerodynamics and fit

Shape designed to compliment the lines of the VStrom

7" wider than stock

Available in five heights

Sport recommended for riders living in warm climates doing a lot of off-road

NACA duct styled vent for minimum turbulence and backpressure

8,000 miles of testing and development

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Compatible with Suzuki Hand Guards.

Made from 4.5mm thick (3/16") DOT certified impact resistent plastic.

Shorty made from 3mm thick (1/8") dark tint plastic.

Available for all DL650s, and '04+ DL1000s.

 

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

   

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

 

Suzuki

 

Suzuki Motor Corporation is a Japanese multinational corporation headquartered in Minami-ku, Hamamatsu, Japan that specializes in manufacturing compact automobiles and 4x4 vehicles, a full range of motorcycles, all-terrain vehicles ATVs, outboard marine engines, wheelchairs and a variety of other small internal combustion engines. Suzuki is Japan's 4th largest automobile manufacturer after Toyota, Nissan and Honda, the 9th largest automobile manufacturer in the world by production volume, employs over 45,000, has 35 main production facilities in 23 countries and 133 distributors in 192 countries. According to statistics from the Japan Automobile Manufacturers Association JAMA, Suzuki is Japan's second-largest manufacturer of small cars and trucks.

 

History

 

In 1909, Michio Suzuki (1887–1982) founded the Suzuki Loom Works in the small seacoast village of Hamamatsu, Japan. Business boomed as Suzuki built weaving looms for Japan's giant silk industry. In 1929, Michio Suzuki invented a new type of weaving machine, which was exported overseas. Suzuki filed as many as 120 patents and utility model rights. The company's first 30 years focused on the development and production of these exceptionally complex machines.

   

Despite the success of his looms, Suzuki realized his company had to diversify and he began to look at other products. Based on consumer demand, he decided that building a small car would be the most practical new venture. The project began in 1937, and within two years Suzuki had completed several compact prototype cars. These first Suzuki motor vehicles were powered by a then-innovative, liquid-cooled, four-stroke, four-cylinder engine. It featured a cast aluminum crankcase and gearbox and generated 13 horsepower 9.7 kW from a displacement of less than 800cc.

   

With the onset of World War II, production plans for Suzuki's new vehicles were halted when the government declared civilian passenger cars a "non-essential commodity." At the conclusion of the war, Suzuki went back to producing looms. Loom production was given a boost when the U.S. government approved the shipping of cotton to Japan. Suzuki's fortunes brightened as orders began to increase from domestic textile manufacturers. But the joy was short-lived as the cotton market collapsed in 1951.

   

Faced with this colossal challenge, Suzuki's thoughts went back to motor vehicles. After the war, the Japanese had a great need for affordable, reliable personal transportation. A number of firms began offering "clip-on" gas-powered engines that could be attached to the typical bicycle. Suzuki's first two-wheel ingenuity came in the form of a motorized bicycle called, the "Power Free." Designed to be inexpensive and simple to build and maintain, the 1952 Power Free featured a 36 cc, one horsepower, two-stroke engine. An unprecedented feature was the double-sprocket gear system, enabling the rider to either pedal with the engine assisting, pedal without engine assist, or simply disconnect the pedals and run on engine power alone. The system was so ingenious that the patent office of the new democratic government granted Suzuki a financial subsidy to continue research in motorcycle engineering, and so was born Suzuki Motor Corporation.

   

In 1953, Suzuki scored the first of many racing victories when the tiny 60 cc "Diamond Free" won its class in the Mount Fuji Hill Climb.

     

1955 SuzulightBy 1954, Suzuki was producing 6,000 motorcycles per month and had officially changed its name to Suzuki Motor Co., Ltd. Following the success of its first motorcycles, Suzuki created an even more successful automobile: the 1955 Suzuki Suzulight. Suzuki showcased its penchant for innovation from the beginning. The Suzulight included front-wheel drive, four-wheel independent suspension and rack-and-pinion steering—features not common on cars until three decades later.

   

Volkswagen AG completed the purchase of 19.9% of Suzuki Motor Corporation's issued shares on 15 January 2010, Volkswagen AG is the biggest shareholder in Suzuki.

 

American Suzuki Motor Corporation History

 

American Suzuki headquarters is located in Brea, California. Through an agreement with General Motors, Suzuki began selling a version of their Suzuki Cultus in the United States as the Chevrolet Sprint in 1985. This model was initially sold as a 3-door hatchback and would be Chevrolet's smallest model.

     

2004 Suzuki XL-7

 

The Samurai was also introduced in 1985 for the 1986 model year and was the first car introduced to the United States by the newly created American Suzuki Corp. No other Japanese company sold more cars in the United States in its first year than Suzuki. The Samurai was available as a convertible or hardtop and the company slogan was Never a Dull Moment. The Samurai was successful until Consumer Reports alleged the Samurai of being susceptible to roll over in a 1988 test. This led to a much publicized 1996 lawsuit, not settled until 2004.

   

In 1989, American Suzuki introduced the Swift which was the 2nd generation Suzuki Cultus. The Swift was available as a GTi and GLX hatchback with a 4-door sedan following in 1990. A new small SUV called the Sidekick was also introduced in 1989. 1991 saw the introduction of the 4-door Suzuki Sidekick, the first 4-door mini-SUV in North America. The Swift and Sidekick were cousins to GM's Geo Metro and Geo Tracker and were mostly produced in Ingersoll, Ontario, Canada by Suzuki and GM's joint venture, CAMI. The Swift GT/GTi and 4-door models were imported from Japan. Negative evaluations from Consumer Reports of the Suzuki Samurai led to some temporary setbacks at American Suzuki as annual sales in the following years dropped to below 20,000 units.

   

In 1995, American Suzuki introduced the Esteem and redesigned the Swift. The Swift GT was dropped and this version Swift was specific only to North America where it was built at CAMI. These models were the first Suzuki vehicles to be marketed in North America with dual front airbags. A station wagon version of the Esteem was introduced in 1996. Worldwide Suzuki production reached more than 975,000 cars this year.

   

Also in 1996, American Suzuki released the 2-door SUV X-90 and a revised Sidekick Sport model with dual airbags, a 120 horse power 89 kW 1.8 liter engine, 16 inch wheels and two-tone paint. The Sidekick was replaced by the Vitara and the Grand Vitara for 1999. The Grand Vitara would be Suzuki's first model with a V6-cylinder engine and available 4-wheel ABS brakes.

   

The Grand Vitara XL-7 was introduced in 2001 as a stretched version of the Grand Vitara. The Grand Vitara XL-7 had a larger 2.7 liter V6-cylinder engine and 3-row seating. This would be Suzuki's largest vehicle to date.

   

The Swift was dropped from the model lineup in 2001 and the Esteem was replaced in 2002 by the new Aerio, which was offered as a 4-door sedan and 5-door crossover with 4-wheel-drive as an option.

   

In 2004, General Motors and Suzuki jointly purchased the bankrupt Daewoo Motors renaming the venture GMDAT. American Suzuki rebadged the compact Daewoo Nubira/Daewoo Lacetti as the Forenza and the mid-size Daewoo Magnus as the Verona. The Forenza gained station wagon and hatchback body style in 2005, with the hatchback sold under the Reno name.

   

2006 was the first year American Suzuki sold more than 100,000 vehicles in the United States. Suzuki redesigned the Grand Vitara in 2006 as well as introduced the all-new Suzuki SX4 and Suzuki XL7 in 2007. The Suzuki SX4 is produced as a joint venture with Fiat and the XL7 (notice the shortening of the name from Grand Vitara XL-7) was produced as a joint venture with GM at CAMI Automotive Inc. in Ingersoll. Suzuki put XL7 production on indefinite hiatus in mid-2009 due to low demand and subsequently sold off its share of CAMI back to GM later that year.

   

Despite a difficult domestic US auto market, Suzuki has been keeping pace with its 2007 sales numbers including recording their best May ever in May 2008.

   

In 2009, Suzuki sales dropped 48.5%, after sales fell 17% in 2008. Suzuki did not import any 2010 model year street motorcycles into the US, with dealers instead relying on unsold stock from the 2009 model year. New street motorcycle models to the US resumed for the 2011 model year.

 

Motorcycles

 

Suzuki started manufacturing motorcycles in 1952, the first models being motorized bicycles. During the 1950s, 1960s and the better part of the 1970s, the company manufactured motorcycles with two-stroke engines only, the biggest two-stroke model being the water-cooled triple-cylinder GT750.

   

A large factor in Suzuki's success in two-stroke competition was the East German Grand Prix racer Ernst Degner, who defected to the West in 1961, bringing with him expertise in two-stroke engines from the East German manufacturer MZ. Suzuki hired Degner, and he won the 50 cc class F.I.M. road racing World Championship for them in the 1962 season. Suzuki became the first Japanese manufacturer to win a motocross world championship when Joel Robert won the 1970 250 cc title. In the 1970s, Suzuki established themselves in the motorcycle racing world with Barry Sheene and Roger De Coster winning world championships in the premier 500 cc division in road racing and motocross respectively. Suzuki continues to compete in MotoGP and last won the title in the 2000 season. Since 2006, the team is sponsored by Rizla and is known as Rizla Suzuki MotoGP team. On 18 November 2011, Suzuki announced that the GP racing was suspended, partly due to natural disasters and recession, until 2014.

   

It was not until 1976 that Suzuki introduced its first motorcycle with a four-stroke engine, the GS400 and GS750.

   

In 1994, Suzuki partnered with Nanjing Jincheng Machinery to create a Chinese motorcycle manufacturer and exporter called Jincheng Suzuki.

 

Suzuki Motorcycle Models

 

Notable Suzuki motorcycles include some of the following:

   

Hayabusa (GSX-1300R) – a sport motorcycle capable of 190 mph (310 km/h) in 1999, and limited to 186 mph (299 km/h) since 2001.

 

GSX-R1000 – currently the largest model of the GSX-R series, first launched in 2001.

 

GSX-R750 – the grandfather of the GSX-R1000, this designation is more than 25 years old and this model is being updated/redesigned entirely every two to four years.

 

GSX-R600 – a smaller version of the GSX-R750.

 

GSX-650F – introduced in 2008, this new sport touring model fills the void of the retired Katana. The 2009 model has ABS as a standard feature.

 

SV650 – introduced in 1999 as a budget entry in the emerging naked bike market and, as of 2008, offered both naked and fully faired. Since 2009 it is also offered in the Gladius variant.

 

Burgman – series of urban scooters with engine capacities from 125 cc up to 638 cc produced in Japan, Italy and Spain.

 

RGV250 – the road-racing replica of Kevin Schwantz's RGV500 GP race bike

 

DL-650 V-Strom – a dual-sport motorcycle

       

Suzuki A80

 

Suzuki Across

 

Suzuki AX100

 

Suzuki B-King

 

Suzuki Bandit series

 

Suzuki GSX650F

 

Suzuki Boulevard C109R

 

Suzuki Boulevard C50

 

Suzuki Boulevard M109R

 

Suzuki Boulevard M50

 

Suzuki Boulevard S40

 

Suzuki Boulevard S50

 

Suzuki Boulevard S83

 

Suzuki Burgman

 

Casal

 

Suzuki Choinori

 

Suzuki Crosscage

 

Suzuki CS (Series)

 

Suzuki V-Strom 1000

 

Suzuki V-Strom 650

 

Suzuki DR-Z

 

Suzuki DR-Z 125

 

Suzuki DR-Z400

 

DR-Z400SM

 

Suzuki dr125

 

Suzuki DR200SE

 

Suzuki DR350

 

Suzuki DR650

 

EElectric Light-Tron Cycle

 

Suzuki FR-50

 

Suzuki FR80

 

Suzuki FXR150

 

Suzuki FZ50

 

GSuzuki GF250

 

Suzuki SFV650 Gladius

 

Suzuki GN Series

 

Suzuki GR650 Tempter

 

Suzuki GS series

 

Suzuki GS150R

 

Suzuki GS400E

 

Suzuki GS450

 

Suzuki GS500

 

Suzuki GSR600

 

Suzuki GSR750

 

Suzuki GSV-R

 

Suzuki GSX series

 

Suzuki Katana

 

Suzuki GSX-R series

 

Suzuki GSX-R1100

 

Suzuki GSX-R250

 

Suzuki GSX-R400

 

Suzuki GSX-R600

 

Suzuki GSX-R750

 

Suzuki GSX-R750RK

 

Suzuki GSX1100F

 

Suzuki GSX125

 

Suzuki Hayabusa

 

Suzuki GSX1400

 

Suzuki GSX250FX

 

Suzuki GSX-R1000

 

Suzuki GT series

 

Suzuki GT550

 

Suzuki GT750

 

Suzuki GV1400 Cavalcade

 

Suzuki GZ Series

 

Suzuki Intruder

 

Suzuki Jr50

 

Suzuki Katana AY50

 

Suzuki LS650 Savage

 

Suzuki Madura

 

Suzuki fx125

 

Motorcycle windshields

 

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Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

Motorcycle windshields

, Suzuki Windshields, Suzuki motorcycle windshields, Suzuki mc windshields, Suzuki windscreens, Suzuki shields, V-Strom windshields, steelhorseshades.com

 

Suzuki V-Strom 650 Shorty Tinted

 

steelhorseshades.com/

 

Laser cut for precision aerodynamics and fit

Shape designed to compliment the lines of the VStrom

7" wider than stock

Available in five heights

Sport recommended for riders living in warm climates doing a lot of off-road

NACA duct styled vent for minimum turbulence and backpressure

8,000 miles of testing and development

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Compatible with Suzuki Hand Guards.

Made from 4.5mm thick (3/16") DOT certified impact resistent plastic.

Shorty made from 3mm thick (1/8") dark tint plastic.

Available for all DL650s, and '04+ DL1000s.

 

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

   

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

 

Suzuki

 

Suzuki Motor Corporation is a Japanese multinational corporation headquartered in Minami-ku, Hamamatsu, Japan that specializes in manufacturing compact automobiles and 4x4 vehicles, a full range of motorcycles, all-terrain vehicles ATVs, outboard marine engines, wheelchairs and a variety of other small internal combustion engines. Suzuki is Japan's 4th largest automobile manufacturer after Toyota, Nissan and Honda, the 9th largest automobile manufacturer in the world by production volume, employs over 45,000, has 35 main production facilities in 23 countries and 133 distributors in 192 countries. According to statistics from the Japan Automobile Manufacturers Association JAMA, Suzuki is Japan's second-largest manufacturer of small cars and trucks.

 

History

 

In 1909, Michio Suzuki (1887–1982) founded the Suzuki Loom Works in the small seacoast village of Hamamatsu, Japan. Business boomed as Suzuki built weaving looms for Japan's giant silk industry. In 1929, Michio Suzuki invented a new type of weaving machine, which was exported overseas. Suzuki filed as many as 120 patents and utility model rights. The company's first 30 years focused on the development and production of these exceptionally complex machines.

   

Despite the success of his looms, Suzuki realized his company had to diversify and he began to look at other products. Based on consumer demand, he decided that building a small car would be the most practical new venture. The project began in 1937, and within two years Suzuki had completed several compact prototype cars. These first Suzuki motor vehicles were powered by a then-innovative, liquid-cooled, four-stroke, four-cylinder engine. It featured a cast aluminum crankcase and gearbox and generated 13 horsepower 9.7 kW from a displacement of less than 800cc.

   

With the onset of World War II, production plans for Suzuki's new vehicles were halted when the government declared civilian passenger cars a "non-essential commodity." At the conclusion of the war, Suzuki went back to producing looms. Loom production was given a boost when the U.S. government approved the shipping of cotton to Japan. Suzuki's fortunes brightened as orders began to increase from domestic textile manufacturers. But the joy was short-lived as the cotton market collapsed in 1951.

   

Faced with this colossal challenge, Suzuki's thoughts went back to motor vehicles. After the war, the Japanese had a great need for affordable, reliable personal transportation. A number of firms began offering "clip-on" gas-powered engines that could be attached to the typical bicycle. Suzuki's first two-wheel ingenuity came in the form of a motorized bicycle called, the "Power Free." Designed to be inexpensive and simple to build and maintain, the 1952 Power Free featured a 36 cc, one horsepower, two-stroke engine. An unprecedented feature was the double-sprocket gear system, enabling the rider to either pedal with the engine assisting, pedal without engine assist, or simply disconnect the pedals and run on engine power alone. The system was so ingenious that the patent office of the new democratic government granted Suzuki a financial subsidy to continue research in motorcycle engineering, and so was born Suzuki Motor Corporation.

   

In 1953, Suzuki scored the first of many racing victories when the tiny 60 cc "Diamond Free" won its class in the Mount Fuji Hill Climb.

     

1955 SuzulightBy 1954, Suzuki was producing 6,000 motorcycles per month and had officially changed its name to Suzuki Motor Co., Ltd. Following the success of its first motorcycles, Suzuki created an even more successful automobile: the 1955 Suzuki Suzulight. Suzuki showcased its penchant for innovation from the beginning. The Suzulight included front-wheel drive, four-wheel independent suspension and rack-and-pinion steering—features not common on cars until three decades later.

   

Volkswagen AG completed the purchase of 19.9% of Suzuki Motor Corporation's issued shares on 15 January 2010, Volkswagen AG is the biggest shareholder in Suzuki.

 

American Suzuki Motor Corporation History

 

American Suzuki headquarters is located in Brea, California. Through an agreement with General Motors, Suzuki began selling a version of their Suzuki Cultus in the United States as the Chevrolet Sprint in 1985. This model was initially sold as a 3-door hatchback and would be Chevrolet's smallest model.

     

2004 Suzuki XL-7

 

The Samurai was also introduced in 1985 for the 1986 model year and was the first car introduced to the United States by the newly created American Suzuki Corp. No other Japanese company sold more cars in the United States in its first year than Suzuki. The Samurai was available as a convertible or hardtop and the company slogan was Never a Dull Moment. The Samurai was successful until Consumer Reports alleged the Samurai of being susceptible to roll over in a 1988 test. This led to a much publicized 1996 lawsuit, not settled until 2004.

   

In 1989, American Suzuki introduced the Swift which was the 2nd generation Suzuki Cultus. The Swift was available as a GTi and GLX hatchback with a 4-door sedan following in 1990. A new small SUV called the Sidekick was also introduced in 1989. 1991 saw the introduction of the 4-door Suzuki Sidekick, the first 4-door mini-SUV in North America. The Swift and Sidekick were cousins to GM's Geo Metro and Geo Tracker and were mostly produced in Ingersoll, Ontario, Canada by Suzuki and GM's joint venture, CAMI. The Swift GT/GTi and 4-door models were imported from Japan. Negative evaluations from Consumer Reports of the Suzuki Samurai led to some temporary setbacks at American Suzuki as annual sales in the following years dropped to below 20,000 units.

   

In 1995, American Suzuki introduced the Esteem and redesigned the Swift. The Swift GT was dropped and this version Swift was specific only to North America where it was built at CAMI. These models were the first Suzuki vehicles to be marketed in North America with dual front airbags. A station wagon version of the Esteem was introduced in 1996. Worldwide Suzuki production reached more than 975,000 cars this year.

   

Also in 1996, American Suzuki released the 2-door SUV X-90 and a revised Sidekick Sport model with dual airbags, a 120 horse power 89 kW 1.8 liter engine, 16 inch wheels and two-tone paint. The Sidekick was replaced by the Vitara and the Grand Vitara for 1999. The Grand Vitara would be Suzuki's first model with a V6-cylinder engine and available 4-wheel ABS brakes.

   

The Grand Vitara XL-7 was introduced in 2001 as a stretched version of the Grand Vitara. The Grand Vitara XL-7 had a larger 2.7 liter V6-cylinder engine and 3-row seating. This would be Suzuki's largest vehicle to date.

   

The Swift was dropped from the model lineup in 2001 and the Esteem was replaced in 2002 by the new Aerio, which was offered as a 4-door sedan and 5-door crossover with 4-wheel-drive as an option.

   

In 2004, General Motors and Suzuki jointly purchased the bankrupt Daewoo Motors renaming the venture GMDAT. American Suzuki rebadged the compact Daewoo Nubira/Daewoo Lacetti as the Forenza and the mid-size Daewoo Magnus as the Verona. The Forenza gained station wagon and hatchback body style in 2005, with the hatchback sold under the Reno name.

   

2006 was the first year American Suzuki sold more than 100,000 vehicles in the United States. Suzuki redesigned the Grand Vitara in 2006 as well as introduced the all-new Suzuki SX4 and Suzuki XL7 in 2007. The Suzuki SX4 is produced as a joint venture with Fiat and the XL7 (notice the shortening of the name from Grand Vitara XL-7) was produced as a joint venture with GM at CAMI Automotive Inc. in Ingersoll. Suzuki put XL7 production on indefinite hiatus in mid-2009 due to low demand and subsequently sold off its share of CAMI back to GM later that year.

   

Despite a difficult domestic US auto market, Suzuki has been keeping pace with its 2007 sales numbers including recording their best May ever in May 2008.

   

In 2009, Suzuki sales dropped 48.5%, after sales fell 17% in 2008. Suzuki did not import any 2010 model year street motorcycles into the US, with dealers instead relying on unsold stock from the 2009 model year. New street motorcycle models to the US resumed for the 2011 model year.

 

Motorcycles

 

Suzuki started manufacturing motorcycles in 1952, the first models being motorized bicycles. During the 1950s, 1960s and the better part of the 1970s, the company manufactured motorcycles with two-stroke engines only, the biggest two-stroke model being the water-cooled triple-cylinder GT750.

   

A large factor in Suzuki's success in two-stroke competition was the East German Grand Prix racer Ernst Degner, who defected to the West in 1961, bringing with him expertise in two-stroke engines from the East German manufacturer MZ. Suzuki hired Degner, and he won the 50 cc class F.I.M. road racing World Championship for them in the 1962 season. Suzuki became the first Japanese manufacturer to win a motocross world championship when Joel Robert won the 1970 250 cc title. In the 1970s, Suzuki established themselves in the motorcycle racing world with Barry Sheene and Roger De Coster winning world championships in the premier 500 cc division in road racing and motocross respectively. Suzuki continues to compete in MotoGP and last won the title in the 2000 season. Since 2006, the team is sponsored by Rizla and is known as Rizla Suzuki MotoGP team. On 18 November 2011, Suzuki announced that the GP racing was suspended, partly due to natural disasters and recession, until 2014.

   

It was not until 1976 that Suzuki introduced its first motorcycle with a four-stroke engine, the GS400 and GS750.

   

In 1994, Suzuki partnered with Nanjing Jincheng Machinery to create a Chinese motorcycle manufacturer and exporter called Jincheng Suzuki.

 

Suzuki Motorcycle Models

 

Notable Suzuki motorcycles include some of the following:

   

Hayabusa (GSX-1300R) – a sport motorcycle capable of 190 mph (310 km/h) in 1999, and limited to 186 mph (299 km/h) since 2001.

 

GSX-R1000 – currently the largest model of the GSX-R series, first launched in 2001.

 

GSX-R750 – the grandfather of the GSX-R1000, this designation is more than 25 years old and this model is being updated/redesigned entirely every two to four years.

 

GSX-R600 – a smaller version of the GSX-R750.

 

GSX-650F – introduced in 2008, this new sport touring model fills the void of the retired Katana. The 2009 model has ABS as a standard feature.

 

SV650 – introduced in 1999 as a budget entry in the emerging naked bike market and, as of 2008, offered both naked and fully faired. Since 2009 it is also offered in the Gladius variant.

 

Burgman – series of urban scooters with engine capacities from 125 cc up to 638 cc produced in Japan, Italy and Spain.

 

RGV250 – the road-racing replica of Kevin Schwantz's RGV500 GP race bike

 

DL-650 V-Strom – a dual-sport motorcycle

       

Suzuki A80

 

Suzuki Across

 

Suzuki AX100

 

Suzuki B-King

 

Suzuki Bandit series

 

Suzuki GSX650F

 

Suzuki Boulevard C109R

 

Suzuki Boulevard C50

 

Suzuki Boulevard M109R

 

Suzuki Boulevard M50

 

Suzuki Boulevard S40

 

Suzuki Boulevard S50

 

Suzuki Boulevard S83

 

Suzuki Burgman

 

Casal

 

Suzuki Choinori

 

Suzuki Crosscage

 

Suzuki CS (Series)

 

Suzuki V-Strom 1000

 

Suzuki V-Strom 650

 

Suzuki DR-Z

 

Suzuki DR-Z 125

 

Suzuki DR-Z400

 

DR-Z400SM

 

Suzuki dr125

 

Suzuki DR200SE

 

Suzuki DR350

 

Suzuki DR650

 

EElectric Light-Tron Cycle

 

Suzuki FR-50

 

Suzuki FR80

 

Suzuki FXR150

 

Suzuki FZ50

 

GSuzuki GF250

 

Suzuki SFV650 Gladius

 

Suzuki GN Series

 

Suzuki GR650 Tempter

 

Suzuki GS series

 

Suzuki GS150R

 

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Suzuki GSV-R

 

Suzuki GSX series

 

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Suzuki GSX-R1100

 

Suzuki GSX-R250

 

Suzuki GSX-R400

 

Suzuki GSX-R600

 

Suzuki GSX-R750

 

Suzuki GSX-R750RK

 

Suzuki GSX1100F

 

Suzuki GSX125

 

Suzuki Hayabusa

 

Suzuki GSX1400

 

Suzuki GSX250FX

 

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Suzuki GT series

 

Suzuki GT550

 

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Suzuki GV1400 Cavalcade

 

Suzuki GZ Series

 

Suzuki Intruder

 

Suzuki Jr50

 

Suzuki Katana AY50

 

Suzuki LS650 Savage

 

Suzuki Madura

 

Suzuki fx125

 

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, Suzuki Windshields, Suzuki motorcycle windshields, Suzuki mc windshields, Suzuki windscreens, Suzuki shields, V-Strom windshields, steelhorseshades.com

 

Suzuki V-Strom 650 Large Clear Windshield

 

steelhorseshades.com/

 

Laser cut for precision aerodynamics and fit

Shape designed to compliment the lines of the VStrom

7" wider than stock

Available in five heights

Sport recommended for riders living in warm climates doing a lot of off-road

NACA duct styled vent for minimum turbulence and backpressure

8,000 miles of testing and development

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Compatible with Suzuki Hand Guards.

Made from 4.5mm thick (3/16") DOT certified impact resistent plastic.

Shorty made from 3mm thick (1/8") dark tint plastic.

Available for all DL650s, and '04+ DL1000s.

 

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

   

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

 

Suzuki

 

Suzuki Motor Corporation is a Japanese multinational corporation headquartered in Minami-ku, Hamamatsu, Japan that specializes in manufacturing compact automobiles and 4x4 vehicles, a full range of motorcycles, all-terrain vehicles ATVs, outboard marine engines, wheelchairs and a variety of other small internal combustion engines. Suzuki is Japan's 4th largest automobile manufacturer after Toyota, Nissan and Honda, the 9th largest automobile manufacturer in the world by production volume, employs over 45,000, has 35 main production facilities in 23 countries and 133 distributors in 192 countries. According to statistics from the Japan Automobile Manufacturers Association JAMA, Suzuki is Japan's second-largest manufacturer of small cars and trucks.

 

History

 

In 1909, Michio Suzuki (1887–1982) founded the Suzuki Loom Works in the small seacoast village of Hamamatsu, Japan. Business boomed as Suzuki built weaving looms for Japan's giant silk industry. In 1929, Michio Suzuki invented a new type of weaving machine, which was exported overseas. Suzuki filed as many as 120 patents and utility model rights. The company's first 30 years focused on the development and production of these exceptionally complex machines.

   

Despite the success of his looms, Suzuki realized his company had to diversify and he began to look at other products. Based on consumer demand, he decided that building a small car would be the most practical new venture. The project began in 1937, and within two years Suzuki had completed several compact prototype cars. These first Suzuki motor vehicles were powered by a then-innovative, liquid-cooled, four-stroke, four-cylinder engine. It featured a cast aluminum crankcase and gearbox and generated 13 horsepower 9.7 kW from a displacement of less than 800cc.

   

With the onset of World War II, production plans for Suzuki's new vehicles were halted when the government declared civilian passenger cars a "non-essential commodity." At the conclusion of the war, Suzuki went back to producing looms. Loom production was given a boost when the U.S. government approved the shipping of cotton to Japan. Suzuki's fortunes brightened as orders began to increase from domestic textile manufacturers. But the joy was short-lived as the cotton market collapsed in 1951.

   

Faced with this colossal challenge, Suzuki's thoughts went back to motor vehicles. After the war, the Japanese had a great need for affordable, reliable personal transportation. A number of firms began offering "clip-on" gas-powered engines that could be attached to the typical bicycle. Suzuki's first two-wheel ingenuity came in the form of a motorized bicycle called, the "Power Free." Designed to be inexpensive and simple to build and maintain, the 1952 Power Free featured a 36 cc, one horsepower, two-stroke engine. An unprecedented feature was the double-sprocket gear system, enabling the rider to either pedal with the engine assisting, pedal without engine assist, or simply disconnect the pedals and run on engine power alone. The system was so ingenious that the patent office of the new democratic government granted Suzuki a financial subsidy to continue research in motorcycle engineering, and so was born Suzuki Motor Corporation.

   

In 1953, Suzuki scored the first of many racing victories when the tiny 60 cc "Diamond Free" won its class in the Mount Fuji Hill Climb.

     

1955 SuzulightBy 1954, Suzuki was producing 6,000 motorcycles per month and had officially changed its name to Suzuki Motor Co., Ltd. Following the success of its first motorcycles, Suzuki created an even more successful automobile: the 1955 Suzuki Suzulight. Suzuki showcased its penchant for innovation from the beginning. The Suzulight included front-wheel drive, four-wheel independent suspension and rack-and-pinion steering—features not common on cars until three decades later.

   

Volkswagen AG completed the purchase of 19.9% of Suzuki Motor Corporation's issued shares on 15 January 2010, Volkswagen AG is the biggest shareholder in Suzuki.

 

American Suzuki Motor Corporation History

 

American Suzuki headquarters is located in Brea, California. Through an agreement with General Motors, Suzuki began selling a version of their Suzuki Cultus in the United States as the Chevrolet Sprint in 1985. This model was initially sold as a 3-door hatchback and would be Chevrolet's smallest model.

     

2004 Suzuki XL-7

 

The Samurai was also introduced in 1985 for the 1986 model year and was the first car introduced to the United States by the newly created American Suzuki Corp. No other Japanese company sold more cars in the United States in its first year than Suzuki. The Samurai was available as a convertible or hardtop and the company slogan was Never a Dull Moment. The Samurai was successful until Consumer Reports alleged the Samurai of being susceptible to roll over in a 1988 test. This led to a much publicized 1996 lawsuit, not settled until 2004.

   

In 1989, American Suzuki introduced the Swift which was the 2nd generation Suzuki Cultus. The Swift was available as a GTi and GLX hatchback with a 4-door sedan following in 1990. A new small SUV called the Sidekick was also introduced in 1989. 1991 saw the introduction of the 4-door Suzuki Sidekick, the first 4-door mini-SUV in North America. The Swift and Sidekick were cousins to GM's Geo Metro and Geo Tracker and were mostly produced in Ingersoll, Ontario, Canada by Suzuki and GM's joint venture, CAMI. The Swift GT/GTi and 4-door models were imported from Japan. Negative evaluations from Consumer Reports of the Suzuki Samurai led to some temporary setbacks at American Suzuki as annual sales in the following years dropped to below 20,000 units.

   

In 1995, American Suzuki introduced the Esteem and redesigned the Swift. The Swift GT was dropped and this version Swift was specific only to North America where it was built at CAMI. These models were the first Suzuki vehicles to be marketed in North America with dual front airbags. A station wagon version of the Esteem was introduced in 1996. Worldwide Suzuki production reached more than 975,000 cars this year.

   

Also in 1996, American Suzuki released the 2-door SUV X-90 and a revised Sidekick Sport model with dual airbags, a 120 horse power 89 kW 1.8 liter engine, 16 inch wheels and two-tone paint. The Sidekick was replaced by the Vitara and the Grand Vitara for 1999. The Grand Vitara would be Suzuki's first model with a V6-cylinder engine and available 4-wheel ABS brakes.

   

The Grand Vitara XL-7 was introduced in 2001 as a stretched version of the Grand Vitara. The Grand Vitara XL-7 had a larger 2.7 liter V6-cylinder engine and 3-row seating. This would be Suzuki's largest vehicle to date.

   

The Swift was dropped from the model lineup in 2001 and the Esteem was replaced in 2002 by the new Aerio, which was offered as a 4-door sedan and 5-door crossover with 4-wheel-drive as an option.

   

In 2004, General Motors and Suzuki jointly purchased the bankrupt Daewoo Motors renaming the venture GMDAT. American Suzuki rebadged the compact Daewoo Nubira/Daewoo Lacetti as the Forenza and the mid-size Daewoo Magnus as the Verona. The Forenza gained station wagon and hatchback body style in 2005, with the hatchback sold under the Reno name.

   

2006 was the first year American Suzuki sold more than 100,000 vehicles in the United States. Suzuki redesigned the Grand Vitara in 2006 as well as introduced the all-new Suzuki SX4 and Suzuki XL7 in 2007. The Suzuki SX4 is produced as a joint venture with Fiat and the XL7 (notice the shortening of the name from Grand Vitara XL-7) was produced as a joint venture with GM at CAMI Automotive Inc. in Ingersoll. Suzuki put XL7 production on indefinite hiatus in mid-2009 due to low demand and subsequently sold off its share of CAMI back to GM later that year.

   

Despite a difficult domestic US auto market, Suzuki has been keeping pace with its 2007 sales numbers including recording their best May ever in May 2008.

   

In 2009, Suzuki sales dropped 48.5%, after sales fell 17% in 2008. Suzuki did not import any 2010 model year street motorcycles into the US, with dealers instead relying on unsold stock from the 2009 model year. New street motorcycle models to the US resumed for the 2011 model year.

 

Motorcycles

 

Suzuki started manufacturing motorcycles in 1952, the first models being motorized bicycles. During the 1950s, 1960s and the better part of the 1970s, the company manufactured motorcycles with two-stroke engines only, the biggest two-stroke model being the water-cooled triple-cylinder GT750.

   

A large factor in Suzuki's success in two-stroke competition was the East German Grand Prix racer Ernst Degner, who defected to the West in 1961, bringing with him expertise in two-stroke engines from the East German manufacturer MZ. Suzuki hired Degner, and he won the 50 cc class F.I.M. road racing World Championship for them in the 1962 season. Suzuki became the first Japanese manufacturer to win a motocross world championship when Joel Robert won the 1970 250 cc title. In the 1970s, Suzuki established themselves in the motorcycle racing world with Barry Sheene and Roger De Coster winning world championships in the premier 500 cc division in road racing and motocross respectively. Suzuki continues to compete in MotoGP and last won the title in the 2000 season. Since 2006, the team is sponsored by Rizla and is known as Rizla Suzuki MotoGP team. On 18 November 2011, Suzuki announced that the GP racing was suspended, partly due to natural disasters and recession, until 2014.

   

It was not until 1976 that Suzuki introduced its first motorcycle with a four-stroke engine, the GS400 and GS750.

   

In 1994, Suzuki partnered with Nanjing Jincheng Machinery to create a Chinese motorcycle manufacturer and exporter called Jincheng Suzuki.

 

Suzuki Motorcycle Models

 

Notable Suzuki motorcycles include some of the following:

   

Hayabusa (GSX-1300R) – a sport motorcycle capable of 190 mph (310 km/h) in 1999, and limited to 186 mph (299 km/h) since 2001.

 

GSX-R1000 – currently the largest model of the GSX-R series, first launched in 2001.

 

GSX-R750 – the grandfather of the GSX-R1000, this designation is more than 25 years old and this model is being updated/redesigned entirely every two to four years.

 

GSX-R600 – a smaller version of the GSX-R750.

 

GSX-650F – introduced in 2008, this new sport touring model fills the void of the retired Katana. The 2009 model has ABS as a standard feature.

 

SV650 – introduced in 1999 as a budget entry in the emerging naked bike market and, as of 2008, offered both naked and fully faired. Since 2009 it is also offered in the Gladius variant.

 

Burgman – series of urban scooters with engine capacities from 125 cc up to 638 cc produced in Japan, Italy and Spain.

 

RGV250 – the road-racing replica of Kevin Schwantz's RGV500 GP race bike

 

DL-650 V-Strom – a dual-sport motorcycle

       

Suzuki A80

 

Suzuki Across

 

Suzuki AX100

 

Suzuki B-King

 

Suzuki Bandit series

 

Suzuki GSX650F

 

Suzuki Boulevard C109R

 

Suzuki Boulevard C50

 

Suzuki Boulevard M109R

 

Suzuki Boulevard M50

 

Suzuki Boulevard S40

 

Suzuki Boulevard S50

 

Suzuki Boulevard S83

 

Suzuki Burgman

 

Casal

 

Suzuki Choinori

 

Suzuki Crosscage

 

Suzuki CS (Series)

 

Suzuki V-Strom 1000

 

Suzuki V-Strom 650

 

Suzuki DR-Z

 

Suzuki DR-Z 125

 

Suzuki DR-Z400

 

DR-Z400SM

 

Suzuki dr125

 

Suzuki DR200SE

 

Suzuki DR350

 

Suzuki DR650

 

EElectric Light-Tron Cycle

 

Suzuki FR-50

 

Suzuki FR80

 

Suzuki FXR150

 

Suzuki FZ50

 

GSuzuki GF250

 

Suzuki SFV650 Gladius

 

Suzuki GN Series

 

Suzuki GR650 Tempter

 

Suzuki GS series

 

Suzuki GS150R

 

Suzuki GS400E

 

Suzuki GS450

 

Suzuki GS500

 

Suzuki GSR600

 

Suzuki GSR750

 

Suzuki GSV-R

 

Suzuki GSX series

 

Suzuki Katana

 

Suzuki GSX-R series

 

Suzuki GSX-R1100

 

Suzuki GSX-R250

 

Suzuki GSX-R400

 

Suzuki GSX-R600

 

Suzuki GSX-R750

 

Suzuki GSX-R750RK

 

Suzuki GSX1100F

 

Suzuki GSX125

 

Suzuki Hayabusa

 

Suzuki GSX1400

 

Suzuki GSX250FX

 

Suzuki GSX-R1000

 

Suzuki GT series

 

Suzuki GT550

 

Suzuki GT750

 

Suzuki GV1400 Cavalcade

 

Suzuki GZ Series

 

Suzuki Intruder

 

Suzuki Jr50

 

Suzuki Katana AY50

 

Suzuki LS650 Savage

 

Suzuki Madura

 

Suzuki fx125

 

Motorcycle windshields

 

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Motorcycle windshields

 

Motorcycle windshields

Motorcycle windshields

, Suzuki Windshields, Suzuki motorcycle windshields, Suzuki mc windshields, Suzuki windscreens, Suzuki shields, V-Strom windshields, steelhorseshades.com

 

Suzuki V-Strom 650 Meium Clear Windshield

 

steelhorseshades.com/

 

Laser cut for precision aerodynamics and fit

Shape designed to compliment the lines of the VStrom

7" wider than stock

Available in five heights

Sport recommended for riders living in warm climates doing a lot of off-road

NACA duct styled vent for minimum turbulence and backpressure

8,000 miles of testing and development

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Compatible with Suzuki Hand Guards.

Made from 4.5mm thick (3/16") DOT certified impact resistent plastic.

Shorty made from 3mm thick (1/8") dark tint plastic.

Available for all DL650s, and '04+ DL1000s.

 

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

   

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

 

Suzuki

 

Suzuki Motor Corporation is a Japanese multinational corporation headquartered in Minami-ku, Hamamatsu, Japan that specializes in manufacturing compact automobiles and 4x4 vehicles, a full range of motorcycles, all-terrain vehicles ATVs, outboard marine engines, wheelchairs and a variety of other small internal combustion engines. Suzuki is Japan's 4th largest automobile manufacturer after Toyota, Nissan and Honda, the 9th largest automobile manufacturer in the world by production volume, employs over 45,000, has 35 main production facilities in 23 countries and 133 distributors in 192 countries. According to statistics from the Japan Automobile Manufacturers Association JAMA, Suzuki is Japan's second-largest manufacturer of small cars and trucks.

 

History

 

In 1909, Michio Suzuki (1887–1982) founded the Suzuki Loom Works in the small seacoast village of Hamamatsu, Japan. Business boomed as Suzuki built weaving looms for Japan's giant silk industry. In 1929, Michio Suzuki invented a new type of weaving machine, which was exported overseas. Suzuki filed as many as 120 patents and utility model rights. The company's first 30 years focused on the development and production of these exceptionally complex machines.

   

Despite the success of his looms, Suzuki realized his company had to diversify and he began to look at other products. Based on consumer demand, he decided that building a small car would be the most practical new venture. The project began in 1937, and within two years Suzuki had completed several compact prototype cars. These first Suzuki motor vehicles were powered by a then-innovative, liquid-cooled, four-stroke, four-cylinder engine. It featured a cast aluminum crankcase and gearbox and generated 13 horsepower 9.7 kW from a displacement of less than 800cc.

   

With the onset of World War II, production plans for Suzuki's new vehicles were halted when the government declared civilian passenger cars a "non-essential commodity." At the conclusion of the war, Suzuki went back to producing looms. Loom production was given a boost when the U.S. government approved the shipping of cotton to Japan. Suzuki's fortunes brightened as orders began to increase from domestic textile manufacturers. But the joy was short-lived as the cotton market collapsed in 1951.

   

Faced with this colossal challenge, Suzuki's thoughts went back to motor vehicles. After the war, the Japanese had a great need for affordable, reliable personal transportation. A number of firms began offering "clip-on" gas-powered engines that could be attached to the typical bicycle. Suzuki's first two-wheel ingenuity came in the form of a motorized bicycle called, the "Power Free." Designed to be inexpensive and simple to build and maintain, the 1952 Power Free featured a 36 cc, one horsepower, two-stroke engine. An unprecedented feature was the double-sprocket gear system, enabling the rider to either pedal with the engine assisting, pedal without engine assist, or simply disconnect the pedals and run on engine power alone. The system was so ingenious that the patent office of the new democratic government granted Suzuki a financial subsidy to continue research in motorcycle engineering, and so was born Suzuki Motor Corporation.

   

In 1953, Suzuki scored the first of many racing victories when the tiny 60 cc "Diamond Free" won its class in the Mount Fuji Hill Climb.

     

1955 SuzulightBy 1954, Suzuki was producing 6,000 motorcycles per month and had officially changed its name to Suzuki Motor Co., Ltd. Following the success of its first motorcycles, Suzuki created an even more successful automobile: the 1955 Suzuki Suzulight. Suzuki showcased its penchant for innovation from the beginning. The Suzulight included front-wheel drive, four-wheel independent suspension and rack-and-pinion steering—features not common on cars until three decades later.

   

Volkswagen AG completed the purchase of 19.9% of Suzuki Motor Corporation's issued shares on 15 January 2010, Volkswagen AG is the biggest shareholder in Suzuki.

 

American Suzuki Motor Corporation History

 

American Suzuki headquarters is located in Brea, California. Through an agreement with General Motors, Suzuki began selling a version of their Suzuki Cultus in the United States as the Chevrolet Sprint in 1985. This model was initially sold as a 3-door hatchback and would be Chevrolet's smallest model.

     

2004 Suzuki XL-7

 

The Samurai was also introduced in 1985 for the 1986 model year and was the first car introduced to the United States by the newly created American Suzuki Corp. No other Japanese company sold more cars in the United States in its first year than Suzuki. The Samurai was available as a convertible or hardtop and the company slogan was Never a Dull Moment. The Samurai was successful until Consumer Reports alleged the Samurai of being susceptible to roll over in a 1988 test. This led to a much publicized 1996 lawsuit, not settled until 2004.

   

In 1989, American Suzuki introduced the Swift which was the 2nd generation Suzuki Cultus. The Swift was available as a GTi and GLX hatchback with a 4-door sedan following in 1990. A new small SUV called the Sidekick was also introduced in 1989. 1991 saw the introduction of the 4-door Suzuki Sidekick, the first 4-door mini-SUV in North America. The Swift and Sidekick were cousins to GM's Geo Metro and Geo Tracker and were mostly produced in Ingersoll, Ontario, Canada by Suzuki and GM's joint venture, CAMI. The Swift GT/GTi and 4-door models were imported from Japan. Negative evaluations from Consumer Reports of the Suzuki Samurai led to some temporary setbacks at American Suzuki as annual sales in the following years dropped to below 20,000 units.

   

In 1995, American Suzuki introduced the Esteem and redesigned the Swift. The Swift GT was dropped and this version Swift was specific only to North America where it was built at CAMI. These models were the first Suzuki vehicles to be marketed in North America with dual front airbags. A station wagon version of the Esteem was introduced in 1996. Worldwide Suzuki production reached more than 975,000 cars this year.

   

Also in 1996, American Suzuki released the 2-door SUV X-90 and a revised Sidekick Sport model with dual airbags, a 120 horse power 89 kW 1.8 liter engine, 16 inch wheels and two-tone paint. The Sidekick was replaced by the Vitara and the Grand Vitara for 1999. The Grand Vitara would be Suzuki's first model with a V6-cylinder engine and available 4-wheel ABS brakes.

   

The Grand Vitara XL-7 was introduced in 2001 as a stretched version of the Grand Vitara. The Grand Vitara XL-7 had a larger 2.7 liter V6-cylinder engine and 3-row seating. This would be Suzuki's largest vehicle to date.

   

The Swift was dropped from the model lineup in 2001 and the Esteem was replaced in 2002 by the new Aerio, which was offered as a 4-door sedan and 5-door crossover with 4-wheel-drive as an option.

   

In 2004, General Motors and Suzuki jointly purchased the bankrupt Daewoo Motors renaming the venture GMDAT. American Suzuki rebadged the compact Daewoo Nubira/Daewoo Lacetti as the Forenza and the mid-size Daewoo Magnus as the Verona. The Forenza gained station wagon and hatchback body style in 2005, with the hatchback sold under the Reno name.

   

2006 was the first year American Suzuki sold more than 100,000 vehicles in the United States. Suzuki redesigned the Grand Vitara in 2006 as well as introduced the all-new Suzuki SX4 and Suzuki XL7 in 2007. The Suzuki SX4 is produced as a joint venture with Fiat and the XL7 (notice the shortening of the name from Grand Vitara XL-7) was produced as a joint venture with GM at CAMI Automotive Inc. in Ingersoll. Suzuki put XL7 production on indefinite hiatus in mid-2009 due to low demand and subsequently sold off its share of CAMI back to GM later that year.

   

Despite a difficult domestic US auto market, Suzuki has been keeping pace with its 2007 sales numbers including recording their best May ever in May 2008.

   

In 2009, Suzuki sales dropped 48.5%, after sales fell 17% in 2008. Suzuki did not import any 2010 model year street motorcycles into the US, with dealers instead relying on unsold stock from the 2009 model year. New street motorcycle models to the US resumed for the 2011 model year.

 

Motorcycles

 

Suzuki started manufacturing motorcycles in 1952, the first models being motorized bicycles. During the 1950s, 1960s and the better part of the 1970s, the company manufactured motorcycles with two-stroke engines only, the biggest two-stroke model being the water-cooled triple-cylinder GT750.

   

A large factor in Suzuki's success in two-stroke competition was the East German Grand Prix racer Ernst Degner, who defected to the West in 1961, bringing with him expertise in two-stroke engines from the East German manufacturer MZ. Suzuki hired Degner, and he won the 50 cc class F.I.M. road racing World Championship for them in the 1962 season. Suzuki became the first Japanese manufacturer to win a motocross world championship when Joel Robert won the 1970 250 cc title. In the 1970s, Suzuki established themselves in the motorcycle racing world with Barry Sheene and Roger De Coster winning world championships in the premier 500 cc division in road racing and motocross respectively. Suzuki continues to compete in MotoGP and last won the title in the 2000 season. Since 2006, the team is sponsored by Rizla and is known as Rizla Suzuki MotoGP team. On 18 November 2011, Suzuki announced that the GP racing was suspended, partly due to natural disasters and recession, until 2014.

   

It was not until 1976 that Suzuki introduced its first motorcycle with a four-stroke engine, the GS400 and GS750.

   

In 1994, Suzuki partnered with Nanjing Jincheng Machinery to create a Chinese motorcycle manufacturer and exporter called Jincheng Suzuki.

 

Suzuki Motorcycle Models

 

Notable Suzuki motorcycles include some of the following:

   

Hayabusa (GSX-1300R) – a sport motorcycle capable of 190 mph (310 km/h) in 1999, and limited to 186 mph (299 km/h) since 2001.

 

GSX-R1000 – currently the largest model of the GSX-R series, first launched in 2001.

 

GSX-R750 – the grandfather of the GSX-R1000, this designation is more than 25 years old and this model is being updated/redesigned entirely every two to four years.

 

GSX-R600 – a smaller version of the GSX-R750.

 

GSX-650F – introduced in 2008, this new sport touring model fills the void of the retired Katana. The 2009 model has ABS as a standard feature.

 

SV650 – introduced in 1999 as a budget entry in the emerging naked bike market and, as of 2008, offered both naked and fully faired. Since 2009 it is also offered in the Gladius variant.

 

Burgman – series of urban scooters with engine capacities from 125 cc up to 638 cc produced in Japan, Italy and Spain.

 

RGV250 – the road-racing replica of Kevin Schwantz's RGV500 GP race bike

 

DL-650 V-Strom – a dual-sport motorcycle

       

Suzuki A80

 

Suzuki Across

 

Suzuki AX100

 

Suzuki B-King

 

Suzuki Bandit series

 

Suzuki GSX650F

 

Suzuki Boulevard C109R

 

Suzuki Boulevard C50

 

Suzuki Boulevard M109R

 

Suzuki Boulevard M50

 

Suzuki Boulevard S40

 

Suzuki Boulevard S50

 

Suzuki Boulevard S83

 

Suzuki Burgman

 

Casal

 

Suzuki Choinori

 

Suzuki Crosscage

 

Suzuki CS (Series)

 

Suzuki V-Strom 1000

 

Suzuki V-Strom 650

 

Suzuki DR-Z

 

Suzuki DR-Z 125

 

Suzuki DR-Z400

 

DR-Z400SM

 

Suzuki dr125

 

Suzuki DR200SE

 

Suzuki DR350

 

Suzuki DR650

 

EElectric Light-Tron Cycle

 

Suzuki FR-50

 

Suzuki FR80

 

Suzuki FXR150

 

Suzuki FZ50

 

GSuzuki GF250

 

Suzuki SFV650 Gladius

 

Suzuki GN Series

 

Suzuki GR650 Tempter

 

Suzuki GS series

 

Suzuki GS150R

 

Suzuki GS400E

 

Suzuki GS450

 

Suzuki GS500

 

Suzuki GSR600

 

Suzuki GSR750

 

Suzuki GSV-R

 

Suzuki GSX series

 

Suzuki Katana

 

Suzuki GSX-R series

 

Suzuki GSX-R1100

 

Suzuki GSX-R250

 

Suzuki GSX-R400

 

Suzuki GSX-R600

 

Suzuki GSX-R750

 

Suzuki GSX-R750RK

 

Suzuki GSX1100F

 

Suzuki GSX125

 

Suzuki Hayabusa

 

Suzuki GSX1400

 

Suzuki GSX250FX

 

Suzuki GSX-R1000

 

Suzuki GT series

 

Suzuki GT550

 

Suzuki GT750

 

Suzuki GV1400 Cavalcade

 

Suzuki GZ Series

 

Suzuki Intruder

 

Suzuki Jr50

 

Suzuki Katana AY50

 

Suzuki LS650 Savage

 

Suzuki Madura

 

Suzuki fx125

 

Motorcycle windshields

 

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Motorcycle windshields

 

Motorcycle windshields

Motorcycle windshields

, Suzuki Windshields, Suzuki motorcycle windshields, Suzuki mc windshields, Suzuki windscreens, Suzuki shields, V-Strom windshields, steelhorseshades.com

 

Suzuki V-Strom 650 Meium Clear Windshield

 

steelhorseshades.com/

 

Laser cut for precision aerodynamics and fit

Shape designed to compliment the lines of the VStrom

7" wider than stock

Available in five heights

Sport recommended for riders living in warm climates doing a lot of off-road

NACA duct styled vent for minimum turbulence and backpressure

8,000 miles of testing and development

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Compatible with Suzuki Hand Guards.

Made from 4.5mm thick (3/16") DOT certified impact resistent plastic.

Shorty made from 3mm thick (1/8") dark tint plastic.

Available for all DL650s, and '04+ DL1000s.

 

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

   

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

 

Suzuki

 

Suzuki Motor Corporation is a Japanese multinational corporation headquartered in Minami-ku, Hamamatsu, Japan that specializes in manufacturing compact automobiles and 4x4 vehicles, a full range of motorcycles, all-terrain vehicles ATVs, outboard marine engines, wheelchairs and a variety of other small internal combustion engines. Suzuki is Japan's 4th largest automobile manufacturer after Toyota, Nissan and Honda, the 9th largest automobile manufacturer in the world by production volume, employs over 45,000, has 35 main production facilities in 23 countries and 133 distributors in 192 countries. According to statistics from the Japan Automobile Manufacturers Association JAMA, Suzuki is Japan's second-largest manufacturer of small cars and trucks.

 

History

 

In 1909, Michio Suzuki (1887–1982) founded the Suzuki Loom Works in the small seacoast village of Hamamatsu, Japan. Business boomed as Suzuki built weaving looms for Japan's giant silk industry. In 1929, Michio Suzuki invented a new type of weaving machine, which was exported overseas. Suzuki filed as many as 120 patents and utility model rights. The company's first 30 years focused on the development and production of these exceptionally complex machines.

   

Despite the success of his looms, Suzuki realized his company had to diversify and he began to look at other products. Based on consumer demand, he decided that building a small car would be the most practical new venture. The project began in 1937, and within two years Suzuki had completed several compact prototype cars. These first Suzuki motor vehicles were powered by a then-innovative, liquid-cooled, four-stroke, four-cylinder engine. It featured a cast aluminum crankcase and gearbox and generated 13 horsepower 9.7 kW from a displacement of less than 800cc.

   

With the onset of World War II, production plans for Suzuki's new vehicles were halted when the government declared civilian passenger cars a "non-essential commodity." At the conclusion of the war, Suzuki went back to producing looms. Loom production was given a boost when the U.S. government approved the shipping of cotton to Japan. Suzuki's fortunes brightened as orders began to increase from domestic textile manufacturers. But the joy was short-lived as the cotton market collapsed in 1951.

   

Faced with this colossal challenge, Suzuki's thoughts went back to motor vehicles. After the war, the Japanese had a great need for affordable, reliable personal transportation. A number of firms began offering "clip-on" gas-powered engines that could be attached to the typical bicycle. Suzuki's first two-wheel ingenuity came in the form of a motorized bicycle called, the "Power Free." Designed to be inexpensive and simple to build and maintain, the 1952 Power Free featured a 36 cc, one horsepower, two-stroke engine. An unprecedented feature was the double-sprocket gear system, enabling the rider to either pedal with the engine assisting, pedal without engine assist, or simply disconnect the pedals and run on engine power alone. The system was so ingenious that the patent office of the new democratic government granted Suzuki a financial subsidy to continue research in motorcycle engineering, and so was born Suzuki Motor Corporation.

   

In 1953, Suzuki scored the first of many racing victories when the tiny 60 cc "Diamond Free" won its class in the Mount Fuji Hill Climb.

     

1955 SuzulightBy 1954, Suzuki was producing 6,000 motorcycles per month and had officially changed its name to Suzuki Motor Co., Ltd. Following the success of its first motorcycles, Suzuki created an even more successful automobile: the 1955 Suzuki Suzulight. Suzuki showcased its penchant for innovation from the beginning. The Suzulight included front-wheel drive, four-wheel independent suspension and rack-and-pinion steering—features not common on cars until three decades later.

   

Volkswagen AG completed the purchase of 19.9% of Suzuki Motor Corporation's issued shares on 15 January 2010, Volkswagen AG is the biggest shareholder in Suzuki.

 

American Suzuki Motor Corporation History

 

American Suzuki headquarters is located in Brea, California. Through an agreement with General Motors, Suzuki began selling a version of their Suzuki Cultus in the United States as the Chevrolet Sprint in 1985. This model was initially sold as a 3-door hatchback and would be Chevrolet's smallest model.

     

2004 Suzuki XL-7

 

The Samurai was also introduced in 1985 for the 1986 model year and was the first car introduced to the United States by the newly created American Suzuki Corp. No other Japanese company sold more cars in the United States in its first year than Suzuki. The Samurai was available as a convertible or hardtop and the company slogan was Never a Dull Moment. The Samurai was successful until Consumer Reports alleged the Samurai of being susceptible to roll over in a 1988 test. This led to a much publicized 1996 lawsuit, not settled until 2004.

   

In 1989, American Suzuki introduced the Swift which was the 2nd generation Suzuki Cultus. The Swift was available as a GTi and GLX hatchback with a 4-door sedan following in 1990. A new small SUV called the Sidekick was also introduced in 1989. 1991 saw the introduction of the 4-door Suzuki Sidekick, the first 4-door mini-SUV in North America. The Swift and Sidekick were cousins to GM's Geo Metro and Geo Tracker and were mostly produced in Ingersoll, Ontario, Canada by Suzuki and GM's joint venture, CAMI. The Swift GT/GTi and 4-door models were imported from Japan. Negative evaluations from Consumer Reports of the Suzuki Samurai led to some temporary setbacks at American Suzuki as annual sales in the following years dropped to below 20,000 units.

   

In 1995, American Suzuki introduced the Esteem and redesigned the Swift. The Swift GT was dropped and this version Swift was specific only to North America where it was built at CAMI. These models were the first Suzuki vehicles to be marketed in North America with dual front airbags. A station wagon version of the Esteem was introduced in 1996. Worldwide Suzuki production reached more than 975,000 cars this year.

   

Also in 1996, American Suzuki released the 2-door SUV X-90 and a revised Sidekick Sport model with dual airbags, a 120 horse power 89 kW 1.8 liter engine, 16 inch wheels and two-tone paint. The Sidekick was replaced by the Vitara and the Grand Vitara for 1999. The Grand Vitara would be Suzuki's first model with a V6-cylinder engine and available 4-wheel ABS brakes.

   

The Grand Vitara XL-7 was introduced in 2001 as a stretched version of the Grand Vitara. The Grand Vitara XL-7 had a larger 2.7 liter V6-cylinder engine and 3-row seating. This would be Suzuki's largest vehicle to date.

   

The Swift was dropped from the model lineup in 2001 and the Esteem was replaced in 2002 by the new Aerio, which was offered as a 4-door sedan and 5-door crossover with 4-wheel-drive as an option.

   

In 2004, General Motors and Suzuki jointly purchased the bankrupt Daewoo Motors renaming the venture GMDAT. American Suzuki rebadged the compact Daewoo Nubira/Daewoo Lacetti as the Forenza and the mid-size Daewoo Magnus as the Verona. The Forenza gained station wagon and hatchback body style in 2005, with the hatchback sold under the Reno name.

   

2006 was the first year American Suzuki sold more than 100,000 vehicles in the United States. Suzuki redesigned the Grand Vitara in 2006 as well as introduced the all-new Suzuki SX4 and Suzuki XL7 in 2007. The Suzuki SX4 is produced as a joint venture with Fiat and the XL7 (notice the shortening of the name from Grand Vitara XL-7) was produced as a joint venture with GM at CAMI Automotive Inc. in Ingersoll. Suzuki put XL7 production on indefinite hiatus in mid-2009 due to low demand and subsequently sold off its share of CAMI back to GM later that year.

   

Despite a difficult domestic US auto market, Suzuki has been keeping pace with its 2007 sales numbers including recording their best May ever in May 2008.

   

In 2009, Suzuki sales dropped 48.5%, after sales fell 17% in 2008. Suzuki did not import any 2010 model year street motorcycles into the US, with dealers instead relying on unsold stock from the 2009 model year. New street motorcycle models to the US resumed for the 2011 model year.

 

Motorcycles

 

Suzuki started manufacturing motorcycles in 1952, the first models being motorized bicycles. During the 1950s, 1960s and the better part of the 1970s, the company manufactured motorcycles with two-stroke engines only, the biggest two-stroke model being the water-cooled triple-cylinder GT750.

   

A large factor in Suzuki's success in two-stroke competition was the East German Grand Prix racer Ernst Degner, who defected to the West in 1961, bringing with him expertise in two-stroke engines from the East German manufacturer MZ. Suzuki hired Degner, and he won the 50 cc class F.I.M. road racing World Championship for them in the 1962 season. Suzuki became the first Japanese manufacturer to win a motocross world championship when Joel Robert won the 1970 250 cc title. In the 1970s, Suzuki established themselves in the motorcycle racing world with Barry Sheene and Roger De Coster winning world championships in the premier 500 cc division in road racing and motocross respectively. Suzuki continues to compete in MotoGP and last won the title in the 2000 season. Since 2006, the team is sponsored by Rizla and is known as Rizla Suzuki MotoGP team. On 18 November 2011, Suzuki announced that the GP racing was suspended, partly due to natural disasters and recession, until 2014.

   

It was not until 1976 that Suzuki introduced its first motorcycle with a four-stroke engine, the GS400 and GS750.

   

In 1994, Suzuki partnered with Nanjing Jincheng Machinery to create a Chinese motorcycle manufacturer and exporter called Jincheng Suzuki.

 

Suzuki Motorcycle Models

 

Notable Suzuki motorcycles include some of the following:

   

Hayabusa (GSX-1300R) – a sport motorcycle capable of 190 mph (310 km/h) in 1999, and limited to 186 mph (299 km/h) since 2001.

 

GSX-R1000 – currently the largest model of the GSX-R series, first launched in 2001.

 

GSX-R750 – the grandfather of the GSX-R1000, this designation is more than 25 years old and this model is being updated/redesigned entirely every two to four years.

 

GSX-R600 – a smaller version of the GSX-R750.

 

GSX-650F – introduced in 2008, this new sport touring model fills the void of the retired Katana. The 2009 model has ABS as a standard feature.

 

SV650 – introduced in 1999 as a budget entry in the emerging naked bike market and, as of 2008, offered both naked and fully faired. Since 2009 it is also offered in the Gladius variant.

 

Burgman – series of urban scooters with engine capacities from 125 cc up to 638 cc produced in Japan, Italy and Spain.

 

RGV250 – the road-racing replica of Kevin Schwantz's RGV500 GP race bike

 

DL-650 V-Strom – a dual-sport motorcycle

       

Suzuki A80

 

Suzuki Across

 

Suzuki AX100

 

Suzuki B-King

 

Suzuki Bandit series

 

Suzuki GSX650F

 

Suzuki Boulevard C109R

 

Suzuki Boulevard C50

 

Suzuki Boulevard M109R

 

Suzuki Boulevard M50

 

Suzuki Boulevard S40

 

Suzuki Boulevard S50

 

Suzuki Boulevard S83

 

Suzuki Burgman

 

Casal

 

Suzuki Choinori

 

Suzuki Crosscage

 

Suzuki CS (Series)

 

Suzuki V-Strom 1000

 

Suzuki V-Strom 650

 

Suzuki DR-Z

 

Suzuki DR-Z 125

 

Suzuki DR-Z400

 

DR-Z400SM

 

Suzuki dr125

 

Suzuki DR200SE

 

Suzuki DR350

 

Suzuki DR650

 

EElectric Light-Tron Cycle

 

Suzuki FR-50

 

Suzuki FR80

 

Suzuki FXR150

 

Suzuki FZ50

 

GSuzuki GF250

 

Suzuki SFV650 Gladius

 

Suzuki GN Series

 

Suzuki GR650 Tempter

 

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Suzuki GS150R

 

Suzuki GS400E

 

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Suzuki GSR750

 

Suzuki GSV-R

 

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Suzuki Katana

 

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Suzuki GSX-R1100

 

Suzuki GSX-R250

 

Suzuki GSX-R400

 

Suzuki GSX-R600

 

Suzuki GSX-R750

 

Suzuki GSX-R750RK

 

Suzuki GSX1100F

 

Suzuki GSX125

 

Suzuki Hayabusa

 

Suzuki GSX1400

 

Suzuki GSX250FX

 

Suzuki GSX-R1000

 

Suzuki GT series

 

Suzuki GT550

 

Suzuki GT750

 

Suzuki GV1400 Cavalcade

 

Suzuki GZ Series

 

Suzuki Intruder

 

Suzuki Jr50

 

Suzuki Katana AY50

 

Suzuki LS650 Savage

 

Suzuki Madura

 

Suzuki fx125

 

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Suzuki V-Strom 650 Shorty Tinted Windshield

 

steelhorseshades.com/

 

Laser cut for precision aerodynamics and fit

Shape designed to compliment the lines of the VStrom

7" wider than stock

Available in five heights

Sport recommended for riders living in warm climates doing a lot of off-road

NACA duct styled vent for minimum turbulence and backpressure

8,000 miles of testing and development

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Compatible with Suzuki Hand Guards.

Made from 4.5mm thick (3/16") DOT certified impact resistent plastic.

Shorty made from 3mm thick (1/8") dark tint plastic.

Available for all DL650s, and '04+ DL1000s.

 

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

   

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

 

Suzuki

 

Suzuki Motor Corporation is a Japanese multinational corporation headquartered in Minami-ku, Hamamatsu, Japan that specializes in manufacturing compact automobiles and 4x4 vehicles, a full range of motorcycles, all-terrain vehicles ATVs, outboard marine engines, wheelchairs and a variety of other small internal combustion engines. Suzuki is Japan's 4th largest automobile manufacturer after Toyota, Nissan and Honda, the 9th largest automobile manufacturer in the world by production volume, employs over 45,000, has 35 main production facilities in 23 countries and 133 distributors in 192 countries. According to statistics from the Japan Automobile Manufacturers Association JAMA, Suzuki is Japan's second-largest manufacturer of small cars and trucks.

 

History

 

In 1909, Michio Suzuki (1887–1982) founded the Suzuki Loom Works in the small seacoast village of Hamamatsu, Japan. Business boomed as Suzuki built weaving looms for Japan's giant silk industry. In 1929, Michio Suzuki invented a new type of weaving machine, which was exported overseas. Suzuki filed as many as 120 patents and utility model rights. The company's first 30 years focused on the development and production of these exceptionally complex machines.

   

Despite the success of his looms, Suzuki realized his company had to diversify and he began to look at other products. Based on consumer demand, he decided that building a small car would be the most practical new venture. The project began in 1937, and within two years Suzuki had completed several compact prototype cars. These first Suzuki motor vehicles were powered by a then-innovative, liquid-cooled, four-stroke, four-cylinder engine. It featured a cast aluminum crankcase and gearbox and generated 13 horsepower 9.7 kW from a displacement of less than 800cc.

   

With the onset of World War II, production plans for Suzuki's new vehicles were halted when the government declared civilian passenger cars a "non-essential commodity." At the conclusion of the war, Suzuki went back to producing looms. Loom production was given a boost when the U.S. government approved the shipping of cotton to Japan. Suzuki's fortunes brightened as orders began to increase from domestic textile manufacturers. But the joy was short-lived as the cotton market collapsed in 1951.

   

Faced with this colossal challenge, Suzuki's thoughts went back to motor vehicles. After the war, the Japanese had a great need for affordable, reliable personal transportation. A number of firms began offering "clip-on" gas-powered engines that could be attached to the typical bicycle. Suzuki's first two-wheel ingenuity came in the form of a motorized bicycle called, the "Power Free." Designed to be inexpensive and simple to build and maintain, the 1952 Power Free featured a 36 cc, one horsepower, two-stroke engine. An unprecedented feature was the double-sprocket gear system, enabling the rider to either pedal with the engine assisting, pedal without engine assist, or simply disconnect the pedals and run on engine power alone. The system was so ingenious that the patent office of the new democratic government granted Suzuki a financial subsidy to continue research in motorcycle engineering, and so was born Suzuki Motor Corporation.

   

In 1953, Suzuki scored the first of many racing victories when the tiny 60 cc "Diamond Free" won its class in the Mount Fuji Hill Climb.

     

1955 SuzulightBy 1954, Suzuki was producing 6,000 motorcycles per month and had officially changed its name to Suzuki Motor Co., Ltd. Following the success of its first motorcycles, Suzuki created an even more successful automobile: the 1955 Suzuki Suzulight. Suzuki showcased its penchant for innovation from the beginning. The Suzulight included front-wheel drive, four-wheel independent suspension and rack-and-pinion steering—features not common on cars until three decades later.

   

Volkswagen AG completed the purchase of 19.9% of Suzuki Motor Corporation's issued shares on 15 January 2010, Volkswagen AG is the biggest shareholder in Suzuki.

 

American Suzuki Motor Corporation History

 

American Suzuki headquarters is located in Brea, California. Through an agreement with General Motors, Suzuki began selling a version of their Suzuki Cultus in the United States as the Chevrolet Sprint in 1985. This model was initially sold as a 3-door hatchback and would be Chevrolet's smallest model.

     

2004 Suzuki XL-7

 

The Samurai was also introduced in 1985 for the 1986 model year and was the first car introduced to the United States by the newly created American Suzuki Corp. No other Japanese company sold more cars in the United States in its first year than Suzuki. The Samurai was available as a convertible or hardtop and the company slogan was Never a Dull Moment. The Samurai was successful until Consumer Reports alleged the Samurai of being susceptible to roll over in a 1988 test. This led to a much publicized 1996 lawsuit, not settled until 2004.

   

In 1989, American Suzuki introduced the Swift which was the 2nd generation Suzuki Cultus. The Swift was available as a GTi and GLX hatchback with a 4-door sedan following in 1990. A new small SUV called the Sidekick was also introduced in 1989. 1991 saw the introduction of the 4-door Suzuki Sidekick, the first 4-door mini-SUV in North America. The Swift and Sidekick were cousins to GM's Geo Metro and Geo Tracker and were mostly produced in Ingersoll, Ontario, Canada by Suzuki and GM's joint venture, CAMI. The Swift GT/GTi and 4-door models were imported from Japan. Negative evaluations from Consumer Reports of the Suzuki Samurai led to some temporary setbacks at American Suzuki as annual sales in the following years dropped to below 20,000 units.

   

In 1995, American Suzuki introduced the Esteem and redesigned the Swift. The Swift GT was dropped and this version Swift was specific only to North America where it was built at CAMI. These models were the first Suzuki vehicles to be marketed in North America with dual front airbags. A station wagon version of the Esteem was introduced in 1996. Worldwide Suzuki production reached more than 975,000 cars this year.

   

Also in 1996, American Suzuki released the 2-door SUV X-90 and a revised Sidekick Sport model with dual airbags, a 120 horse power 89 kW 1.8 liter engine, 16 inch wheels and two-tone paint. The Sidekick was replaced by the Vitara and the Grand Vitara for 1999. The Grand Vitara would be Suzuki's first model with a V6-cylinder engine and available 4-wheel ABS brakes.

   

The Grand Vitara XL-7 was introduced in 2001 as a stretched version of the Grand Vitara. The Grand Vitara XL-7 had a larger 2.7 liter V6-cylinder engine and 3-row seating. This would be Suzuki's largest vehicle to date.

   

The Swift was dropped from the model lineup in 2001 and the Esteem was replaced in 2002 by the new Aerio, which was offered as a 4-door sedan and 5-door crossover with 4-wheel-drive as an option.

   

In 2004, General Motors and Suzuki jointly purchased the bankrupt Daewoo Motors renaming the venture GMDAT. American Suzuki rebadged the compact Daewoo Nubira/Daewoo Lacetti as the Forenza and the mid-size Daewoo Magnus as the Verona. The Forenza gained station wagon and hatchback body style in 2005, with the hatchback sold under the Reno name.

   

2006 was the first year American Suzuki sold more than 100,000 vehicles in the United States. Suzuki redesigned the Grand Vitara in 2006 as well as introduced the all-new Suzuki SX4 and Suzuki XL7 in 2007. The Suzuki SX4 is produced as a joint venture with Fiat and the XL7 (notice the shortening of the name from Grand Vitara XL-7) was produced as a joint venture with GM at CAMI Automotive Inc. in Ingersoll. Suzuki put XL7 production on indefinite hiatus in mid-2009 due to low demand and subsequently sold off its share of CAMI back to GM later that year.

   

Despite a difficult domestic US auto market, Suzuki has been keeping pace with its 2007 sales numbers including recording their best May ever in May 2008.

   

In 2009, Suzuki sales dropped 48.5%, after sales fell 17% in 2008. Suzuki did not import any 2010 model year street motorcycles into the US, with dealers instead relying on unsold stock from the 2009 model year. New street motorcycle models to the US resumed for the 2011 model year.

 

Motorcycles

 

Suzuki started manufacturing motorcycles in 1952, the first models being motorized bicycles. During the 1950s, 1960s and the better part of the 1970s, the company manufactured motorcycles with two-stroke engines only, the biggest two-stroke model being the water-cooled triple-cylinder GT750.

   

A large factor in Suzuki's success in two-stroke competition was the East German Grand Prix racer Ernst Degner, who defected to the West in 1961, bringing with him expertise in two-stroke engines from the East German manufacturer MZ. Suzuki hired Degner, and he won the 50 cc class F.I.M. road racing World Championship for them in the 1962 season. Suzuki became the first Japanese manufacturer to win a motocross world championship when Joel Robert won the 1970 250 cc title. In the 1970s, Suzuki established themselves in the motorcycle racing world with Barry Sheene and Roger De Coster winning world championships in the premier 500 cc division in road racing and motocross respectively. Suzuki continues to compete in MotoGP and last won the title in the 2000 season. Since 2006, the team is sponsored by Rizla and is known as Rizla Suzuki MotoGP team. On 18 November 2011, Suzuki announced that the GP racing was suspended, partly due to natural disasters and recession, until 2014.

   

It was not until 1976 that Suzuki introduced its first motorcycle with a four-stroke engine, the GS400 and GS750.

   

In 1994, Suzuki partnered with Nanjing Jincheng Machinery to create a Chinese motorcycle manufacturer and exporter called Jincheng Suzuki.

 

Suzuki Motorcycle Models

 

Notable Suzuki motorcycles include some of the following:

   

Hayabusa (GSX-1300R) – a sport motorcycle capable of 190 mph (310 km/h) in 1999, and limited to 186 mph (299 km/h) since 2001.

 

GSX-R1000 – currently the largest model of the GSX-R series, first launched in 2001.

 

GSX-R750 – the grandfather of the GSX-R1000, this designation is more than 25 years old and this model is being updated/redesigned entirely every two to four years.

 

GSX-R600 – a smaller version of the GSX-R750.

 

GSX-650F – introduced in 2008, this new sport touring model fills the void of the retired Katana. The 2009 model has ABS as a standard feature.

 

SV650 – introduced in 1999 as a budget entry in the emerging naked bike market and, as of 2008, offered both naked and fully faired. Since 2009 it is also offered in the Gladius variant.

 

Burgman – series of urban scooters with engine capacities from 125 cc up to 638 cc produced in Japan, Italy and Spain.

 

RGV250 – the road-racing replica of Kevin Schwantz's RGV500 GP race bike

 

DL-650 V-Strom – a dual-sport motorcycle

       

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The Citroën DS (French pronunciation: ​[si.tʁɔ.ˈɛn de ɛs]) is a front-engine, front-wheel-drive executive car manufactured and marketed by the French company Citroën from 1955 to 1975 in sedan, wagon/estate and convertible body configurations. Italian sculptor and industrial designer Flaminio Bertoni and the French aeronautical engineer André Lefèbvre styled and engineered the car. Paul Magès developed the hydropneumatic self-levelling suspension.

 

Noted for its aerodynamic, futuristic body design and innovative technology, the DS set new standards in ride quality, handling, and braking—and was the first production car equipped with disc brakes.

 

Citroën sold 1,455,746 examples, including 1,330,755 built at the manufacturer's Paris Quai André-Citroën production plant.

 

The DS came third in the 1999 Car of the Century poll recognizing the world's most influential auto designs and was named the most beautiful car of all time by Classic & Sports Car magazine

 

MODEL HISTORY

After 18 years of secret development as the successor to the Traction Avant, the DS 19 was introduced on 5 October 1955 at the Paris Motor Show. In the first 15 minutes of the show, 743 orders were taken, and orders for the first day totalled 12,000. During the 10 days of the show, the DS took in 80,000 deposits; a record that has stood for over 60 years.

 

Contemporary journalists said the DS pushed the envelope in the ride vs. handling compromise possible in a motor vehicle.

 

To a France still deep in reconstruction after the devastation of World War II, and also building its identity in the post-colonial world, the DS was a symbol of French ingenuity. The DS was distributed to many territories throughout the world.

 

It also posited the nation's relevance in the Space Age, during the global race for technology of the Cold War. Structuralist philosopher Roland Barthes, in an essay about the car, said that it looked as if it had "fallen from the sky". An American advertisement summarised this selling point: "It takes a special person to drive a special car".

 

Because they were owned by the technologically aggressive tire manufacturer Michelin, Citroën had designed their cars around the technically superior radial tire since 1948, and the DS was no exception.

 

The car featured a novel hydropneumatic suspension including an automatic leveling system and variable ground clearance, developed in-house by Paul Magès. This suspension allowed the DS to travel quickly on the poor road surfaces common in France.

 

In addition, the vehicle had power steering and a semi-automatic transmission (the transmission required no clutch pedal, but gears still had to be shifted by hand), though the shift lever controlled a powered hydraulic shift mechanism in place of a mechanical linkage, and a fibreglass roof which lowered the centre of gravity and so reduced weight transfer. Inboard front brakes (as well as independent suspension) reduced unsprung weight. Different front and rear track widths and tyre sizes reduced the unequal tyre loading, which is well known to promote understeer, typical of front-engined and front-wheel drive cars.

 

As with all French cars, the DS design was affected by the tax horsepower system, which effectively mandated very small engines. Unlike the Traction Avant predecessor, there was no top-of-range model with a powerful six-cylinder engine. Citroën had planned an air-cooled flat-6 engine for the car, but did not have the funds to put the prototype engine into production.

 

The DS placed third in the 1999 Car of the Century competition, and fifth on Automobile Magazine's "100 Coolest Cars" listing in 2005. It was also named the most beautiful car of all time by Classic & Sports Car magazine after a poll of 20 world-renowned car designers, including Giorgetto Giugiaro, Ian Callum, Roy Axe, Paul Bracq, and Leonardo Fioravanti.

 

NAME

Both the DS and its simpler sibling, the ID, used a punning name. "DS" is pronounced in French as "Déesse" (goddess); "ID" is pronounced as "Idée" (idea). An intermediate model was called the DW.

 

MOTORSPORT

The DS was successful in motorsports like rallying, where sustained speeds on poor surfaces are paramount, and won the Monte Carlo Rally in 1959. In the 1000 Lakes Rally, Pauli Toivonen drove a DS19 to victory in 1962.

 

In 1966, the DS won the Monte Carlo Rally again, with some controversy as the competitive BMC Mini-Cooper team was disqualified due to rule infractions. Ironically, Mini was involved with DS competition again two years later, when a drunk driver in a Mini in Sydney Australia crashed into the DS that was leading the 1968 London–Sydney Marathon, 98 miles from the finish line. The DS was still competitive in the grueling 1974 London-Sahara-Munich World Cup Rally, where it won over 70 other cars, only 5 of which even completed the entire event.

 

TECHNICAL INNOVATION - HYDRAULIC SYSTEMS

In conventional cars, hydraulics are only used in brakes and power steering. In the DS they were also used for the suspension, clutch and transmission. The cheaper 1957 ID19 did have manual steering and a simplified power-braking system. An engine driven pump pressurizes the closed system to 2,400 pounds per square inch.

 

At a time when few passenger vehicles had independent suspension on all wheels, the application of the hydraulic system to the car's suspension system to provide a self-levelling system was an innovative move. This suspension allowed the car to achieve sharp handling combined with very high ride quality, frequently compared to a "magic carpet".

 

The hydropneumatic suspension used was pioneered the year before, on the rear of another car from Citroën, the top of range Traction Avant 15CV-H.

 

IMPACT ON CITROEN BRAND DEVELOPMENT

The 1955 DS cemented the Citroën brand name as an automotive innovator, building on the success of the Traction Avant, which had been the world's first mass-produced unitary body front-wheel-drive car in 1934. In fact, the DS caused such a huge sensation that Citroën was apprehensive that future models would not be of the same bold standard. No clean sheet new models were introduced from 1955 to 1970.

 

The DS was a large, expensive executive car and a downward brand extension was attempted, but without result. Throughout the late 1950s and 1960s Citroën developed many new vehicles for the very large, profitable market segments between the 2CV and the DS, occupied by vehicles like the Peugeot 403, Renault 16 and Ford Cortina, but none made it into production. Either they had uneconomic build costs, or were ordinary "me too" cars, not up to the company's high standard of innovation. As Citroën was owned by Michelin from 1934 to 1974 as a sort of research laboratory, such broad experimentation was possible. Michelin after all was getting a powerful advertisement for the capabilities of the radial tire Michelin had invented, when such experimentation was successful.

 

New models based on the small, utilitarian 2CV economy car were introduced, notably the 1961 Ami. It was also designed by Flaminio Bertoni and aimed to combine Three-box styling with the chassis of the 2CV. The Ami was very successful in France, but less so on export markets. Many found the styling controversial, and the car noisy and underpowered. The Dyane, was a modernised 2CV with a hatchback, competed with the 2CV inspired Renault 4 Hatchback. All these 2 cylinder models were very small, so there remained a wide market gap to the DS range all through the 1960s.

 

In 1970, Citroën finally introduced a car to target the mid-range - the Citroën GS, which won the "European car of the Year" for 1971 and sold 2.5 million units. It combined a small 55 horsepower flat-4 air-cooled engine with Hydropneumatic suspension. The intended 106 horsepower Wankel rotary-engined version with more power did not reach full production.

 

REPLACING THE DS

The DS remained popular and competitive throughout its production run. Its peak production year was 1970. Certain design elements like the somewhat narrow cabin, column-mounted gearstick, and separate fenders began to seem a little old-fashioned in the 1970s.

 

Citroën invested enormous resources to design and launch an entirely new vehicle in 1970, the SM, which was in effect a thoroughly modernized DS, with similar length, but greater width. The manual gearbox was a modified DS unit. The front disc brakes were the same design. Axles, wheel bearings, steering knuckles, and hydraulic components were either DS parts or modified DS parts.

 

The SM had a different purpose than replacing the 15-year-old DS design however - it was meant to launch Citroën into a completely new luxury grand touring market segment. Only fitted with a costly, exotic Maserati engine, the SM was faster and much more expensive than the DS. The SM was not designed to be a practical 4-door saloon suitable as a large family car, the key market for vehicles of this type in Europe. Typically, manufacturers would introduce low-volume coupés based on parts shared with an existing saloon, not as unique models, a contemporary example being the Mercedes-Benz SLC-Class.

 

The SM's high price and limited utility of the 2+2 seating configuration, meant the SM as actually produced could not seize the mantle from the DS.

 

So, while the design funds invested would allow the DS to be replaced by two cars - a 'modern DS' and the smaller CX, it was left to the CX alone to provide Citroën's large family or executive car in the model range.

 

The last DS came off the production line on 24 April 1975 - the manufacturer had taken the elementary precaution of building up approximately eight-month's of inventory of the "break" (estate/station wagon) version of the DS, to cover the period till Autumn 1975 when the estate/station wagon version of the CX would be introduced.

 

DEVELOPMENT

The DS always maintained its size and shape, with easily removable, unstressed body panels, but certain design changes did occur. During the 20-year production life improvements were made on an ongoing basis.

ID 19 submodel to extend brand downwards (1957–69)

 

The 1955 DS19 was 65% more expensive than the car it replaced, the Citroën Traction Avant. This affected potential sales in a country still recovering economically from World War II, so a cheaper submodel, the Citroën ID, was introduced in 1957.

 

The ID shared the DS's body but was less powerful and luxurious. Although it shared the engine capacity of the DS engine (at this stage 1,911 cc), the ID provided a maximum power output of only 69 hp compared to the 75 hp claimed for the DS19. Power outputs were further differentiated in 1961 when the DS19 acquired a Weber-32 twin bodied carburettor, and the increasing availability of higher octane fuel enabled the manufacturer to increase the compression ratio from 7.5:1 to 8.5:1. A new DS19 now came with a promised 83 hp of power. The ID19 was also more traditional mechanically: it had no power steering and had conventional transmission and clutch instead of the DS's hydraulically controlled set-up. Initially the basic ID19 was sold on the French market with a price saving of more than 25% against the DS, although the differential was reduced at the end of 1961 when the manufacturer quietly withdrew the entry level ID19 "Normale" from sale. A station wagon variant, the ID Break, was introduced in 1958.

 

D SPECIAL AND D SUPER (1970–75)

The ID was replaced by the D Spécial and D Super in 1970, but these retained the lower specification position in the range. The D Super was available with the DS21 2175ccm engine and a 5 speed gearbox, and named the D Super 5.

 

SERIE 2 - NOSE REDESIGN IN 1962

In September 1962, the DS was restyled with a more aerodynamically efficient nose, better ventilation and other improvements. It retained the open two headlamp appearance, but was available with an optional set of driving lights mounted on the front fenders. All models in the range changed nose design at the same time, including the ID and station wagon models.

Series 3 - Nose redesign in 1967 with Directional headlights

 

In late 1967, for the 1968 model year, the DS and ID was again restyled, by Robert Opron, who also styled the 1970 SM and 1974 CX. This version had a more streamlined headlamp design, giving the car a notably shark-like appearance. This design had four headlights under a smooth glass canopy, and the inner set swivelled with the steering wheel. This allowed the driver to see "around" turns, especially valuable on twisting roads driven at high speed at night.

 

Behind each glass cover lens, the inboard high-beam headlamp swivels by up to 80° as the driver steers, throwing the beam along the driver's intended path rather than uselessly across the curved road. The outboard low-beam headlamps are self-leveling in response to pitching caused by acceleration and braking.

 

However, this feature was not allowed in the US at the time (see World Forum for Harmonization of Vehicle Regulations), so a version with four exposed headlights that did not swivel was made for the US market.

 

This 'turning headlight' feature was new to the market - it had only been seen before on the very rare three headlight 1935 Tatra 77A. The Tucker, which never was mass-produced, had a central headlight that turned with the steering. 45 years later, it is now a commonly available feature, even in the United States.

 

NEW GREEN HYDRAULIC FLUID

The original hydropneumatic system used a vegetable oil liquide hydraulique végétal (LHV), similar to that used in other cars at the time, but later switched to a synthetic fluid liquide hydraulique synthétique (LHS). Both of these had the disadvantage that they are hygroscopic, as is the case with most brake fluids. Disuse allows water to enter the hydraulic components causing deterioration and expensive maintenance work. The difficulty with hygroscopic hydraulic fluid was exacerbated in the DS/ID due to the extreme rise and fall in the fluid level in the reservoir, which went from nearly full to nearly empty when the suspension extended to maximum height and the six accumulators in the system filled with fluid. With every "inhalation" of fresh moisture- (and dust-) laden air, the fluid absorbed more water.

 

For the 1967 model year, Citroën introduced a new mineral oil-based fluid LHM (Liquide Hydraulique Minéral). This fluid was much less harsh on the system. LHM remained in use within Citroën until the Xantia was discontinued in 2001.

 

LHM required completely different materials for the seals. Using either fluid in the incorrect system would completely destroy the hydraulic seals very quickly. To help avoid this problem, Citroën added a bright green dye to the LHM fluid and also painted all hydraulic elements bright green. The former LHS parts were painted black.

 

All models, including the station wagon and ID, were upgraded at the same time. The hydraulic fluid changed to the technically superior LHM in all markets except the US and Canada, where the change did not take place until January 1969, due to local regulations.

 

INTERNATIONAL SALES AND PRODUCTION

The DS was primarily manufactured at the Quai André-Citroën in the Javel neighborhood of Paris, with other manufacturing facilities in the United Kingdom, South Africa, the former Yugoslavia (mostly Break Ambulances), and Australia.

 

Australia constructed their own D variant in the 1960s at Heidelberg, Victoria, identified as the ID 19 "Parisienne." Australian market cars were fitted with options as standard equipment such as the "DSpecial DeLuxe" that were not available on domestic European models.

 

Until 1965, cars were assembled at the manufacturer's Slough premises, to the west of London, using a combination of French made knock down kits and locally sourced components, some of them machined on site. A French electrical system superseded the British one on the Slough cars in 1962, giving rise to a switch to "continental style" negative earthing. After 1965 cars for the British market were imported fully assembled from the company's French plant. The British-built cars are distinguished by their leather seats, wooden (early ID19 models) one piece plastic (early DS19 models) dashboards, chromed number plate mount let into the front bumper, and (on pre-1962 cars) Lucas-made electrics. These were all right hand drive cars.

 

The DS was built and sold in South Africa from 1959 to 1975.

 

The DS was sold in Japan, but the models were built in France and left hand drive.

 

DS IN NORTH AMERICA

The DS was sold in North America from 1956 to 1972. Despite its popularity in Europe, it didn't sell well in the United States, and little better in Canada. While promoted as a luxury car, it did not have the basic features that American buyers expected to find on such a vehicle, such as an automatic transmission, air conditioning, power windows, or a powerful engine. The DS was designed specifically to address the French market, with punitive tax horsepower taxation of large engines, as well as very poor roads – it's no great mystery that it was a fish out of water when those constraints were removed.

 

Jay Leno described the sporadic supply of spare parts as a problem for 1970s era customers, based on his early experiences working at a Citroën dealer in Boston.

 

The DS was expensive, with a 115 hp (86 kW) vehicle costing $4,170 in 1969, when the price was $4,500 for a 360 hp (268 kW) Buick Electra 225 4 door sedan. For all years, 38,000 units were sold.

 

US regulations at the time also banned one of the car's more advanced features: its composite headlamps with aerodynamic covered lenses. Based on legislation that dated from 1940, all automobiles sold in the U.S. were required to have round, sealed beam headlamps that produced a meager 75,000 candlepower. The powerful quartz iodine swiveling headlamps designed for the 1968 model DS represented so many performance improvements at once that they were far beyond what the regulations could allow.[50] Even the aerodynamic headlight covers were illegal – as seen on the 1968 Jaguar E-Type. It took the lobbying muscle of Ford to point out that the government was requiring two contradictory things – safety, by ensuring that all headlights were best-of-breed circa 1940, and fuel economy through the CAFE standard – by definition, cars with poor aerodynamics are sacrificing fuel economy. Composite bulb lamps and aerodynamic covered headlights were not permitted until 1983.

 

The European lamps were legal in Canada, including the directional headlamps.

 

The hydraulic fluid change in 1967 was another brain teaser for U.S. automotive regulators at the Department of Transportation. NHTSA follows the precautionary principle, also used by the Food and Drug Administration, where new innovations are prohibited until their developers can prove them to the regulators; this stifles the experimentation that automakers need to advance their products. NHTSA had already approved a brake fluid they considered safe – DOT 3 brake fluid, which is red and hygroscopic to promote internal rust. This completely different fluid, used in aircraft applications – the technically superior green LHM (Liquide Hydraulique Mineral) – took NHTSA two years to analyze for automotive use. Approval finally came in January 1969, so half the U.S. cars of the 1969 model year use red fluid and half use green fluid.

 

DESIGN VARIATIONS

PALLAS

In 1965 a luxury upgrade, the DS Pallas (after Greek goddess Pallas), was introduced. This included comfort features such as better noise insulation, a more luxurious (and optional leather) upholstery and external trim embellishments. From 1966 the Pallas model received a driver's seat with height adjustment.

 

STATION WAGON, FAMILIALE AND AMBULANCE

A station wagon version was introduced in 1958. It was known by various names in different markets (Break in France, Safari and Estate in the UK, Wagon in the US, and Citroën Australia used the terms Safari and Station-Wagon). It had a steel roof to support the standard roof rack. 'Familiales' had a rear seat mounted further back in the cabin, with three folding seats between the front and rear squabs. The standard Break had two side-facing seats in the main load area at the back.

 

The Ambulance configuration was similar to that of the Break, but with a 60/30 split in the rear folding seat to accommodate a stretcher. A 'Commerciale' version was also available for a time.

 

The Safari saw use as a camera car, notably by the BBC. The hydropneumatic suspension produces an unusually steady platform for filming while driving.

 

CONVERTIBLE

Rarest and most collectable of all DS variants, a convertible was offered from 1958 until 1973. The Cabriolet d'Usine (factory convertible) were built by French carrossier Henri Chapron, for the Citroën dealer network. It was an expensive car, so only 1,365 were sold. These DS convertibles used a special frame which was reinforced on the sidemembers and rear suspension swingarm bearing box, similar to, but not identical to the Break (Station Wagon) frame.

 

CHAPRON VARIATIONS

In addition, Chapron also produced a few coupés, non-works convertibles and special sedans (including the "Prestige", same wheelbase but with a central divider, and the "Lorraine" notchback).

 

BOSSAERT COUPE

Between 1959 and 1964, Hector Bossaert produced a coupé on a DS chassis shortened by 470 mm. While the front end remained unchanged, the rear end featured notchback styling.

 

THE REACTOR

In 1965, noted American auto customizer Gene Winfield created The Reactor, a Citroën DS chassis, with a turbocharged 180 hp (130 kW) flat-six engine from the Corvair driving the front wheels. Since the DS already had the engine behind the front wheels, the longer engine meant only one row of seats. This was draped in a streamlined, low slung, aluminum body.

 

The Reactor was seen in American Television programs of the era, such as Star Trek: The Original Series episode 2.25 ("Bread and Circuses)," Batman episodes 110 ("Funny Feline Felonies") and 111 (driven by Catwoman Eartha Kitt), and Bewitched, which devoted its episode 3.19 ("Super Car") to The Reactor.

 

MICHELIN PLR

The Michelin PLR is a mobile tire evaluation machine, based on the DS Break, built in 1972, later used for promotion.

Technical details

 

SUSPENSION

In a hydropneumatic suspension system, each wheel is connected, not to a spring, but to a hydraulic suspension unit consisting of a hydraulic accumulator sphere of about 12 cm in diameter containing pressurised nitrogen, a cylinder containing hydraulic fluid screwed to the suspension sphere, a piston inside the cylinder connected by levers to the suspension itself, and a damper valve between the piston and the sphere. A membrane in the sphere prevented the nitrogen from escaping. The motion of the wheels translated to a motion of the piston, which acted on the oil in the nitrogen cushion and provided the spring effect. The damper valve took place of the shock absorber in conventional suspensions. The hydraulic cylinder was fed with hydraulic fluid from the main pressure reservoir via a height corrector, a valve controlled by the mid-position of the anti-roll bar connected to the axle. If the suspension was too low, the height corrector introduced high-pressure fluid; if it was too high, it released fluid back to the fluid reservoir. In this manner, a constant ride height was maintained. A control in the cabin allowed the driver to select one of five heights: normal riding height, two slightly higher riding heights for poor terrain, and two extreme positions for changing wheels. (The correct term, oleopneumatic (oil-air), has never gained widespread use. Hydropneumatic (water-air) continues to be preferred overwhelmingly.)

 

The DS did not have a jack for lifting the car off the ground. Instead, the hydraulic system enabled wheel changes with the aid of a simple adjustable stand. To change a flat tyre, one would adjust the suspension to its topmost setting, insert the stand into a special peg near the flat tyre, then readjust the suspension to its lowermost setting. The flat tyre would then retract upwards and hover above ground, ready to be changed. This system, used on the SM also, was superseded on the CX by a screw jack that, after the suspension was raised to the high position, lifted the tire clear of the ground. The DS system, while impressive to use, sometimes dropped the car quite suddenly, especially if the stand was not placed precisely or the ground was soft or unlevel.

 

SOURCE AND RESERVE OF PRESSURE

The central part of the hydraulic system was the high pressure pump, which maintained a pressure of between 130 and 150 bar in two accumulators. These accumulators were very similar in construction to the suspension spheres. One was dedicated to the front brakes, and the other ran the other hydraulic systems. (On the simpler ID models, the front brakes operated from the main accumulator.) Thus in case of a hydraulic failure, the first indication would be that the steering became heavy, followed by the gearbox not working; only later would the brakes fail.

 

Two different hydraulic pumps were used. The DS used a seven-cylinder axial piston pump driven off two belts and delivering 175 bar (2,540 psi) of pressure. The ID19, with its simpler hydraulic system, had a single-cylinder pump driven by an eccentric on the camshaft.

 

GEARBOX AND CLUTCH

HYDRAULIQUE OR CITROMATIC

The DS was initially offered only with the "hydraulique" four-speed semi-automatic (bvh—"boîte de vitesses hydraulique") gearbox.

 

This was a four-speed gearbox and clutch, operated by a hydraulic controller. To change gears, the driver flicked a lever behind the steering wheel to the next position and eased-up on the accelerator pedal. The hydraulic controller disengaged the clutch, engaged the nominated gear, and re-engaged the clutch. The speed of engagement of the clutch was controlled by a centrifugal regulator sensing engine rpm and driven off the camshaft by a belt, the position of the butterfly valve in the carburettor (i.e., the position of the accelerator), and the brake circuit. When the brake was pressed, the engine idle speed dropped to an rpm below the clutch engagement speed, thus preventing friction while stopped in gear at traffic lights. When the brake was released, the idle speed increased to the clutch dragging speed. The car would then creep forward much like automatic transmission cars. This drop in idle throttle position also caused the car to have more engine drag when the brakes were applied even before the car slowed to the idle speed in gear, preventing the engine from pulling against the brakes. In the event of loss of hydraulic pressure (following loss of system fluid), the clutch would disengage, to prevent driving, while brake pressure reserves would allow safe braking to standstill.

 

MANUAL - FOUR SPEED AND FIVE-SPEED

The later and simpler ID19 had the same gearbox and clutch, manually operated. This configuration was offered as a cheaper option for the DS in 1963. The mechanical aspects of the gearbox and clutch were completely conventional and the same elements were used in the ID 19. In September 1970, Citroën introduced a five-speed manual gearbox, in addition to the original four-speed unit.

 

FULLY AUTOMATIC

In September 1971 Citroën introduced a 3-speed fully automatic Borg-Warner 35 transmission gearbox, on the DS 21 and later DS 23 models. It is ironic that the fully automatic transmission DS was never sold in the US market, where this type of transmission had gained market share so quickly that it became the majority of the market by this time. Many automatic DSs, fuel-injected DS 23 sedans with air conditioning, were sold in Australia.

 

ENGINES

The DS was originally designed around an air-cooled flat-six based on the design of the 2-cylinder engine of the 2CV, similar to the motor in the Porsche 911. Technical and monetary problems forced this idea to be scrapped.

 

Thus, for such a modern car, the engine of the original DS 19 was also old-fashioned. It was derived from the engine of the 11CV Traction Avant (models 11B and 11C). It was an OHV four-cylinder engine with three main bearings and wet liners, and a bore of 78 mm and a stroke of 100 mm, giving a volumetric displacement of 1911 cc. The cylinder head had been reworked; the 11C had a reverse-flow cast iron cylinder head and generated 60 hp (45 kW) at 3800 rpm; by contrast, the DS 19 had an aluminium cross-flow head with hemispherical combustion chambers and generated 75 hp (56 kW) at 4500 rpm.

 

Like the Traction Avant, the DS had the gearbox mounted in front of the engine, with the differential in between. Thus some consider the DS to be a mid engine front-wheel drive car.

 

The DS and ID powerplants evolved throughout its 20-year production life. The car was underpowered and faced constant mechanical changes to boost the performance of the four-cylinder engine. The initial 1911 cc three main bearing engine (carried forward from the Traction Avant) of the DS 19 was replaced in 1965 with the 1985 cc five-bearing wet-cylinder motor, becoming the DS 19a (called DS 20 from September 1969).

 

The DS 21 was also introduced for model year 1965. This was a 2175 cc, five main bearing engine; power was 109 hp This engine received a substantial increase in power with the introduction of Bosch electronic fuel injection for 1970, making the DS one of the first mass-market cars to use electronic fuel injection. Power of the carbureted version also increased slightly at the same time, owing to the employment of larger inlet valves.

 

Lastly, 1973 saw the introduction of the 2347 cc engine of the DS 23 in both carbureted and fuel-injected forms. The DS 23 with electronic fuel injection was the most powerful production model, producing 141 hp (105 kW).

 

IDs and their variants went through a similar evolution, generally lagging the DS by about one year. ID saloon models never received the DS 23 engine or fuel injection, although the Break/Familiale versions received the carburetted version of the DS 23 engine when it was introduced, supplemented the DS20 Break/Familiale.

 

The top of the range ID model, The DSuper5 (DP) gained the DS21 engine (the only model that this engine was retained in) for the 1973 model year and it was mated to a five-speed gearbox. This should not be confused with the 1985 cc DSuper fitted with an optional "low ratio" five-speed gearbox, or with the previous DS21M (DJ) five-speed.

 

IN POPULAR CULTURE

President Charles de Gaulle survived an assassination attempt at Le Petit-Clamart near Paris on August 22, 1962, planned by Algerian War veteran Jean-Marie Bastien-Thiry. The plan was to ambush the motorcade with machine guns, disable the vehicles, and then close in for the kill. De Gaulle praised the unusual abilities of his unarmoured DS with saving his life – the car was peppered with bullets, and the shots had punctured the tyres, but the car could still escape at full speed. This event was accurately recreated in the 1973 film The Day of the Jackal.

 

Beyond de Gaulle and the French aristocracy, the roomy DS also appealed to French taxi drivers.

 

Outside France, the car drew an eclectic customer mix, such as Cosmonaut Yuri Gagarin, Pope John XXIII, painter Marc Chagall, and actors Ken Berry, Jeff Bridges, and Rosamund Pike.

 

The DS appeared in several episodes of contemporary television series Mission: Impossible, including substantial appearances in 'The Slave' (ep. 2.06) and 'Robot' (ep. 4.09).

 

An ode to Jane Child's DS21 appears on her 1989 self-titled album.

 

In 1989, the film Back to the Future Part II featured a modified Citroen DS as a flying taxicab, when the main characters travel 30 years into the future (2015). Scarface (1983 film) with Al Pacino and the 2009 television series The Mentalist both feature the DS in key roles. According to Internet Movie Cars Database, the DS/ID has made over 2,000 film and television appearances so far.

 

Two films focus on the DS, including The Goddess of 1967 about a Japanese man purchasing a DS (goddess or déesse in French) in Australia, and 1995's Icelandic-Japanese road movie Cold Fever.

 

LEGACY

Citroën DS values have been rising – a 1973 DS 23 Injection Electronique "Decapotable" (Chapron Convertible) sold for EUR €176,250 (USD $209,738) at Christie's Rétromobile in February 2006. and a similar car sold by Bonhams in February 2009 brought EUR €343,497 (USD $440,436). On 18 September 2009 a 1966 DS21 Decapotable Usine was sold by Bonhams for a hammer price of UK£131,300. Bonhams sold another DS21 Decapotable (1973) on 23 January 2010 for EUR €189,000.

 

The DS's beloved place in French society was demonstrated in Paris on 9 October 2005 with a celebration of the 50th anniversary of its launch. 1,600 DS cars drove in procession past the Arc de Triomphe.

 

From 2005 to 2008, a young Frenchman named Manuel Boileau travelled around the world in a 1971 DS ambulance. It was an 80,000 kilometer journey across 38 countries called Lunaya World Tour. While traveling through Laos, he located the forlorn 1974 DS Prestige belonging to Sisavang Vatthana, the last King of the Kingdom of Laos, which is now preserved and restored by specialists in Bangkok.

 

In 2009, Groupe PSA created a new brand - DS Automobiles, intended as high quality, high specification variations on existing models, with differing mechanics and bodywork. This brand ranges across four models, the DS3, DS4, DS5, and the China-only SUV DS 6. The DS3, launched in March 2010, is based on Citroen's new C3, but is more customisable and unique, bearing some resemblance to the original DS, with its "Shark Fin" side pillar. These have created their own niches, with the DS4 being a mix of a crossover and a coupe and the DS5 mixing a coupe and an estate. Many feature hybrid-diesel engines to maximise efficiency.

 

WIKIPEDIA

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Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

   

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

 

Suzuki

 

Suzuki Motor Corporation is a Japanese multinational corporation headquartered in Minami-ku, Hamamatsu, Japan that specializes in manufacturing compact automobiles and 4x4 vehicles, a full range of motorcycles, all-terrain vehicles ATVs, outboard marine engines, wheelchairs and a variety of other small internal combustion engines. Suzuki is Japan's 4th largest automobile manufacturer after Toyota, Nissan and Honda, the 9th largest automobile manufacturer in the world by production volume, employs over 45,000, has 35 main production facilities in 23 countries and 133 distributors in 192 countries. According to statistics from the Japan Automobile Manufacturers Association JAMA, Suzuki is Japan's second-largest manufacturer of small cars and trucks.

 

History

 

In 1909, Michio Suzuki (1887–1982) founded the Suzuki Loom Works in the small seacoast village of Hamamatsu, Japan. Business boomed as Suzuki built weaving looms for Japan's giant silk industry. In 1929, Michio Suzuki invented a new type of weaving machine, which was exported overseas. Suzuki filed as many as 120 patents and utility model rights. The company's first 30 years focused on the development and production of these exceptionally complex machines.

   

Despite the success of his looms, Suzuki realized his company had to diversify and he began to look at other products. Based on consumer demand, he decided that building a small car would be the most practical new venture. The project began in 1937, and within two years Suzuki had completed several compact prototype cars. These first Suzuki motor vehicles were powered by a then-innovative, liquid-cooled, four-stroke, four-cylinder engine. It featured a cast aluminum crankcase and gearbox and generated 13 horsepower 9.7 kW from a displacement of less than 800cc.

   

With the onset of World War II, production plans for Suzuki's new vehicles were halted when the government declared civilian passenger cars a "non-essential commodity." At the conclusion of the war, Suzuki went back to producing looms. Loom production was given a boost when the U.S. government approved the shipping of cotton to Japan. Suzuki's fortunes brightened as orders began to increase from domestic textile manufacturers. But the joy was short-lived as the cotton market collapsed in 1951.

   

Faced with this colossal challenge, Suzuki's thoughts went back to motor vehicles. After the war, the Japanese had a great need for affordable, reliable personal transportation. A number of firms began offering "clip-on" gas-powered engines that could be attached to the typical bicycle. Suzuki's first two-wheel ingenuity came in the form of a motorized bicycle called, the "Power Free." Designed to be inexpensive and simple to build and maintain, the 1952 Power Free featured a 36 cc, one horsepower, two-stroke engine. An unprecedented feature was the double-sprocket gear system, enabling the rider to either pedal with the engine assisting, pedal without engine assist, or simply disconnect the pedals and run on engine power alone. The system was so ingenious that the patent office of the new democratic government granted Suzuki a financial subsidy to continue research in motorcycle engineering, and so was born Suzuki Motor Corporation.

   

In 1953, Suzuki scored the first of many racing victories when the tiny 60 cc "Diamond Free" won its class in the Mount Fuji Hill Climb.

     

1955 SuzulightBy 1954, Suzuki was producing 6,000 motorcycles per month and had officially changed its name to Suzuki Motor Co., Ltd. Following the success of its first motorcycles, Suzuki created an even more successful automobile: the 1955 Suzuki Suzulight. Suzuki showcased its penchant for innovation from the beginning. The Suzulight included front-wheel drive, four-wheel independent suspension and rack-and-pinion steering—features not common on cars until three decades later.

   

Volkswagen AG completed the purchase of 19.9% of Suzuki Motor Corporation's issued shares on 15 January 2010, Volkswagen AG is the biggest shareholder in Suzuki.

 

American Suzuki Motor Corporation History

 

American Suzuki headquarters is located in Brea, California. Through an agreement with General Motors, Suzuki began selling a version of their Suzuki Cultus in the United States as the Chevrolet Sprint in 1985. This model was initially sold as a 3-door hatchback and would be Chevrolet's smallest model.

     

2004 Suzuki XL-7

 

The Samurai was also introduced in 1985 for the 1986 model year and was the first car introduced to the United States by the newly created American Suzuki Corp. No other Japanese company sold more cars in the United States in its first year than Suzuki. The Samurai was available as a convertible or hardtop and the company slogan was Never a Dull Moment. The Samurai was successful until Consumer Reports alleged the Samurai of being susceptible to roll over in a 1988 test. This led to a much publicized 1996 lawsuit, not settled until 2004.

   

In 1989, American Suzuki introduced the Swift which was the 2nd generation Suzuki Cultus. The Swift was available as a GTi and GLX hatchback with a 4-door sedan following in 1990. A new small SUV called the Sidekick was also introduced in 1989. 1991 saw the introduction of the 4-door Suzuki Sidekick, the first 4-door mini-SUV in North America. The Swift and Sidekick were cousins to GM's Geo Metro and Geo Tracker and were mostly produced in Ingersoll, Ontario, Canada by Suzuki and GM's joint venture, CAMI. The Swift GT/GTi and 4-door models were imported from Japan. Negative evaluations from Consumer Reports of the Suzuki Samurai led to some temporary setbacks at American Suzuki as annual sales in the following years dropped to below 20,000 units.

   

In 1995, American Suzuki introduced the Esteem and redesigned the Swift. The Swift GT was dropped and this version Swift was specific only to North America where it was built at CAMI. These models were the first Suzuki vehicles to be marketed in North America with dual front airbags. A station wagon version of the Esteem was introduced in 1996. Worldwide Suzuki production reached more than 975,000 cars this year.

   

Also in 1996, American Suzuki released the 2-door SUV X-90 and a revised Sidekick Sport model with dual airbags, a 120 horse power 89 kW 1.8 liter engine, 16 inch wheels and two-tone paint. The Sidekick was replaced by the Vitara and the Grand Vitara for 1999. The Grand Vitara would be Suzuki's first model with a V6-cylinder engine and available 4-wheel ABS brakes.

   

The Grand Vitara XL-7 was introduced in 2001 as a stretched version of the Grand Vitara. The Grand Vitara XL-7 had a larger 2.7 liter V6-cylinder engine and 3-row seating. This would be Suzuki's largest vehicle to date.

   

The Swift was dropped from the model lineup in 2001 and the Esteem was replaced in 2002 by the new Aerio, which was offered as a 4-door sedan and 5-door crossover with 4-wheel-drive as an option.

   

In 2004, General Motors and Suzuki jointly purchased the bankrupt Daewoo Motors renaming the venture GMDAT. American Suzuki rebadged the compact Daewoo Nubira/Daewoo Lacetti as the Forenza and the mid-size Daewoo Magnus as the Verona. The Forenza gained station wagon and hatchback body style in 2005, with the hatchback sold under the Reno name.

   

2006 was the first year American Suzuki sold more than 100,000 vehicles in the United States. Suzuki redesigned the Grand Vitara in 2006 as well as introduced the all-new Suzuki SX4 and Suzuki XL7 in 2007. The Suzuki SX4 is produced as a joint venture with Fiat and the XL7 (notice the shortening of the name from Grand Vitara XL-7) was produced as a joint venture with GM at CAMI Automotive Inc. in Ingersoll. Suzuki put XL7 production on indefinite hiatus in mid-2009 due to low demand and subsequently sold off its share of CAMI back to GM later that year.

   

Despite a difficult domestic US auto market, Suzuki has been keeping pace with its 2007 sales numbers including recording their best May ever in May 2008.

   

In 2009, Suzuki sales dropped 48.5%, after sales fell 17% in 2008. Suzuki did not import any 2010 model year street motorcycles into the US, with dealers instead relying on unsold stock from the 2009 model year. New street motorcycle models to the US resumed for the 2011 model year.

 

Motorcycles

 

Suzuki started manufacturing motorcycles in 1952, the first models being motorized bicycles. During the 1950s, 1960s and the better part of the 1970s, the company manufactured motorcycles with two-stroke engines only, the biggest two-stroke model being the water-cooled triple-cylinder GT750.

   

A large factor in Suzuki's success in two-stroke competition was the East German Grand Prix racer Ernst Degner, who defected to the West in 1961, bringing with him expertise in two-stroke engines from the East German manufacturer MZ. Suzuki hired Degner, and he won the 50 cc class F.I.M. road racing World Championship for them in the 1962 season. Suzuki became the first Japanese manufacturer to win a motocross world championship when Joel Robert won the 1970 250 cc title. In the 1970s, Suzuki established themselves in the motorcycle racing world with Barry Sheene and Roger De Coster winning world championships in the premier 500 cc division in road racing and motocross respectively. Suzuki continues to compete in MotoGP and last won the title in the 2000 season. Since 2006, the team is sponsored by Rizla and is known as Rizla Suzuki MotoGP team. On 18 November 2011, Suzuki announced that the GP racing was suspended, partly due to natural disasters and recession, until 2014.

   

It was not until 1976 that Suzuki introduced its first motorcycle with a four-stroke engine, the GS400 and GS750.

   

In 1994, Suzuki partnered with Nanjing Jincheng Machinery to create a Chinese motorcycle manufacturer and exporter called Jincheng Suzuki.

 

Suzuki Motorcycle Models

 

Notable Suzuki motorcycles include some of the following:

   

Hayabusa (GSX-1300R) – a sport motorcycle capable of 190 mph (310 km/h) in 1999, and limited to 186 mph (299 km/h) since 2001.

 

GSX-R1000 – currently the largest model of the GSX-R series, first launched in 2001.

 

GSX-R750 – the grandfather of the GSX-R1000, this designation is more than 25 years old and this model is being updated/redesigned entirely every two to four years.

 

GSX-R600 – a smaller version of the GSX-R750.

 

GSX-650F – introduced in 2008, this new sport touring model fills the void of the retired Katana. The 2009 model has ABS as a standard feature.

 

SV650 – introduced in 1999 as a budget entry in the emerging naked bike market and, as of 2008, offered both naked and fully faired. Since 2009 it is also offered in the Gladius variant.

 

Burgman – series of urban scooters with engine capacities from 125 cc up to 638 cc produced in Japan, Italy and Spain.

 

RGV250 – the road-racing replica of Kevin Schwantz's RGV500 GP race bike

 

DL-650 V-Strom – a dual-sport motorcycle

       

Suzuki A80

 

Suzuki Across

 

Suzuki AX100

 

Suzuki B-King

 

Suzuki Bandit series

 

Suzuki GSX650F

 

Suzuki Boulevard C109R

 

Suzuki Boulevard C50

 

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Suzuki Boulevard M50

 

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Suzuki Boulevard S83

 

Suzuki Burgman

 

Casal

 

Suzuki Choinori

 

Suzuki Crosscage

 

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Suzuki V-Strom 1000

 

Suzuki V-Strom 650

 

Suzuki DR-Z

 

Suzuki DR-Z 125

 

Suzuki DR-Z400

 

DR-Z400SM

 

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Suzuki DR200SE

 

Suzuki DR350

 

Suzuki DR650

 

EElectric Light-Tron Cycle

 

Suzuki FR-50

 

Suzuki FR80

 

Suzuki FXR150

 

Suzuki FZ50

 

GSuzuki GF250

 

Suzuki SFV650 Gladius

 

Suzuki GN Series

 

Suzuki GR650 Tempter

 

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Suzuki GS150R

 

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Suzuki GS450

 

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Suzuki GSR750

 

Suzuki GSV-R

 

Suzuki GSX series

 

Suzuki Katana

 

Suzuki GSX-R series

 

Suzuki GSX-R1100

 

Suzuki GSX-R250

 

Suzuki GSX-R400

 

Suzuki GSX-R600

 

Suzuki GSX-R750

 

Suzuki GSX-R750RK

 

Suzuki GSX1100F

 

Suzuki GSX125

 

Suzuki Hayabusa

 

Suzuki GSX1400

 

Suzuki GSX250FX

 

Suzuki GSX-R1000

 

Suzuki GT series

 

Suzuki GT550

 

Suzuki GT750

 

Suzuki GV1400 Cavalcade

 

Suzuki GZ Series

 

Suzuki Intruder

 

Suzuki Jr50

 

Suzuki Katana AY50

 

Suzuki LS650 Savage

 

Suzuki Madura

 

Suzuki fx125

 

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Motorcycle windshields

 

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, Suzuki Windshields, Suzuki motorcycle windshields, Suzuki mc windshields, Suzuki windscreens, Suzuki shields, V-Strom windshields, steelhorseshades.com

 

Suzuki V-Strom 650 Clear Windshield

 

steelhorseshades.com/

 

Laser cut for precision aerodynamics and fit

Shape designed to compliment the lines of the VStrom

7" wider than stock

Available in five heights

Sport recommended for riders living in warm climates doing a lot of off-road

NACA duct styled vent for minimum turbulence and backpressure

8,000 miles of testing and development

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Compatible with Suzuki Hand Guards.

Made from 4.5mm thick (3/16") DOT certified impact resistent plastic.

Shorty made from 3mm thick (1/8") dark tint plastic.

Available for all DL650s, and '04+ DL1000s.

 

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

   

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

 

Suzuki

 

Suzuki Motor Corporation is a Japanese multinational corporation headquartered in Minami-ku, Hamamatsu, Japan that specializes in manufacturing compact automobiles and 4x4 vehicles, a full range of motorcycles, all-terrain vehicles ATVs, outboard marine engines, wheelchairs and a variety of other small internal combustion engines. Suzuki is Japan's 4th largest automobile manufacturer after Toyota, Nissan and Honda, the 9th largest automobile manufacturer in the world by production volume, employs over 45,000, has 35 main production facilities in 23 countries and 133 distributors in 192 countries. According to statistics from the Japan Automobile Manufacturers Association JAMA, Suzuki is Japan's second-largest manufacturer of small cars and trucks.

 

History

 

In 1909, Michio Suzuki (1887–1982) founded the Suzuki Loom Works in the small seacoast village of Hamamatsu, Japan. Business boomed as Suzuki built weaving looms for Japan's giant silk industry. In 1929, Michio Suzuki invented a new type of weaving machine, which was exported overseas. Suzuki filed as many as 120 patents and utility model rights. The company's first 30 years focused on the development and production of these exceptionally complex machines.

   

Despite the success of his looms, Suzuki realized his company had to diversify and he began to look at other products. Based on consumer demand, he decided that building a small car would be the most practical new venture. The project began in 1937, and within two years Suzuki had completed several compact prototype cars. These first Suzuki motor vehicles were powered by a then-innovative, liquid-cooled, four-stroke, four-cylinder engine. It featured a cast aluminum crankcase and gearbox and generated 13 horsepower 9.7 kW from a displacement of less than 800cc.

   

With the onset of World War II, production plans for Suzuki's new vehicles were halted when the government declared civilian passenger cars a "non-essential commodity." At the conclusion of the war, Suzuki went back to producing looms. Loom production was given a boost when the U.S. government approved the shipping of cotton to Japan. Suzuki's fortunes brightened as orders began to increase from domestic textile manufacturers. But the joy was short-lived as the cotton market collapsed in 1951.

   

Faced with this colossal challenge, Suzuki's thoughts went back to motor vehicles. After the war, the Japanese had a great need for affordable, reliable personal transportation. A number of firms began offering "clip-on" gas-powered engines that could be attached to the typical bicycle. Suzuki's first two-wheel ingenuity came in the form of a motorized bicycle called, the "Power Free." Designed to be inexpensive and simple to build and maintain, the 1952 Power Free featured a 36 cc, one horsepower, two-stroke engine. An unprecedented feature was the double-sprocket gear system, enabling the rider to either pedal with the engine assisting, pedal without engine assist, or simply disconnect the pedals and run on engine power alone. The system was so ingenious that the patent office of the new democratic government granted Suzuki a financial subsidy to continue research in motorcycle engineering, and so was born Suzuki Motor Corporation.

   

In 1953, Suzuki scored the first of many racing victories when the tiny 60 cc "Diamond Free" won its class in the Mount Fuji Hill Climb.

     

1955 SuzulightBy 1954, Suzuki was producing 6,000 motorcycles per month and had officially changed its name to Suzuki Motor Co., Ltd. Following the success of its first motorcycles, Suzuki created an even more successful automobile: the 1955 Suzuki Suzulight. Suzuki showcased its penchant for innovation from the beginning. The Suzulight included front-wheel drive, four-wheel independent suspension and rack-and-pinion steering—features not common on cars until three decades later.

   

Volkswagen AG completed the purchase of 19.9% of Suzuki Motor Corporation's issued shares on 15 January 2010, Volkswagen AG is the biggest shareholder in Suzuki.

 

American Suzuki Motor Corporation History

 

American Suzuki headquarters is located in Brea, California. Through an agreement with General Motors, Suzuki began selling a version of their Suzuki Cultus in the United States as the Chevrolet Sprint in 1985. This model was initially sold as a 3-door hatchback and would be Chevrolet's smallest model.

     

2004 Suzuki XL-7

 

The Samurai was also introduced in 1985 for the 1986 model year and was the first car introduced to the United States by the newly created American Suzuki Corp. No other Japanese company sold more cars in the United States in its first year than Suzuki. The Samurai was available as a convertible or hardtop and the company slogan was Never a Dull Moment. The Samurai was successful until Consumer Reports alleged the Samurai of being susceptible to roll over in a 1988 test. This led to a much publicized 1996 lawsuit, not settled until 2004.

   

In 1989, American Suzuki introduced the Swift which was the 2nd generation Suzuki Cultus. The Swift was available as a GTi and GLX hatchback with a 4-door sedan following in 1990. A new small SUV called the Sidekick was also introduced in 1989. 1991 saw the introduction of the 4-door Suzuki Sidekick, the first 4-door mini-SUV in North America. The Swift and Sidekick were cousins to GM's Geo Metro and Geo Tracker and were mostly produced in Ingersoll, Ontario, Canada by Suzuki and GM's joint venture, CAMI. The Swift GT/GTi and 4-door models were imported from Japan. Negative evaluations from Consumer Reports of the Suzuki Samurai led to some temporary setbacks at American Suzuki as annual sales in the following years dropped to below 20,000 units.

   

In 1995, American Suzuki introduced the Esteem and redesigned the Swift. The Swift GT was dropped and this version Swift was specific only to North America where it was built at CAMI. These models were the first Suzuki vehicles to be marketed in North America with dual front airbags. A station wagon version of the Esteem was introduced in 1996. Worldwide Suzuki production reached more than 975,000 cars this year.

   

Also in 1996, American Suzuki released the 2-door SUV X-90 and a revised Sidekick Sport model with dual airbags, a 120 horse power 89 kW 1.8 liter engine, 16 inch wheels and two-tone paint. The Sidekick was replaced by the Vitara and the Grand Vitara for 1999. The Grand Vitara would be Suzuki's first model with a V6-cylinder engine and available 4-wheel ABS brakes.

   

The Grand Vitara XL-7 was introduced in 2001 as a stretched version of the Grand Vitara. The Grand Vitara XL-7 had a larger 2.7 liter V6-cylinder engine and 3-row seating. This would be Suzuki's largest vehicle to date.

   

The Swift was dropped from the model lineup in 2001 and the Esteem was replaced in 2002 by the new Aerio, which was offered as a 4-door sedan and 5-door crossover with 4-wheel-drive as an option.

   

In 2004, General Motors and Suzuki jointly purchased the bankrupt Daewoo Motors renaming the venture GMDAT. American Suzuki rebadged the compact Daewoo Nubira/Daewoo Lacetti as the Forenza and the mid-size Daewoo Magnus as the Verona. The Forenza gained station wagon and hatchback body style in 2005, with the hatchback sold under the Reno name.

   

2006 was the first year American Suzuki sold more than 100,000 vehicles in the United States. Suzuki redesigned the Grand Vitara in 2006 as well as introduced the all-new Suzuki SX4 and Suzuki XL7 in 2007. The Suzuki SX4 is produced as a joint venture with Fiat and the XL7 (notice the shortening of the name from Grand Vitara XL-7) was produced as a joint venture with GM at CAMI Automotive Inc. in Ingersoll. Suzuki put XL7 production on indefinite hiatus in mid-2009 due to low demand and subsequently sold off its share of CAMI back to GM later that year.

   

Despite a difficult domestic US auto market, Suzuki has been keeping pace with its 2007 sales numbers including recording their best May ever in May 2008.

   

In 2009, Suzuki sales dropped 48.5%, after sales fell 17% in 2008. Suzuki did not import any 2010 model year street motorcycles into the US, with dealers instead relying on unsold stock from the 2009 model year. New street motorcycle models to the US resumed for the 2011 model year.

 

Motorcycles

 

Suzuki started manufacturing motorcycles in 1952, the first models being motorized bicycles. During the 1950s, 1960s and the better part of the 1970s, the company manufactured motorcycles with two-stroke engines only, the biggest two-stroke model being the water-cooled triple-cylinder GT750.

   

A large factor in Suzuki's success in two-stroke competition was the East German Grand Prix racer Ernst Degner, who defected to the West in 1961, bringing with him expertise in two-stroke engines from the East German manufacturer MZ. Suzuki hired Degner, and he won the 50 cc class F.I.M. road racing World Championship for them in the 1962 season. Suzuki became the first Japanese manufacturer to win a motocross world championship when Joel Robert won the 1970 250 cc title. In the 1970s, Suzuki established themselves in the motorcycle racing world with Barry Sheene and Roger De Coster winning world championships in the premier 500 cc division in road racing and motocross respectively. Suzuki continues to compete in MotoGP and last won the title in the 2000 season. Since 2006, the team is sponsored by Rizla and is known as Rizla Suzuki MotoGP team. On 18 November 2011, Suzuki announced that the GP racing was suspended, partly due to natural disasters and recession, until 2014.

   

It was not until 1976 that Suzuki introduced its first motorcycle with a four-stroke engine, the GS400 and GS750.

   

In 1994, Suzuki partnered with Nanjing Jincheng Machinery to create a Chinese motorcycle manufacturer and exporter called Jincheng Suzuki.

 

Suzuki Motorcycle Models

 

Notable Suzuki motorcycles include some of the following:

   

Hayabusa (GSX-1300R) – a sport motorcycle capable of 190 mph (310 km/h) in 1999, and limited to 186 mph (299 km/h) since 2001.

 

GSX-R1000 – currently the largest model of the GSX-R series, first launched in 2001.

 

GSX-R750 – the grandfather of the GSX-R1000, this designation is more than 25 years old and this model is being updated/redesigned entirely every two to four years.

 

GSX-R600 – a smaller version of the GSX-R750.

 

GSX-650F – introduced in 2008, this new sport touring model fills the void of the retired Katana. The 2009 model has ABS as a standard feature.

 

SV650 – introduced in 1999 as a budget entry in the emerging naked bike market and, as of 2008, offered both naked and fully faired. Since 2009 it is also offered in the Gladius variant.

 

Burgman – series of urban scooters with engine capacities from 125 cc up to 638 cc produced in Japan, Italy and Spain.

 

RGV250 – the road-racing replica of Kevin Schwantz's RGV500 GP race bike

 

DL-650 V-Strom – a dual-sport motorcycle

       

Suzuki A80

 

Suzuki Across

 

Suzuki AX100

 

Suzuki B-King

 

Suzuki Bandit series

 

Suzuki GSX650F

 

Suzuki Boulevard C109R

 

Suzuki Boulevard C50

 

Suzuki Boulevard M109R

 

Suzuki Boulevard M50

 

Suzuki Boulevard S40

 

Suzuki Boulevard S50

 

Suzuki Boulevard S83

 

Suzuki Burgman

 

Casal

 

Suzuki Choinori

 

Suzuki Crosscage

 

Suzuki CS (Series)

 

Suzuki V-Strom 1000

 

Suzuki V-Strom 650

 

Suzuki DR-Z

 

Suzuki DR-Z 125

 

Suzuki DR-Z400

 

DR-Z400SM

 

Suzuki dr125

 

Suzuki DR200SE

 

Suzuki DR350

 

Suzuki DR650

 

EElectric Light-Tron Cycle

 

Suzuki FR-50

 

Suzuki FR80

 

Suzuki FXR150

 

Suzuki FZ50

 

GSuzuki GF250

 

Suzuki SFV650 Gladius

 

Suzuki GN Series

 

Suzuki GR650 Tempter

 

Suzuki GS series

 

Suzuki GS150R

 

Suzuki GS400E

 

Suzuki GS450

 

Suzuki GS500

 

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Suzuki GSR750

 

Suzuki GSV-R

 

Suzuki GSX series

 

Suzuki Katana

 

Suzuki GSX-R series

 

Suzuki GSX-R1100

 

Suzuki GSX-R250

 

Suzuki GSX-R400

 

Suzuki GSX-R600

 

Suzuki GSX-R750

 

Suzuki GSX-R750RK

 

Suzuki GSX1100F

 

Suzuki GSX125

 

Suzuki Hayabusa

 

Suzuki GSX1400

 

Suzuki GSX250FX

 

Suzuki GSX-R1000

 

Suzuki GT series

 

Suzuki GT550

 

Suzuki GT750

 

Suzuki GV1400 Cavalcade

 

Suzuki GZ Series

 

Suzuki Intruder

 

Suzuki Jr50

 

Suzuki Katana AY50

 

Suzuki LS650 Savage

 

Suzuki Madura

 

Suzuki fx125

 

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