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5 Amazing Pet Accessories for Cars

These days, cars come with lots of amazing accessories. Automatic seatbelts, GPS units, hooks for anchoring infant car seats and a host of other safety features provide a sense of security. Luxury accessories like seat-back televisions and multizone temperature controls make driving a little easier. Some cars even come outfitted with outlets for powering computers and other electronics.
It should come as no surprise, then, that humans aren’t the only creatures to benefit from great car accessories

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. More pet owners are updating their cars to accommodate their favorite critters. Whether we’re road tripping with Fido or simply shuttling kitty to the vet, today’s broad range of pet travel accessories make your best friend’s ride more comfortable while minimizing any potential distractions.
First up

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, let’s talk about accessories designed keep the car clean. Read all about pet seat covers on the next page.

1961-1970 Innocenti Spider/Coupe

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, and exclusive than the “Spridget,” but a little heavier. Mechanical changes parallel those of British relatives, and basic chassis was unaltered. These Innocentis had roll-up door windows years before the Spridgets. Pluses of the 1961-1970 Innocenti Spider/Coupe:

Art Deco Cars: The Movement

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1930 Chrysler 70 Roadster

The 1930 Chrysler 70 Roadster was the result of Walter Chrysler’s instinct for survival

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. His instincts told him to revamp the product line in 1930, one year after the stock market crash although it had not yet affected sales.
Walter P. Chrysler accomplished his dream — to start his own automobile company — and advertised his success with 15-foot chromium-nickel steel-winged radiator caps shining from the corners of New York’s tallest building. It was “The fulfillment in metal and masonry of a one-man dream,” said one critic of the completed Chrysler Building.
This 1930 Chrysler Series 70 roadster, owned by Paul Miller, of La Crescenta, California, was one result of this strategy. The 70 was the next level up from the lower-cost Series 66, but offered more luxury options like the higher-priced Series 77. All Series 70 cars included a narrow-profile radiator and bowl-shaped headlights. Miller’s car was produced early in 1930, as it has the Art Deco, pennant-shaped pennon hood louvers and its parking lamps mounted on the windshield posts.
The Series 70 roadster featured a leather interior, including storage pouches in both doors. You can see a number of Series 70 options offered by Chrysler on our feature car: front and rear bumpers, dual side-mounted spare tires, wire-spoke wheels, pedestal sidemount mirrors, folding luggage rack, fog lamps, and solid paint.
The winged radiator cap design that figures so prominently on the Chrysler Building was manufactured by George Stant, whose company was known for its meticulously engineered ornamental radiator caps. Although frequently referred to as Mercury wings, the Chrysler Corporation attributes the design inspiration to a Viking helmet.
Chrysler was the first in the industry to use the Stromberg downdraft carburetor, so called because it was positioned at a level above the fuel tank. The early 70 used the inline L-head six-cylinder engine

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, providing 218.6 cid and 75 bhp. A Delco Remy ignition, mechanical fuel pump, hydraulic brakes, four-speed manual transmission, and paraflex springs were standard mechanical features. Chrysler produced an estimated 1431 roadsters, and sold them for an average price of $1,345.
Miller’s scrupulous restoration of this Series 70 would make its uncompromising creator proud.

1989 Plymouth Speedster Concept Car

Four wheels do not a car make. Not always. The 1989 Plymouth Speedster concept car rode on four wheels, all right, but it was a spry little mix of motorcycle and automobile.
Pondering how it might be possible to climb inside the Speedster, which lacks opening doors, no one would be surprised to learn that it was aimed clearly at the 18 to 25 year-olds so prized by the marketing mavens. Demographers and marketers love the under-25s, calculating that young people have loads of surplus cash, with which they are eager to purchase products of every kind.
Naturally, one of those products was an automobile. So just about every automaker (except for those who specialized in luxury vehicles) struggled to appeal to the elusive tastes of the youngest drivers

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Fun and frolic, surf and swim. According to the 1980s analysts, that’s how young people utilized their free time. And that was the basic theme of the Plymouth Speedster concept car, which, had it become a production model, would have been expected to carry laughing loads of teens and young adults to beaches and ocean vistas.
One trade paper described the Speedster as “whimsical.” Some might brand it frivolous. Yet who could say what kind of narrow market niches might emerge as the future gets underway?
Pontiac tried a similar approach with its Stinger. Both concept vehicles made the rounds of the auto-show circuit during 1989. Maybe both companies had finally found the car they needed to draw young folks to their more pedestrian wares, even if this pair never dropped off the end of an assembly line.
For information on the design of the Plymouth Speedster concept car, go to the next page.

2011 in Review: Test Your Memory

As we look back on 2011, it’s clear it was a banner year. Well

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, maybe not for the housing market, but at least we got to watch a Royal wedding and dispel rumors about the McLobster

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. Now it’s time to put your memory to the test. How much do you really remember about 2011? (Image credit: Swinburne Astronomy Productions.)

1946-1959 Rolls-Royce Silver Wraith

The 1946-1959 Rolls-Royce Silver Wraith was the custom-bodied Rolls-Royce series in the postwar years, continuing a famous name of the 1930¡¯s. Rolls-Royce built the chassis, essentially a stretched-wheelbase version (127 or 133 inches) of the contemporary 120-inch Silver Dawn/Bentley Mark VI platform, with the same suspension design and drivetrains.
Bodywork for the Silver Wraith was supplied by traditional Rolls-Royce specialists — Park Ward, H.J. Mulliner, Hooper

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, and others — most with wood framing and light-alloy or steel panels. Many Wraith¡¯s had “classic” lines, with freestanding headlamps, separate front fenders, division window between passengers and chauffeur, and the characteristic Rolls-Royce “parthenon” grille

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Complete luxury equipment was expected, and interiors were decked out with leather upholstery, wood trim, and, in a few cases, cut-glass ornaments. Displacement of Rolls-Royce’s F-head six was increased to 4.5 liters in 1951, then 4.9 liters in 1955; otherwise, few mechanical changes were seen in these years.
In this era there was no doubt: these were “The Best Cars in the World.”
Pluses of the 1946-1959 Rolls-Royce Silver Wraith:
Minuses of the 1946-1959 Rolls-Royce Silver Wraith:
Production of the 1946-1959 Rolls-Royce Silver Wraith:
Specifications of the 1946-1959 Rolls-Royce Silver Wraith: Wheelbase, inches: 127.0/133.0 Length, inches: 200.0-206.0 Weight, pounds: 4,735-5,405 Price, new: NA

Engines for the 1946-1959 Rolls-Royce Silver Wraith:

*Rolls-Royce customarily did not quote power or torque output
Want more information about classic cars? See:

How the Enertia Building System Works

?People in the market for new homes usually have their eyes on different key features during the search for their potential perfect abodes. Some desire a convenient lo?cation, some look for luxurious spaciousness, some seek a lush garden and others are after all of those things at once — or other elements entirely.
One aspect that generally doesn’t play a huge part in the home buying decision is how the house functions in terms of energy efficiency. Not to underscore the importance of this characteristic — after all, you’ll most likely be getting monthly reminders judging your home’s heating and cooling capabilities the entire length of your ownership — it’s just that with so many other thoughts swimming through the head of someone in the market for a home, energy aptitude isn’t often a deal-breaker, or a deal-closer for that matter.
?But in terms of other homebuyers, that’s definitely not the case. For them, one of the utmost important aspects of the purchase of a new home is how efficiently it performs — som?e people even build a home expressly to spare themselves the monthly joy of power bills. One of the ways they can go about achieving this energy independence is to build a home using the patented Enertia Building System. The system works by taking advantage of age-old building concepts along with innovative new techniques, and while it might not completely erase the power bills, it can definitely ease them down into a more reasonable range.
The basis of the concept centers around timber — and these aren’t spindly two-by-fours. Unlike conventional modern homes, Enertia houses are massive structures built entirely of wood, and this wood acts in an interesting fashion

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1941-1942 Studebaker Commander and President

Addressing a Studebaker sales meeting during the new-car introduction in August 1940, company president Paul G. Hoffman stated, ¡°In designing the 1941 models, we told Raymond Loewy that we would be satisfied with nothing less than the smartest, most luxurious car ever offered at any price.¡± At the same time, Hoffman also threw down the gauntlet to his dealer force of 3,500 to sell 151,000 units by year¡¯s end. This would be a tall order for a company that had been nearly down for the count in 1933 with the death by suicide of its president, Albert Russell Erskine, followed soon thereafter by entry into court-ordered receivership. That it survived this crisis at all and lived for another 30-plus years was due in large part to Hoffman and board chairman Harold S. Vance. As a result of their dynamic leadership, the company had reorganized and paid off its creditors within two years, and was the leading independent automaker within six. Studebaker could boast the oldest name in U.S. transportation, starting as it did as a wagon-making shop in South Bend, Indiana, in 1852. For nearly 60 years, the company was wholly owned and managed by members of the Stude?baker family. It entered the auto business in 1902 with its first car, an electric, and later branched out by creating bodies for the Ohio-built Garford. In 1908, Stude?baker entered into an agreement with EMF, of Detroit, to market its cars (the EMF & Flanders) through its worldwide dealer network. Studebaker would later buy the EMF concern and incorporate all vehicle production under one umbrella called The Studebaker Corporation. Several years before horsedrawn-vehicle production ended in 1920, active management of the company had already passed to Erskine, who led the company through many prosperous years before the combination of the economic depression and poor fiscal decisions on his part resulted in the catastrophes of 1933. Whatever mistakes were made in the early Thirties, they were not repeated by the Hoffman-Vance team. They combined their unique talents in sales and manufacturing to build public confidence in the company, restore fiscal responsibility, and shore up the dealer network. One of their first cost-cutting measures was to completely realign the models and bodies then being offered. In 1929, Studebaker was producing four different car lines, as well as numerous commercial-vehicle chassis. In addition, each series had unique bodies with virtually no interchangeability with the others. By 1936, Hoffman and Vance had reduced Studebaker¡¯s offerings to the President Eight and Dictator Six, and they would share bodies. All convertible production was halted; only coupes and sedans would be available. By 1937, Hoffman and Vance were again looking at ways to gain a foothold into the low-price field. Studebaker had unsuccessfully attempted to crack this market with the Erskine in 1927-30 and the Rockne in 1932-33 (named for legendary University of Notre Dame football coach, Knute Rockne). After a year of marketing research, Studebaker engineers and designers set about to create an all-new car to compete with the ¡°low-priced three¡± of Chevrolet, Ford, and Plymouth. This time success was achieved with the Champion, which was introduced in March 1939. Its impact was immediate and dramatic

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. Within its first two years, the Champion would account for more than 100,000 sales, which resulted in a significant boost to South Bend¡¯s employment, the signing of hundreds of new dealers, and, most importantly, a greatly enhanced bottom line. Calendar-year sales figures show the dramatic effect the introduction of the Champion had: 1938 — 50,976; 1939 — 112,599; 1940 — 120,256. As the Forties began, employees, dealers, and the South Bend community looked to the future with unbounded optimism. For most of the industry, the 1941 model year began in August 1940 amid grave concerns over the war in Europe. In the year since hostilities began, Germany had taken control of much of Europe, and in fact, at the very time that the new ¡¯41 cars were being introduced, the German Luftwaffe was initiating its devastating bombing raids on England. Studebaker announced it stood ready to assist U.S. defense preparations, as it had done in every conflict since the Civil War, but also emphasized it intended to maintain its schedule of production for civilian vehicles. At the start of the model year, the President and Commander were offered in only two body styles, and both were four-door sedans. On the surface, this may seem a bit unusual, but from a dollars and cents standpoint, it was a smart move. Studebaker bodies and other major sheetmetal components were made by the Budd Company, of Philadelphia, Pennsylvania. The cost of tooling up for a completely new body would often cost a quarter-million dollars or more. Sales data for the two previous years indicated a decided preference for the four-door sedan on the senior cars

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. In fact, this body type accounted for nearly 85 percent of all sales, with the coupes and club sedans at only 6.5 percent and 8.5 percent, respectively. (Studebaker had not offered a convertible coupe since 1935, and produced only a very limited number of convertible sedans in 1938-39.) The Cruising Sedan for ¡¯41 was built along the conventional lines of previous four-doors. The rear doors were hinged in the rear with a sliding-type self-locking vent wing built into the body. The new body type was called the Land Cruiser, a name first used to distinguish the aerodynamic bodies of 1934-35. It featured rear doors hinged at the center post. The vent wing was built into the rear door. This body carried an unmistakable similarity with the Cadillac Sixty Special, which was being widely imitated by other manufacturers and was thought to be favored by Raymond Loewy. Studebaker used the phrase ¡°slip streaming¡± in defining its new bodies. Care was taken by the Loewy stylists to remove humps, bumps, and unnecessary projections. Door hinges were concealed in the door posts; counterbalanced spring hinges eliminated exterior hinges from the decklid. The gas-tank filler cap was concealed under a trap door in the left rear fender. The rear fenders had functional steel-backed rubber gravel shields to protect them from road debris. The rear fenders themselves had a distinctive bulge that followed the contour of the wheel opening. The back glass had a slight curve to fit the body contour, and a splash shield was placed between the rear bumper and the body. Without question, the most striking feature on the new Loewy-styled cars was the arrangement of the stainless trim along the beltline. Studebaker referred to it as the ¡°color belt,¡± and it narrowed from the front of the hood to a point at the rear of the body. Loewy indicated that its function was to ¡°give the car a sense of motion even when it was standing still.¡± While that may be a matter of individual perception, one thing is for certain: It offered the opportunity to show off some very attractive color combinations, of which five were initially offered. Two die-cast grilles with vertical vanes sat low in the front fenders, and a large double-bar bumper gave ample protection from minor collisions. A chrome-plated ornament with a wispy ¡°S¡± on an oxblood-red field graced the leading edge of the hood. Another die-cast ornament measuring 19 inches long was centered on the decklid. The stylized taillights were long and narrow. They were fitted in the body rather than in the fenders, as in previous years. This arrangement had the advantage of providing for a lighted luggage compartment.
For more pictures and articles about great cars, see:

The Best Personal Training Books

The training manual for your personal training certification exam may be the first personal training book you read from cover to cover, but education does not end with certification. An extensive personal training library is one of a trainer’s most important tools

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. While many fitness books are available, some frequently appear on fitness organization and personal trainer “best of” lists.
Of the thousands of anatomy and human movement books on the market, few address the specific concerns of fitness instructors. Perhaps that’s why the “Fitness Professionals’ Guide to Musculoskeletal Anatomy and Human Movement” by Lawrence A. Golding and Scott Golding sits at the top of the book list on the International Dance Exercise Association website. The authors provide in-depth descriptions of the muscle actions involved in more than 300 exercises

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, and the accompanying CD-ROM lets you see the exercises in action.
Douglas Brooks is a familiar face at most fitness conferences. Boasting a master’s degree in exercise physiology, elite certification from most major certifying organizations and more than 20 years of industry experience, this sought-after fitness presenter wrote one of the most comprehensive personal training books for today’s market. The 608-page book covers breaking into the industry, testing and assessment procedures, time management, marketing and business management, and trainer development. Brooks includes sections on special populations, such as people with asthma, diabetes, arthritis and osteoporosis.
Physical therapist Gray Cook’s “Athletic Body in Balance” is a must read for anyone working with the recreational or professional athlete population. Cook introduces the functional movement screen, designed to identify muscular imbalances and faulty movement patterns. He then presents a game plan for balancing muscle groups and improving movement quality. Cook, a frequent fitness conference presenter, works with NFL, NBA, NHL and WNBA athletes. Physical therapist and athletic trainer Mike Reinold lists it as one of the best strength and conditioning books. “The Athletic Body in Balance” has even earned respect from the bodybuilding population. Former Mr. Universe Dave Drape and his wife, Laree, reviewed it on their On Target Fitness Product review website, and stated that Cook’s methods may keep younger bodybuilders pain free, a luxury not afforded to older competitors.
Every personal trainer has his mishaps. The ability to laugh at and learn from them is the key to success. Thomas Plummer’s “Naked Woman at My Door and Why That¡¯s a Bad Thing” is written for the small-business owner, and is a must read for anyone who wants to open a small personal training studio or open a personal training business. Plummer does not coddle his readers, Instead, he offers tough love, berating them for having an affair with the receptionist, gaining weight when they are supposed to be role models and sticking to outdated training concepts.