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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:

How Hybrid System Indicators Work

Early automobiles, ones built near the turn of the 20th century, didn’t come with many extra features. Engineers were more concerned more with the practical nature of engines and other mechanical aspects — in other words, getting a car to actually work — so this tended to overshadow most efforts in design and usability. Most auto manufacturers were simply installing engines in light carriages and buggies, fitting bicycle wheels to each of the four corners and rolling the cars out the factory door — without much focus on luxury. Aside from the steering wheel, the pedals and occasionally a handbrake, these early cars were essentially “horseless carriages.” Actually, that’s how a lot of people referred to them at the time. The dashboard was effectively void of any bells or whistles

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. In fact, the term “dashboard” allegedly comes from the screen people used on horse-drawn vehicles to block any water, mud or snow a horse’s hooves might fling upward while “dashing.”
In 1902, however, car interiors started to become a bit more helpful. The introduction of the speedometer put a gauge right near the steering wheel, allowing drivers to see just how fast they were traveling. We might take something as simple as a speedometer for granted today, but early in the car’s history, this was really the only way to accurately monitor their speeds and drive safer. Since then, improvements to the car’s interior have only increased, making the drive both safer and more comfortable. Now, we have clusters of indicators letting us know our speed, the engine’s revolutions per minute (RPMs), the engine oil pressure, coolant temperature and even whether or not we’ve remembered to buckle our seat belt. We also have air-conditioning and heating systems that allow us to accurately control the interior’s temperature — sometimes in multiple zones.
With global temperatures heating up, gas prices fluctuating and drivers looking for alternatives to gasoline-only engines that give off heavy amounts of carbon emissions, many are looking toward hybrid cars — specifically gasoline-electric hybrids — for an environmentally and economically sound solution.
Now, hybrid cars are upping the ante by giving drivers even more information with which to work. On top of traditional instrument readouts like speed and RPMs, some hybrids are using increasingly sophisticated hybrid system indicators, which inform the green-minded commuter about important statistics like real-time fuel economy and battery levels.
So what do hybrid system indicators actually do to assist drivers? Do they simply give us statistics, or can they take their information a step further and help people become better, more efficient drivers? Find out on the next page.

1953 Chrysler New Yorker Convertible

Stylist Virgil Exner, well known for his Ghia show cars of the early 1950s, wielded more authority than ever over the styling of the 1953 Chrysler Corporation lineup, including the 1953 Chrysler New Yorker convertible.
Classic Cars Image Gallery
Highlights included an extensive sheetmetal reskinning that made all models shapelier, with emphasis on more glass, one-piece curved windshields, and wraparound backlights. Hoods were drawn further down for a lower look. Overall, the cars seemed less bulky and they were a bit lighter.
For the Chrysler New Yorker (replacement for the Saratoga) and New Yorker DeLuxe, weight was pared about five percent. Length receded to 211 inches, and a six-inch chop reduced the wheelbase to 125.5 inches, same as the Windsor. All models shared a tidier grille and squared-off rear flanks with new taillights.
Chrysler’s famed hemi V-8 held steady at 331.1 cubic inches and 180 horsepower, but Buick, Cadillac, and Lincoln now boasted ratings of 188-210 horsepower.
No matter, a 300-500 pound weight advantage kept Chrysler competitive — unlike the semi-automatic Fluid Drive and Fluid-Torque Drive transmissions, which didn’t. PowerFlite automatic, long overdue, finally appeared late in the model year. Perhaps not surprisingly, almost 50 percent of Chrysler buyers still chose the ancient 119-horsepower six, standard in the $600-cheaper Windsor.
New to the options list in 1953 was Airtemp air conditioning, joining power steering, brakes, and windows. Also new were extra-cost Kelsey wire wheels, resplendent in chrome and listing for a pricey $300. Thus

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, by 1953 a Chrysler could be ordered with most of the luxuries taken for granted today.
In hindsight, early 1950s Chrysler styling was outdated

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. Customers didn’t seem to notice, however, as they pushed 1953 model year output to a corporate record of 1.27 million cars, 162,187 of them Chryslers.
At $4,025, the 1953 New Yorker DeLuxe convertible was the most expensive model in the series. The car shown here, owned by Bob Brannon of Des Plaines, Illinois, was largely original when he found it, but he restored it to better-than-new condition. Only 950 units were built, so few people ever knew the joy of owning a top-of-the-line Chrysler ragtop in 1953. Today, for most of us, it’s a car to dream about.
For more information on cars, see:

1957-1958 Buick

Buick in the 1950s was as flashy and gutsy as any American cars of the era. The 1957-1958 Buicks marked several “lasts” for the Flint, Michigan, make: the end of series names dating back to 1936, the final appearance of the Dynaflow label on automatic transmissions, and the end of Buick’s brief ascendancy as America’s third best-selling car.
Buick Image Gallery

Some factors beyond Buick’s control influenced these developments; others can be traced directly to the cars themselves, which went through one of the industry’s most startling restyles in these years. In planning its 1957 models in late 1954 and 1955, General Motors found itself in an odd position. Since the presidency of Alfred E. Sloan in the 1920s, General Motors makes had been arrayed with strict price demarcations that followed a set hierarchy.
From rags to riches, you started with a Chevrolet, moved up to Pontiac, then Oldsmobile, Buick, and finally — if the American dream came true — to Cadillac. Sloan’s make-by-make “ladder” worked well for 30 years and became the standard on which Ford and Chrysler based their own sales strategies.
But the strategy had become obsolete by the middle 1950s. A decade of postwar prosperity, the increasing mobility of Americans moving from cities to suburbs, and a vast road-building program spearheaded by President Eisenhower’s Interstate highway system created not only two- and three-car families, but families whose cars were in daily use.

Multi-car ownership led to specialized models: personal-luxury cars like the Cadillac Eldorado; compacts like the Nash Rambler; car-based pickup trucks like Ford’s Ranchero; hardtop convertibles with two and, later, four doors; utility vehicles like Chevrolet’s Suburban; and, of course, the ubiquitous station wagon, that rolling symbol of 1950s American affluence.
Each manufacturer strove to exploit the market for these new vehicle types; as they did, the models within each make blossomed. When car production resumed after World War II, Ford offered five body styles in just two series; for 1957 it had 11 body styles in nine series

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Buick traditionally ranked just below Cadillac in the General Motors size-and-price hierarchy, but that did not accurately reflect its broad popularity. Buick usually outsold all General Motors divisions except Chevrolet.
Flint offered a wider spread of models and prices than its sister divisions, often aggressively chipping into Oldsmobile’s price territory and occasionally into Cadillac’s. Also, Buick was quicker than most makes in issuing new model variations.

It was among the first in Detroit to catalogue a station wagon (1940 Super), a hardtop convertible (1949 Riviera), a personal-luxury car (1953 Skylark), hardtop sedans (1955 Special and Century) and hardtop wagons (1957 Caballero and Riviera Estate).
Though Flint never built a production sports car or commercial vehicle, it created more varieties of the passenger cars Americans wanted than any other General Motors division, certainly more than any Ford or Chrysler make.
The 1957 model year marked a major redesign for Buick models. For more on the 1957 Buick lineup, continue on to the next page.
For more information on cars, see:

How do all-in-one cloth diapers work?

New moms and dads have more choices to make than ever before. Do we want to know the baby’s sex? Should we go natural? Will we deliver in a hospital, a “birthing center” or at home? Doctor or midwife? Traditional or water birth?
Cloth or disposable?
The choice of “diapering system” is perhaps the most highly debated parenting topic in the mainstream today, and it’s not one to be taken lightly. Parents will be dealing with it several times a day, every day, for a couple of years. When you have a baby, diapers are a big deal.
When disposable diapers were first introduced in the 1940s, they were a luxury; by the ’80s, prices had come down, availability had skyrocketed and almost everybody had switched to the less labor-intensive option [sources: Kimberly-Clark, FamilyEducation]. With disposables, there was no more washing and folding

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, no more pinning and far less intimate contact with the uniquely smelly emission that is baby poop. You just wrap ’em up and throw ’em out.
And thus we found ourselves with ever-growing landfills stuffed to the brim with soiled diapers and an eventual environmentalist push for a return to traditional cloth.
The cloth vs. disposable controversy centers on the ecological issue, with both sides claiming victory (it’s diapery landfills vs. hot-water washing and diaper-service fuel emissions). But green-minded parents more often opt for reusable cloth. The decision doesn’t end there, though. Within “cloth,” they have to make a less clear-cut decision: diaper wrap, insert or all-in-one?
In this article, we’ll see what makes a cloth diaper an “all-in-one” and learn how it differs from other cloth systems. We’ll also investigate the pros and cons of all-in-one reusable diapers.
We’ll begin with the most basic question: What’s an all-in one?

10 Ways to Incorporate Lemon Juice into Your Beauty Regime

When life gives you lemons¡­ make a relaxing bath and homemade facial. The acid in lemon juice has great benefits for your skin

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, hair and nails. Why spend hundreds of dollars on unnatural products and pills to strengthen your nails, clear your skin or highlight your hair when there’s a pristine bottle of lemon juice sitting in the fridge? While a day at the spa is a luxury, and often an investment, you can still treat yourself in between visits with an “at-home” spa.
Our list of ways to incorporate lemon juice into your beauty regime includes some teenage favorites like hair highlights and zit removal, alongside some more crafty projects like homemade hairspray

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. Every option is cost-effective and worth a try before you roam the aisles of the drugstore in search of the same solutions. Your face, hair and your wallet will thank you.

Narcotics as Terminal Pain Treatment

Pain expert Dr. Scott Fishman answers questions about end of life pain:
A: When someone is dying, time is a luxury and wait-and-see is not an option. As a person’s remaining days and weeks grow shorter, time becomes more precious. What matters most in the final days is that patients are free of crippling pain and unbearable suffering so that they can finish their lives in ways that bring comfort, peace, and completion.
Concerns about lasting side effects or diminished physical capacity from months of using a drug become secondary to making a patient comfortable. When I weigh the relative risks and benefits, the urgency of end of life always moves me to intervene aggressively to maximize benefits. I use opioids more liberally for end-of-life pain.
Rather than considering a person’s ability to function over long periods of time as my gauge for choosing a specific drug and dose

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, I aim to immediately maintain or improve the quality of daily life.
The delivery route of opioids into the body – orally, by injection, through a skin patch, through mucus membranes, or via an implanted catheter or pump – can have a significant impact on pain relief and side effects. Pills or liquids by mouth can take a circuitous path to the pain site.
They must first filter through the gastrointestinal tract and liver, which detoxifies and metabolizes the opioid. As a result, taking opioid medication orally delivers only a fraction of its punch. Furthermore, as the opioid passes through the stomach, intestines, and bloodstream, it can cause constipation, nausea and vomiting

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However, taking medications by mouth is still the most common route and usually the most convenient method of treatment. Other routes are usually used only if oral medication is not possible.
Opioids like morphine are the centerpiece of pain management for a terminal illness because they remain our most potent and reliable painkillers. And they can be administered in a variety of ways. With the right dose and most appropriate delivery method, opioids can contain virtually any pain.
Nevertheless, surveys of hospitals and doctors reveal that medical practitioners continue to under medicate terminal pain. Hesitant because of social and legal concerns, as well as medical misconceptions, many doctors avoid applying the full might of these wonder drugs.
Both doctors and patients worry about addiction, overdoses and decreased breathing with the use of opioids. But for patients with weeks or months to live, addiction is rarely a significant concern. When a medication is gradually increased with an eye on the patient’s breathing rate, the body adjusts and repressed breathing is rarely a problem.
Despite what many people believe, there is no ceiling or single maximum dose of opioids that is automatically fatal. An effective dose for stifling pain can always be found.

How to Repair Hair Damaged by a Flat Iron

A flat iron can make your hair smooth, sleek and shiny, but over time it can cause the outer layer of your hair to become damaged, making it difficult for your hair to retain the moisture that protects it from breakage and dullness. You can tell your hair has been damaged when it’s dry and dull, resistant to styling, prone to frizz in humidity and has split ends and flyaways.
Ask your stylist for a trim to get rid of damaged ends — they can spread damage upwards into the healthy parts of your hair.
Upgrade your flat iron if you’ve had it for more than five years

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, recommends Beverly Hills-based celebrity hair stylist Cristophe. By that point, it’s likely that your flat iron’s temperature gauge isn’t functioning correctly. Replace it with a ceramic flat iron — it will heat evenly to reduce damage.
Wash your hair with a moisturizing shampoo to help restore missing moisture. Look for one that contains ceramides, nutrients, antioxidants and UVA/UVB protectors.
Use a protein-based hair conditioner to help fill in cracks in your hair’s cuticle and smooth flyaways.
Dry your hair completely before using a flat iron. Blot it thoroughly with a towel or let it air dry before using a blow dryer to finish the job

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. If your hair is wet when you use a flat iron, the heat from the iron can make the water in your hair boil, damaging your hair.
Apply a styling spray or serum that contains dimethicone to your hair before using a flat iron, recommends Cheri McMaster, senior scientist for Pantene. Dimethicone melts when it gets hot, creating a protective barrier around your hair shaft.

Causes of Pain in Large Breasts While Running

Large breasts present a challenge for runners, but ways exist to stop the pain associated with bouncing, chafing and muscle tension. The same rules of physiology — or how your body functions within its environment — apply to all women, but since you carry around extra mass and weight, side effects like pain are more likely to occur

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. Try a few simple ideas to lessen pain and focus on your workout.
The simplest source of pain when you run is your breasts’ weight. If you wear a D cup, your breasts may weigh between 15 and 23 pounds, which strains your chest, back and shoulder muscles. The more complex pain source is force. Newton’s second law of motion is that force equals mass times acceleration. According to biomechanist and bra engineer Julie Steele, the mass of your breasts and the acceleration from running creates a force that can be very painful.
Large breasts usually cause pain two ways. Repetitive stress injures the upper and middle back, and many women with large breasts develop poor posture, which causes spinal pain. Strengthening your back muscles can help mitigate this pain. Perform about 15 minutes of daily back exercise, including knee-to-chest and rotational stretches, the bridge pose and shoulder blade squeezes, to prevent or heal back injury.
A high-quality sports bra may be your greatest running buddy. Look for one with a high level of compression; that often means you can’t stretch it over your head. The material of the cups, sides or wings and back should not stretch either. Test the fabric for resistance with your hands before trying the bra on. Reinforced fabric is even better. The silhouette should include wide bands and full-coverage cups to support your breasts adequately.
Chafing, or irritation from friction between your bra and your nipples or skin, presents a potential pain for all runners. Large-breasted women may be more prone to it because of the area of skin in contact with fabric and the potential for fit issues with clothes or bras. A good sports bra should solve a chafing problem, but sometimes it does not. Fitness coach Levi Bloom recommends nipple guards. He uses medical tape, but bandages over the nipples work too.

How to Season a Grilled Chicken Breast

Grilled chicken breasts make a healthy and versatile entree, but run the risk of tasting boring or bland. Proper preparation and seasoning improves the flavor, tenderness and juiciness. Some knowledge of seasoning combinations and how they work together with white meat chicken helps inform cooks on which herbs and spices work best on grilled chicken breasts. Don’t be afraid to try homemade seasoning blends; throw out prepared seasonings that may contain MSG and other additives once and for all.
Remove skin and bones from the chicken breasts using a sharp knife, if desired. Leaving the bone and skin on a chicken breasts makes it easier to avoid overcooking them and also helps hold in juices, but also adds fat and calories and increases cooking time. Boneless skinless chicken breasts typically fit into recipes more easily and go from kitchen to table more quickly.
Prepare a brine in which to soak the breasts. Brines differ from marinades in that they use the physical principle of osmosis to penetrate the cells of the chicken and actually infuse flavor and moisture into them that will hold through cooking. Dissolve 1/4 cup of salt in each quart of water. Use enough salt water to completely cover the chicken breasts. Add smaller quantities of sugar

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, pepper and seasonings such as red pepper flakes and herbs. Soak the chicken breasts in the brine, refrigerated, for at least 1 hour and up to 8 hours.
Rinse the brined chicken breasts in cold water before marinating or seasoning them for cooking. Rinsing the breasts prevents them from tasting too salty, but keeps the flavor imparted to the inside of the breast from the brine.
Marinade chicken breasts if desired. Vinegar, oil, seasonings and sugar comprise homemade marinades. Whisk together equal parts of oil and vinegar or another acidic liquid such as wine or juice. Mix in seasonings, salt and sugar. Coat the chicken breasts with the marinade and allow them to sit at room temperature for about 1/2 hour.
Discard or boil unused marinade. Because raw chicken has been sitting in that sauce, don’t use it raw to baste on chicken while it’s on the grill. Bring it to a temperature of at least 160 degrees Fahrenheit on the stovetop before brushing it on the cooking chicken.
Salt, pepper and shake herbs and seasonings on chicken breasts immediately before grilling. Even if there’s no time for brining or marinating, adding salt and pepper and seasonings to taste directly before cooking helps add flavor. Use garlic powder in combination with oregano, lemon and basil for a mediterranean-style flavor. Try cumin

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, chili powder and cayenne pepper for a spicy southwest flair. Sage, onion powder and parsley yield a traditional home-cooked chicken flavor that tastes great with a creamy rice dish. A rule of thumb for pulling seasonings out of the cabinet: If it smells good, it’ll taste good.
Prepare sauce to serve with chicken breasts at the table. Both cold and warm sauces work well for grilled chicken breasts. Cold sauces such as barbecue or vinaigrette can be prepared in advance and chilled. Instead of preparing homemade sauces, consider using salad dressings or commercial condiments. Mix together complementary flavors and heat or chill to serve with the breasts.
Shake on salt and pepper to taste. Add dried herbs such as basil or seasonings like dehydrated and onion at this point. Fresh raw ingredients like diced onions or peppers simply add flavors and won’t incorporate into the chicken’s seasoning after cooking.
Correct any seasoning mistakes after tasting. Sweet sauces or condiments such as barbecue or honey correct too much spice. Vinegar and pepper correct too much saltiness. Additional salt cures blandness.