What will “luxury car” mean in 2030?

It’s virtually tradition in the automotive industry that the features that will be found on the economy cars of tomorrow first appear on the luxury cars of today. To get a peek at what lies in store for the average driver, one merely needs to do a little window shopping at a high-end car dealership.
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Although this custom may offend one’s egalitarian sensibility, it makes sense from an economic perspective. Emergent technology is usually created on a limited scale, not in mass production. So it follows that because this technology is rare, it should be more expensive. Once it’s found on widely produced automobiles, the cost for high-end technology will decrease

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?But for a luxury car to be a luxury car, its features have to stay ahead of the innovative curve. So to get an idea of what lays in store for luxury cars, we have to gaze into the crystal ball that is the concept car. A concept car is one that’s not yet in production — and may never make it there. Instead, concept cars often represent the cutting edge of technology and design. In many cases, the technology found aboard concept cars will be stripped for parts. Some aspects will be discarded; some will be used in mass-produced automobiles. If the concept cars emerging from designers’ minds these days are any indication of what “luxury” will mean in 2030, then future car buyers have a lot to look forward to.
So what’s on the horizon for the luxury car? Those lucky automotive engineers and designers who get paid to imagine the future have already given us a glimpse

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. Find out about some contending visions for the future of luxury cars on the next page.
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At a Glance: Face Steaming

Usually when you sweat, it’s anything but luxurious. But if it’s a steam treatment that’s bringing on the perspiration, all of that glistening can be part of a healthful, relaxing beauty therapy.
If you’ve been to a spa in recent years, you know that steaming is a common component of facial treatments

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. But did you know that ancient Romans and Greeks incorporated face steaming into their beauty regimens? That’s because this time-tested cleansing treatment involves little more than heated water.
You can have your face steamed professionally at a spa, where they use steaming units that heat water to about 110 degrees Fahrenheit (43 degrees Celsius) and concentrate the steam toward your face.
Of course, you can also opt to steam your face at home, which is an easy and inexpensive method. All you have to do is pour heated water into a pot or bowl, then cover your head with a towel so that you make a tent over your face and the bowl. Make sure your hair is pulled out of the way, and then lower your face close to the steam but not right against the water. Continue steaming for five to seven minutes.
If you’d like to simplify the steaming process even further, you can purchase a self-heating, at-home face steamer. These products are available at a number of price points.
For many people, the process can be beneficial to skin health. Steaming can control or reduce acne breakouts, boost circulation and cleanse pores. It does these things by softening the skin’s surface layer of dead skin cells, heating up the skin’s temperature and prompting the sweating out of dirt, bacteria and toxins. Another benefit of steaming your face is that it helps your skin better absorb facial products (such as a cleansers, moisturizers and exfoliants) — although adding aromatherapy oils to the water you steam doesn’t seem to offer anything beyond sensory benefits.
Though it has several benefits, face steaming isn’t for everyone. People with rosacea, fungal infections or severe acne can have their conditions aggravated by steaming. If you’re not sure whether face steaming is a good idea for you, check with a dermatologist before trying it.
An important thing to keep in mind is that the hot water you use for steam can scald you if you spill it on you or let it touch your face. Professionals advise getting about 12 to 18 inches (30 to 45 centimeters) from the water. This is not only to protect you from burns but to also guard you from broken capillaries that can occur when you’re exposed to too much heat. Before you get started, keep one more thing in mind: Steaming too often (more than once a week) can dry out your skin.
We have lots more skin care information on the next page.

1940-1949 Cadillac

Some of Cadillac’s most important engineering developments, and some of its most beautiful cars, appeared in the 1940s. Like sister division Buick, Cadillac gave its cars a facelift for 1940-1941, then issued completely new 1942 styling that left it in a good market position when civilian car production resumed after World War II.
Most 1940 Cadillacs were relatively plain, almost Chevrolet-like in front with simple bar grilles. The exception was the splendid Sixteen, which wore the eggcrate radiator theme first seen for 1937, and soon to be a Cadillac fixture

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. All models benefited from more-reliable sealed-beam headlamps, as did most Detroit cars that model year.
Ranked below the Series 90 and 75 for 1940 was a new Series 72 with a 138-inch wheelbase and slightly fewer models, but also lower prices ($2,670-$3,695). Though impressive and well designed, it would be a one-year-only line, with sales limited by competition from the more luxurious 75. Yet even counting 75s and Sixteens, Cadillac built only a little over 2,500 long-wheelbase 1940 cars.
The crisp Sixty Special returned with minor styling tweaks in the same four models offered for 1939. A predictive, if rarely ordered, new option (Cadillac sold only 1,500 between 1938 and ’41) was a sliding metal sunroof grandly advertised as the “Sunshine Turret Top Roof”. A manually cranked affair, it was available for both the standard “town sedan” and division-window Imperial models. There was also a Sixty Special “town car” offered with a painted-metal or leather-covered roof. Just 15 were built; most 1940 Sixty Specials were the standard sedan (4,472 units).
Displacing the Series 61 as the most-affordable 1940s Cadillac was the Series 62, another future Cadillac fixture. Initial offerings were comprised of a coupe, touring sedan, convertible coupe, and convertible sedan on a 129-inch wheelbase. Prices ranged from $1,685 to $2,195. As in later years, the 62 garnered the most sales by far of any 1940 Cadillac line.
The division’s 1940 V-8 retained monoblock construction (unitized block and crankcase), three main bearings with counterweights, and two-barrel downdraft carb. Though heavy, it was reliable and exceptionally smooth. As in ’39, it was tuned for 135 horsepower in the 62 and Sixty Special, 140 for the 72 and 75.
Next, we’ll look at the groundbreaking features Cadillac introduced in its 1941 models.

Is it rude to talk about your salary?

There are some conversation topics that are inherently rude. Coming to mind: Inquiring why a person has gained weight, pointing out something unusual about a child’s physical appearance or development or asking a New York Knicks fan how the season is going. The topics themselves are just not kind.
Then there are the topics that aren’t necessarily rude in and of themselves, but can be discussed in a rude way. These are the ones we are constantly told to avoid, if in polite society: Religion. Sex. Money. The big three that are guaranteed to make the Dowager Countess in your life shoot you a dirty look. But why exactly is it rude to talk salary (or money in general)? Further, is it such a great idea to keep financial matters so close to your chest, for professional purposes? Let’s break some rules and talk about how to talk about money.
Let’s begin by acknowledging that talking about money can easily veer into eye-rolling territory for those around us. Sure, you might be mentioning your raise because you’re proud, but the friends you’re having dinner with might only hear how excited you are to finally purchase that yacht to replace the tired old luxury boat you own now. In other words, it’s extremely tiresome to hear people talk about how well-off they are. Likewise, nobody has a lot of interest in hearing you bemoan your paycheck, week after week.
Does that mean avoiding money talk entirely? Not exactly. In fact, some business authorities think that talking about salary — especially amongst colleagues or those in your industry — is quite crucial to guaranteeing you’re not short-changing your own professional worth [source: Giang]. The idea is that the more you know about the salaries and compensation of those around you, the more prepared you are to negotiate your pay and find fair return for your work.
But there’s a flip side of that too

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. Many argue that salary information should be quite tight-lipped amongst potential employees. It’s fairly standard practice for a company to ask your previous compensation and many are leery that offering the number is going to get you a fair deal. Instead, interviewees might want to veer the conversation toward the offered salary range or even assert their salary requirements [source: Corcodilos].
So is it rude to talk about your salary? It’s not entirely appropriate for social settings, unless you want to leave yourself open to criticism or pointed questions (“Wow, I can’t believe you get paid so much to do so little!”). But professionally, it might be a different story; it could be useful information to assess your worth in a company or something to be avoided if you want to play a bargaining chip.

1965, 1966, 1967 Plymouth Belvedere/Satellite and GTX

The 1965-1967 Plymouth Belvedere/Satellite and GTX received an A+ for performance, thanks in part to its Hemi V-8. The cars even made their mark in NASCAR and stock-car racing

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The 1965 Belvedere was a new application of that time-honored Plymouth model name, now applied to a full line of intermediates, distinct from the new full-size Fury also introduced that year.
There were three distinct series: the Belvedere I, with sedans, a wagon, and a light Super Stock hardtop; the Belvedere II, which added a hardtop and convertible; and the Satellite, a luxury model available only as a hardtop or convertible.
Dimensionally similar to the smaller 1964 Plymouth, the Belvedere had Fury-like styling. But because muscle-car action centered on intermediates, it received most of Plymouth’s performance options.
One of these was the 426 Hemi V-8, replacing the previous 426 wedge as the racer’s choice. Offered as an option only on the light Super Stock, the mighty Hemi developed 425 horsepower, 60 more than the wedge version.
It provided terrific performance: 120 mph top speed and 0-60 in eight seconds or less. Not cheap at $4,671 base price, the Super Stock was frankly designed for racing. It looked like a potential champion, but NASCAR disallowed the Hemi Belvedere, and Chrysler withdrew from competition in protest.
A late-season change of heart by NASCAR brought it back

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, but Plymouth tallied only four wins in the short time remaining.
Nor was the Belvedere Hemi welcome in drag racing. The National Hot Rod Association ruled that Plymouth’s Super Stock drag racers were too light, preventing them from running cars with fiberglass hoods and fenders.
See how our story continues for the 1966 models on the next page.
For more information on cars, see:

3 Reasons Not to Take Your Tampons for Granted

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Buying and using tampons and sundry menstrual products is such a drag, right? Do you ever have cycles that make you wish that 4chan free bleeding meme wasn’t just a hoax? Ha ha.
The unfunny truth is that millions of women around the world don’t have ready access to menstrual products and safe sanitation facilities who are forced to miss work and school to avoid making a period mess in public. And it isn’t just girls and women in the developing world who are affected. Hundreds of thousands of cis and trans Americans who have periods don’t have the financial or legal freedom to dash off to the drugstore and grab a fresh box of menstrual cups or whatever other product, fit and style they prefer.
According to the Colorado Coalition for the Homeless, the United States “has the largest number of homeless women among industrialized nations and the highest number on record since the Great Depression

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.” Although single men are likelier to be homeless compared to single women, women and single mothers make up a majority of adults in homeless and domestic violence shelters.
Menstrual products — not to mention safe shower facilities to clean up — are luxury for that population whether they’re living on the streets or in shelters. A 2014 report from the National Law Center on Homelessness & Poverty noted this often shameful and health-endangering situation homeless women and transgender men face: “Women also report the degrading condition of not having access to adequate facilities during their menstrual cycles to be able to use hygiene products and change them on a regular basis.”
In a Guardian column advocating for free tampons, Jessica Valenti reported food stamps do not cover menstrual products. Which is unconscionable. As a result, Valenti writes, “some women resort to selling their food stamps in order to pay for ‘luxuries’ like tampons.”
Sue Kerr at Huffington Post points out how buying menstrual products can be a particularly taxing financial burden for lesbian, trans and genderqueer households:
Some of the most audience-delighting lifehacks featured on ‘Orange Is the New Black’ involve repurposing maxi pads

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. Need bathroom slippers? Duct tape maxi pads together. Or how about a face or sleep mask? Tie a maxi pad around your head. And though women prisoners who watched the show related to the maxihacks, menstrual products aren’t always so abundant behind bars.
Over on the Ms. magazine blog, Maya Schenwar wrote: “Having reported on prison issues for the past four years, I’ve heard one recurring refrain from women prisoners: There are never enough feminine hygiene products to go around.” Especially when jails and prisons face budget cuts, the limited number of free pads given to inmates (which may not last someone through a heavy cycle) are often among the first ‘nonessential’ items to go. And while tampons and maxi pads are typically for sale in prison commissaries, if someone is short on cash and menstruating, rationed toilet paper will have to suffice.
More Stuff Mom Never Told You about periods: A Brief History of Period Panties
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1950 Hudson Commodore

At the beginning of the decade, the 1950 Hudson Commodore stood at the top of the Hudson lineup. It rode the longest wheelbase, boasted a big six or a smooth straight eight, received more luxurious trim than the concurrent Supers, and was by far the most popular of big Hudsons. Commodores outsold Supers by more than two to one, despite their rather higher prices.
Classic Cars Image Gallery
The range began with the Hudson Commodore Six club coupe at $2,257, and ended with the Hudson Commodore Eight Brougham (convertible) at $2,893. With accessories

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, options, and dealer prep, the typical Brougham cost about $3,300, roughly on par with that year’s Buick Roadmaster. An estimated 1,100 of Hudson’s 3,322 convertibles built in the 1950 model year were Commodores.
The 1950 Hudson Commodore’s unit body-chassis ranked as one of the cleverest early postwar designs. Low and sleek, it hugged the ground and handled well, thanks to its radically low center of gravity. The design, which had begun as early as 1940, was directed by the brilliant Frank Spring

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, a fixture at Hudson and one of the most talented stylists of the 1940s.
The “Step-down” body evolved from wartime doodling — sleek, aerodynamic forms modeled in quarter- and eighth-scale clay and plaster. As Bob Andrews, a member of Spring’s team, commented later, “It was the Ivory Soap school of design: you’d take a bar of Ivory and start carving the fenders, hood and deck, and presto!”
Like all Hudsons since 1932, the unit body-chassis of the 1950 Hudson Commodore was extremely strong, rigid, and rattle-free. The nickname “Step-down” referred to the dropped floorpan, which was completely surrounded by frame girders. It was probably the safest automotive package of the time, perhaps any time.
Also, in its own way, the 1950 Hudson Commodore radiated its own understated beauty. The “fuselage” was clean, with a neat mid-height creaseline to eliminate any tendency toward slab sides. The grille sat low and wide; the taillights were functional rather than decorative. The dashboard was flat and positioned upright in front of the driver. It contained a big clock and speedometer (with 10-mph increments marked off in single digit numbers), warning lights for amperes and oil pressure, and gauges for fuel and water temperature.
To learn more about why the 1950 Hudson Commodore was one of the pinnacles of automotive design in the immediate post-war era, keep reading.

1994 Harley-Davidson FLHTC Electra-Glide

The 1994 Harley-Davidson FLHTC Electra-Glide motorcycle was a luxurious “full dresser” bike that provided ammenitites aplenty.
In motorcycle parlance

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, the Harley-Davidson FLHTC represents what’s known as a “full dresser,” being equipped with luxuries riders of 30 years ago never even envisioned.
It wasn’t until the 1940s that windshields became common, the military being among the first to use them — with the hope of stopping more than just wind from going through the rider’s hair.
Later in the decade, Harley-Davidson offered a roll-up windshield as an option on civilian bikes.
In those days, riders felt lucky to get instruments and warning lights on their mounts. As might be expected, motorcycling has come a long way since then.
The FLHTC Ultra Classic Electra-Glide featured air-adjustable suspension, quiet belt-drive, an electronic cruise control, CB radio, AM/FM amplified stereo with weather band that includes remote controls for the passenger, a spacious rear trunk, and heavily-padded seats with backrests, all of which make its passengers feel right at home — even when they’re miles away.
In the old days, riders probably never dreamed that touring could be so luxurious. Nowadays, they don’t have to.
Continue to the next page to see more 1994 Harley-Davidson FLHTC Electra-Glide motorcycle pictures.