How to Make Bird Feeders

There is no better way to cheer up your yard than with the sound of singing birds. One way to attract these wonderful creatures is to build a bird feeder

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. Fortunately, making them is easy — with a few simple materials, and a little bit of patience, you can learn how to make bird feeders. Soon, birds will be singing to you all day long.
Whether you enjoy bird-watching or simply want to attract some feathered friends to your yard, you will surely find an effective and easy-to-make bird feeder in this article.
Follow the links below for instructions on how to make a variety of bird feeders:
Backyard Bird Rescue Bird Feeder
When winter blows into town, most birds fly out. Feed the few that remain with this bird feeder.
Bird Cafeteria Bird Feeder
Many people put out feeders full of seeds, but you can attract a wider variety of birds with this bird feeder.
Bird Condo Bird Feeder
Attract birds to your trees with this luxurious bird condominium.
Birdbath Bird Feeder
Bird feeders attract many birds to your yard, but water will attract even more — learn how to do both with this bird feeder

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Bird Breakfast Bird Feeder
Breakfast is the most important meal of the day for birds too. Get a bird’s day started right with this feeder.
Hummingbird Feeder
Hummingbirds are amazing and beautiful creatures. Attract them to your house with this feeder.
Milk Carton Meal Bird Feeder
Instead of throwing out that empty milk carton turn it into a feeder birds will love.
Twig Roof Bird Feeder
This rustic feeder will bring a variety of birds to your backyard.
Water Hole Bird Feeder
Help birds quench their thirst with this water feeder.
Early Bird Diner Bird Feeder
The early bird will certainly get a treat when you build this bird feeder.
Keep reading for a bird feeder that will help you turn your backyard into a haven for birds.

1987-1993 Cadillac Allante

The 1987-1993 Cadillac Allantes were luxury two-seaters built to compete with European cars that were wooing well-heeled American customers. It was new territory for General motors at a time when the company was dealing with corporate reorganization, product downsizing, look-alike styling, and uncompetitive quality in the face of strengthening foreign competition.
It was still early in Roger Smith’s tenure as chairman and chief executive officer — which began in 1981 — when Cadillac decided it needed a top-of-the-line two-seater. It would be a high-tech, high-style, high-price, but low-volume “halo” car intended to boost the image of a Cadillac line that was shrinking and becoming less distinctive.
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Bob Burger, Cadillac’s general manager from 1982 to 1984, said he’s not even sure whose idea it was. “Our market research indicated a need for a vehicle of that type. We probably had several meetings at lower levels to put together a presentation to see if it was feasible and could sell in sufficient quantities to make money.”
The result was the Allante, introduced in 1987. Naturally, its creation took several years, beginning early in 1982 when Cadillac dispatched a group of engineers to Italy to discuss with famed designer/coachbuilder Pininfarina the possibility of designing and building a special luxury roadster body.
Ed Anderson was sent along, as far as he knew, to observe. “We went to find out if they had the capability to execute a car to the degree we were looking for,” he explained

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. “A lot of things were discussed, and we came back thinking that Pininfarina should be selected. Two weeks later, they told me I would be the program manager.
“We placed three contracts with them that year,” Anderson said. “The first was to design the car. Second was the body engineering. Then, in August 1983, we placed the contract to execute the car for production. We had a lot of things to work out. This was prior to the 1984 GM reorganization.
“Fisher Body was still a very powerful division and they didn’t like the idea of giving responsibility to someone else. It took several months to come to an agreement on Fisher’s involvement, but they knew the legal ramifications and the testing that had to be done.”
“It was a type of car that would compete with the Mercedes, and BMWs, and others that were coming into the U.S. at that time,” Burger continued. Mercedes was doing very well. BMW was getting a real foothold. The Japanese had cars that we were starting to hear about. “We had never done a car like that because we had not needed one

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, so we would be dealing with something entirely new. But we came to the conclusion that we should get serious about a vehicle of this type.”

Chrysler Chronos

Inspiration for the Chrysler Chronos came the way it might come to any car-loving dreamer. Flipping through pictures of old cars, Osamu Shikado’s eyes fell upon a classic coupe. He was certain a modern interpretation of it would look great. The distinction here is that as a Chrysler Corporation designer, Shikado’s dreams can and do become reality.
?Classic Cars Image Gallery
It was his update of the 1953 Chrysler/Ghia D’Elegance show car that became the company’s bold 1998 flagship concept, the Chronos. The magnificent V-10-powered sedan echoes the one-off coupe’s proportions, oval grille, cut-in headlamps, jutting front fenders, and cat-like rear haunches.?
“We’ve been looking for years at the possibility of finding the right product for a Chrysler flagship model,” said John Herlitz, Chrysler’s vice president of design. “The Chrysler 300 concept car, the Atlantic, Thunderbolt, and Phaeton all were testing design theses for the ultimate Chrysler icon. This time we may have struck all the right chords.”
Chronos began in January 1997 the way many Chrysler Corporation concept cars begin nowadays: as a voluntary competition among designers. Shikado, whose regular duties involved production-car projects, consulted Chrysler’s photo archives for ideas. He came across pictures of the graceful coupe built by Italy’s Ghia coachworks under the direction of Chrysler’s 1949-1961 design czar, Virgil Exner. Shikado said he was struck by D’Elegance’s “sculpted form, its front end, especially around the headlight area, and the big chrome around the wheels.”
Shikado was wise to dig into Chrysler’s past for the shape of its future, for he had little firsthand exposure to the subject. Born in Japan in 1955, he grew up longing to create low-volume exotics for an Italian carrozzeria. That dream languished while he designed mundane sedans at Toyota for 14 years. He quit in the early Nineties, chased job leads in Europe for six weeks while his wife and two children stayed in Japan, then remembered a teacher from a 1985 sabbatical at California’s Art Center College of Design. The instructor had Chrysler connections and Shikado sent a resume and 10 sketches of his vision for future Chrysler vehicles. He was hired in 1994 by Neil Walling, Chrysler director of advanced design.
Shikado initially drew Chronos as a coupe modeled after Chrysler’s stunning Bugatti-flavored 1995 Atlantic show car. Design studio chief Jack Grain suggested he try it as a sedan, and the result won the competition and was the centerpiece of Chrysler’s 1998 auto show display. The car derives much of its impact from an impression of sheer size, though at 205.4 inches overall, it’s only an inch longer than the D’Elegance — and 3.7 inches shorter than the contemporary Chrysler Concorde

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. But its air of authority is undeniable, thanks to a low, sinister roofline and the daring 131-inch span between wheels, themselves an imposing 20-inches in diameter in front, 21 in back.
Rendered in hand-formed steel over a Concorde chassis modified to accept rear-wheel drive, the $2-million Chronos not only was a breathtaking static display, but a running car

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. Powering the 4,200-pound sedan was a smooth 350-horsepower, 6.0-liter overhead-cam V-10 spliced from two 4.7-liter Jeep Grand Cherokee V-8s. The all-independent suspension is derived from that of the Dodge Viper.
Swathed in hand-sewn leather and with hardwood panels, a center console cigar humidor, and evocative white-faced instrumentation, the elegant interior was not of Shikado’s design. But the car’s alloy wheels were, and they incorporate a Walling idea: Chrysler winged-emblem spinners rigged with rare-earth magnets so as not to rotate along with the wheels. It’s a delightful touch.
Shikado has never seen the real D’Elegance (it’s on display at the Blackhawk Museum in Danville, California), nor is he among the handful of engineers and journalists who have driven the Chronos. The concept Chronos was never put into production, though Shikado allows that “I’d like to see it built, but I probably wouldn’t be able to afford one.”

1934 Packard Twelve Sport Phaeton by LeBaron

When Cadillac introduced its V-16 for 1930 and V-12 for 1931, Packard had no choice but to offer a new multi-cylinder engine. It took a bit of time to come up with a suitable response, but the 1934 Packard Twelve Sport Phaeton by LeBaron was certainly one of Packard’s most elegant efforts.
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Packard¡¯s first response to the new Cadillac engine came in 1932: a 445.5-cubic-inch V-12 boasting 160 horsepower. Called the Twin Six, it became simply the Twelve in 1933, and it carried a number of ¡°individual custom¡± bodies, such as the Sport Phaeton by LeBaron seen here.
Packard¡¯s Series 1108 Twelves for 1934 rode a stately 147-inch wheelbase. A factory-bodied seven-passenger sedan and limo, priced at $4,185 and $4,385, headed the list

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, but 10 individual customs were listed.
Model 280 was the LeBaron Sport Phaeton, a dual-cowl model that sold for $7,065 — more than enough to buy a fine home. Despite the size and 5,130-pound heft, this LeBaron phaeton lived up to the ¡°Sport¡± part of its name via a long hood and body, low roof, and streamlined fenders and rear deck.
Only 960 Twelves of all types were built for 1934, making the LeBaron Sport Phaeton very rare.
Owned by Fran Roxas of Orland Park, Illinois, this particular 1934 Packard Twelve Sport Phaeton by LeBaron exudes the ¡°class¡± that made Packard the favorite among fine-car buyers.
For more information on cars, see:

1963 Plymouth 426 Wedge

Dodge’s one-year flirtation with downsizing ended for 1963, and its big models returned to the 119-inch wheelbase

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. Plymouth stuck with the 116-inch span, but both divisions cleaned up the styling. No sign of fickleness under the hood, however, where the devastating new 426-cid wedge awaited. Indeed, the 1963 Plymouth 426 Wedge was a mighty engine that could be found in a number of the automaker’s muscle cars.
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Return to Classic Muscle Cars Library.
These muscle car profiles include photos and specifications for each model:

The Ultimate Seattle Quiz

What do you think of when people mention Seattle, Washington? Some people might think about rain, but others remember that it¡¯s the birthplace of Jimi Hendrix, Microsoft, and Starbucks coffee. Give this fascinating town a try on your next vacation, but take our quiz first to learn more about how Seattle works

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1968 Buick GS 400

GM’s midsize lineup got new bodies, and two-door models got a shorter 112-inch wheelbase for 1968. That meant big styling changes for the muscle car contingent, including the 1968 Buick GS 400.
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Buick gave its entry the long-hood, short-deck look that defined performance, but the aft flanks now looked quite massive. In fact, the new GS 400 weighed slightly more than the old, despite losing three inches of wheelbase and 4.4 inches of overall length.
That meant little change in acceleration, since powertrain choices were unaltered. And the trimmer size didn’t seem to translate into stellar road manners; some testers said it plowed through turns worse than the ’67 model. Finally, the dashboard retained an unsporting horizontal-sweep speedometer flanked by idiot lights.
But what do the critics know? The public liked the new GS 400, and sales held steady despite more and stronger rivals from within GM and without. To Buick’s credit, it kept price increases modest, assembly quality high, and its upscale image intact.
“Priced and powered in line with its competition…the GS 400 is the most luxurious of the lot, yet takes a back seat to none in performance,” maintained Car Life magazine.
Offered as a hardtop coupe and convertible, the GS 400 benefited from a standard 400-cid four-barrel that delivered strong seat-of-the-pants performance without the peakiness and fussiness of most high-output engines. Transmission alternatives to the standard three-speed were a four-speed manual or three-speed automatic. Positraction, front disc brakes, and power steering were options.
To those who wanted more, Buick offered a dealer-installed package that imbued the engine with a hotter cam, 11.0:1 compression, and stronger valve springs, and gave the transmission high-upshift modifications. Despite a 345-bhp rating, it added an estimated 50 bhp to the base 340-bhp mill and cut quarter-mile times by a second or more. The name of this rare dealer-installed option was a portent of great things to come from Buick. It was called the “Stage 1 Special Package.”
Return to Classic Muscle Cars Library.
These muscle car profiles include photos and specifications for each model:
For related car information, go to these articles:
Specifications
Wheelbase, inches: 112.0
Weight, lbs: 3,415
Number built: 13,197
Base price: $3,127
Standard Engine
Type: ohv V-8
Displacement, cid: 400
Fuel system: 1 x 4bbl

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Compression ratio: 10

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.25:1
Horsepower @ rpm: 340 @ 5000
Torque @ rpm: 440 @ 3200
Representative Performance
0-60 mph, sec: 6.8
1/4 mile, sec. @ mph: 15.2 @ 92

1960s Cadillac Concept Cars

Although luxury cars with more than eight cylinders came and went mostly during the Depression era, some 1960s Cadillac concept cars at least entertained the notion of resurrecting their glamor. And why not? After all, Cadillac’s experience with such cars dated from distant 1930, when its V-16 bowed at least a year ahead of every other domestic multi-cylinder engine.
The cars Cadillac powered have long ranked among the greatest of the Classics, and the V-16 itself was arguably the most important engine to emerge from that era save the hallowed Duesenberg J straight-eight.
What’s more, only Cadillac really profited with multi-cylinder power. Before demand tailed off in mid-1930, General Motors’ prestige division shipped over 2,000 Sixteens, more than all the 16-cylinder Marmons built in three years.
Lincoln and Packard didn’t have anything comparable until 1932, and then “only” V-12s. By that point, Cadillac had a V-12 of its own, and the make’s combined multi-cylinder sales were always the industry’s highest by far, if modest by absolute standards.
But multi-cylinder giants were an arrogant indulgence for “hard times,” and most were gone well before World War II. The main reasons were high production costs and selling prices versus very low demand, which forced Packard and even Cadillac to abandon such cars entirely after 1940

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. Though Lincoln’s small “cheap” V-12 persisted through 1948, it was obsolete long before.
An added blow to multi-cylinder American cars in the postwar period was the advent of high-octane gasoline, which allowed smaller engines to produce comparable power via overhead valves and higher compression, thus eliminating the need for more than eight cylinders. With that, the ohv V-8 became Detroit’s engine of choice. By 1955, every U.S. make offered at least one.
Nevertheless, the expanding prosperity and sky’s-the-limit optimism of the Eisenhower years soon renewed thoughts of 12- and 16-cylinder engines, only with modern, high-compression ohv heads.
Go to the next page to learn more about the race for putting a multi-cylinder car on the market during the 1960s.

Travel the World: Dubai

Behind the sailboat-shaped seven-star hotels, towering skyscrapers and manmade islands visible from space is a royal family determined to make Dubai a world player when it comes to luxury

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. But not everything in this arid paradise is so glamorous. How did this Middle Eastern destination become such a hotspot for the rich and famous, and why does it leave many activists up in arms

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Railroad Super-engines

In a change symbolic of the entire railroad industry’s metamorphosis, locomotives became more powerful and more dependable in the modern era.
In the mid-1990s, the nation’s two largest locomotive builders began producing the first diesel locomotives with normal size but gargantuan strength. Both General Motors’ Electro-Motive Division in LaGrange, Illinois, and General Electric in Erie, Pennsylvania, unveiled designs based on alternating current (AC) power.
Diesels have operated with direct current (DC) motors for some 70 years, but only recently has technology advanced far enough to make AC motors practical

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. The chief advantages of AC motors are fewer parts and less shop time, resulting in a more reliable locomotive.
The two builders-along with newcomer Morrison Knudsen of Boise, Idaho-began offering locomotives with previously unheard of horsepower: 4,000, 5,000, and even 6,000 units. They were also loaded with luxuries such as self-steering wheel sets, self-diagnostic computers, and ultra-quiet cabs.
Officials at Burlington Northern

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, the first railroad to embrace the new technology, hailed the production of such super-engines as another step toward a fully scheduled railroad. The words were not just hype. On some of the railroad’s most demanding runs, three of the new units replaced five of the old ones.
To put the revolution in perspective, BN Chairman Gerald Grinstein called it “the most dramatic step forward in locomotive technology since diesel replaced steam.”
Read more about the history of railroads with these articles: