CAR SEAT HANDLE PAD. THE MOST COMFORTABLE BIKE SEAT.
Car Seat Handle Pad
- a seat in a car
- A car seat is the chair used in automobiles. Most car seats are made from cheap, but durable materials, made to withstand as much beating as possible. The material for these seats is usually used for the back of the seat, as well as the part where one’s posterior goes.
- Soup is the second album by the American rock band Blind Melon, released shortly before vocalist Shannon Hoon’s fatal drug overdose, making it his final album with the band. Thematically, the album is much darker than the band’s multi-platinum debut.
- A means of understanding, controlling, or approaching a person or situation
- treat: interact in a certain way; “Do right by her”; “Treat him with caution, please”; “Handle the press reporters gently”
- The part by which a thing is held, carried, or controlled
- the appendage to an object that is designed to be held in order to use or move it; “he grabbed the hammer by the handle”; “it was an old briefcase but it still had a good grip”
- The name of a person or place
- manage: be in charge of, act on, or dispose of; “I can deal with this crew of workers”; “This blender can’t handle nuts”; “She managed her parents’ affairs after they got too old”
- Travel along (a road or route) on foot
- a number of sheets of paper fastened together along one edge
- embroider: add details to
- slog: walk heavily and firmly, as when weary, or through mud; “Mules plodded in a circle around a grindstone”
- Walk with steady steps making a soft dull sound
car seat handle pad – Padalily Car
ROAD TESTING THE TRIUMPH SPITFIRE 4 1962
FROM MERELY READING ITS specification and without even driving the car, in last month’s edition I gave this newest of all sports cars the most honoured tag of ‘Star of the Show’ at Earl’s Court. It seemed eminently suitable, having been so impressed by the specification, that I should follow this article with a full road test.
I expected a lot from this car, and I must immediately say that I was not disappointed. It seems incredible that this car can have so much and yet cost so little. The graceful line of the Spitfire is Italian inspired. It is very pleasing to look at as well as being functional and aerodynamic. The front end sweeps down, giving a minimum amount of wind resistance, whilst the height at the rear is pleasantly maintained to give improved road holding.
The only criticism I could find with the body was in fact the placing of the door handles. For some inexplicable reason they are placed at the bottom of the door, making access, particularly from a kerb edge, very difficult, and also if the car has been driven in dirty weather the handle gets muddy. This particular idiosyncrasy also gives cause for complaint from inside, for the actual door handle is placed below the level of the seat swab, making operation very difficult. This, however, is possibly the only criticism of the interior of the car. The seating is not luxurious, but is certainly adequate and there is an ample amount of knee room and parcel space. The dashboard and instruments are nicely placed, and the cockpit is rounded off by a nice padded head facia.
The handbrake, immediately by the left hand, is of the fly-off type, and is only a matter of inches from the short stub gear lever. At the other end of the gear lever I cannot praise too highly the delightful four-speed gearbox. Changes can be made rapidly and effectively. The gear ratios are ideal for the weight and performance of the car, and synchromesh changes cannot be beaten.
The Spitfire is powered by a twin-carburettor version of the well-tried Triumph Herald 1200 engine. This 1147 c.c. unit develops 63 b.h.p., and is beautifully adapted to the Spitfire body.
With regard to absolute performance figures, I found during my 600 mile road test that the manufacturers had in actual fact been very modest. They claim a top speed of 93 m.p.h. I found, however, that it was distinctly possible to take the car up to 100 m.p.h., whilst still using only 5500 revs. This, of course, is a built-up rather than an accelerated speed, but nevertheless even when travelling in this manner, the Spitfire sits nicely on the road. Modesty again creeps into the acceleration figures in the catalogue. Standard-Triumph say that 0 – 50 m.p.h., can be obtained in 12 seconds. I found that this could be done in as little as 9, and that 0 – 60 m.p.h., took a little over 12. Incredible figures, considering the size of the power unit.
On corners the Spitfire is delightful as long as it is not pushed too far. The independent coil suspension, if handled properly, can develop a delightful drift on corners. If, however, one has cause to take an S-bend in this manner and the body should swing completely over, it is distinctly possible for the car to ‘kick back’ and give the driver some very anxious moments, but I must emphasise that this only happens when driving the car very hard.
I could not fault the braking system of the Spitfire either. A happy marriage of disc brakes in the front, coupled with drum brakes at the rear, really does seem to be the answer to maximum efficiency braking. There are two other points I would like to make about the Spitfire; on the credit side, it is one of the nicest light sports cars that I have driven in wet road conditions, it sits very firmly on the road and its amazingly low centre of gravity gives it leech-like road holding qualities, even under these conditions.
On the debit side, however, I am afraid I do not like it at night. This is purely and simply owing to the arrangement of the lights and the method of dipping the main beam. The short handle at the side of the column is a three-position switch. The centre position is main beam. To dip this beam, one has to drop the lever one notch downwards. To return to main beam this has to be pushed upwards, and it is only too easy, I am afraid, to push it straight through the main beam and put your lights out completely. This can, of course, if you are moving quickly, be very unnerving and a dangerous factor.
To sum up the Spitfire, I would say without any fear of contradiction that it is probably one of the most amazing car bargains on the market today. Its acceleration is very good. It has many refinements usually expected to be found on more expensive cars, and is delightfully finished, all for the amazing price of ?640. We are going to see very many Spitfires on roads all over the world in the very near future.
Specification Engine: 1147 c.c. twin carb.
1999 Lotus Elise 111S rear
It is currently owned by Proton, the Malaysian carmaker, who took Lotus over in 1994 on the bankruptcy of its former owner Bugatti.
The company was formed as Lotus Engineering Ltd. by engineer Colin Chapman, a graduate of University College, London, in 1952. The first factory was in old stables behind the Railway Hotel in Hornsey, North London. Team Lotus, which was split off from Lotus Engineering in 1954, was active and competitive in Formula One racing from 1958 to 1994. The Lotus Group of Companies was formed in 1959. This was made up of Lotus Cars Limited and Lotus Components Limited which focused on road cars and customer competition car production respectively. Lotus Components Limited became Lotus Racing Limited in 1971 but the newly renamed entity ceased operation in the same year.
Chapman died of a heart attack in 1982 at the age of 54, having begun life an innkeeper’s son and ended a multi-millionaire industrialist in post-war Britain. The car maker built tens of thousands of successful racing and road cars and won the Formula One World Championship seven times. At the time of his death he was linked with the DeLorean scandal over the use of government subsidies for the production of the DeLorean DMC-12 for which Lotus had designed the chassis.
In 1986, the company was bought by General Motors. On 27 August, 1993, GM sold the company, for ?30 million, to A.C.B.N. Holdings S.A. of Luxembourg, a company controlled by Italian businessman Romano Artioli, who also owned Bugatti Automobili SpA. In 1996, a majority share in Lotus was sold to Perusahaan Otomobil Nasional Bhd (Proton), a Malaysian car company listed on the Kuala Lumpur Stock Exchange.
The company also acts as an engineering consultancy, providing engineering development—particularly of suspension—for other car manufacturers. The lesser known Powertrain department is responsible for the design and development of the 4-cylinder Ecotec engine found in many of GM’s Vauxhall, Opel, Saab, Chevrolet and Saturn cars. Today, the current Lotus Elise and Exige models use the 1.8L VVTL-i I4 from Toyota’s late Celica GT-S and the Matrix XRS.
The Lotus Elise is a two seat, rear-wheel drive, mid-engined roadster conceived in early 1994 and released in September 1996 by the English manufacturer Lotus Cars. The car has a hand-finished fibreglass body shell atop its bonded extruded aluminium chassis that provides a rigid platform for the suspension, while keeping weight and production costs to a minimum. The roadster is capable of speeds up to 240 km/h (150 mph). The Elise was named after Elisa, the granddaughter of Romano Artioli who was chairman of Lotus at the time of the car’s launch.
Lotus makes cars lightweight instead of making powerful engines in order to achieve performance. Lotus Elise weighs only 725 kg (1,600 lb). (In production form in 1996) For comparison, a Porsche Boxster is 74% heavier at 1,250 kg (2,756 lb).
The Series 1 Elise was able to accelerate 0-60 mph in 5.8 seconds despite its relatively low power output of 118 bhp (88 kW; 120 PS). Braking, cornering, and fuel consumption are also improved by the car’s reduced weight.
Series 1 was designed by Julian Thomson, then head of design at Lotus, and Richard Rackham, Lotus’s chief engineer.
Besides the standard higher-performance variants listed below, Lotus also released some limited edition models such as Sport 135 (1998/9) with approx 145 bhp (108 kW; 147 PS) , Sport 160 (2000) with 150–160 bhp (112–119 kW; 152–162 PS) and Sport 190 (190 bhp (142 kW; 193 PS)). These were more competent on track with sports suspension, wheels and tires, seats according to model. There were other special editions such as the 50th Anniversary Edition (green/gold) celebrating 50 years of Lotus cars, the Type 49 ("Gold Leaf" red and white two-tone), and Type 79 ("JPS" black/gold) which refers to its successful Grand Prix car type numbers.
A faster edition called the 111S, named after the Lotus type-number of the Elise M111, was introduced in early 1999 and had a VVC Rover K-Series engine with a modified head and VVT technology, producing a declared 143 bhp (107 kW; 145 PS) rather than the standard Rover 1.8 L K-series 118 bhp (88 kW; 120 PS) I4 unit, along with a closer ratio manual gearbox and lower ratio final drive. It also had more padding in the seats. The 111S had headlamp covers, rear spoiler, cross drilled brake discs, alloy window winders and a 6 spoke road wheel design.
car seat handle pad