To be ready to really expertise the enjoyment of happiness we've to understand manner live every moment of happiness in a very fervent and worry-free way. By 'live' I mean to surrender ourselves thereto. in spite of however mundane the instant that brought USA happiness could also be (perhaps a slice of cheese cake), or however short it should last, we tend to should absolutely offer ourselves thereto for that moment and completely relish it. we tend to should live every happy moment whenever it emerges as a result of the ups and downs of life aren't so much behind them and continuously knock on our door.
 |
| Happy Moments |
Happiness isn't solely found within the massive moments, however additionally within the little gestures: in a very lovely smile; in a very heat comforting embrace, or one stuffed with love associated longing; In being kind to associateother; within the valuable recommendation from somebody we tend to respect; within the silence of an loving look; Re-encountering a childhood friend or in an sudden call from somebody we tend to love.
Longing and yearning also can bring USA happiness, although it's brought USA sorrow at some purpose in time. Happiness will emerge the second we tend to hug somebody who's been away for a protracted time; {when we tend to|once we|after we} visit an area from our childhood and keep in mind the loved moments we lived there; once we re-encounter a protracted lost love and muse over our young devotion, and in several alternative wistful, melancholy moments that square measure forever with USA.
Happiness can also be found in those moments where we travel to a place for the first time, a city, or a country we always wanted to visit but for some reason, we never had the chance to. And if such a moment is shared with the person we love, the moment becomes that much happier. It becomes unforgettable.
To live happiness is not difficult. We must practice living each of those moments letting happiness wash over us no matter how mundane or brief the moments may be. Living those moments will eventually come naturally to us and when that happens, it will be hard to stop happiness from racing into our hearts as often as it will. And why would we want to?
We must not allow ourselves to become bitter by dwelling in the many hardships that will certainly come our way as we walk our path in life. As long as we fully live the happy moments, they will by far outweigh the sad ones.
By: Suzana Correa
------------
2015 Renault Kadjar one.6 administrator a hundred thirty four wheel drive review Renault's answer to the Qashqai is not reaching to pull on your love, however it will all that you'd need it to try to to and at a good value
What is it?:
‘'Blimey, that’s a vast Renault badge, and what the euphemism is that the name all about?'’ ar possible to be the primary things to cross your mind after you see the new Renault Kadjar. If you actually need to understand, the name is truly a untidy chopping and merging of the words quad and jaillir, which suggests ‘to emerge quickly’ in French.
Nope, we’re none the wiser, either, however once you’ve got over the weird name (and everyone got over Qashqai eventually), the Kadjar has legion promise.
Based on a similar platform because the Qashqai, the Kadjar is on the market with a one29bhp 1.2-litre turbocharged hydrocarbon, a 109bhp 1.5-litre diesel or a one28bhp 1.6-litre diesel, the latter of which may be had with simple machine drive.
It’s priced to undercut key competition, significantly given the generous verbal description that has sat-nav and a color touchscreen, therefore it’s ready to require on the big-selling family SUVs, just like the Nissan, Kia Sportage and VW Tiguan.
In fact, going by the asking price you’ll pay over £2000 less for a Kadjar with sat-nav than you'll for a equally equipped Nissan Qashqai.
What's it like?:
It’s specifically what it must be – composed, sure and simple to drive swimmingly. It’s no fireball, of course, however the steering includes a good bite thereto even round the dead-ahead, and it builds weight increasingly, therefore you don’t have the unpleasantly obscure, woolly-feeling steering of some family-oriented Renaults.
The 1.6-litre diesel may be a very little laggy lower down the rev vary however it will deliver a good quantity of torsion, that builds from simply higher than 1500rpm, and it keeps actuation powerfully through the mid-range. The four-wheel-drive system conjointly stops any aggressive torsion steer or wheel spin, creating it simple to deploy what is on supply.
The Kadjar's drivetrain is associate degree on-demand setup that may send something up to five hundredth of the drive to the rear wheels once deemed necessary, and you'll be able to lock it into permanent 50/50 four-wheel-drive mode, or front-wheel drive solely, must you get bored of automobile mode doing all that for you.
Most of the time it’s in front-wheel drive, and even when power has been diverted to the back end you’ll still get a gentle wash of understeer if you take a corner aggressively, but generally it remains stoically on line even over some fast gravel roads we tried.
Mind you, for all the effectiveness of the four-wheel drive, we had a dabble in a front-wheel drive 1.2 petrol car (quiet, smooth, but needs revving) which is just as composed on road. Your local road or weather conditions will need to really warrant the extra £1500 expense of four-wheel drive, as it’s probably completely unnecessary for most buyers looking at this sort of car. The front-wheel drive 1.6-litre diesel even tows the same 1800kg max trailer weight as this 4WD model, too.
We have some reservations about the ride comfort, which on 19in alloys of our test car was pretty brittle at low speeds, but smaller wheels could make a big difference and the Kadjar is smooth and unflustered over awkward cambers and undulations.
The interior of the Kadjar is a real success. You get a colour touchscreen and sat-nav, and the dash looks neat and tidy, with nicely presented switches, good material textures, and the best sense of solidity of any current Renault by a mile. If you’re willing to pay top whack then you can even make it feel quite classy, with panoramic glass roof and part-leather interior on top-spec cars.
There’s loads of room in the front and back so even four tall adults will be comfy - it feels like a particularly wide cabin – and the boot is a really good size. It’s a shame you don’t get the adjustable boot floor in the lower trim, and the load lip is unusually high, but it’ll still hold as much paraphernalia as most families are likely to throw at it.
Should I buy one?:
Yes, if you’re looking for a family SUV-type car for hatchback cash – and it seems that most buyers are – then the Kadjar 1.6 dCi is a fine choice.
Pricing is great given the equipment, company car tax will be amongst the lowest in the class, and resale values are predicted to be good.
It’s not really a car that appeals to the heart, but none of the cars in this class are, and the Renault ticks all the boxes. Is it the best in class? That depends on how it performs in the UK, for ride comfort in particular, but at the moment it looks like a really strong contender.
Renault Kadjar 1.6 DCi 130 4WD
Location Zaragoza, Spain; On sale 01/09/2015; Price from £24,295; Engine 4cyls, 1598cc, turbodiesel; Power 129bhp at 4000rpm; Torque 236lb ft at 1750rpm; Gearbox 6-spd manual; Kerb weight 1536kg; Top speed 118mph; 0-62mph 10.5sec; Economy 58.8mpg; CO2 rating & BIK tax band 126g/km / 23%
Revitalised TVR can bring four new sports automotive to plug, beginning in 2017, with power from a Cosworth-tuned V8 and style input from Gordon Murray
After a wait of nearly ten years, the long-promised, all-new TVR sports automotive is uncovered these days, designed by engineering guru Gordon Murray, powered by a singular, vastly powerful Cosworth V8 engine associated backed by an bold and well-funded possession team.
In associate exclusive meeting with Autocar a number of days agone, the enduring sports automotive marque’s backers - fronted by pc diversion businessperson Les King of Great Britain - spelled out the primary details of a 10-year set up which will place a minimum of four new TVRs on the road from 2017.
The intention is to re-establish the trade name within the same performance-minded, driver-centric territory from that it departed 9 years agone, once production ceased at its former mill in town.
Although radical in style and new in each detail, the converted TVR automotive vary is aimed each at the powerful and hard band of existing TVR aficionados that has ne'er gone away - not least as a result of most members of the company’s backing association area unit members themselves - and a replacement generation seeking a reasonable supercar that may be driven a day.
Prices won’t be set till a lot of nearer launch date, however the intention is to “take up wherever the previous vary left off”.
Volume targets are still being set, however since the corporate plans to be target-hunting by TVR’s numbers in its healthy years, associate output of a thousand to 1500 units a year appearance doubtless.
“This could be a distinctive chance to be a part of the revival of an excellent British trade name,” aforesaid TVR operations director John Chasey. “We area unit a well-funded, well-supported organisation that boasts a immensely intimate with management team and a transparent 10-year program for each product and business development.”
Edgar, Chasey and Murray all have extensive connections with sports car racing, especially at Le Mans, and even at this early stage the car is being configured with a racing life in view. Customers, the partners believe, will be as keen on competition as they are.
The company currently operates from premises near Guildford but plans a ‘proper’ headquarters wherever it decides to build its cars.
Edgar said his partners are resolved to make TVRs in the UK but the factory location won’t be decided until they have assessed the logistics of their manufacturing process, plus regional development schemes and skill and supplier bases.
The investor group, which consists of about a dozen well-heeled individuals, was formed two years ago to buy TVR from Russian oligarch Nikolai Smolenski, who nearly drove it to ruin.
The group is proud of its recent success at keeping a low profile while laying plans to produce cars whose profile and pricing “will be consistent with TVR’s past market positioning and highly competitive within its field”.
Two distinct models have been designed and are closely related under the skin. Each will be available in coupé and convertible variants. Both cars’ styling is the work of a British design consultancy whose identity TVR bosses decline to reveal for now.
The new TVRs will be similar in their major dimensions to outgoing models of the mid-2000s such as the Tuscan and Sagaris, with the same built-in two-seater simplicity and lightness, although there will be no common components with the old models. The new cars’ construction elements and techniques will be completely different.
The mechanical design of the cars, which has taken place at the premises of Gordon Murray Design (GMD) in Shalford, Surrey, is nearly complete. The new TVRs, all V8s, will have a front mid-engined layout and feature six-speed manual gearboxes, rear-wheel drive, all-independent suspension and driver-focused interiors.
The deals with GMD and Cosworth were concluded about a year ago. The new TVR model range is likely to be the first in the world to use GMD’s unique iStream manufacturing process, which dramatically simplifies car construction and reduces the size of the assembly plant infrastructure while offering big benefits in cabin packaging, chassis rigidity and crash protection.
The basis of the chassis is formed by a structure of fairly big-diameter steel tubes, with ultra-light composite panels bonded in to boost rigidity. The construction method was pioneered on Murray’s T25 and T27 city cars, which demonstrated remarkable rigidity in crash tests. Materials for the outer panels are still being decided, but a combination of aluminium and composite parts is likely.
“We’re very pleased with the way iStream, which was designed for volume projects, can be adapted to applications like this one,” said Murray. “It still delivers all the efficiency advantages it was designed to do.”
The new TVR engines will be based on a proprietary V8 block that has been developed into a unique unit at specialist manufacturer Cosworth’s Northampton factory, where the firm’s Formula 1 engines were built. Comprehensive modifications have been developed for the base units, whose exhausts exit as side pipes just behind the front wheels.
The partners are reluctant to reveal more at this stage except to confirm that the engine management system, and therefore the engine’s essential character, will be unique to TVR.
Edgar and his partners are well aware of the manufacturing quality concerns that dogged TVR in the old days but believe the combination of modern design, a far more streamlined manufacturing process, modern materials and Murray’s attention to detail will help the company avoid past mistakes.
Because the TVR investors have only just begun setting up the company’s structure, launch details remain sketchy. Expect models to appear one by one from 2017, with sales in the UK and northern Europe the initial priority.
New TVR - what to expect
With two years to go until the launch, a factory location still to be decided and a management still facing big decisions, the new TVR’s final mechanical layout is not set in stone. However, if you read the signs, it’s possible to take a stab at what the car could be like beneath its inspirational surfaces.
Styling
Modern designs, consistent in dimensions and major features to the admired shapes produced under TVR’s proprietor before last, Peter Wheeler. No attempt to replicate the old shapes, but the DNA will be obvious.
Model names
No decision yet. TVR bosses have some iconic names at their disposal (Griffith, Tuscan, Grantura among others) but are deciding if numbers and letters (T350) would build a more logical lineage. Our bet: Griffith.
Chassis
Tubular steel frame requiring very few stamped panels, built by Gordon Murray’s iStream principle, with composite panels strategically bonded in to provide extreme rigidity. Murray-designed all-independent suspension (possibly double wishbones) with power steering and race-derived disc brakes.
Body
Major panels formed mostly in a variety of composite materials, but with some aluminium components, which in some cases can be lighter than composite. All-up weight planned at about 1100kg, depending on variant, which with chassis rigidity should be a big asset in race applications.
Aerodynamics
Flat-bottomed chassis (allowed by front side exhausts) with splitter and rear diffuser will deliver true on-road downforce, which can be enhanced in racing versions. Initial design has been tested by computational fluid dynamics (CFD) and via a scale model in a moving-floor wind tunnel.
Powertrain
Cosworth-developed V8 of unspecified origin, probably Chevrolet or (more likely) Ford. TVR will not go down Wheeler’s path of building its own engine. A decent bet would be the Ford Mustang’s 4951cc unit, which produces 415bhp in standard form. Expect 450-470bhp, plus a magnificent exhaust note, after the Cosworth ministrations and you won’t be far wrong. Six-speed manual gearbox as standard.
Performance
With 450bhp-plus in a 1100kg structure, the TVR should be extremely fast. Look for 0-60mph in under four seconds and a top speed of more than 185mph. That’s before the likely extra-power (and possibly extra-light) versions arrive. TVR is renowned for performance, and the new backers aredetermined not to disappoint.
Dynamics
Dry-sumped engine, mounted low and well back in the chassis, should allow the ultra-low centre of gravity and rearward weight bias (say 47% front, 53% rear) deemed ideal for a car of this layout. TVR is still deciding what electronic aids the car needs, but ESP and ABS are certainties because of legislation. Whether the ESP is configurable, as in latest Lotus, Ferrari and Porsche models, is an open question.
Sales volume
In its very best years, TVR claimed to make 2000 cars a year, but 1000 a year was much more typical. We’d expect the new company, helped by the efficiency of the iStream manufacturing process, to ramp up to 1000 units and eventually to push beyond it. But the consortium well understands that the European market for such cars is small (50,000-80,000 units per year) and is deliberately targeting a small percentage.
Pricing
When TVRs disappeared from sale, mainstream models were in the £40,000s, with the most expensive model touching £57,000. A Porsche Boxster cost £40k (now more like £50k). Given that the new company wants new-wave TVRs to be as accessible, broadly speaking, as the old ones, a starting price of about £60,000 seems likely, with performance extras boosting prices towards £80,000.
