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:: We all want optimum health and a raw food diet can deliver that.Here are the reasons why.
When we cook food we are setting fire to it and sadly many of the nutrients are destroyed.When we strain off the hot water from those boiled vegetables we are pouring all the goodness down the drain.
When you eat raw food your liver and kidneys are freed up to keep your body healthy instead of devoting all their time to getting rid of the toxins you put inside your body.
A proper raw diet eliminates constipation and the time it takes for waste to pass through the body is reduced to 24 hours or less.For people on a conventional diet it takes upwards of 72 hours or more.During this time the rotting food ferments and putrefies resulting in foul smelling gas and faeces
.The rotting proteins in the colon can result in colonic diseases such as colitis and cancer.
We experience weight loss better sleep and clearer skin.I can attest to the fact of weight loss as I lost 22 pounds over the course of 3 months when I switched to a raw food diet.As you eliminate all forms of salt and condiments you will lose any excess fat.
The red blood cells in our body our better able to transport oxygen to all the cells in our body which results in better mental clarity. Cold flues and general aches and pains disappear and one’s overall quality of life improves.
As you begin to detox however you may experience discomfort as this process plays out.You could experience tiredness a runny nose and headaches.These are all signs that the body is making healthy adjustments.
You may experience gas problems after you have moved to a raw diet but this can be eliminated in time by using correct food combining.
Each of us will react in a different way.The duration and degree of the detox will vary.It can be slight or intense,last a few days or several months.Just let the liver and kidneys do their job. Eating must be a joy and if you cannot eat it in it’s raw state that it should not be eaten.There has been no adaptions in the human physiology to allow for cooked food so this should give us a clue about what we should be eating.
We know that the water and sugars of fruit require almost no digestion only absorption giving the body a lot less work to do,which cannot be said for cooked food.It is so processed it is a wonder the body can extract anything out of it at all.
So in conclusion a diet rich in green leaves and a variety of fruits will give us all the nutrients we need and put the least amount of demand on our body that is possible.A raw food diet will bring you health and longevity.
Source: http://www.submityourarticle.com/articles/Andrew-Collinson-8465/raw-food-diet-health-174477.php
After eight hours of details on how Chrysler Group CEO Sergio Marchionne and his team will save and grow the fresh-from-bankruptcy automaker, it’s tough to assess where the Pentastar is headed. Once a few miles away from the Auburn Hills, Michigan, headquarters, this much was clear: after nine years of Daimler and two years of Cerberus ownership, what else does Chrysler have to lose?
If all goes to plan, and the U.S. market scratches its way up to a 14.5-million unit year in 2014 (Chrysler’s estimate, more conservative than the 16.8-million year Marchionne says analysts are predicting), Chrysler will break even next year, 2010. It will have positive cashflow by 2011 and pay off U.S. ($5.8-billion drawn) and Canadian ($1.5 billion) loans by 2014. Marchionne believes Chrysler can spend $4.5-billion per year on product development and be profitable.By 2014, and we’re talking calendar years here, which takes us out to the 2015 model year, Fiat platforms will cover a full 56 percent of cars and trucks sold in North American Chrysler/Jeep/Dodge/Ram dealers (yes, Ram is now a separate brand). Chrysler-brand cars will be sold in European Lancia dealerships (there’s simpatico – Lancia has been a kind of pre-Enclave Buick in Western Europe since the post-Stratos years). Jeep will add more diesel variants and will become a bigger player in foreign markets.
The new Chrysler brand lo…
The new Chrysler brand logo
Chrysler eventually gets b- and c/d-platforms from Fiat. The Fiat c- and d-segment platforms are two variations of the same. Fiat gets d-segment platforms and larger from Chrysler, which means the FWD minivan platform and perhaps the RWD LX (Dodge Challenger/Charger/Chrysler 300) platform for larger Alfa Romeos and Lancias. There’s life in the 300, yet.Fiat will build 500s in North America (probably Mexico), with Chrysler-tweaked interior and exterior trim and bumper offsets, beginning in late ’10 with a January ’11 launch in select Chrysler/Jeep/Dodge/Ram dealerships. A 500 cabrio will come a year later, and the 500 Abarth a year after that (’13, for those of you keeping score). Alfa Romeo will arrive before 2014. Marchionne expects to sell about 70,000 Alfas per year here, but that doesn’t have anything to do with Fiat’s plan for Chrysler, which is this:CALENDAR YEAR 2010:
The all-new Jeep Grand Cherokee…
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The all-new Jeep Grand Cherokee will get the automaker’s new 3.6-liter V-6
JEEP
* 2011 Wrangler gets an all-new interior.
* Compass and Patriot get all-new sheetmetal creating greater delineation between the two, and new, higher-quality interiors.
* Commander’s last year, followed by cryptic timeline words, “international allocation” in the Chrysler playbook.
* All-new Grand Cherokee, as previewed at the ’09 New York International Auto Show. First model to get Chrysler/Mercedes/Hyundai joint-development V-6 engine family, now separated from Merc and Hyundai, and renamed (again) Pentastar V-6. In 3.6- and later 3.3-liter variants.RAM
* New Heavy Duty pickup and chassis cab, but you knew that already.DODGE
* 2011 Avenger gets major refresh, new interior and new sheetmetal. Could be at least as significant as the 2010 Ford Fusion’s update. Pentastar V-6 and new 4-cylinder engine family added.
* Journey gets new interior, engines.
*2011 Grand Caravan gets new interior, sheetmetal, engines including a major fuel economy improvement (see Avenger).
*2011 Charger, second-generation LX, launches as planned. Includes all-new sheetmetal, and major “expensive” redo of existing RWD platform.
*2011 Durango replacement launches. Based on same platform as Jeep Grand Cherokee, but with optional third-row seat.
* Last 500 Vipers are built, with special package, colors, etc. Coupe and convertible. Spec Miata-like one-marque race series likely.CHRYSLER
* 2011 Sebring gets same treatment as Dodge Avenger, with new sheetmetal, interior and engine families.
* 2011 Chrysler 300/300C launch as planned. Like Charger (and like Ford’s latest Taurus), redo is more extensive than originally planned.
* PT Cruiser dies.
Valentino Balboni was destined to become Lamborghini’s chief test driver the moment his parents picked that name. Isn’t it perfect? Kids named Valentino Balboni don’t grow up to be obstetricians.
The capitano , Ferruccio Lamborghini, hired Balboni in 1967 as a broom pusher for the service department. Balboni drove his first Miura in 1973—actually, “September 5, 1973, at 10:10 in the morning,” he says. “You never forget your first love.”
Were the big boss alive today, he’d probably dope-slap Balboni for all the fuss he’s getting, especially now that 250 special Gallardos have been built in his honor. The limited-edition LP550-2 Valentino Balboni has a 5.2-liter V-10 making 542 horsepower (10 less than standard
s) and bears one crucial distinction: It is rear-wheel drive only.
Like the Miura and like Balboni himself—who, at 61, has segued into semi-retirement as the Audi-owned company’s customer-relations ambassador—this Lambo has no problem going sideways.
First, a disclaimer: This car is sold out, and production has wrapped. What with your endless begging for more minivan tests, it has taken us until now to VBox-up one of the $225,795 Balbonis (actually, this one is $247,305 with extra buttering, including $15,600 carbon-ceramic brakes and $4235 carbon-fiber engine-bay trim).
It’s more beastly than the slightly aloof slot car it’s based on, being louder and a little squirmy when accelerating and spearing toward an apex. A Balboni is definitely more intense and, with the gated six-speed manual to manhandle, more fun than the regular Gallardo.
Reduced traction has downsides, though. Our 3410-pound Balboni test car is lighter than the Gallardo (by 97 pounds), but it’s also the slowest variant, at 3.6 seconds to 60. The AWD Gallardo 560-4 with the e-gear transmission needs just 3.2 seconds, but that’s with all four tires clawing for traction and computers micromanaging the launch. A Balboni could be had with e-gear, for another $10,000, but not with all-wheel drive.
Wallop the throttle, and the V-10 sounds like it’s shredding platinum Visa cards as the car pitches into a sensational YouTube-Clip-of-the-Week drift. But show anything less than Valentino’s own fearlessness on the gas, and the Balboni straightens right up, hunkers down, and—at the limit—plows. The so-so 0.93 g on the skidpad reflects the understeer.
This is not necessarily a lament. Perhaps better than anyone, Valentino Balboni knows that not all who possess wealth are endowed with the skill to handle what it begets. For them, it’s best to park the Balboni between the Chuck Yeager–edition Gulfstream and the Fuzzy Zoeller commemorative Club Car and wait for instruction from the master.
Article source: http://www.caranddriver.com/reviews/car/10q3/2010_lamborghini_gallardo_lp550-2_valentino_balboni-short_take_road_test
Almost everyone who knows how to drive wants to buy a new car. Today, there are several ways to make a purchase. From loan or monthly down payments, getting a car is a very common activity among drivers. However, there are still some things that get overlooked once a car is bought.
Most car owner are thinking about getting the cheapest automobile insurance quotes compared with others who just want that their car insurance rates realistically cover most of their needs.
One common piece of information that most drivers forget is that driving related accidents are relatively high. Even though you consider yourself a safe driver on the road, it will never extinguish the fact that there may be other drivers on the road who are hectic and accident prone.
One other thing that motorists don’t know is that new cars get old quickly. Old in a sense that the first time you take your car for a spin, its value falls down instantly from 20 percent to 30 percent of the original value. However, getting full coverage would only get you back the original market value of your vehicle in case of an accident. In effect, that is only 20 to 30 percent lower than the price of purchase. That 20 – 30 percent would have to be your own personal burden, which can be considered part of your taxes.
This is where GAP comes into importance. From the name itself, Guaranteed Auto Protection (GAP) is a type of coverage that concerns the price one owes on a vehicle and the price of the whole car itself. This car insurance is very beneficial and necessary on all common situations and more importantly comes at a very low price. This type of indemnity is recommended for those people who like to shop for new and modern cars. First time car users are also suggested to take part in this type of plan.
You can find this special form of plan at almost any car dealers. Probably the best thing to do if you are interested to apply for this kind of plan is to contact your dealer. It is expected that most of these dealers will talk about insuring you for the financial casualties coming from loan amount of the car and the actual or original market price of the vehicle. Be sure that most car insurance rates offer this kind of service. All you have to do is inquire and then apply.
But what if yours doesn’t have one? Don’t lose hope as the auto dealership might have it. Still, if they don’t there are places you can look for best car insurance quotes you can look for GA insurance. The internet for one is a great place to start searching. There are already GAP providers who transact business online. Other than that, there are numerous of them you choose from.
Though it may be possible that the company you applied for does not have GAP, it is not a big deal or the end of the world. Some auto dealers are bound to have this type of plan. But if they still do not, then its time to look for some in the internet. Online transactions are all the fad, and you can be sure that it will be reliable, safe and most importantly cheap.
The note on the windshield was damp with dew. It read:
“Pure temptation!!”—Your anonymous neighbor
Such notes appear from time to time on my Porsche test cars. Everyone puts their own spin on the American dream. For Can, my not-so-anonymous Vietnamese neighbor, a red 911 has a starring role. Can was 16 when he first saw a red Porsche, from behind the concertina wire of a refugee-relocation camp in Fort Indiantown Gap, Pennsylvania.
“My brother pointed it out. He said, ‘James Dean died in one of those.’”
Somewhere, a couple of layers in from hard-core, is the
. Pocked all over with dugouts and screens and graced by one big chiropteran wing, the GT3 is not like other 911s. The focus is sharpened, the reflexes tapered to sashimi-slicing perfection by Porsche’s grindstone. Only real 911 junkies drive GT3s because there’s no dual-clutch automatic offered, and at 435 horsepower, the GT3’s older, port-injected 3.8-liter flat-six from the racing-based GT1 98 engine family is a high-strung screamer with an 8400-rpm redline and not much torque below 5000. And it’s down 65 horsepower from the similarly priced (including a few of the GT3’s many options) direct-injection
.
The GT3 RS with its forged tungsten suspension? Well, that’s just for crazy people.
This 2010 GT3 arrived for testing with 59 miles on its clock. It was without blemish, just as Porsche’s line workers had built it. The double-barreled tailpipes gleamed. The suspension sparkled. The Michelin Pilot Sport Cup tires bristled with nibs. Even the black plastic chin spoiler, hanging just 3.8 inches above the scarring pavement, was clean of scrub marks.
That night, it rained, and the next day we had to drive the car down a muddy road. Sometimes this job sucks.
Can’s family comes from North Vietnam. They moved south to escape Ho Chi Minh, his father finding work in the U.S.-supported government. As South Vietnam collapsed, government employees, and especially those who had previously fled the north, were singled out. Can’s parents leveraged a contact in the Vietnamese navy to get a ride out for the whole family—Can and his eight siblings—on a fleeing destroyer one day before the fall of Saigon on April 30, 1975.
“It’s amazing,” says Can. “One day can make a difference in your whole life.” Three months later, Can was in Pennsylvania, learning the difference between a Porsche and a Citron 2CV, the only other car he had ever heard of.
The stick shift of a 59-mile-old GT3 moves with all the fluidity of an oar in wet concrete. Porsche assured us that the shifter would loosen up quickly. The “break-in hints” on page 13 of the GT3’s owner’s manual include: Never lug the engine in high gear at low speeds, do not exceed an engine speed of 4200 rpm, and avoid full-throttle starts and abrupt stops. We read that right before winding it up to about 5500 rpm and popping the heavy clutch.
Even on new, nib-studded tires, a GT3 hits 60 mph in 3.8 seconds with a piercing wail that sounds like an entire Le Mans grid stuffed into two mufflers. That’s the same time as the last GT3 we tested [
]. Since then, horsepower is up by 20 and the weight by 40 pounds, to 3280. With more miles on this car, one might eke out another tenth or two. Still, our GT3 stopped from 70 mph in 145 feet. Most cars couldn’t match that if they hit a parked dump truck first.
Can and his family ended up in San Francisco in 1977. There, while taking driver’s ed., he saw his first 911 Turbo. “I remember the whale tail—and the butt, the way it just spread out. I thought, ‘How could that butt be so big?’”
Buying a Porsche is about confronting choices. Aside from the 15 available colors, there are 129 line-item options for a GT3 (picking some precludes others, but you get the idea—it’s best to clear the schedule of any appointments, weddings, bar mitzvahs, and so forth if you’re heading to the dealership). You’re as likely to find a base, $114,450 GT3 as you are to meet a leprechaun, in which case you won’t want the base car anyway.
Our GT3 had $15,815 in options, including navigation ($3110) and adaptive sport seats ($2295), two Caesarian thrones of leather and Alcantara—that’s synthetic suede—that come with switches to bolster your torso, legs, and lumbar regions. (Alcantara is the surest sign that your car is serious, and in the GT3, the wheel, shifter, seats, and headliner all are covered by or fashioned entirely from it.)
The one option no GT3 should be built without is the $3490 pneumatic nose lift, which, at the push of a button, raises the chin 1.2 inches for curb cuts and other urban obstacles. We still managed to scuff the front spoiler, but, hey, we’re pros.
Can went to medical school to become an anesthesiologist and eventually moved to Los Angeles. He bought his first Porsche in 2005, a brand-new Carrera—red, of course. A year later, it was rear-ended by an uninsured driver in a
. “I found out that a rear-engine car doesn’t like to be hit by a tall truck,” he says.
The Carrera was ruined, and the insurance company paid him the full purchase price and the sales tax. The $80,000 check, Can decided, was a “sign from God that I need more torque in my life.” So he bought a Turbo.
New on this GT3, Porsche’s dynamic engine mounts ($1300) go rigid at speed to restrain the inertial engine motions that help gyrate a 911’s body in corners. They relax in more placid moments to soak up engine noise and vibration.
After a few left and right cranks, you realize that this isn’t the same old white-knuckle 911. Greatly reduced are the restless bounding and side-to-side shimmy that induce cold sweats in our favorite rear-engined retro-rocket. This GT3 is more settled, turning in with hyper-alert steering and staying surprisingly cool, even over midcorner pavement thrusts.
Away from a track, the two-position shocks are best left on soft (officially “normal”) so the suspension can digest natural road lumpiness without undoing the engine mounts’ good work and upsetting the car. The wussy setting is also just pliant enough to make city driving tolerable, even if the Michelins can outrumble the radio.
Eyes wide, Can says, “Are you trying to kill me? I’ve never driven that fast before in my life.” We’ve been chasing each other through hills, GT3 versus Turbo. Can likes the GT3 okay, at least as a “great ‘two-hours’ car for the weekend,” but isn’t forsaking his Turbo. He prefers its low-end push and more forgiving ride for his daily commute to Long Beach Memorial.
More importantly, though, it’s red and it has a really huge butt.
Article source: http://www.caranddriver.com/reviews/car/10q1/2010_porsche_911_gt3-road_test
Introduction The smallest car that Mazda sells in the U.S. is the front-wheel-drive 3. Launched in 2004 and available as a sedan or a five-door hatchback, the Mazda 3 is built on the second-generation European Ford Focus platform; the U.S. Ford Focus uses the first Focus platform. In addition to the 3, the Euro Focus platform also underpins the Volvo C30, S40, and V50. In all iterations, the platform is solid, offers good interior space, and features a relatively sophisticated suspension.
Sportier and more fun to drive than most of its competition, the Mazda 3 is also practical and refined. The interior design, materials, and appointments are a cut above its segment. Similarly, the 3’s handling and ride are among the class leaders. Like the Mazda MX-5 Miata, the 3 is a small car that wants to play.
Three engines are offered on the Mazda 3. The base
i sedans come equipped with a 2.0-liter four-cylinder engine with 148 horsepower. Moving up to the sportier
s model yields a larger 2.4-liter four-cylinder engine with 156 horsepower. At the very top of the lineup is the Mazdaspeed 3 that boasts a turbocharged direct-injection 2.3-liter four-cylinder engine with 263 horsepower.
Mazda 3 i sedans come in two flavors: Sport and Touring. Sport models are basic, with A/C being optional, but Touring models add such things as aluminum wheels and fog lights. All 3’s have six airbags and anti-lock brakes.
Aside from the larger engine, the
s models get more standard equipment. Sport, Touring, and Grand Touring are the three trim levels. Touring and Sport come well equipped with power windows and a leather-wrapped steering wheel. Touring gets standard stability control and traction control. Grand Touring is the top of the line and gets all the equipment from the Touring trim level and adds a power driver’s seat, xenon headlights, automatic climate control, and leather upholstery.
In a of six compact cars, the Mazda 3
s Touring finished well, coming in second place behind the Volkswagen Rabbit and ahead of the Honda Civic, Hyundai Elantra, Toyota Corolla, and the Nissan Sentra. The Mazda was praised for its superb interior, its powerful engine, and for being the most sporting of the bunch.
When we last pitted a Mazdaspeed 3 , the Mazdaspeed triumphed over the Subaru WRX, Volvo C30 T5, and Dodge Caliber SRT4. The result came as no surprise, as the Mazdaspeed 3 is one of our absolute favorites, and a multiple
winner. In an earlier
, the Mazdaspeed 3 vanquished another 10Best winner, the Volkswagen GTI. The Mazdaspeed 3 won kudos for its powerful turbo four-cylinder, willing chassis, and hard-driving character. We did criticize it for excessive torque steer, a product of sending 263 horsepower through the front wheels.
Verdict The Mazda 3 is a refined small car with a rich interior that behaves like a well-tuned sports sedan. Some of the sportier versions, like the
s and the Mazdaspeed 3, may prove to be too extreme for some, but for enthusiasts they will prove satisfying. The 3 offers decent space, plus a fun-to-drive attitude that’s missing from most other cars at its $15K base price. The Mazdaspeed 3 is a staff favorite, having won multiple 10Best awards, and is a performance bargain with a starting point under $24,000.
What’s New for 2009 For 2009, the Mazda 3 and Mazdaspeed 3 are largely unchanged except for the extension of standard anti-lock brakes and side- and side-curtain airbags to the entry-level
i Sport model.
Highlights and Recommendations For most buyers, the 2.0-liter four-cylinder engine of the Mazda 3
i models will provide enough power. For those seeking an excellent balance of fuel economy and speed, the sportier
s versions will fit the bill. We particularly like the styling and practicality of the five-door version, which only comes as an
s model. We’d go for a five-door
s Touring because of its higher level of standard equipment, its relatively affordable price, and its practical packaging.
For all-out performance with a dose of wagon-like practicality, we say opt for the Mazdaspeed 3. Although it isn’t as refined as the Volkswagen GTI, the Mazdaspeed 3 appeals to the 17-year-old hooligan that lives inside all car enthusiasts.
Safety Dual front airbags, tire-pressure monitoring, front-seat-mounted side-impact airbags, side-curtain airbags, and ABS are standard on all Mazda 3’s. Stability control and traction control is standard on
s Touring, Grand Touring, and Mazdaspeed 3 models.
Article source: http://www.caranddriver.com/reviews/car/08q4/2009_mazda_3_and_mazdaspeed_3-review