wallpaper free downloads: February 2011

Dragon Wallpaper Dark Theme

dragon art wallpaper dark theme myth lizard snake wings symbol

Blue Dragon Wallpaper Dark Theme

The dragon is a mythical creature that form reptiles such as lizards or large snakes that have wings. Many creations shape of a dragon, the shape of the dragon people apply anywhere with share a kind creations. Dragons are likely to form a giant winged lizards have horns and can remove the fire from inside the mouth is a creature feature legendari from Europe (Greece and the Middle Eastern), is the Dragon which has features like a snake that has legs, horns, mustache also issued a fire from its mouth is myth of Chinese dragons.

Dragon Snake Wallpaper

Dragon Lizard Wallpaper Dark theme

Dragon Cool Wallpaper

Gold Dragon Wallpaper

Dragon Wallpaper Dark Theme

Blue Dragon Wallpaper Dark Theme

Dragon Snake Wallpaper

Dragon Lizard Wallpaper Dark theme

Dragon Cool Wallpaper

Gold Dragon Wallpaper

Wholesale Fashion Clothing

Wholesale Fashion Clothing

Volkswagen Golf GTI Pictures

On the whole, employees of car manufacturers reside in one of two camps: the hardcore petrolheads who’ve spent a lifetime dreaming of creating the ideal driving machine, and the number-crunching bean-counters that spend their days observing and analysing statistics and market trends, optimising sales and crushing the dreams of the first group. This is a successful formula in general terms, encouraging development and evolution within the industry whilst maintaining consistent sales through models that have a broad appeal. For aftermarket tuners and DIY mechanics, it’s a positive joy to tweak the aspects of a car that have been softened for mass consumption; stiffer suspension, lower profile tyres, less restrictive exhaust systems that would run the risk of pleasing a few but offending many if they were fitted in the mainstream.

So, everyone’s happy, yes? The accountants have lovely graphs where all the lines go upwards, Demon Tweeks are doing a roaring trade in spikey cams and carbon-fibre airboxes… but what about the in-house enthusiasts; the designers, developers and engineers? How do these poor souls react to having their vision diluted so callously.
They rebel, that’s how. Look at the original Golf GTI: VW bosses wanted the Golf to be a sort of upmarket take on the Mini, with low weight, diminutive dimensions and maximised interior space. The engineers wanted it to be quick and fun. They built the prototype in their spare time… and management loved it. Absolutely loved it. And you know how successful that was Fast-forward a few decades and the cheeky scamps at Wolfsburg were at it again. OK, the goalposts had shifted somewhat – this wasn't so much an engineer-led project as the latest manifestation of the spiralling and ludicrous power war dominating the German motor industry – and we knew not to get our hopes up too high. They didn't actually build the W12-650 for public consumption.

Imagine if they did, though. Until the launch of the mkV, the Golf GTI had come under enormous criticism for its loss of focus; what began as a pure and playful thoroughbred evolved into something lardy and sluggish. The mkV GTI was a return to form, but some people wanted more. More grunt, more attitude, more thrust. The R32 addressed these issues, with a juicy V6 and a hateful disdain for other hot hatches. VW then wanted to show just how far they could stretch the formula… and it got really rather silly.

This may look like a Golf GTI that’s been tampered with by a backstreet chop-shop, but this is no trailer queen. Strolling past it, you might notice the twin fans in the back. Er, yes, there’s a 6-litre biturbo W12 under there. Which produces 641bhp. And that’s just ridiculous.The W12 isn’t really a W-configuration in the same way that the VR6 isn’t really a V; indeed the W12 is basically two VR6 engines bolted to a common crank. The most common application of this engine in a similar state of tune? That’ll be the Bentley Continental GT. OK, so we have a Volkswagen Golf with a Bentley engine mounted in the middle – a Bentley engine that has been significantly tuned, no less – with 641bhp. Silly enough for you? How about if I mention that it will hit sixty in 3.7 seconds, going on to a v-max of 201mph? The lunatics, if not actually taking over the asylum, had certainly distributed a few propaganda leaflets.

The real bitch was that this was just a mule, a showcase of what VW could achieve when they put their minds to it. (Some might argue that it’s a glimpse of what would happen if the artisans had a freer reign, others that it serves to validate how fearful VW are of alienating their consumers by behaving in too extreme a manner.) By this token, unfortunately, it didn’t really achieve what it should have. Sure, it looked superb, the performance was brutal and genuinely impressive, but there was a lack of finesse that ruined the whole project. While it worked to their credit that journalists were allowed to drive the car – by no means a given with your average one-off prototype – reports of questionable brakes and downright dangerous handling dynamics were rife.Still, who gives a toss about that? It’s a 200mph Golf with a fucking Bentley engine. The world needs more behaviour like this. We need to regain faith that these colossal conglomerates are still based on boundless enthusiasm and a genuine desire to excel. The passion exists, it just needs to be nurtured

Suzuki Grand Vitara TMR Wallpapers

Suzuki has announced that its updated-for-2009 Grand Vitara will hit showrooms Australia-wide in September, bringing with more power, better economy and greater safety than the outgoing model, along with a few minor cosmetic upgrades.

Two new petrol engines join the Grand Vitara range, with a 2.4-litre inline four replacing the old 1.6 and 2-litre units and a new 3.2-litre V6 taking up residence in the Grand Vitara Prestige. Both engines are equipped with variable valve timing (intake cam only on the 2.4-litre and both intake and exhaust on the 3.2) and both are smoother, quieter and more refined than the outgoing motors.

The 2.4-litre engine also features a variable-length intake manifold, which can change the length of the inlet tract to help improve torque production across the rev range and improve efficiency. Combined with the VVT system, the 2.4-litre four is capable of busting out a respectable 122kW while delivering an admirable fuel consumption figure of just 8.8 litres per 100km when equipped with the 5-speed manual gearbox.

With an extra 500cc over the outgoing 2.7-litre V6, the 165kW 3.2-litre donk in the Grand Vitara Prestige still manages to deliver an ADR economy figure of 10.5 litres per 100km, which makes it 9 per cent more frugal than its smaller predecessor. Power is also 22 per cent higher than the old engine and with its variable valve timing, roller rockers and silent drive system for its timing chain, it's easy to see why the 3.2L V6 is the flagship motor for the 2009 Grand Vitara. The 1.9-litre turbodiesel four carries over from the old model, and has been warmed over by Suzuki's engineers for an improved fuel economy figure of 7L/100km.

The 2.4-litre engine is available with either a 5-speed manual or a four-speed automatic, while the V6 comes with a 5-speed slushbox as the only option. All engines come hooked up to Suzuki's excellent 4x4 system, which features a dual-range transfer case and locking centre differential for when the going gets really tough. The Prestige V6 also comes equipped with hill descent control and hill hold control as standard.

Bridal Catalogs

Bridal Catalogs

BMW 750 li Pictures

Among folks fortunate enough to live outside the Snowbelt, all-wheel drive is usually brought up only in conjunction with pickup trucks and Jeep Wranglers. For those of us who have to deal with snow and freezing conditions for months every year, though, an all-wheel-drive car can be the difference between getting to work and getting stuck at the end of your driveway. Indeed, here in Michigan, just about every luxury ride on the road wears an “x” or “4MATIC” or “Quattro” badge on its rump, signifying four-wheel power, with the BMW 7-series being one of the only cars in its competitive set not to offer all-wheel drive. Until now.

Fitting all-wheel drive to a big rear-drive car, however, can run the risk of upsetting driving dynamics. Take the current BMW 535i xDrive. Like all xDrive systems, its variable torque split defaults to 40 percent front and 60 percent rear, with the ability to shuffle up to 100 percent of the available power to either axle should slippage occur. Yet, it understeers like a baseball player barreling headfirst into home plate because it's primarily focused on achieving maximum traction, rather than improving vehicle agility. Now imagine if the 7-series, which in short-wheelbase form has over seven more inches between the axles and at least 600 pounds on the 535i xDrive, were fitted with the same system. Dynamic disaster. So the engineers at BMW took that previous version of xDrive—currently used in the 3-series as well as the 5-series—and reconfigured it in such a way that the all-wheel-drive 7 handles just as well as, if not better than, its rear-drive sibling.

Big and Agile

Throw even the extended-wheelbase 750Li xDrive into a corner, and you’d think you were driving something the size of a 335i, with nicely weighted steering that gets a bit heavier as you go through a corner and the front wheels pull you through. Gone is the fun-killing understeer that was exhibited in the 535i xDrive, replaced by more neutral behavior.

Among the systems that help the all-wheel-drive 7 dance better than previous xDrive sedans is “performance control,” a torque-vectoring system already featured on the two-wheel-drive 7-series that applies light braking to the inside rear wheel while adding power to the outside rear wheel, correcting for understeer without the driver ever knowing. Additionally, the 7-series is fitted with active front and rear anti-roll bars that adjust to keep the pitch of the big sedan going in its intended direction. Remember the 535i xDrive’s sole focus on traction at the expense of dynamics, and the resulting push? Perhaps the most important characteristic of the new 7-series version of xDrive is that it will variably adjust from the normal 40/60 torque split to, say, 20/80 or 30/70 or whatever when cornering—the car knows when you're trying to push it hard, unlike the 5-series—further accentuating the feel of rear-wheel-drive agility while maintaining the benefits of four driven wheels. Additionally, the system can switch to a 0/100 split when parking (to avoid binding), while also maintaining the ability to send up to 100 percent of available power fore or aft should one set of wheels completely lose traction. The front-to-rear power ratios are not fixed, though, which allows the car’s computer to adjust back to the normal 40/60 torque split as it deems necessary. The result is, as we said, one seriously fine-handling luxo-barge, although it must be noted that only eight-cylinder 7-series customers will be able to opt for xDrive. It will not be offered on the forthcoming 12-cylinder 760i and 760Li.

The xDrive system adds 187 pounds over a standard 750i, with the car’s overall heft redistributed in such a way that only one additional percent of the car’s weight sits over the front axle, which assists the 7 in its handling prowess. The xDrive 750 will command a $2300 premium when it goes on sale this October—which is just in time to help us Snowbelters escape our snowy driveways.

Audi S5 Wallpapers

On a recent trip to Canada I had the opportunity to drive a 2010 Audi S5 Cabriolet for a few days. Prior to hopping into the car in Toronto, I had gotten myself all pumped up about the fact that I’d soon be luxuriating in the power and beautiful noises courtesy of Audi’s 354-bhp 4.2-liter V-8, just like the one found in the S5 coupe we had at the R&T offices for our Road Test in the November 2007 issue. Imagine my surprise when I sat in the S5 cabrio’s superbly supportive driver’s seat, popped the canvas top, fired up the engine…and didn’t hear a rumbly V-8 exhaust note, but rather a V-6. Somewhere along the line this intrepid journalist missed the memo from Audi that the S5 cabrio would use the same supercharged 3.0 TFSI V-6 as our long-term S4 sedan, while the S5 coupe continues (oddly) to be powered by a normally aspirated V-8 (also of interest, the S5 coupe continues with the choice of either a 6-speed manual or 6-speed Tiptronic automatic, while the S5 cabrio comes only with a 7-speed dual-clutch S tronic gearbox).

No matter, the 3.0 TFSI is one of the best supercharged engines in the world, delivering 333 ultra-smooth horsepower and 325 lb.-ft. of torque, which meant there was always plenty of passing power on hand while traversing Canada’s woodsy two-lane roads.

Personally I prefer the 6-speed manual in our S4 sedan, as that setup allows for you to become much more “one with the car” than the S tronic, which can be a little bit jerky in manual mode in stop-and-go traffic. I also don’t like that the S tronic automatically upshifts for you at redline, but it’s a decent gearbox regardless, with small paddle shifters on the steering wheel and great exhaust reverberations with each upshift.

The handling of the S5 cabrio, aided by standard Quattro all-wheel drive, is excellent. Aim the S5 through a corner and it goes exactly where you point it, with minimal body roll and lots of grip, while returning a more than reasonable ride for those times when you’re not pushing the pace. As to be expected, there is a bit of cowl shake.

The interior is first rate, capable of transporting four adults in comfort, although the rear-seat passengers suffer the usual top-down toussled hair syndrome, which afflicts pretty much all convertibles other than the 2011 Mercedes-Benz E-Class. I found the S5 cabrio’s single button to raise or lower all four windows quite handy. Trunk space is semi-reasonable.

In the end, while I had a great time driving the S5 cabrio and very much enjoyed the 3.0 TFSI V-6, I must admit I still prefer the S5 coupe’s thundering V-8. But probably not that car’s thirstier nature—14/22 city/highway mpg for the manual and 16/24 for the automatic, versus the S5 cabrio’s V-6/S tronic combo which returns 17/26 mpg.