Desktop Wallpapers

Desktop wallpapers is images that can be used as windows background. Usually it's simple raster images.If you want to fill all background you should select desktop wallpaper size with the same size as your display resolution.

Animated Wallpapers for pc

Dreams are high quality animated wallpapers that run on Windows. Dreams can provide calmness or excitement depending on your mood.Dreams are subtle, looped motion videos or animations that bring new life to the desktop without slowing down your PC. Watch a serene nature scene while you type an email. Glance at a meteor shower as you work on a document. Make your desktop interesting again with Stardock's DeskScapes

Desktop Wallpaper

Wallpapers used usually fall into one of the following categories: automobiles, models and celebrities, scenery, cartoon, abstract art, movies, pets, family, symmetry, and personal photos. Wallpapers are very popular with young computer users.Users have to download them before using them on their desktop.We have a number of desktop wallpapers available for you.

Sport:Life First Drive: 2010 Toyota Prius

In the foothills of Tucson’s Mount Lemmon, Toyota’s public relations staff delivered Utterli tragic news: a driving impression embargo would preclude live video microblogging coverage of the 2010 Prius. Crushed, I resolved to hike the mountain in the Prius anyway. Now that the embargo has passed, here are a few excerpts from my notes.

The Prius’s silhouette may be contentious, but two points can’t be argued: the aerodynamic shape serves its purpose well, and anything is a welcome alternative to typical Toyota anonymity. Unfortunately, that blandness has crept into the Prius’s front fascia. Toyota’s corporate slit-and-nub grille has been grafted onto the Prius, which offers little differentiation from the Corolla or Yaris from head-on angles.

Toyota pushed the roofline peak aft to increase headroom for backseat passengers. The new roofline’s funky bump gracefully cascades into a refined kammback. Standard energy-efficient LED taillamps integrate nicely with the functional rear spoiler in a handsome evolution of the Prius’s rear quarter.

Interior volume has increased, and is now within eight cubic feet of both the Camry and Fusion Hybrid. The Prius’s lack of ecologically-conscious upholstery and use of traditional petroleum-based seating foam may turn off some greenies, and the mostly staid interior design leaves only one thing to talk about: the Touch Tracer-actuated Multi-Information Display. Touch Tracer is Toyota’s name for touch-sensitive steering wheel controls replicated on the dashboard’s top tier. The redundancy is intended to keep drivers’ eyes on the road while scrolling through trip information screens. Like all Toyota and Lexus hybrids, the fancy dash lacks a tachometer. The monotone green display must be a tribute to Tron — the antiseptic graphs can’t compare to the Fusion’s focus on design. Judge for yourself:

Unfortunately, Toyota’s corporate navitainment head unit is nestled into the Prius’s dash. Drivers must choose between having radio presets at hand, displaying song and artist information, or displaying the navigation map. The world’s best systems share screen real estate — this interface is so poorly executed that the volume bar is not even skinned.

What makes the Prius livable are its on-road dynamics — and we’re not yet talking about fuel economy. To my shock and surprise, the pre-production Prius I drove was outfitted with an electronic power steering system with genuine weight. Every snaking segment leading to the summit of Mount Lemmon revealed an incredible truth: the Prius does not suffer from vapid wheel feel. Not once during the admittedly gradual 8000-foot climb did the Prius’s battery assist run out of grunt. The third-generation nickel-metal hydride system obviously works hard to recapture every possible electron during regenerative braking and coasting — and the proof is in the MPG.
Federal estimates say the Prius can travel 50 miles per gallon in mixed driving. As always, your mileage will vary. Dan Bryant’s sure did. The president of the Houston Hybrids and Hypermilers’ Club achieved 90.6 miles per gallon in the new Prius — one full mile per gallon more than the previous-generation car. To read his impressions, check out the EcoLLC.com blog.

During the pre-drive press briefing, Prius marketing director Doug Coleman said that the new Prius faces two major adversaries: the global economic downturn, and the aggressively priced Honda Insight. Coleman’s almost militant frankness could very well suggest a brewing price war. Any battle for hybrid supremacy will benefit green-minded buyers — and a truly affordable Prius could sway Camry buyers away from the beige and bland once and for all.
Here’s hoping.

[View with PicLens]

Share

Toyota Prius arrives in Detroit [Live photos added]

It’s the car that started it all. Back in 1997, Toyota introduced the original Prius, which was the first ever mass-produced hybrid-electric vehicle. The car’s name is a Latin word means “to go before” — in this case denoting a car that was the first in what the forward thinkers at Toyota thought would eventually become the norm. Twelve years later, Toyota is rolling out its third-generation Prius, redesigned for the 2010 model year.

For the most part, Toyota is still building upon the basic Prius concept. The car still has a quirky hatchback design, it’s still powered by relatively basic nickel-metal hydride batteries, and performance numbers will likely discourage enthusiasts.
But there are a number of solid improvements and clever new features that will serve to bolster the car’s following and potentially lure new customers. These include a moonroof with solar panels, four driving modes, Intelligent Parking Assist (IPA), and steering wheel touch controls. A multi-information display panel that monitors fuel and energy consumption is also standard.
The first-generation Prius was rated 41 EPA mpg, and the second-generation model pushed that figure to 46 mpg. The 2010 model marks another significant incremental improvement to 50 miles per gallon (combined city/highway).
A larger and more powerful 1.8-liter Atkinson-cycle, four-cylinder engine powers the car. Contrary to what one might think, the larger engine actually helps improve highway mileage. By making more torque, the new engine can run at lower average rpm on the highway.
An electric water pump and a new exhaust gas recirculation system also boost efficiency. Furthermore, the engine has no belts under the hood, resulting in better fuel economy and less potential maintenance. The new transaxle and inverter are both 20 percent lighter, reducing the car’s overall weight.
Weight was also saved through use of aluminum in the hood, rear hatch, front suspension axle, and brake calipers. Lighter steel is used in the rocker inner, center pillar, and roof reinforcement.
The new Prius will offer three alternative driving modes. EV-Drive Mode allows driving on battery power alone at low speeds for about a mile, if conditions permit. There is also a Power Mode, which increases sensitivity to throttle input for a sportier feel, and an Eco Mode, which helps the driver achieve the best possible mileage.
Other energy-saving features include available LED low beams and taillights, a more efficient air conditioning system, and a unique ventilation fan that promises to reduce the need for air conditioning in the first place.
The air circulator — which is powered by solar panels — prevents the interior air temperature from rising while the vehicle is parked. This, in turn, makes cool-down time shorter when the driver returns to the vehicle.
The air-conditioning system is also capable of running with the engine off, so the driver can adjust the interior temperature for comfort before getting in the car — an industry first.
Toyota says it listened to customer feedback, and sharpened handling, reduced road noise, increased interior volume, and improved acceleration. The zero to 60 mph sprint takes 9.8 seconds now — an improvement of over one second. Disc brakes are now used on all four corners, replacing the front disc/rear drum brakes in the current model.
Interior space has increased considerably, both by making the car larger and making the cabin design more efficient. The car is 0.4 inches longer and 2.2 inches wider. The battery cooling unit also takes up less space, providing more room for passengers. Rear legroom is further improved thanks to thinner front seats.
Dynamic Radar Cruise Control system is now an available option. The system also enables Lane Keep Assist, which helps the driver stay safely within the lane, and the Pre-Collision System, which retracts seatbelts and applies the brakes in certain conditions when a crash is unavoidable.
The next-generation Intelligent Parking Assist features simplified settings to help guide the car into parking spaces. A backup monitor, which provides a view of rear obstacles when reverse is engaged, is available with an optional voice-activated navigation system. Safety Connect, Toyota’s first safety and security service, will be available a few months after launch.

2009 Meet Brian Deese, the 31-year-old in charge of breaking up GM

Many of us ABers being in our early- to mid-30s, we're less amazed that another of our ilk has risen to a decisive government position. We are, after all, a generation on the rise. The surprising part about Brian Deese's story is that he's been instrumental in shaping the Obama administration's moves to save General Motors, and this is his first official tour of duty in Washington. What qualifies a guy who hasn't even finished his Yale Law degree to steer President's automotive task force around? From what's been said about Mr. Deese, his quick ability to boil down the often competing economic and political aspects of any given issue.

Deese piped up in favor of Fiat's rescue of Chrysler, pointing out with a memo that a fire sale of the ailing automaker would send unforseen ripples out into the economy as a whole. Speaking out in such an influential manner is definitely unusual considering Deese doesn't appear to be an auto enthusiast or business propeller-head with his nose buried in studies and reports about the car industry. A childhood spent in the Boston suburb of Belmont, Massachusetts under the parentage of a college professor an an engineer, Deese did his undergraduate time at Middlebury College in Vermont before heading to Washington to work for Nancy Birdsall on international aid. A turn with former Clinton policy wonk Gene Sperling before the move to Yale, Hillary Clinton's bid for nomination brought Deese back to DC. With friends in Washington, Deese found himself hooked into the Obama team, and from there he's been running busily around our nation's capital.

If General Motors can successfully navigate Chapter 11, we'll all get to see just how well Brian Deese has done digesting the thorny chestnut that is saving our domestic auto industry.

Toyota Prius New York

TheCarConnection.com's editors researched a wide range of road tests of the 2008 Toyota Prius to write this definitive review. TheCarConnection.com's resident experts also drove the 2008 Toyota Prius to help you decide which reviews to trust where opinions differ, to add more impressions and details, and to provide you with the best information.
Likes:

- Fuel economy

- Roomy cabin

- Hatchback utility
Dislikes

- Digital gauges

- Price premium

- Steering feel

- Midgrade interior materials
The 2008 Toyota Prius is the most successful hybrid vehicle to date. It's become popular largely based on its great fuel economy of up to 48 mpg, its five-passenger capability, and of course, the stunning rise in gas prices in the last five years.
The 2008 Toyota Prius looks like an anonymous hatchback on the outside. Inside, the layout of the dash indicates this is no ordinary vehicle. The dash behind the steering wheel is empty; the speedo and other gauges are relegated to strip at the top of the dash, while a large centered information display reads out fuel economy and climate-control settings, as well as controlling the radio. (It also houses the available navigation system).
Push the Start button--there's no ignition slot--and shift the stubby electronic lever into drive, and you're off. The front-drive Prius gets its juice from a gas-electric powertrain that can operate in pure electric mode at low speeds and while the vehicle is idling. The gas engine is a 1.5-liter four-cylinder that can run on regular unleaded; the batteries lie under the cargo floor and recharges via the engine and by power otherwise lost during braking. The continuously variable automatic transmission keeps the Prius humming in its ideal operating range and helps it achieve 48 mpg city, 45 mpg highway.
Performance isn't the Prius's main concern, but city power is plenty strong, and on the highway, the 2008 Toyota Prius can pass with a safe measure of speed. Steering feel is artificial, the brakes are only average, and the ride can get bumpy and noisy, since the tires are skinny, and there's not as much sound deadening as in a more luxurious car.
The 2008 Toyota Prius is an almost mid-size vehicle that offers exceptional roominess compared with other cars in its class. The 2008 Toyota Prius has good room for four adults and a useful hatchback for cargo. Seating is comfortable, but the seats themselves and much of the interior are finished in lightweight, inexpensive plastics.
Front, side, and curtain airbags are now standard on the 2008 Toyota Prius, and crash-test scores of mostly four stars are pretty good. The Prius also earns "good" ratings from the Insurance Institute for Highway Safety.
The Bottom Line:

The 2008 Toyota Prius isn't that entertaining a car to drive, but it delivers exceptional fuel economy and a roomy interior.
Other Choices:

If you like the 2008 Toyota Prius, also consider:
Honda Civic Hybrid

Volkswagen Jetta diesel
Reason why

The high-mileage fuel economy derby has one big name--the Toyota Prius--and a couple of interesting competitors. The Honda Civic Hybrid approaches the Prius's fuel economy numbers, but has a little less interior room. The Volkswagen Jetta gets a new clean-diesel option later this year, and it could have fuel economy of up to 50 mpg or more on the highway--along with a much richer interior and a more conventional sedan shape.
Buying Tip:

With gas prices at record highs, sales of the 2008 Toyota Prius are brisk. Toyota has offered some small incentives in the past year, but paying sticker or more is going to be the rule as fuel prices stay high. The Prius has extremely high resale value; you'll pay more at the dealer, but if you ever decide to resell, the Prius should fetch a good price.

Toyota Prius Hybrid Will Get 50 MPG

Photo: Michael Graham Richard. Click to see 2010 Toyota Prius Slideshow.
2010 Toyota^ Prius Hybrid: Hello World
After some not too suspenseful waiting, here it is. The official debut of the 3rd generation Toyota Prius hybrid! You can see tons of pictures by going to our 2010 Prius Slideshow (click here or image above), and you can find out all about the new features and technical specs below.
Read on for more!


Photo: Michael Graham Richard. Click to see 2010 Toyota Prius Slideshow.
2010 New Prius Specifications
First, MPG. After all, that's the first thing that people ask about when it comes to the Prius. Here the news are good, though not fantastic. The 2nd generations Prius (released in 2004) got a combined 46 MPG using the new EPA standardized tests. The 3rd generation Prius will get 50 MPG despite having a larger and more powerful engine.

Photo: Michael Graham Richard. Click to see 2010 Toyota Prius Slideshow.
The 1.5-liter Atkinson cycle 4-cylinder (76 HP) is replaced by a 1.8-liter Atkinson 4-cylinder that produces 98 HP (for a total of 134 HP with the electric motor, compared to a total of 110 HP for the previous generation Prius). One of the benefits of the bigger engine is that it keeps a lower RPM on the highway, improving fuel economy there, a relative weakness of most hybrids.
Transmission is still a CVT.
Extensive wind-tunnel tests helped Toyota bring the coefficient of drag (how slippery the car is in the air) down, from 0.26 to 0.25. This will help fuel economy, especially on the highway.
It's kind of funny how, from certain angles, the new Honda Insight hybrid looks more like a Prius, and the new Prius looks more like a Honda Civic Hybrid. Talk about cross-breeding.

Photo: Michael Graham Richard. Click to see 2010 Toyota Prius Slideshow.
Making the Prius Sportier?
Toyota writes: "Internal tests show that Prius’ zero-to-sixty acceleration time has dropped from the previous generation’s mid 10-second range to 9.8 seconds, making it comparable to that of an average mid-size sedan with a 2.4-liter engine."
There is also a "power" driving mode that can be activated at the press of a button. This "increases sensitivity to throttle input," making the car more responsive.
But if what you're after is not speed but MPG, there's also an "ECO" mode to help you increase fuel efficiency (this is kind of the opposite of the "power" mode; making cruise control less aggressively try to keep speed, making throttle response smoother, etc).
And finally in North-America, the Prius will come with an "EV-Drive" mode to allow you to stay in all-electric mode at low speeds for up to a mile.

Toyota Prius a miser with new moves

2010 Toyota Prius – Click above for high-res image gallery

When car buyers think of hybrids, the name that most often springs to mind is the Toyota Prius since it was the first really practical hybrid to come to market and has sold more than any other examples. Yes, of course, the original Honda Insight beat the Prius to market in the U.S. by about six months, but the tiny two-seater sold in equally tiny numbers and had limited appeal beyond hard core hyper milers.

In the coming weeks, Toyota dealers will start getting their first allotments of the all-new third-generation Prius, and while we got to spend a few hours with one on the west coast in March, we just spent a whole week with the new version of this iconic Toyota. While the efficiency of the Prius has never been in dispute, like many other cars from Brand T, its appeal as a driver's car has been, to say the least, limited. For its generation three model, Toyota has not given up on minimizing fuel consumption, but it has sought to make the Prius a bit more appealing on other levels. Read on to find out if the company has succeeded.

Gallery: Review: 2010 Toyota Prius

• 
• 
• 
• 
• 
• 

Photos copyright ©2009 Sam Abuelsamid / Weblogs, Inc.

Many of the most avid fans of the Prius have been people who view cars as nothing more than a means of conveying occupants to a destination with the least amount of fuss. Minimal fuss often means minimal involvement, as well. That typically means finding the most direct route with the fewest number of directional changes. For those operators (we hesitate to call anyone who prefers to remain uninvolved in the process a driver), the first two generations of the Prius were utterly up to the task.



However, there is a fringe group of us who actually prefer roads with some twists and turns and enjoy the challenge of carrying momentum through corners without scrubbing off speed. Doing that effectively is aided by a car that transmits information about cornering forces back through the steering wheel and doesn't feel like it will scrape its door handles at moderate speeds. This is where the previous Prius was severely lacking, falling far short of other thrifty vehicles like Honda's new Insight and VW's Jetta TDI.

Somehow, Toyota has managed to muster its prodigious resources over the last several years to create a new model to address both of these extremist camps. Under the hood, the Prius now includes the latest iteration of Hybrid Synergy Drive, which operates more efficiently than ever. The basic architecture has not changed and includes an electronically variable transmission that acts as the power split device and a pair of electric motor/generators to provide drive torque and kinetic energy recovery.



The internal combustion engine remains a four-cylinder running on the Atkinson cycle to optimize its thermodynamic efficiency. However, the displacement has grown from the previous 1.5 liters to 1.8 liters, which has dual benefits. When the driver actually needs extra power in order to merge onto a freeway or complete a passing maneuver, the propulsive force is now readily available. The extra displacement means that it's available without unduly straining the engine so the impact on fuel consumption is actually reduced.

Inside, the new floating center console features a trio of buttons to help manage the powertrain behavior, one of which was previously available only in overseas markets. For the first time, U.S. Prius buyers now have an EV button available that sometimes allows the driver to force the car into electric drive mode. Since the Prius is designed as a parallel hybrid, the electric drive portion of the vehicle has limited capabilities (although far more than most current hybrids) to drive the vehicle. Therefore, the EV mode only allows the Prius to troll around silently at speeds below 25 mph. Of course, you can get kicked out of EV mode if the battery level is too low or the accelerator is applied with too much verve. With sufficient energy in the battery and an extremely light right foot, we were regularly able to go over a mile without the engine firing up.



To the right of the EV button is the ECO button. Like the similarly labeled switch in the new Insight, this one moderates the driver's commands before sending them to the various powertrain elements. The ECO mode essentially applies a slow filter to everything, smoothing responses to avoid the sort of sudden transient reactions that cause increased fuel consumption. During our time with the Prius, even these slower reactions proved to be sufficient for almost all day-to-day driving needs. For those times when you need just a bit more get up and go such as merging onto a crowded freeway, to the right of the ECO switch sits the Power button.

This one does the opposite of the ECO switch and speeds up throttle responses. While the 134 horsepower of the new Prius certainly doesn't give it the feel of a sports car, the 24 hp boost over the previous model means that it also never really feels inadequate. The biggest dynamic complaint about the old Prius, however, was the suspension and steering. Our own limited exposure with the prior model demonstrated excessive body lean and steering more in keeping with a video game that uses a non-force feedback steering wheel. The steering in the new model no longer feels so over-boosted and has at least a semblance of feedback about the cornering forces at work. It's not great but it no longer qualifies as scary, so that's a good thing.



As for the suspension, it actually has some roll control now, and the whole car feels tighter than ever. In fact, if anything, it might be a bit too tight in terms of damping. Small road inputs (on the rare occasion that you can find such a thing in Michigan) are transmitted a bit too directly to the driver's back side. While the ride and handling balance is certainly more geared to enthusiasts than before, it could still use a bit of tweaking. The Prius still understeers at the limit like most mainstream front-wheel-drive cars, but it never feels out of control.



The interior of the Prius now has a much more modern appearance than before with the high center console sweeping down from the dash between the front seats. The shift lever has the same basic functionality as before: a pull to the left and down engaging drive and left/up bringing on reverse. The shape of the console means all the controls fall readily to hand. Like the previous generation, Toyota has opted to use some unusual textures on the plastics to replace the usual faux leather graining. Since the simulated leather is typically exaggerated anyway and really doesn't fool anyone, that's a good thing in our books.



Much of the center console has a finish that looks something like brushed metal and is actually rather attractive. The leather seats in our level IV trim model have perforations in a sine wave pattern rather than the usual grid that gives it a bit more visual interest. The front seats themselves were reasonably comfortable during our driving time and never exhibited any unusual pressure points. The rear seat was also adequate for two passengers with plenty of leg room and improved head room thanks to the re-profiled roof-line. Behind the seats, the Prius has an ample 21 cubic feet of space available to carry all your stuff.

The Prius, of course, is all about fuel economy, and the new model has received some big numbers from the EPA. With ratings of 51 mpg city, 48 mpg highway and 50 mpg combined, one would expect it to be thrifty in the real world... and it is. During our week, the Prius returned a healthy 47 mpg with a driving style that was modest but could not be described as hyper-miling. It took comparatively little effort to get some very impressive numbers.



While a Prius can be purchased for as little as $21,000 for a stripped down model, our test example came to $30,150 including the leather interior, navigation system and solar roof panel. This pricing strategy will appeal to an even wider range of buyers than before, and the lower base price should attract a few cross shoppers from the less expensive though less frugal Honda Insight.

The new Prius is no longer just an appliance for commuting. It's almost fun to drive. Toyota just needs to apply some more of its Kaizen philosophy of continual improvement to the ride and handling and we can call it good.

Gallery: Review: 2010 Toyota Prius

• 
• 
• 
• 
• 
•