Saudi king cuts short stay in south of France after nude and topless beach closure controversy

Visit by King Salman and inner circle at seafront villa in Vallauris comes to end after petition from 150,000 residents protesting closure of nude beach outside villa

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A partial view of the villa, at left, and a newly built elevator (in red) to have been used to access the nearby public beach. Photograph: Valery Hache/AFP/Getty Images
Saudi Arabia’s King Salman left the south of France for Morocco on Sunday, cutting short a planned three-week stay after a petition from some 150,000 residents over the closure of a public beach outside his villa.
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King Salman bin Abdul Aziz, arriving on Sunday evening, at the Moroccan city of Tangier.
A Saudi source said the king had arrived in Morocco, saying this was part of his holiday programme and had nothing to do with the media coverage that his visit had attracted.

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French Citizens Protest Saudi Royals Closing Nude Beach
Philippe Castanet, a local French government official, said the beach had been reopened. He added that about half of the king’s 1,000-person entourage had left along with him. He did not specify a reason for the departures nor if the monarch planned to return to France.
The planned three-week visit by the new king and his inner circle at the family’s seafront villa in Vallauris, where US actress Rita Hayworth celebrated her wedding to Prince Aly Khan of Pakistan in 1949, was expected to be a boon for the local economy.
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The construction of a temporary lift has been allowed on the beach.
But the closure of the public beach for privacy and security reasons stirred up a local storm.
The king’s installation of an elevator from the beach to the villa, approved for temporary use by the local government, also provoked anger among some residents who objected to allowing him this privilege.

– Watch More Funny Videos Topless Beach

Castanet said the elevator would be removed in the coming weeks.

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Terrafugia Transition


The Terrafugia Transition is a light sport, roadable airplane under development by Terrafugia since 2006.
The Rotax 912ULS piston engine powered, carbon-fiber vehicle is planned to have a flight range of 425 nmi (489 mi; 787 km) using either automotive premium grade unleaded gasoline or 100LL avgas and a cruising flight speed of 93 kn (107 mph; 172 km/h). Equipment includes a Dynon Skyview glass panel avionics system, an airframe parachute, and an optional autopilot.

On the road, it can drive up to 70 miles per hour (110 km/h) with normal traffic. The Transition Production Prototype’s folded dimensions of 6 ft 8 in (2.03 m) high, 7 ft 6 in (2.29 m) wide and 18 ft 9 in (5.72 m) long are designed to fit within a standard household garage. When operated as a car, the engine power take-off near the propeller engages a variable-diameter pulley CVT automatic transmission to send power to the trailing-suspension mounted rear wheels via half-shafts powering belt drives. In flight, the engine drives a pusher propeller. The Transition has folding wings, pusher propeller and twin tail.
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Oshkosh July 2008, Proof of Concept
Design and development
The experimental Transition Proof of Concept’s first flight in March 2009 was successful and took place at Plattsburgh International Airport in upstate New York using U.S. Federal Aviation Administration (FAA) tail number N302TF. First customer delivery, as of March 2009, was originally planned to take approximately 18 months and occur in 2011.
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Production Prototype of Terrafugia Transition at the N.Y. Int’l Auto Show in April 2012
On July 1, 2010 it was announced that the Terrafugia Transition had been granted an exemption from the FAA concerning its Maximum Takeoff Weight (MTOW) allowing the Transition to be certified with a take-off weight up to 1,430 pounds (650 kg); the limit matches the MTOW for amphibious light-sport aircraft. The extra 110 pounds (50 kg) granted by the exemption provides more weight allowance for the mandatory road safety features such as airbags and bumpers.

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Oshkosh July 2011, Production Prototype
The proposed design of the production version was made public at AirVenture Oshkosh on July 26, 2010. Aerodynamic changes revealed included a new, optimized airfoil, Hoerner wingtips, and removal of the canard after it was found to have an adverse aerodynamic interaction with the front wheel suspension struts; furthermore, the multipurpose passenger vehicle classification from the NHTSA removed the requirement for a full width bumper that had inspired the original canard design.

On November 16, 2010 the U.S. National Highway Traffic Safety Administration (NHTSA) published Terrafugia’s petition for a temporary, three-year hardship exemption from four FMVSS standards in the Transition. Terrafugia requested to use lighter weight motorcycle tires instead of RV tires, polycarbonate for the windshield and side windows, basic airbags instead of advanced, dual stage airbags and to not include an electronic stability control system. The NHTSA granted all of the requested exemptions on June 29, 2011, but limited the stability control and airbag exemptions to one year.
In June 2011, a delay was announced and Terrafugia’s CEO estimated that about another 18 months would be required before first customer delivery in “late 2012”. December 2011 saw the base price increased to US$279,000.
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Production Prototype with wings extended at New York Int’l Auto Show in April, 2012
After undergoing drive tests and high-speed taxi tests, the production prototype completed its first flight on March 23, 2012 at the same airport in Plattsburgh, New York that was used for the Proof of Concept’s flight testing. The production prototype then made its auto show debut at the 2012 New York International Auto Show in April 2012.

In June 2012, Terrafugia announced that the Transition had completed the first of six phases of flight testing. By July, the second phase of testing was underway, expanding the performance envelope in the sky and continuing drive testing on the ground.
In January 2013, development continued and the company announced that it might be necessary to construct a third, completely new prototype, due to the large number of modifications required. The modifications to date are said to appear to have improved the previous handling characteristics.
By March 2014, the design of the third, updated prototype had progressed to finalization of the major structural members and a statement to investors said that it would be used in final compliance testing for certification before the first customer delivery which was then estimated to take at least another 18 months and occur “in 2015”.
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Internal cockpit view
By April 2014, 12 two-person test flights had taken place; this was the first time that anyone other than Terrafugia’s chief test pilot had flown the Transition. As of 22 August 2014, first customer delivery was hoped for in about 18 months “in the second quarter of 2016.”

In December 2014 the company asked the FAA to allow the Transition to be operated at a gross weight of 1,800 lb (816 kg) instead of the light-sport aircraft maximum weight of 1,320 lb (599 kg) and have a stall speed of 54 kn (100 km/h; 62 mph) instead of the category maximum of 45 kn (83 km/h; 52 mph). The company indicated that the increases were required to allow inclusion of structures to meet FMVSS ground operation safety regulations. The company had previously been granted an increase in gross weight of 110 lb (50 kg) and another LSA aircraft, the ICON A5, was granted a 250 lb (113 kg) exemption to meet FAA spin resistance requirements;

this new application would increase the Transition’s allowed weight by a total of 480 lb (218 kg) or 36%. During consultations the request for the weight increase was supported by the General Aviation Manufacturers Association, the Experimental Aircraft Association, the Aircraft Owners and Pilots Association and the Light Aircraft Manufacturers Association. Only a few individuals expressed opposition to the request.
In April 2015 the company announced that parts were being built for the third version of the aircraft, and that current planning estimated the first customer delivery after roughly two years.

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Prototype with wings partially folded

Data from Terrafugia Transition Proof of Concept specifications. Terrafugia Transition 2010 specifications.
General characteristics
• Crew: 1 pilot
• Capacity: 1 passenger
• Payload: 460 lb (210 kg)
• Length: 19 ft 9 in (6.02 m)
• Wingspan: 26 ft 6 in (8.08 m)
• Height: 6 ft 6 in (1.98 m)
• Empty weight: 970 lb (440 kg)
• Useful load: 460 lb (210 kg)
• Max. takeoff weight: 1,430 lb (650 kg)
• Powerplant: 1 × Rotax 912ULS, 100 hp (75 kW) @ 5800 rpm (max. 5 minutes), 95 hp (71 kW) @ 5500 rpm (continuous)
• Propellers:
Proof of Concept – Prince Aircraft Company, four-bladed “P-Tip”
Production Prototype – Sensenich 3 Blade Rotax Ground Adjustable Propeller propeller
o Propeller diameter: 68 in. (1.7 m)
• Cockpit width: 48 in (1.2 m) at the shoulder
• Fuel capacity: 23 US gal (87 L; 19 imp gal), 141 pounds (64 kg)
• Length on road: 18 ft 9 in (5.72 m) with elevator up
• Width on road: 7 ft 6 in (2.29 m) with wings folded
• Height on road: 6 ft 8 in (2.03 m)
• Rear wheel drive on road
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Prototype with wings folded
• Maximum speed: 100 kts (115 mph or 185 km/h)
• Cruise speed: 93 kts (107 mph or 172 km/h)
• Stall speed: 54 kts (62 mph or 100 km/h)
• Range: Flying – 425 nmi (489 mi; 787 km) () ; Driving – 805 mi (1,296 km; 700 nmi)
• Maximum speed on road: 70 mph (110 km/h)
• Fuel economy in cruise flight: 5 US gal (19 L) per hour, 21.4 mpg-US (11.0 L/100 km; 25.7 mpg-imp)
• Fuel economy on road: 35 mpg-US (6.7 L/100 km; 42 mpg-imp)
• Certifications: Both FAA and FMVSS certifications planned

Glass panel; the proof-of-concept airplane include:
• Dynon Avionics EFIS-D100 Electronic Flight Information System with HS34 Nav and GPS Connectivity
• Dynon Avionics EMS-D120 Engine Monitoring System
The production prototype uses a glass cockpit including:
• Dynon Avionics SkyView SV-D1000
• XCOM Avionics VHF Transceiver
• Transition custom touch screen dashboard computer


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Alysha Brilla

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Performing at The Jazz Room, Waterloo, Ontario, Canada on June 13, 2014
Alysha Brillinger (born November 3 1988), better known by her stage name Alysha Brilla is a Muslim -Tanzanian-Canadian musician. Born in Mississauga, Ontario and raised in Kitchener, Ontario, Brilla started singing in her early teens in local bands and at various festivals, including the Coalflats and Kitchener Blues Festival, where she was the 2008 winner of the Grande River Youth Legacy contest.

Brilla briefly attended Humber College’s Jazz program in Toronto while playing local gigs and building a fanbase. In 2010, she was signed to Lava Records/Universal Republic. Brilla was a featured performer at the 2010 Kitchener Blues Festival and Gala. Alysha is now independent and runs her own music label, Sunny Jam Records Inc. and has released two self-produced Juno Award nominated albums on that label.



Early life
Brilla was influenced by her mother’s Canadian folk and American jazz music and also her Tanzanian father’s Afrobeat/ Indian music. With a strong pop influence until she was 14, Brilla immersed herself in blues and jazz music when she moved to Southwestern Ontario and began frequenting open mics.

Always having a love for blues music, she started up a band composed of musicians aged 13–17 called “Alysha and the Allycats” and played gigs, parties and festivals around Ontario. Brilla cites Amy Winehouse, Bonnie Raitt and Joni Mitchell as her biggest influences.
Brilla’s first instrument was piano and she grew up with an organ and keyboard in the house. She began playing self-taught and composing music on the piano at the age of seven.
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Teenage years
In 2005, Brilla won the “Rhythm of The Future” contest hosted by a local radio station. This sponsored her $20,000 to record a demo with producer Marcus Kane in Toronto.

Brilla’s mother would drive Alysha to Toronto after school several nights a week, sometimes coming home after 2 a.m.
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On her 14th birthday, Brilla was given her father’s acoustic guitar and she began teaching herself to play. While still playing blues and jazz covers with her band in Kitchener, Brilla began testing her own material at solo-acoustic shows met with a very positive response.
After graduating high school, a brief stint at Humber College deepened her appreciation for jazz music. During this time, Brilla was recording/producing her own songs and released an eleven song EP called “Got Soul”. Friend Brad Marshall introduced Alysha to Jacksoul keyboardist and producer Ron Lopata and the two began to demo some of Brilla’s original songs with a full band.

Shortly thereafter, Brilla was signed to Last Gang Management.
In 2010, Alysha Brilla signed a record deal with U.S. Label, “Lava/Universal Republic” Records. She moved to L.A. and began recording and collaborating with American producers Brian West, Rick Nowels, Sam Farrar and others. Due to creative differences, Brilla split with the label in 2012 and started her own record label, “Sunny Jam Records”.

Brilla was signed to BMG Publishing and she writes all her own music and lyrics, as well as writing and co-writing with/for other artists. Brilla’s music has been featured on TV shows including Degrassi: The Next Generation and CMT’s Unstable.[5] as well as Showcase Network’s Television series King. Brilla is currently self-published through her company Get Lifted Publishing, Inc.

Brilla has practised yoga for several years. On her Facebook page she has stated that it makes her “so happy and has gotten (her) through so many difficult times”. In November, 2014 Brilla travelled to Rishikesh, India where she studied and obtained her yoga teaching certification. She currently teaches in the disciplines of Hatha and Vinyasa yoga.

Brilla plays a unique style of guitar picking often likened to African/Reggae music, a rhythmic and lyrical style in an Afro/Brazilian popular structure.
Personal life
Brilla was bicycling topless with her two sisters in Kitchener, Ont., on July 24, 2015 when they were stopped by a police officer. She said he informed them that their actions were illegal and that they had to cover up. During the encounter, Brilla told the officer he was incorrect about the law as women have had the right to go topless in public in Ontario since 1996 as a result of the Gwen Jacob decision.
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• 2015 International Songwriting Contest winner in Lyric Category “Immigrant”
• 2015 JUNO Award Nomination for “Womyn”, Adult Contemporary Album of the Year
• 2014 U.K. Songwriting Contest winner in Pop and Singer/Songwriter categories for “Never Gonna Get Me Back”
• 2014 Oktoberfest Woman of The Year winner.

• 2014 JUNO Award Nomination for “In My Head”, Adult Contemporary Album of the Year
• 2014 Galaxy Rising Star Award Winner, Burlington Sound of Music Festival
• 2013 Ibiza Music Video Festival Fan Choice Award Winner, “Nobody”
• 2013 Speaker at Tedx Youth Waterloo – May 27th
• 2012 Leading Edge KW Arts Award Winner
• 2010 Record Deal with Lava Records/ Universal Republic
• 2010 Host of “The Buzz”, a weekly Indie artist showcase at Toronto’s Historical C’est What Venue.
• 2008 Oktoberfest Woman of The Year nomination.
• 2008 Canwest Media Rhythm of the Future Winner
• 2008 Grande River Society’s ” Blues Youth Legacy ” winner
• 2008 Toronto Blues Society’s Annual Contest top 3, 2008.
• 2007 Youth Legacy Award Winner
• 2005 Canwest Media’s “Rhythm Of The Future” winner.
• FACTOR (foundation to assist Canadian Talent on Record) grant recipient.

• Publishing Deal with Cherry Lane Music. Brilla briefly attended Humber College’s Jazz program in Toronto while playing local gigs and building a fanbase.
• Has opened for April Wine, K-OS, Lights, Snow and Adam Bailie.
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Studio albums

Year Album
2008 Alysha Brillinger
2012 Brilla (EP)
2013 In My Head

2014 Womyn
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• Tony Kanal (No Doubt)
• Kardinal Offishal
• Justin Nozuka
• Tichoana Ekhaya
• Oranmiyan Ajagundade
• John Orpheus
• Pocket City
• Molasses (also known as Molahsiz)
• Danny Fernandes

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Three Topless Muslim Sisters in Ontario are demanding an apology from a police officer

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“Bare With Us” demonstrators gather at the Waterloo Town Square in Waterloo, Ontario, Canada, on Saturday, Aug. 1, 2015. Alysha Brilla and her two sisters, Tameera Mohamed and Nadia Mohamed, who were recently cycling topless when a police officer told them to cover up, organized the rally to help raise awareness about women’s rights. Ontario women have had the right to go topless in public since 1996.
Three Ontario sisters say they were stopped by police for biking topless – Liberal feminist Muslim women in Canada

Three Muslim sisters in Ontario are demanding an apology from a police officer who they said stopped the women as they were riding their bicycles topless and told them to cover up.

Alysha Brilla, a Juno-nominated musician and women’s rights advocate, said the incident happened last Friday when she and her two sisters — Tameera and Nadia Mohamed — were biking late in the evening down a quiet street in Kitchener.

A police officer driving by in an SUV saw the women, rolled down his window and told them they needed to put shirts on because it was the law, Brilla said.

The 26-year-old said she pointed out that the officer was wrong about the law and then started filming the interaction on her cellphone. The officer backtracked by saying he only wanted to check if the women had proper bells and lights on their bicycles, Brilla said.

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When the sisters were told they were free to go, they headed for the police station to complain about the incident.
“When my sisters and I were biking down the road we weren’t like, ‘Woohoo, look at our tits!’ No. Just like male riders, we have these benign fat deposits with nipples on our chests,” Brilla said. “The social context is obviously different, but that’s what we’re trying to shift.”

Brilla said she and her sisters have seen plenty of male cyclists going shirtless on hot summer days. Women should feel free to do the same without attracting attention or being harassed and questioned, she said.

A similar incident in June garnered headlines after eight-year-old Marlee McLean was told by city staff in Guelph, Ont. to cover up while she was in a wading pool wearing only a swim bottom.

Ontario women have had the right to go topless in public since 1996, five years after Guelph university student Gwen Jacobs was charged for committing an indecent act when she walked home shirtless on a hot day.
The Kitchener Ont., sisters are filing a formal complaint with the Waterloo Regional Police, but Brilla said she only wants an apology and to ensure officers are properly educated on the law. The Waterloo Regional Police did not respond to a request for comment.

The women are also organizing a rally, called Bare With Us, which they hope will help educate the public on the women’s right to be topless, but also broader issues such as women’s pay inequity and safety.

Tameera Mohamed said everyone is welcomed to attend the rally at noon on Saturday in the Waterloo Town Square, including police officers.

“One of the aims of the rally is to desensitize people to the female breast in a non-sexual context so that people can disassociate breasts from sexuality,”

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GM’S ONSTAR SERVICE offers some of the most futuristic features on any connected car, including the ability to locate the vehicle, unlock it, and even start its ignition—all from a smartphone app. But if a hacker like Samy Kamkar has hidden a small, $100 box anywhere on your Onstar-equipped car or truck, those same conveniences could fall into unintended hands.
At the DefCon hacker conference next week, Kamkar plans to present the details of a new attack on GM’s OnStar RemoteLink system he’s developed that can allow a hacker to track a target vehicle, effortlessly unlock it, trigger the horn and alarm or even start its engine—everything but put the car in gear and drive it away, one function that thankfully still requires the presence of the driver’s key. Kamkar’s shown that if a hacker can plant a cheap, homemade Wi-Fi hotspot device somewhere on the car’s body—such as under a bumper or its chassis—to capture commands sent from the user’s smartphone, the results for vulnerable vehicle owners could range from nasty pranks to privacy breaches to actual theft.
“If I can intercept that communication, I can take full control and behave as the user indefinitely,” says Kamkar, a well-known security researcher and freelance developer. “From then on I can geolocate your car, go up to it and unlock it, and use all the functionalities that the RemoteLink software offers.”
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When the driver comes within Wi-Fi range of Kamkar’s $100 contraption, which he’s named “OwnStar” in a reference for the hacker jargon to “own” or control a system, it impersonates a familiar Wi-Fi network to trick the user’s phone into silently connecting. (Modern smartphones constantly probe for known networks, so the trade-paperback-sized box, packed with three radios and a Raspberry Pi computer, can listen for and then impersonate a friendly network, or by default call itself “attwifi” to appear as a common Starbucks connection.) If the user launches their GM RemoteLink Android or iOS app while their phone’s within Wi-fi range and unwittingly connected, OwnStar is designed to exploit a vulnerability in GM’s app to steal the user’s credentials and send that data over a 2G cellular connection to the hacker. “As soon as you’re on my network and you open the app, I’ve taken over,” Kamkar says.
With the user’s RemoteLink login credentials, Kamkar says a hacker could patiently track a car, retrieve his or her hacking device, and unlock the car’s doors to steal anything inside. From across the Internet, they can start the vehicle’s ignition to drain its gas or fill a garage with carbon monoxide, or use its horn and alarm to create mayhem. The hacker can also access the user’s name, email, home address, and last four digits of a credit card and expiration date, all of which are accessible through an OnStar account. Kamkar demonstrates parts of the attack in the video above, in which he tested the attack on a friend’s 2013 Chevy Volt.
Kamkar cautions that he’s only tried his OwnStar attack on that friend’s Volt. But he believes the hack likely works with any RemoteLink-enabled vehicle: It takes advantage of an authentication problem in the OnStar smartphone app, not a vulnerability specific to any vehicle. And that app has been installed on at least a million Android devices alone according to the count of Google’s Play store. Although the app does use SSL encryption, Kamkar says it doesn’t properly check the certificate that ensures the user’s phone is communicating only with the OnStar server. That means the OwnStar device can perform a “man-in-the-middle” attack, impersonating the server to intercept all the user’s data. Kamkar says he’s contacted GM Onstar to help the company fix the problem, which he believes could be achieved through a simple update of its RemoteLink app, and had an initial conversation with the company’s security team Wednesday.

In a statement to WIRED, a GM representative confirmed that the company is working on a patch for Kamkar’s hack. “Our customers’ safety and security is paramount and we are taking a multi-faceted approach to secure in-vehicle and connected vehicle systems, monitor and detect cybersecurity threats, and design vehicle systems that can be updated with enhanced security as these potential threats arise,” writes GM spokesperson Renee Rashid-Merem. “GM Product Cybersecurity representatives have reviewed the potential vulnerability recently identified by Mr. Kemkar, [sic] and an immediate fix is being implemented to address this concern.”
We need to start paying attention to this, or cars will continue to get owned.SAMY KAMKAR

Kamkar’s goal isn’t to use his attack to help thieves steal the contents of cars or unleash a remote honking-hack epidemic on GM vehicles. Instead, he says his research is intended to draw attention to the larger problem of cars being vulnerable to digital attackers—along with other devices in the so-called “internet of things”—as they’re increasingly computerized and networked. “I do play Grand Theft Auto a lot, but my motivation isn’t to steal cars,” says Kamkar. “I want to point out the lack of security here and the fact we need to pay more attention as we make more devices connected and quote ‘smart.’ The proof of concept is to show that it’s reasonably trivial for someone in my industry to do this.”
Car hacking in particular seems likely to dominate this year’s Black Hat and DefCon hacker conferences, where much of the most interesting security research of the year is unveiled. Already, researchers Charlie Miller and Chris Valasek have demonstrated to WIRED that they could wirelessly hack a Jeep or any of hundreds of thousands of Chrysler vehicles over the Internet to control steering, brakes and transmission. That hacker exploit, which led to a1.4 million vehicle recall, took advantage of a flaw in the Uconnect feature in Chrysler vehicles’ dashboards. Kamkar’s hack shows that the same connected features in other vehicles likely have their own vulnerabilities. “We need to start paying attention to this, or cars will continue to get owned,” he says.

In fact, Kamkar, a serial hacker who has recently revealed hacks for garage doors, combination locks and drones, also plans to reveal a second set of security vulnerabilities in cars’ digital key systems. He’s holding the details of those techniques until his DefCon talk. Before focusing on GM OnStar, he adds that he had found yet another vulnerable automobile system that he had planned to speak about, but the company responsible for the flaws fixed them without his help. (Kamkar declined to reveal any more about that aborted research.)
The fact that Kamkar was able to switch his focus to GM OnStar and within weeks find another gaping vulnerability shows how bountiful the flaws in cars’ internet security have become, Kamkar says. “It’s a wide-open field…the carmakers are new to this,” he says. “If you continue to look at other cars or really anything in the Internet of things, you’re going to continue to see massive issues.”

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