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8 " Sub Tex'ck Woofers - $20 (Fraklin and Gower)
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Hello,

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First and foremost:
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Do not message me haggling me. Prices are firm. These are not the film. They are the "utex" solid Circular subwoofers. Please don't ask.

I have Sub Woofers for your car that are Tex and have no blockers. They are the maximum size of their class at a value of 8. These are authentic and obtained from the Pharm (woofer pharm).

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DUE TO COVID-19 AND RISKS ASSOCIATED WITH EXPOSING MYSELF IN MEETING YOU PRICES ARE INCREASED.
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1-9: $20/EACH
10-19: $18/EACH
20+: $16/EACH

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Operational when removed. Look to be in perfect condition. Manufacturer Dates varies from 01-10. Please look at pictures for details. The Pin-Out (picture 2) is according to documents from Whelen.



FYI: The 16 PIN Connector (Socket w/ Female Pins) that plugs into this Amp is Whelen Part # 39-0416323-04 (not included here). The Pin Out and additional Technical and Wiring Diagram can be found at the Whelen Website under Installation and user Manual for the WSP-2900 Series High Power Voice and Siren System.

This Amp runs on 24VDC (+24v applied at the VBAT) and also requires about a +6 VDC at the POWER UP (as an on/off switching signal) to turn it on. It was originally designed to power up -Drive- a Whelen SD400 Speaker Driver 2900 Series. According to some information we found, the SD400 Speaker Driver is a 14 ohm speaker that is driven at about 80 volts RMS by this Powermaster 1 Amp at connectors OUT 1 and GND 1.



***This Amp was originally designed for a VERY LOUD High Power Voice and Siren Warning System, not for a Music Stereo System Amplifier***.



Priority Mail Available for $2.99.

PLANDEMIC, A FILM ABOUT THE GLOBAL PLAN TO TAKE CONTROL OF OUR LIVES, LIBERTY, HEALTH & FREEDOM.

YouTube 'Adpocalypse' Begins: Steven Crowder and Countless Others on the Right Are Demonetized

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Erwin GoBig3 weeks ago (edited)
This is not the case. China's strategic choice to develop "new energy vehicles" and "high-speed trains" is actually based on two reasons.
On the one hand, there are industrial and commercial issues. Our fuel car and aircraft industries started too late, and we have missed the best opportunity for development, step by step. In the foreseeable future, it is almost impossible to compete with Western countries in these areas, and you can only overtake in corners. The development of new energy vehicles and high-speed rail is to overtake in corners, electric cars grab the market for fuel vehicles, and high-speed rail to grab the market for aircraft. This strategy has achieved initial results.
On the other hand, it is an energy issue. China?s oil cannot be self-sufficient, but its electrical energy can be self-sufficient (relying on nuclear energy) and will not be controlled by others. Electric cars and high-speed rails use electricity, and fuel cars and airplanes burn oil. From the perspective of energy security, we must also prefer to use electricity, which is why China has been pushing new energy vehicles, even if there are various problems, we must do it. This involves national security!
In summary, even if the C919 is made, it will not replace the status of high-speed rail.
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Reply 39
HY F
HY F3 weeks ago
@Erwin GoBig reason.
Reply 4
Yi Luciano
Yi Luciano3 weeks ago
Erwin GoBig Are you sure about nuclear energy? More than 90% of China?s electricity is coal-fired
Reply 1
Yi Luciano
Yi Luciano3 weeks ago
Erwin GoBig aircraft is actually not suitable for the geographical distribution of China's population. American aviation is developed because their population is concentrated in the Great Lakes of North America, the eastern coast, the western Los Angeles coast, and southern Texas, so they are distributed in high density points, while the central part is a vast uninhabited area. In this way, the peer-to-peer aviation industry can connect these people perfectly. China is concentrated on the eastern coast, so it is distributed in patches. This geographical distribution can only benefit the area of ​​two points of take-off and landing when taking an aircraft, and cannot take into account the population along the route. The high-speed rail, one-stop and one-stop strip-shaped traffic pulling mode can perfectly pass through all population centers and achieve a whole line of pulling. This is an important reason why China chose to vigorously develop railways instead of aviation
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Reply 8
Joe Ma
Joe Ma3 weeks ago
@Yi Luciano China's land area is relatively large, and it is still necessary to make aircraft for long-distance travel. As the high-end manufacturing industry in the aviation industry, China will definitely not give up this cake in the future.
Reply
Xue Xiaoyu
Xue Xiaoyu 3 weeks ago
@Yi Luciano 2018's world power structure table, China is still dominated by coal power, accounting for 66%, hydropower and wind power and other renewable energy accounts for nearly 25%, and nuclear power accounts for only 4%. Nuclear power feels to develop for many years.
Reply 4
Chairman Mao
Chairman Mao3 weeks ago

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Microsoft admits there’s a serious problem with Windows 10 | TechRadar

Dayton Audio 12" Titanic Mkii Subwoofer 4 Ohm

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The language of the Lost Cause, as well as its monumental presence, is now what many of us desire to banish. But as we do so it is useful to hear its chords, since they still echo today in precincts of the American right. In 1868, Edward A. Pollard, the former editor of a Richmond newspaper, in his book “The Lost Cause Regained,” urged “reconciliation” with conservative Northerners, as long as it was on Southern terms. “To the extent of securing the supremacy of the white man,” he wrote, “and the traditional liberties of the country . . . she [the South] really triumphs in the true cause of the war.” Such an achievement would take years, but it did come. When a former Confederate officer, John T. Morgan, addressed a meeting of the Southern Historical Society, in 1877, he framed the preceding nine years as the “war of Reconstruction.” The South, he maintained, had just won this “second war,” and therefore no one “need inquire who was right or who was wrong” in the first war. This was never easy for Union veterans to swallow, but it was how white supremacy became an integral part of the process of national reconciliation.

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The ultimate sick soul who had to be healed was Jefferson Davis, the former President of the Confederacy, whose large memorial has now been toppled in Richmond. After he was released from prison, in 1867, without ever having been tried for treason, Davis gave a heartbeat to the Lost Cause story. His two-volume, 1,279-page memoir, “The Rise and Fall of the Confederate Government” (1881), is the longest and most self-righteous legal brief on behalf of a failed political movement ever produced by an American. Davis laid all responsibility for secession and the war on the “unlimited, despotic power” of the North. To Davis, slavery was in no way the cause of the conflict, and yet, like almost all Lost Causers, he went on at great length to defend the enslavement of blacks. Black people had already been enslaved in Africa, Davis argued. In America, they had been “trained in the gentle arts of peace and order,” and advanced from “unprofitable savages to millions of efficient Christian laborers.” The “magic word of ‘freedom’ ” had ruined this peaceful world like the “tempter . . . the Serpent in Eden.”

Confounding as these arguments may seem to most twenty-first-century minds, Lost Cause spokesmen were deadly serious, and their ideas propped up a story that many Americans still accept. Around Memorial Day in Richmond, 1890, when the spectacular Robert E. Lee equestrian statue was unveiled before a crowd of up to a hundred and fifty thousand people, a Lee cult seemed in total triumph. Confederate flags waved everywhere. A women’s memorial association had managed to wrangle many factions into agreement on a design and artist for the statue, and on elaborate ceremonies to anoint it. Twenty-five years after Appomattox, the general who had led the crusade to divide and destroy American democracy stood high astride his monument, the first in a series of statues that became Monument Avenue. Much of the Northern press called the statue evidence that Lee had become, as the New York Times put it, a “national possession.”

Not everyone was celebrating, of course. Many black men, needing jobs, had worked on the crews that pulled and set the giant granite structure into place. The three black men on the Richmond City Council had voted against an appropriation for the Lee monument. And John Mitchell, the editor of the Richmond Planet, the city’s black newspaper, wrote that those who wore the “clinking chains of slavery” had a perfect right to denounce the spectacle of the unveiling and all that lay behind it. Black men, Mitchell said, helped “put up the Lee Monument, and should the time come will be there to take it down.” The state of Virginia apparently wishes to do just that, in an act that many of us who have studied these matters thought would never occur. When it does, one can hope that a line of black citizens might be given pride of place in holding the ropes.

What comes after this change in commemoration will determine whether we are truly witnessing the death of the Lost Cause. Structural racism remains present in nearly every corner of the United States—in the material worlds of health care, economic inequality, and policing, and in our politics, which are split between a white-people’s party and a party trying in fits and strides to be a voice of pluralism. When the Berlin Wall opened and then fell, and as Eastern European countries began to move from Communism to democracy, we learned that their path was not easy. Some, like Hungary, have collapsed into authoritarianism. Russia itself, now run by a dictator, is a mockery of democracy that tries its best to poison our own.

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The term used for the great changes spurred, in 1989, by the reunification of Germany was die Wende, which can be translated as the turning, or the change. When the Cold War came to an end, societies and minds seemed to be opening, and democracy seemed to have new traction. Around that time, in the early nineties, I was a visiting Fulbright professor in Germany. I travelled all over the country and, at one particular stop, in a small provincial town near Dresden, I lectured to a room full of East German high-school teachers, who were just beginning to develop curricula that might include U.S. history. My host was a local school principal named Matthias, who had been born near the end of the Second World War, in Dresden. His family had escaped the city in 1944, just before its near-total destruction. He grew up amid the rubble, and he had spent his entire life under the East German Communist regime and its controls on thought and behavior.

Die Wende was challenging and overwhelming for Matthias. Once, over dinner, he told me that he did not think he and his generation could adapt to what capitalism and democracy would bring. He was more hopeful for his son’s generation: he thought it had a chance to secure not just a future but a new history, a story true to reality. Then he uttered something that I will never forget. He said, “I know your country. I have been to your country with my fingers on a map.” He spoke at length of how he had memorized American states and their capitals. He had never been to the country, but, for him, America was an idea to wrestle with, its political creeds an obsession.

The statues are being toppled, but the story that built them remains. If Matthias could visit America, one hopes that he would see a country trying to transcend that story—trying, like his son, to capture not just a brighter future but a truer sense of the past. If he were here, I would tell him of a history full of suffering, hypocrisy, and tragedy, along with sublime creativity and advancement. I would tell him how Americans have been rewriting this history for a long time, and we could talk to each other about the link between public memory and the grind of progress. It would be the beginning, I think, of a long conversation. But if this is to be our 1989, we must make the most of it. The whole world may be watching.

David W. Blight is the Sterling Professor of History at Yale University and the author of “Frederick Douglass: Prophet of Freedom.”

The people that removed Nixon,

Have hired Trump, to get rid of some

Of the same old crap,

That has, nearly destroyed this country.

That this operation is going so slowly,

Is to make sure that none are

unnecessarily injured.

This will take some time,

as the devils are entrenched in the

Uppermost levels of

society/government.

As for Nixon, he took orders from

Prescott Bush.

See the man between Nixon and Bush?

Thats Jack Ruby.

Yes, That Jack Ruby .....

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