Spindle Dual
February 6th, 2009
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DUAL & BIC TURNTABLE PART--NEW MANUAL SPINDLE FOR ALL |  |
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US $12.95 | 17d 20h 44m |
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Dual 1015 Turntable Manual Spindle and 45 Adapter Puck | |
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US $20.00 | 22d 38m |
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Spindle Dual
Can I return Blank Dual layer spindle to best buy?
I Bought a spindle of memorex dual layer dvd only to find out they failed to complete a burning session. Can i return it to best buy and try anther brand of dual layers?
As long as you're within the 14 day return window. After that you generally can't, though they will make exceptions sometimes. Also they will likely have the Geek Squad test out one of the blank DVDs to verify your claims. If they are able to burn a DVD without incident, it's possible that they will deny your return or tell you take it up with memorex.
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DUAL & BIC TURNTABLE PART--NEW MANUAL SPINDLE FOR ALL | |
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US $12.95 | 17d 20h 44m |
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Dual 1015 Turntable Manual Spindle and 45 Adapter Puck | |
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US $20.00 | 22d 38m |
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No items matching your keywords were found.
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NOS 33 rpm single play spindle for Dual turntables - older style | |
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US $15.95 | 26d 18h 59m |
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OEM DUAL SPINDLE POST FOR TURNTABLE CENTER CENTRE 1015 1009 1019 1010 A SK | |
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US $27.19 | 28d 12h 12m |
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Dual turntable single play spindle with 45 adapter original Germany | |
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US $12.99 | 27d 23h 36m |
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NOS Dual single play 33 rpm cap style spindle-fits many 1000, 1200 series tables | |
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US $17.95 | 24d 17h 40m |
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NOS Dual 1200 accessory pack - cartridge alignment tool, 33 spindle, 45 adapter | |
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US $65.95 | 24d 17h 40m |
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DUAL 1019 REAR OVERHANG MOUNT SCREW FOR COUNTERWEIGHT TONEARM ARM SPINDLE SCREW | |
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US $21.24 | 20d 20h 35m |
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DUAL SPINDLE POST TURNTABLE CENTER CENTRE PLATTER HUB AXLE 1009 1019 1010 A SK | |
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US $22.94 | 20d 20h 17m |
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DUAL 1019 REAR OVERHANG MOUNT FOR COUNTERWEIGHT TONEARM ARM SPINDLE SCREW | |
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US $24.64 | 20d 18h 54m |
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Vintage Dual AS-6 Spindle | |
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US $29.99 | 13d 13h 26m |
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DUAL VINTAGE TURNTABLE 45 RPM & LP OR 78 RPM RECORD OEM MANUAL SPINDLES | |
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US $9.99 | 4d 19h 46m |
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DUAL Turntable 12xx Series RS-1 Single Play Spindle | |
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US $14.99 | 1d 56m |
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DUAL 1019 REAR OVERHANG MOUNT FOR COUNTERWEIGHT TONEARM ARM SPINDLE SCREW | |
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US $24.64 | 5h 12m |
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Epson Printer Dual Roll Feed Spindle C12C811191 $93.47 Epson Printer Dual Roll Feed Spindle C12C811191 |
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Epson Printer Dual Roll Feed Spindle $78.99 Epson Stylus Pro 4000 Epson Stylus Pro 4000 C4 Epson Stylus Pro 4000 C8 Epson Stylus Pro 4000 PS C12C811171 Epson Epson Corporation Printer Dual Roll Feed Spindle www.epson.com |
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Memorex DVD+R Dual Layer Media 8x 8.5GB 240MIN Spindle 50-Pack 32025732 $46.7 Memorex DVD+R Dual Layer Media 8x 8.5GB 240MIN Spindle 50-Pack 32025732 |
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C12C811171 - Epson Printer Dual Roll Feed Spindle $99.1 [C12C811171] UPC: 010343845602 UNSPC: 44101721 22.25L x 7W x 7H 3 LB |
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Spindle Shaft $2 Spindle Shaft |
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LINER TAKE-UP SPINDLE (SPINDLE $204.99 LINER TAKE-UP SPINDLE (SPINDLE |
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Spindle Valve Spindle Valve $5 SPINDLE VALVE Mfg: Springfield Armory |
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SPINDLE $35 available at cmsnl.com - parts for a better ride |
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Ruthie Foster Live At Antones
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Porter-Cable 7424XP 6-Inch Variable-Speed Polisher
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Chamberlain LiftMaster Sears Craftsman 41C4220A Gear & Sprocket Assembly Kit
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Porter-Cable 7346SP 6-Inch Random Orbit Sander with Polishing Pad
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Verbatim 96542 8.5 GB 8x-10x Double Layer Recordable Disc DVD+R DL - 30-Disc Spindle
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Memorex 8.5GB 8X Double Layer DVD+R (50pk Spindle)
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Verbatim 95101 4.7 GB up to 16x Branded Recordable Disc DVD-R (50-Disc Spindle)
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2.4x Double Layer Write Once DVD+R - 50/Spindle
Sale Price: $51.82 |
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Allstar | 42113 | Spindle Duct Right Hand Dual
Sale Price: $53.99 |
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Allstar Performance ALL42112 Left Hand Dual Spindle Duct
Sale Price: $46.99 |
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Repair Parts Spindle Axis Shaft for Nintendo NDS Lite
Sale Price: $6.50 |
Dual Y Axes, Dual Turret, Dual Spindle
YAMAHA YZF-R1 Road Test
IT'S easy to become a little jaded in this job. If you're riding bikes constantly, their novelty can wear off a bit. But every so often something comes along and makes you feel like an excited teenager all over again. Yamaha's 2009-spec R1 is one such thing.
It's one of the most anticipated bikes of the year, and with all the hype that surrounds it , boosted hugely by Ben Spies' outstanding early success in World Superbike, I couldn't wait to ride the superbike. Feeling jaded suddenly felt very much a thing of the past!
Seeing the R1 for the first time in the flesh didn't really get my heart racing. It's a decent looking bike for sure, but nothing exactly outstanding. Its aggressive 'face', build quality and general shape are all attractive, but I'm not sure whether there's enough different about it to turn heads. What does set it apart though, and what is debatably the Yamaha's main draw, is its engine.
Fire it up and the unique growl from its pipes is unlike anything else on the market, though it is very similar to the noise made by one of the most famous race bikes out there , Valentino Rossi's M1 racebike. That shouldn't be any surprise really as the R1's 'crossplane' crankshaft has been inspired by the Italian's Grand Prix machine. The uneven firing order it generates is the reason the road bike sounds very similar to his racer. But more importantly, the crank arrangement is also why the R1 delivers its power in the special and very effective way it does.
Most in line four cylinder bikes, even the big capacity ones, have plenty of low down torque. But there's a certain softness to their initial drive at slower engine speeds. Add more revs and that acceleration becomes harder, as the effort of all four pistons combines to deliver their real meat. On this year's R1 though, there's already a noticeably harder edge to the delivery at low revs. Not quite as strong or explosive as a big V-twin's, there's still definitely a tempered version of the immediacy typical of those engines in evidence. It's a sharp, yet friendly pick up that's easily good enough to fire the Yamaha strongly from a standstill, even considering the very tall first gear ratio. And thanks to the civilised manners, you can get on the power earlier and not fret about it. It's a truly superb engine that pulls with just the same useful strength in the rest of the gears. Make no mistake though, even though the motor might sound and feel lazy, it's always capable of making some serious speed.
Along with the distinctive sound and manners, the in line four still has the same rush when you do rev it a lot harder. And when the tacho hits 10,000rpm, suddenly all the lazy, easy-going performance is replaced by a very strong charge so typical of a four cylinder motor. There's a super-thrilling buzz on offer when you cane it this hard, and instantly creates a 'god, I love this bike' feeling. And that's the real beauty. The engine has the lazy, usable punch of a twin and then the manic, 'hang on tight' scream of a four. The R1 might now have the shortest stroke engine in the big sportsbike class, but in no way is it peaky. It's utterly fantastic to sample at all rpm. And if you ever want or need to tame things a little, there's a three-position power mode switch that can alter the pace at which all the potential is delivered. 'A' is very sharp, 'Standard' is how I tried it virtually all the time, and 'B' is softer; useful to the less experienced or in poor weather.
Just as brilliant as the engine, is the Yamaha's chassis which seems to easily cope with all the horsepower the motor makes. Given just how potent it is, all components are expected to do a hell of a lot. But in the same, almost relaxed and highly commendable way the engine produces the goods, the chassis also lets you explore its considerable capabilities without ever generating any panic.
The balance of the frame geometry, weight and its distribution, suspension and brakes is nothing short of superb - as is their capability individually. I took my time on the bike for the first few miles, but little by little its poised and planted feel encouraged me to feed in more and more speed. When I started opening the throttle butterflies with a bit more urgency (something I could witness from the novel digital readout on the dash which shows just how much throttle you're using) my confidence remained totally intact. By now I was starting to think the R1 was easily matching all its hype. And it just got better and better.
Apart from the engine, and the chassis capability generally, the steering is what I think sets this bike apart. Feeling so sharp, precise and direct it feels like you're holding the wheel spindle itself. It seems to track your chosen line in a laser-guided fashion, and though under very hard acceleration over bumpy roads the front end starts to shake slightly (before the speed-sensitive damper quickly calms it) you soon develop complete and utter faith in its ability to steer you exactly where you want to head. Great fork action maintains the solid, almost glue-like feel and after a while you get the impression you'll never lose front end adhesion. Even using the power of the very impressive brakes, which have plenty of feel and progression to match their strength, can't seem to trouble either the front suspension or indeed the rest of the bike.
To be honest I'd like to take the Yamaha out on track before I passed a final verdict on how well it handles, but I've every confidence it'll be a lot better than me. In the meantime I'll remain bowled over by just how special it feels , all of the time.
Even when I got caught in rush hour traffic on London's orbital motorway, the M25, and then in some heavy congestion in and out of Oxford, the bike still continued to impress hugely. I'd expected to find it a bit uncomfortable at slower speeds, with some testers telling me it can feel a bit 'wristy' thanks to its low-slung bars. But though I'm quite sensitive to too much of a 'bum up' stance, I had no worries at all with this bike. And even when I was cruising along a boring stretch of dual-carriageway, I found the fairing and screen offer a lot more protection than expected. It's no tourer, but I'd ended up doing well over two hundred miles on my first day on the Yamaha, and felt no worse for wear at all.
It was during my 30-mile stint on my homeward trip that I found myself most thrilled by this exceptional bike though. With most of the traffic gone and the sun starting to set, howling along a familiar stretch of backroad let me enjoy the highly impressive cocktail of ace engine, brakes and suspension more fully. And because of the noise, reputation, and the downright brilliant performance of this very special bike, the thrill of it all was over far too soon. I actually felt unhappy to arrive home. Clocking up another 600miles in the following days soon got me smiling again though.
It's been a long time since I've been fired up by a bike even before I rode it, and even longer since one satisfied me as much as this superbike did. Only time will tell if it's considered the new king of the crop, but in my book it already is , just like it was when it first came out in 1998. Eleven thousand pounds is a hell of a lot to ask for a motorcycle, but this one is arguably worth even more than that. I think it's a truly exceptional machine, and a lot more than just a brilliant sportsbike.
SPECIFICATIONS
YAMAHA YZF-R1
ENGINE
Type: 998cc, liquid cooled, sixteen-valve, dohc, inline four
Maximum power: 182bhp @ 12,500rpm
Maximum torque: 85lb/ft @ 10,000rpm
Transmission: six speed
Final drive: chain
CHASSIS/COMPONENTS
Frame: Alloy twin spar
Suspension:
Front: 43mm inverted telescopic forks, fully adjustable
Rear: rising-rate monoshock, fully adjustable
Brakes:
Front: twin 310mm discs with six piston radial calipers
Rear: single 220mm disc with twin-piston caliper
Tyres:
Front: 120/70 -17
Rear: 190/55 -17
DIMENSIONS/CAPACITY
Seat height: 835mm
Wheelbase: 1415mm
Claimed wet weight: 206kg
Fuel capacity: 18 litres
DETAILS:
Price: 10,999
Contact: 01932 358000, www.yamaha-motor.co.uk
About the Author
MOTORCYCLE journalist extraordinaire and one of the most respected bike testers in the business Chris 'Mossy' Moss supplies reviews of the latest motorbikes on CIA Motorcycle Insurance.
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