The Jewish Tocharian Mummies is the Red Hair Lilith or her ancestors

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Man from Atlantis

North Charleston, SC

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#1
Dec 14, 2012
 

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Man from Atlantis wrote:
http://www.delcotimes.com/arti cles/2011/02/20...
http://www.silkroadgourmet.com/tag/silk-road -...
If that not the Liith or Persian Goddess Anahita and this a tall relative that look just her like Gabriela Sabatini or Virgin Mary or all the same family with same face features. They are Tocharian!

http://www.picsdrive.com/contentimages/gabrie ...

http://tibetanaltar.blogspot.com/2009/12/beau ...

Sabatini, the Caucasian Mummy and Persian Goddess Anahita who is a Shaman and Witch and Jewish Aryan it prove that Virgin Mary family Tocharian Aryan originally.

Geshtianna was Gutian or Tocharian that live 2200. B.C. in Ur Sumeria with B Blood type, Ryr CdE/cde, DR52, DRB3*0101 this who Jews and Kurds come from the Gutians Tocharians and later Gypsies.

Why this Lilith

1. Tocharian or Gutians invaded Sumeria 2200 B.C.
2. She part of Subeshi witches.
3. She a Shaman woman
4. She pure Jewish Aryan features especially the nose
5. She has Red Hair like Lilith!
6. She is very Tall like Nephilim
7. She is a Caucasian possibly Rh negative.
8. If this not Lilith this is sure a Subeshi Witch family member.

9. Remember the Babylonian came some time after
10. Gutian or Tocharians who became Kurds or are Hell people. Kurd means the Underworld or Hell in Sumeria.

11. Gutian were Black Tocharians who became the Elamite Dravidin or later Persians

12. Tocharian were White B Rh negative Eurasians.

13. Rh with ryr CdE/cde or B Rh negative peak in Northeast Asia where the Tocharians came from as Kagan people.

14.Lilith, Virgin Mary, Goddess Anhita a all B Rh negative like the Sumerian Jews.

15. Tocharian were the Q haplogroup original ancestor of the Jews.
Man from Atlantis

North Charleston, SC

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#2
Dec 14, 2012
 
Why this Lilith

1. Tocharian or Gutians invaded Sumeria 2200 B.C.
2. She part of Subeshi witches.
3. She a Shaman woman
4. She pure Jewish Aryan features especially the nose
5. She has Red Hair like Lilith!
6. She is very Tall like Nephilim
7. She is a Caucasian possibly Rh negative.
8. If this not Lilith this is sure a Subeshi Witch family member.

9. Remember the Babylonian came some time after
10. Gutian or Tocharians who became Kurds or are Hell people. Kurd means the Underworld or Hell in Sumeria.

11. Gutian were Black Tocharians who became the Elamite Dravidin or later Persians

12. Tocharian were White B Rh negative Eurasians.

13. Rh with ryr CdE/cde or B Rh negative peak in Northeast Asia where the Tocharians came from as Kagan people.

14.Lilith, Virgin Mary, Goddess Anhita a all B Rh negative like the Sumerian Jews.

15. Tocharian were the Q haplogroup original ancestor of the Jews.

16. Lilith had Red and and Green Eyes

17. The Caucasian Tocharian has Red Hair and Blue Eyes possible Green?
Man from Atlantis

North Charleston, SC

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#4
Dec 14, 2012
 
Breanna Baby! The old Witch
Man from Atlantis

North Charleston, SC

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#5
Dec 14, 2012
 
sorry Rhiannon!

“New & Improved..”

Level 8

Since: Oct 07

Formerly From Kenya

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#6
Dec 14, 2012
 

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Did anyone notice that the red haired chic on Gilligan's Island was named Ginger..???
Man From Poonlantica

Patchogue, NY

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#7
Dec 14, 2012
 
Am I gonna have to explain how to tune up a two-stroke engine again?
Man from Atlantis

North Charleston, SC

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#8
Dec 14, 2012
 
An interesting RH negative peak in North Asia needs further analysis
Man from Atlantis

North Charleston, SC

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#9
Dec 14, 2012
 
An interesting RH negative peak in North Asia needs further analysis

It is the Rh negative Tocharian who became the Na-Dene in America that how you explain that!
Man from Atlantis

North Charleston, SC

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#10
Dec 14, 2012
 
Cde is the South Asian black Indian and cdE Siberians which make Eurasian R Rh negative and A Rh negative or ryr CdE phenotype in(Persian Goddess Anahita or Lilith) B Rh negative Parsis or Zoroastrians and A Rh negative Blackfeet Sioux Dakota Whope or White Buffalo Calf Women who is the same are Persia Anahita or Lilith or Anat the un-chase(liberal)Native American side of Virgin Mary in her many incarnations.
Man from Atlantis

North Charleston, SC

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#11
Dec 14, 2012
 
She is Eurasian Tocharians mixed Aryan.
Man from Atlantis

North Charleston, SC

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#12
Dec 14, 2012
 
Cde is from Southeast Indians met cdE or Central and Japanese Atalic people which resulted Rh ryr CdE Eurasian people of like Tocharian mostly B Rh negative with some A Rh negative and Na-Dene Blackfoot Sioux Indian with mostly A and Rh negative, with some B Rh negative Eskimos
Man from Atlantis

North Charleston, SC

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#13
Dec 14, 2012
 
If white people aren't going tell then I am going tell you!
Man from Atlantis

North Charleston, SC

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#14
Dec 14, 2012
 
An interesting RH negative peak in North Asia needs further analysis
Message! I am Coloratura at lot of s h i t! I am crazy, crazy about my people who black and white try to take away!
Man from Atlantis

North Charleston, SC

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#15
Dec 14, 2012
 
I am Coloratura when come to Genes like: mtDNA and Y Chromsome and HLA-Typing. I can look at those and tell just about everyting about you family history, diseases and ancients origins. I am tell if you from Chimpanzee in Africa which A and O or Gorilla in Asia which B and pure Rh negative with f;b0b2b3b5st which came CDe fa;b0b2b3b4b5st of Southeast Asian people or Gorilla race. Gorilla have B and B- blood with gogo-DRB3*0101, DR52 and DRB1*0802 which came originally pure Caucasian race in the Americas with a Homonoid species of Rh negative Gorilla lived. The Basque do have the Gorilla gogo-DRB3*0101, The Basque have Champanzee DRB3*0202 they they Rh negative from Chimpanzees.
The Basque DNA is not like f;b0b2b3b4b5stcde

But the Jews and Zoroastrians DNA f;b0b2b3b4b5cde with Cde and CDe for the Babylon Jews and Rh ryr CdE/cde or Cde(South Indian) cdE(Altaic)

The Zoroastrian ryr Rh negative carry the original Caucasian Chromosome f;b0b2b3b4b5cde which came B blood and B Rh negative Gorilla people of India in the Himalayas.
Man From Poonlantica

Patchogue, NY

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#16
Dec 14, 2012
 
Changing the power band of your dirt bike engine is simple when you know the basics. A myriad of different aftermarket accessories is available for you to custom tune your bike to better suit your needs. The most common mistake is to choose the wrong combination of engine components, making the engine run worse than stock. Use this as a guide to inform yourself on how changes in engine components can alter the powerband of bike's engine. Use the guide at the end of the chapter to map out your strategy for changing engine components to create the perfect power band.
Man From Poonlantica

Patchogue, NY

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#17
Dec 14, 2012
 
TWO-STROKE PRINCIPLES

Although a two-stroke engine has less moving parts than a four-stroke engine, a two-stroke is a complex engine because it relies on gas dynamics. There are different phases taking place in the crankcase and in the cylinder bore at the same time. That is how a two-stroke engine completes a power cycle in only 360 degrees of crankshaft rotation compared to a four-stroke engine which requires 720 degrees of crankshaft rotation to complete one power cycle. These four drawings give an explanation of how a two-stroke engine works.

1) Starting with the piston at top dead center (TDC 0 degrees) ignition has occurred and the gasses in the combustion chamber are expanding and pushing down the piston. This pressurizes the crankcase causing the reed valve to close. At about 90 degrees after TDC the exhaust port opens ending the power stroke. A pressure wave of hot expanding gasses flows down the exhaust pipe. The blow-down phase has started and will end when the transfer ports open. The pressure in the cylinder must blow-down to below the pressure in the crankcase in order for the unburned mixture gasses to flow out the transfer ports during the scavenging phase.

2) Now the transfer ports are uncovered at about 120 degrees after TDC. The scavenging phase has begun. Meaning that the unburned mixture gasses are flowing out of the transfers and merging together to form a loop. The gasses travel up the back side of the cylinder and loops around in the cylinder head to scavenge out the burnt mixture gasses from the previous power stroke. It is critical that the burnt gasses are scavenged from the combustion chamber, in order to make room for as much unburned gasses as possible. That is the key to making more power in a two-stroke engine. The more unburned gasses you can squeeze into the combustion chamber, the more the engine will produce. Now the loop of unburned mixture gasses have traveled into the exhaust pipe's header section. The gasses aren't lost because a compression pressure wave has reflected from the end of the exhaust pipe, to pack the unburned gasses back into the cylinder before the piston closes off the port. This is the unique super-charging effect of two-stroke engines. The main advantage of two-stroke engines is that they can combust more volume of fuel/air mixture than the swept volume of the engine. Example: A 125cc four-stroke engine combusts about 110cc of F/A gasses but a 125cc two-stroke engine combusts about 180cc of F/A gasses.
Man From Poonlantica

Patchogue, NY

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#18
Dec 14, 2012
 
3) Now the crankshaft has rotated past bottom dead center (BDC 180 degrees) and the piston is on the upstroke. The compression wave reflected from the exhaust pipe is packing the unburned gasses back in through the exhaust port as the piston closes off the port the start the compression phase. In the crankcase the pressure is below atmospheric producing a vacuum and a fresh charge of unburned mixture gasses is flowing through the reed valve into the crankcase.

4) The unburned mixture gasses are compresses and just before the piston reaches TDC, the ignition system discharges a spark causing the gasses to ignite and start the process all over again.
Man From Poonlantica

Patchogue, NY

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#19
Dec 14, 2012
 
CYLINDER PORTING

The cylinder ports are designed to produce a certain power characteristic over a fairly narrow rpm band. Porting or tuning is a metal machining process performed to the cylinder ports (exhaust & transfers) that alters the timing, area size, and angles of the ports in order to adjust the power band to better suit the rider's demands. For example, a veteran trail rider riding an RM250 in the Rocky mountain region of the USA will need to adjust the power band for more low end power because of the steep hill climbs and the lower air density of higher altitudes. The only way to determine what changes will be needed to the engine is by measuring and calculating the stock engine's specifications. The most critical measurement is termed port-time-area. This term is a calculation of a port's size area and timing in relation to the displacement of the engine and the rpm. Experienced tuners know what the port-time-area values of the exhaust and transfer ports should be for an engine used for a particular purpose. In general, if a tuner wants to adjust the engine's power band for more low to mid range he would do the following things. Turn down the cylinder base on a lathe to increase the effective stroke (distance from TDC to exhaust port opening). This also retards the exhaust port timing and shortens the duration and increases the compression ratio. Next the transfer ports should be narrowed and re-angled with epoxy to reduce the port-time-area for an rpm peak of 7,000 rpm. The rear transfer ports need to be re-angled so they oppose each other rather than pointing forward to the exhaust port. This changes the loop scavenging flow pattern of the transfer ports to improve scavenging efficiency at low to mid rpm (2,000 to 5,000 rpm). An expert rider racing mx in England would want to adjust the power band of an RM250 for more mid to top end power. The cylinder would need to be tuned radically different than for trail riding.

Here is an example. The exhaust port would have to be raised and widened to change the port-time-area peak for a higher rpm (9,000 rpm). For either of these cylinder modifications to be effective, other engine components would also need to be changed to get the desired tuning effect.
Man From Poonlantica

Patchogue, NY

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#20
Dec 14, 2012
 
CYLINDER HEAD

Cylinder heads can be reshaped to change the power band. Generally speaking, a cylinder head with a small diameter and deep combustion chamber, and a wide squish band (60% of the bore area). Combined with a compression ratio of 9 to 1 is ideally suited for low to mid range power. A cylinder head with a wide shallow chamber and a narrow squish band (35-45% of bore area) and a compression ratio of 8 to 1, is ideally suited for high rpm power.

There are many reasons why a particular head design works for certain types of racing. For example; a head with a wide squish band and a high compression ratio will generate high turbulence in the combustion chamber. This turbulence is termed Maximum Squish Velocity, MSV is rated in meters per second (m/s). A cylinder head designed for supercross should have an MSV rating of 28m/s. Computer design software is used to calculate the MSV for head designs. In the model tuning tips chapters of this book, all the head specs quoted have MSV ratings designed for the intended power band changes.
Man From Poonlantica

Patchogue, NY

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#21
Dec 14, 2012
 
CRANKSHAFT

There are two popular mods hop-up companies are doing to crankshafts; stroking and turbo-vaning. Stroking means to increase the distance from the crank center to the big end pin center. There are two techniques for stroking crankshafts; weld old hole and re-drill a new big end pin hole, or by installing an off-set big end pin. The method of weld and re-drilling is labor intensive. The off-set pin system is cheap, non-permanent, and can be changed quickly. In general, increasing the stroke of a crankshaft boosts the mid range power but decreases the engine's rpm peak.

The term "Turbo-Crank" refers to a modification to the crankshaft of a two-stroke engine, whereby scoops are fastened to the crank in order to improve the volumetric efficiency of the engine. Every decade some hop-up shop revives this old idea and gives it a trendy name with product promises that it can't live up to. These crank modifications cause oil to be directed away from the connecting rod and often times the vanes will detach from the crank at high rpm, causing catastrophic engine damage. My advice, don't waste the $750!

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