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How To Change Your Computer's Heat Sink

Everyone really want a fast hot computer when we want to do some business computing and when we want to play those high speed games.But we don't want a fast and Hot computer in the literal sense.

Heat will destroy any computer component if not removed in time.And the CPU Chip is one of the main components of your system that produces heat.

The heat sink has the all important task of keeping the CPU Chip cool so it does not overheat.And there may be times when the heat sink will fail to perform its job and must be changed.

Changing the heat sink on your central processing unit or CPU chip is a simple job.And the best part is that you only need a small screwdriver,cotton swabs,and some rubbing alcohol.

To change the heat sink remember to think safety first.This means that you want to be sure you have clean hands,a clean work place,and removing all static charge from your body by touching a door knob or any other metal object.

Once you have a suitable work area and clean hands you should now have a clean suitable mind as
well.Allow this task to be both educational and fun.To change the heat sink perform the following.

Step 1.Unplug the computer and remove the cover from the System Unit case.

Step 2. Find the CPU Chip and the heat sink will be on top.Find the wires that go to the motherboard and very carefully unplug them.

Step 3. Remove the old heat sink and cooling fan assembly.Most Pentium based computers will have two levers that lock the heat sink in place.

On older Pentium computers,the AMD Athlon and the Duron processor,look for a ZIF or Zero Insertion Force socket where the processor is mounted.

Gently release the clips by sliding a very small screwdriver blade underneath it and lift the heat sink off the CPU.Take great care here do you don't damage the cpu chip in any way.

Step 4. Once the old heat sink has been removed, clean away the old thermal paste using cotton swabs and rubbing alcohol.Allow time for the CPU to dry.

Step 5. Grab some thermal paste and squeeze a little onto the top of the CPU.Only place enough to have a thin layer between the CPU and Heat Sink.

Step 6. Before installing the new heat sink, clean the bottom off with some warm, soapy water. Check to be sure the Heat Sink is dry before installing it.

Step 7. Carefully line it up over the ZIF socket and processor if so equipped.If the computer have the newer Pentium or Athlon based chip,lock the two
clips holding the assembly.

Step 8. With the CPU and heat sink firmly in place, now its time to re-connect the fan wires for the cooling fan.Plug the assembly into the motherboard.

Step 9. Check,double check,and after that,check some more to be sure all connections are in place.See if the heat sink assembly is well secured in its socket.

Step 10. Now replace the system unit cover,plug any peripherals you disconnected.Start the PC and the computer should now realize it has a new device in its system.

Once the computer has been booted up,check to be sure the Operating System is working.If possible, look at rear of the computer to see if the fan is operating as it should.

The Central Processing Unit is not the only heat producing component in your computer.But since its the brains of any computer,you want to be sure the heat sink performs at its best.

Take the time to learn this procedure in detail by removing the case and looking at the heat sink in your own computer.Knowing how to perform this task can save you money should you need to change your heat sink in the future.

Source:

http://www.articlecircle.com

Alex Hofmann

Personal Details
Name: Alex Hofmann
Nationality: German
Date of Birth: 25 May 1980
Married: Single

2007 Remains at Pramac d'Antin MotoGP, but on more competitive equipment - a Ducati Desmosedici GP7 and Bridgestone tyres - riding alongside MotoGP veteran Alex Barros. Claims a best ever fifth at the wet French Grand Prix, but the season turns sour when he is injured in a freak 'car boot' accident in the run up to his home German Grand Prix, fracturing his hand, then fractures the other hand when he is taken out by Sylvain Guintoli during practice for the following US GP.

Returns to action at San Marino, but next time out in Portugal he withdraws from the back of the field - having been forced to start from the pitlane, on his spare bike - and reportedly said "I don't have the motivation to fight for the last positions." One day later he was dismissed from the team.

2006 Signs to ride a satellite Ducati GP6 for the d'Antin Pramac team, on Dunlop tyres and alongside Jose Luis Cardoso. Best finish just tenth place at Catalunya, but the German scores three-times more points than team-mate Jose Luis Cardoso. Substitutes for the injured Sete Gibernau at the factory Ducati Marlboro Team.

2005 Remains at the factory Kawasaki team alongside Nakano. Suffers a freak injury during a street demo before round two at Estoril, breaking his wrist - misses three races. Suffers another injury blow when he breaks ankle at round 12 in Japan - misses next four rounds before returning for Valencia season finale. Highlight of year is an eighth place finish at British GP. Loses his Kawasaki ride to rookie Randy de Puniet for 2006.

2004 Races full time alongside Shinya Nakano for Kawasaki in MotoGP. Takes a best finish of ninth, at Qatar, on his way to 15th in the championship.

2003 Official test rider for Kawasaki, but turns heads by beating regular race riders in wild-card rides. Attracts attention from the likes of Ducati as a result, but signs to race for Team Green in 2004.

2002 No permanent ride, but his performances as a 'Supersub' for the injured Garry McCoy and Loris Capirossi at Red Bull Yamaha and West Honda Pons respectively, earns his a full time test deal with Kawasaki.

2001 12th in the 250cc World Championship with the Racing Factory Aprilia team. Scored 55 points.

2000 25th in the 250cc World Championship with 12 points.

1999 16th in the 250cc World Championship with TSR Honda.

1998 Makes 250cc World Championship debut (GER) - finishes 10th.
Wins the European 250cc Championship.
German 250cc Champion with Honda - becomes first ever rider to win every round of the German 250cc series.

1997 Competes in the German 125cc Championship - finishes second in the overall standings.
Makes 125cc World Championship debut (GER).

1996 Raced in the German and European 125cc championships.

1995 Began racing the German 125cc Championship.

1993 Junior German Champion, Motocross 80cc.

1992 Junior German Champion, Motocross 80cc.
END OF 2007.
STARTS: N/A
WINS: 0
POLES: 0
FASTEST LAPS: 0
POINTS: N/A
DEBUT: ITA 2003 (MOTOGP BIKE) / GER 1998 (250CC) / GER 1997 (125CC)
DRIVEN FOR: D'ANTIN PRAMAC (2007 - 2006) / KAWASAKI RACING TEAM (2003 - 2005) / RACING FACTORY (1995-2001)

Source:
http://www.crash.net

Kenny Roberts Jr

PERSONAL DETAILS
NAME: KENNY ROBERTS JR
TEAM: TEAM ROBERTS
NATIONALITY: AMERICAN
DATE OF BIRTH: 25 JULY 1973
MARRIED: MARRIED

2006 seemed to prove that there is still room on the MotoGP grid for independent teams - with Kenny Roberts Jr steering his father's, Honda powered, Team Roberts KR211V to two podium finishes and four front row qualifying performances.

As such, there were high hopes for the second year of the Roberts Jr/Honda/Team KR partnership, but it was to be a massive disappointment and questions remain as to whether Kenny Jr will return in 2008.

Having grown up in racing paddocks, as Kenny Sr. plied his trade in the 1970s and 1980s, Kenny Jr was riding mini-bikes almost as soon as he was out of nappies. Then came the gradual conversion to racing, first on dirt and then on tarmac.

Dad was a three times 500cc world champion, and Kenny Jr remains the only son of a former world champion to have lifted a world crown too, for Suzuki in 2000. The switch to four-stroke racing in 2002 hit Suzuki hard and Roberts managed just two podiums and one pole position from 2002 until his return to Team Roberts at the end of 2005.

KR Jr previously rode for Kenny Sr. when his father established the Modenas team in 1997. He piloted it again in 1998 and fought hard to achieve a 13th place overall in the world championship. That bike evolved into the machine on which Jeremy McWilliams set the fastest-ever lap of Phillip Island by a two-stroke in 2002 (a record that still stands).

By the time Kenny Jr returned for the 2006 season, Team KR was emerging from a ill-fated engine partnership with KTM, but the switch to Honda power and Kenny Jr's world championship winning pedigree provided the boast Team Roberts had been searching for.

But 2007 was to see a total reversal in form, with the new Honda engine drastically underpowered and Michelin struggling to adapt to the new tyre regulations. Nobody understood the reality of the technical limitations more than the massively experienced Kenny Jr, and - having taken a best finish of 13th from the first five rounds - the Californian withdrew from racing to await further technical developments.

But a performance breakthrough never came, despite relentless chassis development at Team KR's Banbury base, and Kenny's place for the remainder of the season was taken by younger brother Kurtis, who claimed a best finish of 12th.

Kenny Jr, Kurtis and Team Roberts are still to announce their plans for the 2008 season.

Career Highlights:
1988 : Motocross
1989 : Minibike Racing
1990 : Road racing debut 250cc Willow Springs.
1991 : 2nd 250cc WERA Championship Yamaha
1992 : 4th 250cc AMA Championship
1993 : 250cc GP debut.
1994 : 18th 250cc World Championship Yamaha
1995 : 8th 250cc World Championship Yamaha
1996 : 13th 500cc World Championship Yamaha
1997 : 16th 500cc World Championship Modenas
1998 : 13th 500cc World Championship Modenas
1999 : 2nd 500cc World Championship Suzuki – race wins 4
2000 : 500cc World Champion Suzuki – race wins 4
2001 : 11th 500cc World Championship Suzuki
2002 : 9th MotoGP World Championship Suzuki
2003 : 19th MotoGP World Championship Suzuki
2004 : 18th MotoGP World Championship Suzuki
2005 : 11th MotoGP World Championship Suzuki
2006 : 6th MotoGP World Championship KR211V
2007 : 24th MotoGP World Championship KR212V
END OF 2007.
STARTS: N/A
WINS: 8 (500CC/MOTOGP)
POLES: 10 (500CC/MOTOGP)
FASTEST LAPS: 9 (500CC/MOTOGP)
POINTS: N/A
DEBUT: MAL 1999 (500CC) / USA 1993 (250CC)
DRIVEN FOR: TEAM ROBERTS (2006-2007) / TEAM SUZUKI (2000-2005) / MODENAS (1998-1999) / YAMAHA (1994-1995)

Source:
http://www.crash.net

Arts and Entertainment

Autor: Leveto

Boca Raton’s many arts and entertainment centers Boca Raton situated in and around the city will definitely entertain your hearts and soul and keep you busy while in the city. Whatever be your taste and preference the city is abundant with options to choose from the numerous art galleries, museums and theaters.

Amusement parks:
Boca Raton’s several amusement parks offer total entertainment for the whole family. Celebrate the special occasions with style or celebrate your successes with friends, family and foe all day long at the amusement parks enjoying the water sports and scintillating rides.

Art studios and galleries:
Art lovers find a wide range of art galleries in Boca Raton. Buying or selling art or participating in an auction or just hanging out watching the art displayed will keep you busy as long as you stay.

Art supplies:
If you are an artist many shops in Boca Raton will take of you all your needs from brushes to paint or frames. These specialized shops can address your queries and provide a total solution to all your art needs.

Comedy club:
Discover the healing touch of a comedy club which will allow you to laugh non-stop and see the difference in your mindset right away while you holiday in Boca Raton.

Entertainers:
Share lighter moments and total entertainment by availing the services of the wide range of entertainers available at Boca Raton. These entertainers and disk jockeys will take care of the entertainment while you wine and dine and dance through the celebration.

Movie theatres:
Movie enthusiasts’ favorite hot spot in Boca Raton is the movie theatres and there’s never an end to the type of movies that you might have the chance and opportunity to see and enjoy.

Museums:
Boca Raton’s museums showcase the rich and varied culture and history inherited over the centuries. The cities art, culture and traditions stand out and keep the visitors engaged and the visit to these museums is sure to fill you with sound memories to carry home.

Performing arts:
Performing arts is a luxury to watch these days as the increasing computer era has compressed even the art and entertainment within the little screen. But in Boca Raton this art is always preserved and presented keeping the tradition going now and always.

Ticket brokers:
You don’t have to stand in long queues to get a couple of tickets to the movies tonight just dial the ticket brokers in Boca Raton for advance bookings to a movie theatre or a museum.

Source:

http://www.articlecircle.com

What's the Snag Behind the Spyware

Autor: Snsuccess

The concept behind the technology of spyware is that, a number of advertising companies take interest to install tracking software into the computer system, that illusions to call it host with aims to use all internet connections, get statistical or other information data to what they will claim "home" attesting assurance of company's security policies not to collect sensitive data for confidentiality, and with full promise to establish continuity of anonymity.

However, it is an establish fact that the PC functions as a "live" server that is open for any kind of information disseminations with or without the consent of the server; bottom lining the fact, there is always a risk for any transfer of any information even those covered by protection policies between the advertiser and the so called "mothership." In the end just as nobody would wish, it will be sending assimilated data that might escape the benefit of payment from the PC database.

Although spyware and adware could be two in one to front probable interference to the server's privacy, spyware could stage sole manipulation to indulge deeper in affecting the users privacy, prompting slow-down computer's effectiveness, windows' pop-ups of undesirable ads, and spam e-mails.

Several media companies are perennially seeking ways to eliminate large expense for web development and internet costs; but instead, tend to pay part of their revenue solicitations from reputable brands' banner sales to host servers by installing reputable piece software by way of so called "piggybacking," or tricking methods as the Trojan horse technique, installing some "rogue" anti-spyware program, eluding detection of its being a disguised security software.

A spyware no adware technology is an advertising copyright itself, can stand without having to do with any adware's vulnerability threats. The so-called "Web accelerator" or helpful software agents: Example, the Bonzi Buddy (quoted from: Wikipidea), targeted to children: "He will explore the internet with you as your own friend and sidekick. He can talk, walk, joke, browse, search, e-mail and download like no other friend you've ever had! . . Best of all, it is FREE."

This piece of copyright text is so deceptive for unknowingly, motives behind depict to pursue some ends in order to evade something that will disrupt the mobility of cash flow of the mother host.

Why is Spy ware Deceptive?

1. It does not self-replicate; instead, it invades infected computers for commercial gains purposes.
2. It monitors Web browsing activity (sales strategy) and routes of all HTTP to advertising agencies.
3. Delivery of pop-up advertisements
4. Theft of Credit and Identification card numbers in relation to the notorious identity theft around.
5. Spyware gets into the system by exploitations of other software vulnerability.

The Effects of the Spyware upon the Use of the Computer

There are so many complicated effects that are induced by spyware. It may not even be detected as an obvious virus infection, but comes in, a core factor of ineffective results of computers' performance; like network traffic, disk usage, CPU malfunction which may be mislead to be a PC crash, and finally resolving to replace the whole system with a new one.

The demand for technical support and assistance is another recourse for badly spyware-infected computers. Another option is to have a thorough "cleanup" of the whole system. It needs massive reinstalling on software in order to revitalize as new.

Source:
http://www.articlecircle.com

One particular bike has almost doubled in value in the last five years - the Norton Commando. GUY ALLEN offers up this comprehensive guide to get you one of Motorcycling's icons...

It's remarkable that a bike with a nine-year production run chiselled such a deep impression in the international motorcycle psyche. Meet the Norton Commando.

First shown at the UK Earls Court Show (then enjoying the sunset of its glory as the motorcycle expo to watch) in 1967, the Commando was built in something resembling volume from February 1968 to - several changes of ownership and factory later - October 1977.

For those not in the know, we're talking of a 750-850cc air-cooled, pushrod, four-stroke twin, claiming 65 horses in Combat form (58-60 in the cooking versions) and weighing in the region of 190kg. Nothing special by current standards, perhaps, but definitely not out of the performance goalposts.

BUT WHY?
So why did it etch itself into the local riding psyche? There's plenty of theories out there, one of which is it was the world's first street-legal superbike worthy of the name. Which is tripe. Owners of HRD/Vincents, which predate the Commando by a fair margin, have reason to take issue with that, for a start.

I have another, if less sexy and more complex, theory. First, Norton had (like Triumph) successfully spent decades etching its name in the UK-centric racing landscape and established itself as a romantic name. Second, the company had the good fortune to produce its best model ever at about the time when the western-world's motorcycle market was expanding at a phenomenal rate. Early baby-boomers were getting into it, and the late baby-boomers are now joining them in the retro rush - timing is everything. Third, they're cheaper than the super-desirable stuff (again, Vincent), easier to ride, and much more comfortable than other twins of the same era.

Don't underestimate the comfort factor - it's one that assisted Harley's successful leap from Shovels to Evos. Now you could say anyone who sees comfort as a factor in buying a classic motorcycle is a sook - or someone not dumb enough to spend a fortune on something that hurts them. Your call.

WHO DID THAT?
Okay, let's go back a step and see where the monster came from. Norton's history can be traced to the late 19th century, but it's the pre-WWII racing record on the 348-633cc singles which really made the marque's name. A who's who of racing of the time (Woods, Frith, Hunt, Walker) rode them and established the brand as one to beat across Europe. Post-war, things were tougher, but the record's still stunning with singles such as the 498cc Manx being the mainstay. Racing names such as Duke, Minter, Hailwood and Surtees added to the trophy cabinet. Though it irks me to say it, the win on Sunday sell on Monday philosophy has a proud history.

Herbert "Bert" Hopwood (who joined Norton in 1946) is a name you'll come across several times if you read the history of assorted English marques, andseems to be the father of the Commando twin. His influence came to bear with the design of a 497cc overhead valve twin, which hit the road in 1948 in Dominator guise. It was redeveloped many times, with surprisingly few cosmetic changes, and eventually grew to 828cc (badged as an 850 for the last Commandos).

THE WHO?
It's the late 1960s, WWII finished barely two decades ago (which means the middle aged-men running the company probably had some involvement) and you're looking for a tough and sexy name for your new, big, streetbike. What was the toughest, meanest, outfit of the war (assuming you only want to talk about the winning side...)? Commandos. Gee, now there's a cheeky name for a motorcycle.

The kids who buy it missed The Big One, but their dads might approve - who couldn't like something named after war heroes? Oh okay, their mums. Even better! Well, that's one guess on the thinking of the time.

In late 1967 Norton rolled its prototype Commando onto the Earls Court stand. It was silver, with an orange seat, and some weird green globular thing on the fuel tank that (according to reports of the time) was meant to represent the new corporate identity. They ditched the last bit, and the orange seat.

The 1968 production model (green bodywork, black frame and seat) ran a version of the existing 750 Atlas engine, but ditched Norton's previous premium frame - the McCandless Featherbead - in favour of a new item that included isolastic engine mounts. And this was the crux of the new model.

Both Triumph and Norton vertical twins (and later Yamahas, and others) became vibration factories in their own right as they grew from 500cc to 650, then 750. The stroke of brilliance in Norton's case was to isolate the engine vibrations by mounting the powerplant in flexible mounts (something which owners of some recent H-D models will be familiar with), hanging from what was then a massive two-and-a-quarter-inch top tube. Bernard Hooper and Bob Trigg were credited with the design. (We're told Trigg later moved to H-D.)

In original form, you got a drum brake at both ends, a rear cowl (then called the Fastback, or ducktail in modern parlance), plus the new frame and a variation on the familiar Atlas powerplant.

WHAT, WHEN?
There are numerous variations on the Commando theme. For example, between the first bike and the 1972 Fastback Mk IV, there was an S, a Roadster, a MkIII SS, Interstate, an SS street scrambler to appease an American market that still wasn't appeased... it goes on. And there were a couple of Hi-Rider variations.

Fastbacks continued to 1973, 750 Combats had been around a while by then and are described by one history as "an unfortunate episode", while 850s had been in production for some time and took over the flag until the demise of the Hopwood twins.

Rob Smith, who has owned four, mentioned over coffee that most of the disc brake models ran the stopper on the right but, for no apparent reason, there was a batch that ran them on the left. Call it a practical joke from the shop floor.

A good resource for trying to make sense of all the variations is the UK owner site at www.noc.co.uk, which has some well-sorted historical information.

If you're cashed up, you can buy a new Norton today. The two alternatives are building one from the complete list of spares available in the UK - there are people who will do this for you - or the modern 952 remake of the machine by Kenny Dreer at Norton America (www.nortonamerica.com). Both are hideously expensive.

WORTH A RIDE, GUV?
Without doubt the Commando's distinguishing feature, that isolastic frame, is what makes it work. A decent four-stroke 750 twin is almost guaranteed to provide reasonable grunt, but having the vibration isolated (in a pre-balance shaft engine) makes it an unusually pleasurable experience.

The rest comes down to simple maths. It's small, slim, has enough power to make life interesting - how hard can it be?

Those in the know prefer the drum brake models which generally stop better than those using the truly awful Lockheed front disc. A 1972 example I rode some years ago, owned by journalist David Morley, has got around this by ditching the original disc and caliper in favour of a single Fireblade set-up. It's a good idea and looks surprisingly unobtrusive.

Whether it's a good ride often comes down to the individual motorcycle, its set-up, plus the rider's preferences. They can have sweet engine and gearbox, but the suspension on most examples tends to show its age by being relatively unresponsive by current standards.

Overall, a really little bike (physically smaller than some 250s on the market) with around 60 horses makes for an interesting package.

Parts are readily available, not all that expensive, and there's a lot of service knowledge out there. Owners say you can make it a reliable classic - which is code for don't even consider it as a day-to-day mount. But a well set-up one might be a trustworthy Sunday bike.

Well set-up is the catch, though. It seems to be the fate of Commando owners is to spend the first few months of ownership cursing and tinkering. To quote one: "The first few weeks, every time I rode it, it broke down."

As classic folk attached to any marque will tell you, this is a state-of-mind thing. If you want those cussed pre-wrapped features like reliability, look elsewhere. If a bit of a riding and mechanical challenge is you, you've come to the right place. And the Commando seems like one of the better options available.

COMMANDO FIXESThere are numerous bits of advice out there when it comes to making a Commando reliable and ride-able. Here is a potted version of the available wisdom:

Bottom end: Combat engines in particular were notorious for eating main bearings, though all models do it eventually. Without going into details, Superblend bearings have long been seen as the fix, though expert fitting is critical.
Isolastic mounts: They do flog out eventually and the later MkIII vernier versions (versus shim) are an essential fit.
Carburetion: Open for debate. Good twin Amals work okay, though there are Keihin set-ups available which claim more horses and more reliable starting. Some folk advise retro-fitting a single Amal Mk II concentric on the basis it's easier to tune, or a Mikuni.
Ignition: Bin the points and go for a Boyer electronic set-up.
Clutch: Various advice on this, but careful set-up with a bronze plate set seems to be the go.
Fuel tank: If by some miracle you have a surviving fibreglass tank, store it and replace - it's a fire hazard.

Front brake: Drums are okay and the stock Lockheed on disc models is poison - think about replacing it. Looking original is no good if you're doing it up a tree.

Riding position: Almost universally described as Gothic. Flat bars and rearsets are said to be the go. One owner describes this as changing the ride position from that of a classic bike to a modern sports-tourer. If you do that, he says, you will ride it like a modern bike and will be pleasantly surprised when it responds. (So long as you can get your head around the right-side gearchange - though left-side is available on later versions, and some earlier bikes have been converted.)

Head steady: Owners say a Norvil head steady and tightening down the isolastic mounts (this must be done with care - not for amateurs) will improve frame rigidity though you cop more engine vibration. Our take is leave it alone unless you're getting unreasonably competitive.
Front tyre: Some models may be carrying a 4.10 width, though a 3.60 (max) works better.

Source:
http://www.bikepoint.com.au

Japanese Language Accelerated Learning Techniques

Author: Michael Gabrikow
Japanese is anything but an easy language to learn, regardless of one's mother tongue. Still, it is one of the most popular foreign language choices in America and Europe, for two main reasons: the economical importance of Japan and the numerous businesses contracted between Japan and these areas and the fascination for Japanese culture that mainly formed up through modern Western media. Regardless of which reason you want to learn it for, the Japanese language cannot be learnt easily unless you know how it works.

Japanese is spoken by over 130 million people all over the world, obviously most of them being in Japan's mainland. The Japanese language's grammar is usually very complex to foreigners because it uses a specific speaker-listener status vocabulary that is unlike anything English or other western languages can offer. Another showstopper when learning Japanese is its writing style, which uses a combination of three alphabets: Chinese characters (also known as Kanji) and two syllabic scripts known as Katakana and Hiragana. In addition, modern Japan uses the Latin alphabet for more and more purposes, which makes it slightly easier for English speakers to grasp this new language than say, a hundred years ago.

Many Japanese learning courses and books start off slowly, in a gradually increasing order of steps. Although this is the correct way to go with any language learning process, it takes a lot of time and you might simply not have that available time to invest in it. For this reason, there are a series of accelerated learning techniques that skip through some of the basics and try to accumulate these fundamentals over more advanced chapters, naturally. Take note that although this is definitely a faster way to learn Japanese, there's a good chance that someone that takes the "stepwise", slower technique will almost always speak and write better and more correctly.

One of the most common Japanese language accelerated learning techniques is to plunge you head first into some easier texts, as soon as you know the basic alphabet, then provide a translation in English (or your mother tongue) of the same text. This obviously skips a lot of steps such as basic grammatical structure, pronunciation of words, punctuation and so forth. However, this accelerated learning technique has the advantage of building up your vocabulary quickly. Doing several of these translated reading exercises per day, you will soon get some of the grammar and spelling foundations that you've skipped in the first place, up and running.

The next step in most Japanese language accelerated learning techniques is to play a tape followed by a translated text. After you've built on your Japanese reading and understanding skills, the audio technique is the logical step forward. This will correct any pronunciation problems and will also have a positive effect on your vocabulary gain. There are several sources offering Japanese language accelerated learning techniques, including books and courses. You can find some very useful sources online, on sites dealing with Japanese language learning, Japanese language translations and tests.

Source:
http://www.articlesbase.com