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Se fuld film All Things Fall Apart i video i høj kvalitet. Download fuld All Things Fall Apart i top videoformat. Spille film All Things Fall Apart i top kvalitet. Fuld film streaming All Things Fall Apart i high definition-format. Spille streaming All Things Fall Apart i kan observere en omfattende beskrivelse af All Things Fall Apart nedenforOriginal titel All Things Fall ApartFilm titel All Things Fall ApartÅr for film 2011Genrer af film Drama, Status for film ReleasedUdgivelsesdato for film 2011-03-05Virksomheder af film Landene i film United States of America, Sprog af film English, Varighed film 120 MinGennemsnitlig stemme af film ID film qxR3xpp2TIYOversættelse af film EN,TR,FR,DE,CS,PT,NL,DA,EL,Aktører film 50 Cent Deon, Ray Liotta Dr. Brintall, Lynn Whitfield Bee, Mario Van Peebles Eric, Ambyr Childers Sherry1606390All Things Fall Apart er bedst film fremstillet ved hjælp beskrivelse af filmen er "Rapstjernen 50 Cent spiller det lovende fodboldtalent Deon, der med udsigt til en stor karriere i den professionelle liga bliver slået tilbage til start Efter en kamp kollapser Deon, og han får konstateret kræft. Nu begynder Deons hårdeste kamp nogensinde. Denne gang er det ikke et konkurrerende fodboldhold, men den dræbende sygdom, han kæmper mod.". Filmen er produceret med fremragende grafisk kvalitet, bedste lydkvalitet og bedste bedste du arbejde for at udforske for Film efter titel All Things Fall Apart, du er på den poper websted. Her kan du forvente gratis eller downloade det fra din egen mobilenhed ved at klikke på download-knappen. Du kan helt sikkert ser en masse nyeste filmtitler for uden omkostninger ved at registrere som værende medlem. Du navnlig tager 2 min at tilmelde dig og modtage et enormt antal nyeste film for uden omkostninger... Se streaming All Things Fall Apart i bedste kvalitet 720p .... Director Mario Van Peebles, Writer Brian A Miller, Writer 50 CentSikker, nu du kan se film involverer All Things Fall Apart 100% længde og har den hyperlink til dette film All Things Fall Apart i bedste look sport, title based on poem,

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Honda VF500C Magna V30 Manufacturer Honda Production 1983 Class Power Cruiser Engine Four stroke, 90°V-four cylinder, DOHC, 4 valve per cylinder Compression ratio Top Speed km/h Air Filter K&N HA-3010 `84-85[1] Ignition Transistorized Spark Plug NGK DPR8EA-9 '84-85 Battery YUASA YB12A-A '84-85 Transmission 6 Speed Final Drive Chain 530 `84-85[2] Suspension Front Telescopic air assisted 140mm wheel travel Rear Single shock swing arm 115mm wheel travel Brakes Front 2x 255mm discs Rear Drum Front Tire 100/90-18 Rear Tire 130/90-16 Weight Recommended Oil Honda GN4 10W-40 Fuel Capacity 14 Liters Manuals Service Manual Brochures The Honda VF500C was a motorcycle produced by Honda from 1984 to 1985 and more commonly known as the V30 Magna. It could reach a top speed of km/h. Engine[edit edit source] The engine was a Liquid cooled cooled Four stroke, 90°V-four cylinder, DOHC, 4 valve per cylinder. The engine featured a compression ratio. Drive[edit edit source] Power was moderated via the Multiple plate coil springs. Chassis[edit edit source] It came with a 100/90-18 front tire and a 130/90-16 rear tire. Stopping was achieved via 2x 255mm discs in the front and a Drum in the rear. The front suspension was a Telescopic air assisted 140mm wheel travel while the rear was equipped with a Single shock swing arm 115mm wheel travel. The VF500C Magna V30 was fitted with a 14 Liters fuel tank. Review[edit edit source] Rugged times in the motorcycle industry have substantially thinned out the herd in the middleweight chopper class of 1984. Just two companies are in the running this year, offering a total of three models. Last year was quite a different story, with each of the big four building middie-cruisers. The eight models available covered most conceivable design permutations. In-line fours could be had in any flavor, and there was even a V-twin. What you couldn't get was a vertical twin not all that popular anyway or a V-4 quite popular. This year, Honda fills the V-4 gap with the V30 Magna, a machine which, if nothing else, possesses the most sophisticated engine in the class. Honda has all V-engined bets covered this year, offering vees of two speeds the Magna and the even more laid back V-twin Shadow. The twin truly is a cruiser to the core, with its Harleyesque looks and extreme riding position. The Magna, though it looks the part of the boulevard loafer, has a more bearable seating layout, as well as the most and best power in the class. The inline four Nighthawk 550 that Honda offered last year has been discontinued, leaving the in-line market to its only competitor, Kawasaki, with its shaft-drive KZ550 LTD, the third and final player in the class this year. These three very different motorcycles give anyone who likes custom styling room for choice in the 500 division. Honda is exploring new marketing territory with the V30 Magna. The Magna's styling closely parallels that of the discontinued 550 Nighthawk, so much so that only a long stare at the engines helps tell them apart for sure. A peek at the final drive systems of both bikes would give their identities away too. The old Night-hawk had shaft final drive, but the Magna has a chain. That in itself is a bit of a surprise, since Hondas 750 and 1100 Mag-nas are shafties, and for good reason. Riders drawn to custom styling seem to favor the reduced maintenance of shaft drive, even at the cost of a little extra weight and slightly flawed handling. The decision to go with a chain on the Magna might very well be one of convenience and economy, since the 500 Magna and Interceptor engines are virtually identical and are the smallest V-4s Honda has sold in America. Differences between the half-liter V-4s are few. An airbox with less volume and a set of smaller mufflers account for a four-horsepower drop in peak power compared to the Interceptor. Both primary and final drive ratios are the same, but the internal transmission ratios have been stirred around. The Magna's redline sits at 11,500 rpm, which is 500 rpm lower than the Interceptor's. The Magna's reduced intake and exhaust breathing ability makes the extra revving unnecessary. In all other respects, the water-cooled V-4 is largely the same. Each valve four per cylinder is actuated by a follower with threaded adjuster. The four separate camshafts are spun by roller chains that are tensioned automatically. All the power-producing parts are scaled-down versions of those in the bigger Magnas. Honda engineers have settled on specific design formulas that extract the type and quantity of power they want from the V-4s, and they have not strayed far from these blueprints yet. The Magna's 500cc engine is a masterpiece, both functionally and aesthetically. As is the pattern with cruiser bikes, the Magna's rolling chassis is a piece of styling work first and foremost, with functional engineering second. That's almost an arguable point in a cruiser, since in a way, a cruising machine's form is its function. You can decide for yourself if the Magna is visually pleasing; technically and functionally, its chassis is merely average. Wheel sizes are a routine 18 inches in front and 16 inches rear. A single disc stops the front wheel, and a drum brake slows the rear. A pair of glistening chrome shocks support the box-section steel swingarm; only spring preload is adjustable. The long leading-axle front fork has individual air caps for fine tuning; the steering stem rides in ball bearings. A chrome tubular steel handlebar is fitted, and the switch assemblies are logically laid out and easy to use. The bar-mounted choke handle is convenient, but the noncancelling turn signals aren't. Honda engineers ran into a few problems when it came time to mate the V-4 engine to the required custom-styled bodywork. With all four carburetors set in the engine's V and a large airbox sitting on top of them, little space is left for the fuel tank. Honda got around this problem by placing additional fuel capacity in a tank under the seat and using an electric pump to carry gas back up to the carbs. Both tanks fill and drain as one, but once the upper one is empty and the fuel is out of sight, there's no reliable way of finding out how much fuel remains. No fuel gauge is provided, and the fuel petcock has no reserve position. Only a glowing red idiot light on the instrument panel indicates that you're down to the last nine-tenths of a gallon. With a grand total of just gallons to begin with, that annoying little light usually flickers on after just 80 or 90 miles of city riding. Chassis dimensions for the Magna are closer to those of the 500 Shadow than to the Interceptor's. The Magna's wheel-base is a lengthy inches, for the long and low look. The Interceptor is over three inches shorter, and the Shadow is about a half-inch shorter. The Magna is properly raked out, too; its steering stem sits degrees from verticalnot as extreme as the Shadow's angle but much more rakish than the Interceptor's 27-degree head angle. Trail measurements for all three machines fall between four and five inches, with the Interceptor on the short end of the range and the Shadow on the long end, leaving the Magna in the middle. Both cruiser models have their seats positioned about inches lower than the Interceptor's. The numbers alone would add up to indicate that the Magna and the Shadow is a slow, ponderous steerer, but one other number, the Magna's manageable 434-pound wet weight, helps to make the whole equation work just fine overall. Both the engine and Magna rider are low to the ground, resulting in responsive handling that doesn't feel unstable or too twitchy. The long wheelbase and chopperlike steering-head angle are most noticeable in low-speed parking lot maneuvers. There, the V30 tries to turn its front end into turns; the wide buckhorn handlebar gives the rider plenty of leverage to deal with the floppy low-speed handling, though. The machine's lightness is apparent at all speeds and builds the rider's confidence in controlling the Honda. In turns that are faster than a crawl, the V30 goes about where you point it. It's not nearly as quick through transitions in-to and out of turns as the Interceptor; instead, it has a steady, predictable feel that lets you set up a quick, smooth pace on a curvy road. The steering is close to neutral in bends above about 20 mph, with a comforting tendency to gradually straighten itself back up during a corner unless the rider keeps it countersteered into the turn just a hair. Grabbing a moderate amount of front brake when leaned over doesn't cause the Honda to try to stand up much, an aspect that helps reduce the rider's work load. Though designed as long-wearing rubber, the Dun-lops stick well enough to let the V30 use up its cornering clearance if the rider desires. This is no roadracer, though, so the pegs and pipes touch down fairly early. Both front and rear brakes are controllable and powerful enough to lock the wheels. The single front disc fades if used hard, but even then it retains its predictability and most of its power. The Magna's outer limits of handling performance are set by its suspension. Suspension rates seem to be targeted at a 140-pound solo rider who travels at levelheaded speeds. Front and rear springing is decidedly soft, and the damping rates are light, particularly in the rear. Our testers all weigh over 150 pounds and bottomed the rear suspension regularly, even with the preload jacked all the way up. Adding a few pounds of air to the front fork helped to keep it off the stops, including over the relatively big bumps. There's no cure for the back end short of replacing the shocks entirely. The soft suspension rules out really fast cornering on the Magna. A great deal of heaving and lurching goes on if the bike is driven hard through a bumpy bend. More rebound damping in the rear would help, but then the steering should be quickened up too, and so on. Pretty soon the Magna would look and work just like the Interceptor; Honda already makes one of those, and they don't need another. No, the Magna is supposed to be a cruiser. For the lower speed levels that line of duty entails, the chassis works acceptably. Judged against comparable machines, the V30 is competitive, comfort-wise. The easy-chair riding position leaves plenty of room, even for taller riders. Like the rest of the cruisers, the V30 is engineered to be comfortable at a stop and at low speeds. Over about 40 mph or so, wind pressure on the rider's chest makes him yearn for a more forward-canted riding position. The standard bar has too much sweepback and droop, and the pegs are much too far forward for long-haul comfort. The seat itself is pretty nice the padding is of the proper density, and the shape is decent. Some riders wished that it was a little wider, but most were happy with it. The passenger's section is too narrow and firm for anything more than a short-term comfort. As is the case with other cruisers, the V30 can make a good touring bike with the simple addition of a lightweight fairing to keep the wind off the rider's chest; then the riding position becomes livable, if not truly comfortable. Suspension compliance seems better than the V-twin Shadow's but not up to the standards of the best street bikes. The little bumps and ripples slide under the wheels smoothly enough, but over moderately sized jolts the fork is slow to respond. Like the long fork assemblies on the other Magnas, the 500's fork has quite a lot of fore and aft flex. The fork hits the medium bumps hard enough to make it try to deflect some before it compresses, sending an initial jolt through the handlebar and on to the rider. The slushy rear shocks are more compliant on midsized bumps. The big dips bottom the shocks hard; the fork handles them decently. In the final analysis the Magna's chassis gets the job done, but not in spectacular style. But the motor that's spectacular. The V30 has the same type of power for which all Honda V-4s are becoming known. No perceptible hills or valleys can be found in power delivery; bottom-end power is usable, and the urge builds in a linear way as revs rise. By the time the tach swings through four grand, the acceleration in the lower gears is brisk. Though not vibration free, the engine never shakes uncomfortably, even clear up at redline where the best power is. There, the engine will launch the bike through the quarter-mile in seconds at mph. That's a half second and five mph slower than the more powerful and aerodynamically superior 500 Interceptor, but a second and 10 mph faster than the 500 Shadow. Day-to-day riding on the Magna is a pleasure, due largely to the V-4's excellent behavior. Warm-up is a one-block affair. Throttle response is clean and predictable. Fuel mileage is a reasonable mpg on the average. The extremely broad powerband makes a ride on the Magna undemanding. Any of a few gears will do in most situations; the more urgent your desire to accelerate, the more you downshift. The bike is noticeably slower than the Interceptor but still feels quite fast. The only flaws in the Magna's power package are confined to the driveline. Like the Interceptor we tested recently, the Magna's shifting is occasionally sticky. Once in a while it fails to re-index after a downshift and won't complete successive downshifts unless the clutch and throttle are given a number of swats to unstick things. This only seems to happen when you're rolling along in top gear and decide to stop. You need to make all five downshifts in quick succession, and maybe one time in fifty, the Magna isn't willing to play along. There's also a healthy dose of driveline lash present-enough so that some hop-on-and-ride types assumed the bike had shaft drive. "Not bad for a shaftie," they said. Then they saw the chain and said, "Lotta lash for a chain-drive bike." The smooth throttle response makes the lash pretty livable, though. Overall, the Magna is the best bike of the three customs offered this year. Though the chassis is functionally uninspired, it falls right in line with those of other bikes available to the middleweight cruising rider. It's the motor that makes the Magna a true standout. No middleweight street cruiser for sale this year is faster or more agreeable. Source Motorcyclist 1984 1984[edit edit source] 1984 Honda V30 Magna in Black 1984 Honda V30 Magna in Black 1984 Honda V30 Magna in Black 1984 Honda V30 Magna in Black 1984 Honda V30 Magna in Black 1984 Honda V30 Magna in Black 1984 Honda V30 Magna in Black 1984 Honda V30 Magna in Black 1984 Honda V30 Magna in Black 1984 Honda V30 Magna in Black The Honda Magna V30, designated VF500C'84 VF500CL'84 in California, was sold in 1984. Two colors were available Candy Andromeda Red and Black. The "HONDA" fuel tank logo was straight, not curved in this first year. The headlight was chrome and rectangular. The horns were round. The chrome exhaust system was a 4-into-2. It had a chain drive. The engine was a 498cc DOHC 4-valve liquid-cooled V-4 linked to a 6-speed transmission. The California serial number began JH2PC1317EM000004 while the rest of the United States models began JH2PC1300EM000028 1985[edit edit source] 1985 Honda Magna V30 in Black 1985 Honda Magna V30 in Black 1985 Honda Magna V30 in Black 1985 Honda Magna V30 in Black The VF500C'85 V30 Magna was sold in 1985 in one of two colors Black or Candy Wineberry Red. The "HONDA" gas tank logo was curved. The headlight was chrome and rectangular. The horns were round. The chrome exhaust system was a 4-into-2. It had a chain drive. The engine was a 498cc DOHC 4-valve liquid-cooled V-4 linked to a 6-speed transmission. The serial number began JH2PC130*FM100001 Photos[edit edit source] Specifications[edit edit source] Make Model Honda VF 500C Magna V30 Year 1983 Engine Type Four stroke, 90°V-four cylinder, DOHC, 4 valve per cylinder Displacement 498 cc / cu-in Bore X Stroke x 44 mm Compression Cooling System Liquid cooled Induction 4x 32mm CV Ignition Transistorized Max Power 68 hp 11500 rpm Max Torque lb-ft 10500 rpm Clutch Multiple plate coil springs Transmission 6 Speed Final Drive Chain Front Suspension Telescopic air assisted 140mm wheel travel Rear Suspension Single shock swing arm 115mm wheel travel Front Brakes 2x 255mm discs Rear Brakes Drum Front Tire 100/90-16 Rear Tire 130/90-18 Wet-weight 271 kg Fuel Capacity 14 Liters Standing ¼ Mile sec / km/h Top Speed km/h See Also[edit edit source] Honda VF700C Honda VF750C Honda VF1100C References[edit edit source] ↑ 2019 K&L Supply Co Catalog. K&L Supply Co. 2019. ↑ 2019 Western Power Sports Catalog. Western Power Sports. 2019. Hondav • d • e Motorcycles CB series CBF series CM/CMX series CX Series CBR series NSR series CR series Pacific Coast XR/XL series Bros/HawkGT VF/VFR series VT series VTX series ST series Valkyrie series GL series NR series Mopeds and light motorcycles Ape models Cub series CT series ST series/Dax S series Wave series Z series

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Do you like cute things? I like cute things. When someone I follow sends a selfie with their pet, I instinctively leave a heart. I enjoy petting tame doggos, and instinctively "aww" whenever my infant relatives burp. There! Now that that's out of the way, let it be known to the jury that OP isn't a soulless loser who's incapable of enjoying cute things at surface level. I feel it's kinda necessary to point this out, as it seems that any discussion surrounding Tonikaku starts and ends with these three words "It's so cute!" If this was seen as pure fluff and nothing more, I wouldn't bat an eye. Instead, we're dealing with what is supposedly the SOL blockbuster of the season, and I'm not content with ending my observations by stating the obvious. So without further ado, let's figure out where this seemingly innocent show goes wrong as we take a closer, cynical look at the undeserving SOL darling of the season. This review is spoiler-free, but feel free to skip ahead to my Tl;Dr if you'd like to go in completely blind."Wait, you're telling me we get to see them get married?" We've seen the same love story play out countless times before. Boy meets girl, they fall in love, they struggle to confess, and the show ends right as the relationship finally gets off the ground. It's tried, it's tested, it's tropey as all hell. Aside from the "Will They, Won't They" conundrum, shows typically avoid romantic conflict like the plague. For whatever reason, audiences are sadly subjected to this constant retreading of solution to all this seemed like a breath of fresh air Put a ring on it! The series forgoes platonic courtship in favor of finally giving audiences a lighthearted take on married life. Our newly-wedded husband is Nasa Yuzaki, who at 16 almost had his life end abruptly in a disastrous accident. Miraculously he survives, thanks to the intervention of his future wife Tsukasa. On that fateful night, the infatuated Nasa asks Tsukasa out. Two years later, they get hitched, and this all happens in the span of the first episode. Sounds wholesome and sweet… cute even. But in spite of its promising premise, one can tell right away that Tonikaku has little interest in doing what we've already seen building blocks are there to support Tonikaku's exploration of what being a married couple entails. Several segments of the show are fun mini infomercials, dedicated to going over the spending habits and practices of middle-class residents in Japan. The Yuzakis face practical problems on a daily basis, and learn what it's like to share a living space with someone from the opposite gender. The young couple also spend time dealing with the consequences of suddenly getting married, and Tonikaku does an impressive job with making their matrimony make sense in a lifelike setting. Topics include purchasing marriage rings, property guarantor laws, and dreaded visits to the In-Laws. These tidbits may be enough to placate audiences looking to get invested in some semblance of realism. While I did find those parts of the show inoffensive, any goodwill I may have had gets thrown out the window once the show settles into its repetitive most, Tonikaku's central conceit is the show's greatest strength; for others, its biggest weakness. On one hand, you have a show poised to deliver its spin on relationships not often popularized in anime. On the other, you have a show that intends to explore marriage only in name; even though Nasa and Tsukasa are a registered couple, they aren't married. They may go through daily-life struggles and share moments similar to those between married couples, but fail to put on a convincing relationship. Watching Tonikaku was watching two innocent children, whose pairing makes no sense outside of its shotgun-marriage premise, declaring sweet nothings and grandiose monologues about romance. The show trivialises and simplifies life-long intimacy to the point where the Yuzakis are barely indistinguishable from your stock "puppy-love" couples. That's not a bad thing on its own; not every romance SOL is required to provide some insightful truth on the subject. However, it's worth stressing that what the show is attempting is woefully at odds with what is advertised. Tonikaku is fully content with leaving its ambition at the altar, in favor of playing on familiar ground and formulaic jokes. The former greatly diminished my excitement for the story. As for the latter… well, let's get into series suffers from its poor use of characters. By far the biggest offender is Nasa, who is kind, ever-prepared and intelligent… except when he's not. Tonikaku constantly destroys this positive image by instead handing us a daft teenager, who simped so hard it accidentally scored him a wife, almost at the cost of his life. Unless the plot demands him to be the purest snowflake alive, Nasa is possessive and downright horny. He finds strange obsessions within the most unassuming of situations; ranging from following his wife to the lingerie section, to awkwardly cuddling his wife as she sleeps, to undressing his wife in his mind as she changes in the other room this occurs multiple times, mind you. Not all these instances are bad, such as the scene in Episode 2 where the newly-wed couple share their first night together. It's at least a scenario unique to the show, and in small doses I'd find these scenarios to be mildly amusing… cute even. But then the joke just keeps going... and going… and going, ad nauseam. This Dr. Jekyll and Mr. Horny Hyde dichotomy does the character no favors. I'm constantly told he's this unselfish and thoughtful individual, but I'm witnessing a child given the means to act out his flights of pubescent fantasy onto a fellow virgin. Speaking of Tsukasa, her utilization in the show is equally irresponsible. While her charming character is inoffensive, what sucks is that she's constantly objectified by her Hubby Dearest. These disturbing interactions make up a huge chunk of Tonikaku, leaving me unimpressed and unconvinced whenever the show indulges in preaching how kind and compatible and lovey-dovey our power couple are. It's kind of appalling how immature these characters are at times, and how they get away with their creepy implications and one-dimensional characterization just because "they're married."If the main 'ship is insufferable, the secondary cast is largely unremarkable. Kaname's sketches are the saving grace of the series and always put a smile on my face. Most of her gags are low-brow comedy, but they're enjoyable in a way that Nasa's simping is not. The key difference is that Kaname's jokes are very clearly meant to be provocative, while Nasa's testosterone-driven desires are framed as "wholesome." Aya's cluelessness is also pretty entertaining, with some of the series' funniest bits under her belt. Nasa's parents received quite a lot of build-up but fell disappointingly short of expectations. Lastly, Chitose and her maids are pretty awful, with Chitose in particular playing an uninspired tsun. She somehow makes Nasa look less dumb when she's on-screen, so that's quite the impressive show is disappointing to look at. Some shows' chibi slapstick asides look more detailed than the entirety of the series. Sure, it keeps in-line with the mangaka's drawing style, but the simplicity of the presentation makes me wonder if the studio picked up this adaptation knowing they could get away with a cheap cash-grab. The monetary cost-cutting devolved to unintentionally silly levels, when about 1-2 minutes of Street Fighter V screen-capture footage was spliced in throughout Ep 11. Tonikaku's OP could have nearly been the best of 2020, if the budget had not run out as the title card dropped. Nothing stood out to me in the score, and the VA performances are nothing special. Konomi Kohara Chika Fujiwara, Yuuko Yoshida sounds like she's phoning in her performance as Chitose, and doesn't sound like she's having nearly as much fun as she did in Machikado is no love story, it's wish fulfilment. There is no honest attempt at exploring married life, outside your everyday I-Love-Yous and embarrassed kisses. What we have instead are immature characters involved in a series of formulaic sketches that are either unfunny or disturbingly horny. I'd like to think that Truck-kun really was waiting in the wings to transport Nasa's soul into another world. A world only slightly different from our own, where the perfect girl falls into your reincarnated lap and is wholly submissive to your every request. And judging from the love Tonikaku is getting, there may well be an audience for this proposed isekai. Unfortunately, I'm just not a huge forgoing the confession phase, Tonikaku attempts to mislead you into thinking it sets itself apart from a typical romance story. Unfortunately, it's hard to see much merit with this decision when the characters are written with the same, if not greater, lack of maturity that plagues its contemporaries. Missed opportunities with exploring married life leaves a sour taste in my mouth. There are some moments that make for laid-back viewing, but Tonikaku's warped perception of love ensures that such opportunities are the exception and not the norm. Tonikaku comes across as a cheaply-produced "flavor of the month" SOL, that I wouldn't get nearly so riled up about if it wasn't so widely hailed as the Romance of the season. 4/10~OK, that's it from me. Now if you'll excuse me, I'd like to write about an actual good romance story… more on that soon enough. Thanks for making it this far in my rant, I apologize if I failed to communicate my critique effectively here. If you happen to like my verbose rants they're a lot more civil I swear, feel free to check out my other reviews for seasons past and present, peace~

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