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2018 CTS-V Black Raven Carbon Package, 2017 Escalade ESV
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Find a compentent tuner, get ready to spend money.

How far you wanna push it is up to you....

Don't use bobs garage on a 100k car. Or buy a Mercedes and chip it, pay the tax... There's 101 ways to do it. All come down to the checkbook and your goals...

Reading back through this... He asked about basic bolt ons and you're lecturing him on cam profiles... Lol

Or be a boss swap a Whipple.... All those blowers are bolt on kits, even procharger... Some are even carb legal... It's when you go from mild.. To maybe I want more... Worst drug there is... But build what you want from day one. Set a budget, set a goal...

The rest of us will laugh because hahah we all did the same thing. If you can follow it God bless... We will all be sitting back tipping our caps cracking open a beer "he has no idea what he's getting into" lol

Oh yea... Remember to enjoy the car. how's yours? Eh I don't drive it I drive the f450 that tows it.... Hahah

Good luck. But enjoy the car or it becomes like a nagging wife haha
 

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Find a compentent tuner, get ready to spend money.

How far you wanna push it is up to you....

Don't use bobs garage on a 100k car. Or buy a Mercedes and chip it, pay the tax... There's 101 ways to do it. All come down to the checkbook and your goals...

Reading back through this... He asked about basic bolt ons and you're lecturing him on cam profiles... Lol

Or be a boss swap a Whipple.... All those blowers are bolt on kits, even procharger... Some are even carb legal... It's when you go from mild.. To maybe I want more... Worst drug there is... But build what you want from day one. Set a budget, set a goal...

The rest of us will laugh because hahah we all did the same thing. If you can follow it God bless... We will all be sitting back tipping our caps cracking open a beer "he has no idea what he's getting into" lol

Oh yea... Remember to enjoy the car. how's yours? Eh I don't drive it I drive the f450 that tows it.... Hahah

Good luck. But enjoy the car or it becomes like a nagging wife haha
We have many new members logging on to this forum every week.

Some of these people do not know much about modding these cars.
And this person opened with that comment!

That post, was a post surrounding what I would call 'low level' tech info,
attempting to help anyone find their HP goal, just as he was.

Matter of fact; that is why many join this forum!

--------------------------------------------------------

Why the cam info?

Which was not a lecture on lobe profiles.
***I said nothing about ramp rates, flank rates, symmetrical lobes, asymmetrical lobes, etc.

-lets follow the rational of my post-
As I stated within my post; we can't run headers in California.

So your going to give up, let's say, about 45 rwHP.
But you can recover that HP with a camshaft, which they can't see.

Boost is simply the restriction of airflow though an IC Engine.

Boost is the sum of the pressure found at the inlet of the intake manifold,
and also found at the output at the tailpipe.

The appropriate equation carries signs.
So one will have more boost, if the tailpipe has a pressure less than the atmosphere.

Therefore, the sign of that value, is better if it is carries a negative sign.

While we should desire for the boost in the manifold, which carries a positive sign,
to not rise anymore than is required to deliver ones HP Goal.

----------------------------------------------

-with the above in mind-

Would one not desire to reduce the restriction seen at the
inlet of the intake manifold, by changing the camshaft?
***These Eaton Blowers are not Superchargers.
***Superchargers compress the air, within the Supercharger.
***Our so called Blowers, attempt to compress the air held within the Intake Manifold by blowing air into the intake manifold. Rather Crude! But then again, these blowers were originally build to 'Blow' Hot Air through ducts in large Hoels.

Would one then not also desire to put a low restrictive muffler, or test pipe?

Is this not what I recommended to the OP.
If this was not something the OP desired to do, I'll bet others reading my post appreciated it.

Finally; those that attempt to increase the overdrive of the blower, by generating more boost, often end up with excessive heat within the induction tract and cylinder. This can end up causing destructive self detonation.

Does this now make sense to you, as to why I wrote about changing the cam, and the muffler?

I am interested in your answers.

Cheers,
RD
 

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sigh... If the guy wants to learn he will... Don't drown him...

It makes sense but it literally could've been written in two sentences.

Don't take it personally sheesh. I think the advice I gave him was pretty accurate lol more of a philosophy really.

This platform ain't cheap to modify over a certain power level...
 

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sigh... If the guy wants to learn he will... Don't drown him...

It makes sense but it literally could've been written in two sentences.

Don't take it personally sheesh. I think the advice I gave him was pretty accurate lol more of a philosophy really.

This platform ain't cheap to modify over a certain power level...
You wrote:
"It makes sense but it literally could've been written in two sentences."


And I disagree with your statement!

---------------------------------------------

You also wrote:
"This platform ain't cheap to modify over a certain power level"

"Don't take it personally sheesh."


In two sentences, or less; I want to make +850 rwHP. Please give me the detail required to do so, without drowning me with the appropriate knowledge. . .

And please do not bring to me any Stage Numbers for the camshaft, or engine package sold by anyone. You seem to have the answers, so please give me that detailed info. . . .

Also, I am not taking this personally, I am questioning how anyone can deliver to anyone, not just a HP number, not just a compression ratio number, not just cylinder head flow numbers. But 'Why' does an engine require specific values in order to scale an engine to deliver the required torque and hp numbers, to make any given HP Goal.

Here is 'some' of the info I require, and it is more than a couple of sentences:
***Please notice: here we build engines surrounding the applied sciences and applied physics.
***Nothing personal here, as it is completely 'Objective'!

--------------------------------------------------------

499.664 Cubic Inches @ 9500 RPM with 118.02 % Volumetric Efficiency PerCent

Required Intake Flow CFM @28 in. = 540.3 to 572.2 at 1.018 inch Valve Lift
Required Exhaust Flow CFM @28 in. = 359.9 to 389.9 at 1.011 inch Valve Lift

600 RPM/Sec Dyno Test Lowest Low Average Best
Peak HorsePower 1362.9 1391.4 1409.3 1427.1
Peak Torque Lbs-Ft 800.1 821.2 830.1 842.3

HorsePower per CID 2.728 2.785 2.820 2.856
Torque per Cubic Inch 1.601 1.644 1.665 1.686
BMEP in psi 241.5 247.8 251.0 254.2
Carb CFM at 1.5 in Hg. 1621 1803 1895 1986

Recommended Intake Valve Lift to prevent Choke = 1.018 Lift @ 9500 RPM
Recommended Exhaust Valve Lift to prevent Choke = 1.011 Lift @ 9500 RPM
Recommended Minimum Normal Maximum Time-Area-Duration Lifts
Intake Valve Lift = 0.9038 1.0181 1.1199 1.0037 1.0580 1.1122
Exhaust Valve Lift = 0.9297 1.0106 1.1116 0.9963 1.0587 1.1211
IntOpen= 28.00 IntClose= 76.00 ExhOpen= 91.60 ExhClose= 32.40
Intake Duration @ .050 = 284.00 Exhaust Duration @ .050 = 304.00
Intake CenterLine = 114.00 Exhaust CenterLine = 119.60
Compression Duration= 104.00 Power Duration = 88.40
OverLap Duration = 60.40 Lobe Separation Angle (LSA)= 116.80
Camshaft Advanced = 2.80 degrees Cylinder Ignition Interval= 90 deg.

-- Operating RPM Ranges of various Components --
Best estimate RPM operating range from all Components = 7797 to 9797
Intake Flow CFM @28inches RPM Range from Flow CFM only = 7858 to 9858
Intake and Exhaust Systems operating RPM Range = 7859 to 9859
Intake and Exhaust Time-Area operating RPM Range = 7822 to 9822
Camshaft's Intake and Exhaust Lobes operating RPM range = 7247 to 9247
Intake Valve Curtain Time-Area at 1.060 Lift RPM Range = 7891 to 9891
Exhaust Valve Curtain Time-Area at 1.008 Lift RPM Range = 7476 to 9476

Intake Valve Close RPM = 9144 Exhaust Valve Open RPM = 9556
Intake System RPM = 9881 Exhaust System RPM = 9837
Intake Time-Area RPM = 10033 Exhaust Time-Area RPM = 9611
Intake Mach Z-Factor = 0.466170 Exhaust Mach Z-Factor = 0.684944
Intake Z-Factor Lift = 1.029458 Exhaust Z-Factor Lift = 1.046096

Curtain Area -to- Valve Area Convergence Intake Valve Lift inch= .629
Curtain Area -to- Valve Area Convergence Exhaust Valve Lift inch= .450

Target EGT= 1120.0 degrees F at end of 4 second 600 RPM/Sec Dyno accel. test
Octane (R+M)/2 Method = 115.0 to 114.6 Octane required range
Air Standard Efficiency = 66.51319 % for 14.800:1 Compression Ratio

------- Piston Motion Data -------
Average Piston Speed (FPM)= 5731.67 in Feet Per Minute
Maximum Piston Speed (FPM)= 9387.541 occurs at 74.76871 Degrees ATDC
Piston Depth at 74.769 degree ATDC= 1.5877 inches Cylinder Volume= 448.9 CC
Maximum TDC Rod Tension GForce= 6005.2904 G's
Maximum BDC Rod Compression GForce= 3274.2413 G's

----- Engine Design Specifications -----
( English Units ) ( per each Valve Sq.Inch area )
Engine Size CID = 499.664 Intake Valve Net Area = 4.892
CID per Cylinder = 62.458 Intake Valve Dia. Area = 4.968
Rod/Stroke Ratio = 1.699 Intake Valve Stem Area = 0.075
Bore/Stroke Ratio = 1.295 Exhaust Valve Net Area = 2.469
Int Valve/Bore Ratio = 0.537 Exhaust Valve Dia. Area = 2.545
Exh Valve/Bore Ratio = 0.384 Exhaust Valve Stem Area = 0.075
Exh/Int Valve Ratio = 0.716 Exh/Int Valve Area Ratio = 0.512
Intake Valve L/D Ratio= .421 Exhaust Valve L/D Ratio= .560
CFM/Sq.Inch = 108.8 to 115.2 CFM/Sq.Inch =141.2 to 152.0

Intake Valve Margin CC's Exhaust Valve Margin CC's
1.00 CC = 0.0123 1.00 CC = 0.0240
0.50 CC = 0.0061 0.50 CC = 0.0120
0.25 CC = 0.0031 0.25 CC = 0.0060
0.10 CC = 0.0012 0.10 CC = 0.0024

- Induction System Tuned Lengths - ( Cylinder Head Port + Manifold Runner )
1st Harmonic= 26.617 (usually this Length is never used)
2nd Harmonic= 15.107 (some Sprint Engines and Factory OEM's w/Injectors)
3rd Harmonic= 10.547 (ProStock or Comp SheetMetal Intake • best overall HP )
4th Harmonic= 8.301 (Single-plane Intakes , less Peak Torque • good HP )
5th Harmonic= 6.735 (Torque is reduced, even though Tuned Length)
6th Harmonic= 5.666 (Torque is reduced, even though Tuned Length)
7th Harmonic= 4.890 (Torque is greatly reduced, even though Tuned Length)
8th Harmonic= 4.301 (Torque is greatly reduced, even though Tuned Length)
Note> 2nd and 3rd Harmonics typically create the most Peak Torque
4th Harmonic is used to package Induction System underneath Hood

Plenum Runner Minimum Recommended Entry Area = 5.763 to 6.484 Sq.Inch
Plenum Runner Average Recommended Entry Area = 6.626 Sq.Inch
Plenum Runner Maximum Recommended Entry Area = 6.769 to 8.010 Sq.Inch

Minimum Plenum Volume CC = 1815.1 ( typically for Single-Plane Intakes )
Minimum Plenum Volume CID= 110.8 ( typically for Single-Plane Intakes )
Maximum Plenum Volume CC = 8188.0 ( typically for Tunnel Ram Intakes )
Maximum Plenum Volume CID= 499.7 ( typically for Tunnel Ram Intakes )

--- Cross-Sectional Areas at various Intake Port Velocities (@ 28 in.) ---
155 FPS at Intake Valve Curtain Area= 8.375 sq.in. at 1.060 Lift
261 FPS at Intake Valve OD Area and at Convergence Lift = .629
322 FPS 90% PerCent Rule Seat-Throat Velocity CSA= 4.024 sq.in.
--- 9500 RPM Intake Cross-sectional areas in Square Inches ---
350 FPS CSA= 3.702 Port has Sonic-Choke with HP Loss ( too fast FPS )
330 FPS CSA= 3.929 Port may have Sonic-Choke with HP Loss ( too fast FPS )
311 FPS CSA= 4.169 Highest useable Port velocity ( possible HP loss )
300 FPS CSA= 4.322 Smallest Port CSA ( Hi Velocity FPS • good TQ and HP )
285 FPS CSA= 4.550 Smallest Port CSA ( very good TQ and HP combination )
260 FPS CSA= 4.987 Recommended average Intake Port CSA (very good TQ and HP)
250 FPS CSA= 5.187 Largest recommended average Intake Port CSA ( good HP )
240 FPS CSA= 5.403 Largest recommended average Intake Port CSA (less Peak TQ)
235 FPS CSA= 5.518 Largest recommended Intake Port Gasket Entry area CSA
225 FPS CSA= 5.763 Largest Intake Port Gasket Entry CSA ( Slow FPS )
215 FPS CSA= 6.031 Possible Torque Loss with Reversion ( Slow FPS )
210 FPS CSA= 6.175 Torque Loss + Reversion possibility ( too slow FPS )
200 FPS CSA= 6.484 Torque Loss + Reversion possibility ( too slow FPS )
Note : these are calculated average Port cross-sectional areas and FPS

--- Cross-Sectional Areas at various Exhaust Port Velocities (@ 28 in.) ---
152 FPS at Exhaust Valve Curtain Area= 5.700 sq.in. at 1.008 Lift
339 FPS at Exhaust Valve OD Area and at Convergence Lift = .450
419 FPS 90% PerCent Rule Seat-Throat Velocity CSA= 2.061 sq.in. at 9500 RPM
--- 9500 RPM Exhaust Cross-sectional areas in Square Inches ---
435 FPS CSA= 1.986 Sonic Choke at Throat Area (too fast FPS velocity)
380 FPS CSA= 2.273 Sonic Choke at Throat Area (possibly too fast FPS)
350 FPS CSA= 2.466 Exhaust Port has Sonic-Choke with HP Loss (too fast)
330 FPS CSA= 2.618 Exhaust Port has Sonic-Choke with HP Loss (too fast)
311 FPS CSA= 2.778 smallest Exhaust Port ( very high velocity FPS )
300 FPS CSA= 2.879 smallest recommended Exhaust Port (Hi velocity)
285 FPS CSA= 3.031 smallest recommended Exhaust Port (Hi velocity)
265 FPS CSA= 3.260 Recommended average Exhaust Port CSA
250 FPS CSA= 3.455 Recommended average Exhaust Port gasket area
240 FPS CSA= 3.599 Recommended largest Exhaust Port gasket area
225 FPS CSA= 3.839 Largest Exhaust Port Exit gasket area (Slow FPS)
210 FPS CSA= 4.113 Largest Exhaust Port Exit gasket area (Slow FPS)
190 FPS CSA= 4.546 Torque Loss + Reversion + Scavenging loss (too slow FPS)
180 FPS CSA= 4.799 Torque Loss + Reversion + Scavenging loss (too slow FPS)
Note : these are calculated average Port cross-sectional areas and FPS

Valve Intake Exhaust Curtain Area Cross-Sect Area Minimum Flow
Lift Choke Choke Square Inches 280FPS 280FPS CFM @ 28 In
inches RPM RPM Intake Exhaust Intake Exhaust Int Exh
.050 467 470 0.395 0.283 0.227 0.152 26.5 17.7
.075 700 705 0.593 0.424 0.341 0.227 39.8 26.5
.100 933 940 0.790 0.565 0.455 0.303 53.1 35.4
.125 1166 1175 0.988 0.707 0.569 0.379 66.3 44.2
.150 1400 1410 1.185 0.848 0.682 0.455 79.6 53.0
.175 1633 1645 1.383 0.990 0.796 0.530 92.9 61.9
.200 1866 1880 1.580 1.131 0.910 0.606 106.1 70.7
.225 2100 2115 1.778 1.272 1.024 0.682 119.4 79.5
.250 2333 2350 1.975 1.414 1.137 0.758 132.7 88.4
.275 2566 2585 2.173 1.555 1.251 0.833 145.9 97.2
.300 2799 2820 2.370 1.696 1.365 0.909 159.2 106.1
.325 3033 3055 2.568 1.838 1.478 0.985 172.5 114.9
.350 3266 3290 2.765 1.979 1.592 1.061 185.7 123.7
.375 3499 3525 2.963 2.121 1.706 1.136 199.0 132.6
.400 3733 3760 3.160 2.262 1.820 1.212 212.3 141.4

Valve Intake Exhaust Curtain Area Cross-Sect Area Minimum Flow
Lift Choke Choke Square Inches 280FPS 280FPS CFM @ 28 In
inches RPM RPM Intake Exhaust Intake Exhaust Int Exh
.425 3966 3995 3.358 2.403 1.933 1.288 225.6 150.3
.450 4199 4230 3.555 2.545 2.047 1.364 238.8 159.1
.475 4432 4465 3.753 2.686 2.161 1.439 252.1 167.9
.500 4666 4700 3.951 2.827 2.274 1.515 265.4 176.8
.525 4899 4935 4.148 2.969 2.388 1.591 278.6 185.6
.550 5132 5170 4.346 3.110 2.502 1.667 291.9 194.5
.575 5366 5405 4.543 3.252 2.616 1.742 305.2 203.3
.600 5599 5640 4.741 3.393 2.729 1.818 318.4 212.1
.625 5832 5875 4.938 3.534 2.843 1.894 331.7 221.0
.650 6065 6110 5.136 3.676 2.957 1.970 345.0 229.8
.675 6299 6345 5.333 3.817 3.071 2.046 358.2 238.6
.700 6532 6581 5.531 3.958 3.184 2.121 371.5 247.5
.725 6765 6816 5.728 4.100 3.298 2.197 384.8 256.3
.750 6999 7051 5.926 4.241 3.412 2.273 398.0 265.2
.775 7232 7286 6.123 4.383 3.525 2.349 411.3 274.0
.800 7465 7521 6.321 4.524 3.639 2.424 424.6 282.8

Valve Intake Exhaust Curtain Area Cross-Sect Area Minimum Flow
Lift Choke Choke Square Inches 280FPS 280FPS CFM @ 28 In
inches RPM RPM Intake Exhaust Intake Exhaust Int Exh
.825 7698 7756 6.518 4.665 3.753 2.500 437.8 291.7
.850 7932 7991 6.716 4.807 3.867 2.576 451.1 300.5
.875 8165 8226 6.913 4.948 3.980 2.652 464.4 309.4
.900 8398 8461 7.111 5.089 4.094 2.727 477.6 318.2
.925 8632 8696 7.309 5.231 4.208 2.803 490.9 327.0
.950 8865 8931 7.506 5.372 4.322 2.879 504.2 335.9
.975 9098 9166 7.704 5.513 4.435 2.955 517.4 344.7
1.000 9332 9401 7.901 5.655 4.549 3.030 530.7 353.5
1.025 9565 9636 8.099 5.796 4.663 3.106 544.0 362.4
1.050 9798 9871 8.296 5.938 4.776 3.182 557.2 371.2
1.075 10031 10106 8.494 6.079 4.890 3.258 570.5 380.1
1.100 10265 10341 8.691 6.220 5.004 3.333 583.8 388.9
1.125 10498 10576 8.889 6.362 5.118 3.409 597.0 397.7
1.150 10731 10811 9.086 6.503 5.231 3.485 610.3 406.6
1.175 10965 11046 9.284 6.644 5.345 3.561 623.6 415.4
1.200 11198 11281 9.481 6.786 5.459 3.636 636.9 424.3
 

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For the average Joe bud, That's allot to ingest. You're a brilliant individual. You certainly know your stuff. God bless.
 

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I have read a few of your posts, over time.
Since I don't think you to be a 'Bad Guy', I offer to you the content below:

After you get through digesting the above, and if you desire to have an Objective Conversation, please let me know.

Cheers,
RD
 

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For the average Joe bud, That's allot to ingest. You're a brilliant individual. You certainly know your stuff. God bless.
Thank you!
Now I think you understand why my comments regarding the cam and exhaust package, had to include some Tech Info.

Take care!
I think you hit send, just a moment or two, just before I sent to you the message below.

Cheers,
Bruce
 
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I completely do, but subjectively.. That's giving a kitten a gun lol.

I wish more people knew ve and the real way to make these things sing because it obviously isn't one size fits all. Your knowledge is a true benefit to the community :) cheers
 
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I completely do, but subjectively.. That's giving a kitten a gun lol.

I wish more people knew ve and the real way to make these things sing because it obviously isn't one size fits all. Your knowledge is a true benefit to the community :) cheers
Many people do not like Math or Physics.
I completely understand this!

I enjoy physics and math, and how we can define most anything regarding an IC Engine, using math.

I write about this subject matter on this forum from time to time.
But I always attempt to not go above the readers abilities.

But, if I leave to much out, then instead of helping the reader learn,
it instead turns into chaos, as the reader is now confused.

Your correct: understanding VE, or Volumetric Efficiency is a good place to start.
Because VE, or VE% defines how much air is being pulled through the engine.

And since HP, is directly related to air flow (usually given as CFM in this industry)
then the more air one can pull into the engine and burn, the more HP one will / should make.

Air and fuel mixed together in the cylinder, is called the 'Mass Charge'.

Cheers
 
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I just want to add that while headers are not allowed in California per the emissions laws that have been in effect for years, so to, indirectly, will most aftermarket, or even a mild LS9 cam, IF the tune is modified from stock, from what I’ve read.

As mentioned in other threads, the state, about two years ago, implemented a new bi-annual smog testing procedure that compares the ECU file with the ones they have from the OEM’s, or previously obtained from downloading unmodified tune files.

So any aftermarket cam that produces more power, and therefore you have to alter the fueling maps, is going to fail the test.

If you can obtain one and up the injectors such that you can run a stock tune file, then you should be fine.


Sent from my iPhone using Tapatalk
 

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And also, the epa has been known to monitor forums and taken people to court who sell emissions defeating devices/parts or services lately. So be careful whose name you throw out there.
Yep, your correct!
They have turned up the heat over the last couple of years.

But then again; forums such as this one, constantly had vendors chasing down forum members, attempting to sell them such items years back.

And now that they have turned the heat up, all they have to
do is look at those posts made years back.

Today, they would first look at the vendors list I would think.

Then they would also scan through members posts who just had
mod's done, as those posters always like to hand out names.

Frankly, since those last rules were implemented a few years back,
I have been telling people whom I know; I believe the old
Street / Strip, dual purpose car is on it's way out. . . .
 

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Being in California, you can't do anything that will require a tune. Part of the smog check in Ca, and several other states, is connecting to the diagnostic port, running a checksum on the ECM and comparing it's checksum and signature to the checksums and signatures provided by the vehicle manufacturer to the CARB. If it doesn't match what's valid for the vehicle, it's an immediate fail
 

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I'm a bit uneducated. I currently own a 2011 CTS-V. I am wondering what it would take to make a V3 (2016 etc) CTS-V
perform as well or better than a CT5 Blackwing. I would rather spend less money on a used CTS-V and mod it a bit than buy a Blackwing out right. I'm also considering California compliance, but it's not that critical. So what would do it? A pulley and a tune?
I’m on the same boat. I’m thinking cold air intake ( non carb) and a 2.9L supercharger upgrade.
 

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What kind of a stupid fucking thread did this become? Editing posts because of misinformation, what the actual fuck? I miss the old forum
 
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