Couldn't agree more really. I couldn't be more glad that over here the LGTBBQ+ and race seminar shit doesn't seem to have happen (at least yet) and I heard nothing about it (except the usual gay and bi) until I found out about it online in the last 4-5 years. Even my college had little mention of it, maybe uni would change that but I'd rather not find out. That hasn't changed how people act towards it at all though. I've never met anyone in my college who wasn't accepting and pretty open about it and when someone would mention being gay, bi etc, for the first time, the most interesting reply would be "oh cool". I've never met anyone who had a problem with it. My best friend is transgender and hasn't had any abuse or problems over the years either, yes he has an aunt who doesn't like the idea but she wouldn't push it, that's about as hard as it gets for him. The main thing I don't like though is people trying to push transgender ideas and confusion onto kids. As my friend would tell you its really the last thing you would want to go through, its just years of waiting, feeling out of place and being uncomfortable. So yes, I really see no reason for all of this over the top progressivism, if you sit on the internet all day perhaps it feels like everyone is a "Nazi" but in reality I've yet to met anyone like that. While I know they exist in very small numbers this rampant progessivism is doing nothing other than pushing more people into the extremes, causing an actual problem.
Content Removed I said some dumb things in the past. You can see what was said in the quoted reply, and I'm not proud of it. I've since realized how things can genuinely be a trigger for people, and 'trigger warnings' are not just some buzzwords, but a courtesy to those people.
I'm sure theres a few in university here who think like that but outside of taking the piss out of it I've never heard mention of "safe spaces" or "trigger warnings" in real life.
This.... is.... the... stupidest... thing... I've ever heard... in my life.... Are you kidding me? HOW is my almost-daily consumption of two pieces of bread, fruit spread, and ground-up roasted peanuts racist and "supremacy" to Somali and Hispanic kids? They very likely couldn't give a dime about that, as they've got much bigger issues to worry about than white kids eating PB&Js (i.e. Trump in the case of the Hispanics, and corruption/hunger/bombings in the case of the Somalians). But no, they insist that the PB&J is "racist" for some reason. Meanwhile, this happens in Somalia... :|
If you read in its entirety the article that the Huffington Post cited, you would realize that it did not mention banning PB&J sandwiches at any point. The mention of the sandwich was a weak, poorly-chosen example of cultural bias in a lesson plan. In practice, this would not offend anyone and nobody would care. A better example of bias in instruction would be, for instance, the inclusion of a stereotypical black character in an algebra word problem. This could actually piss off black students and would not be a good thing to include on an assignment. Unfortunately, the only way to make money in journalism nowadays is to clickbait, so PB&J it was. Clickbait is killing journalism.
Oops...noted and soon to be edited on my part. EDIT: Just read the last few paragraphs of that article. All other sandwiches are racist, too? Wot? ^corrected by @vmlimuz again....
I'd especially say that about Yahoo! News. I've seen some pretty disgusting comments the comment section of their articles.
Welp, I guess that wraps up today's war. The moral of the story: think independently and critically when you read the news.
(edited again....I seriously need to slow down on my thinking before posting anything) Hmmm...interesting. Speaking of articles, I wrote these two articles comparing all of the BeamNG.drive sedans earlier this year... Spoiler: Article #1 The most common type of vehicle in BeamNG.drive is by far the sedan, and there are many different types of sedan, as well. From as small as the 1963-1968 Ibishu Miramar to as large as the 1990-1996 Gavril Grand Marshal; from as slow and old as the 1953-1954 Burnside Special to as fast and new as the 2009-2014 Hirochi Sunburst; from as basic as the 1984-1988 Bruckell LeGran to as sophisticated as the 1988-1991 Ibishu Pessima; from as bland as the 1996-2000 Ibishu Pessima to as fun as the 1985-1993 ETK I-Series, BeamNG.drive has got you covered (mostly) in sedan types. However, how does each of these vehicles compare to the rest? Could the Japanese sedans out-perform their bigger American counterparts, or will the I-Series trump the lot with its insane speed? We will all know in this next BeamNG.drive Rivalry. The first contender in this massive field, and the oldest by quite a margin, is the 1953-1954 Burnside Special. Introduced in the 0.5.1 update on December 30, 2015, the Burnside is actually quite a lot more recent than many of its newer competitors when looking at their release dates in the game. Based upon the 1953 De Soto Firedome, the Special is meant to be an early-1950s middle-ground rear-wheel-drive luxury sedan from Gavril. In comparison to many of the other BeamNG.drive sedans, the Burnside is massive (from 3,956 pounds for the V8 Dual-Matic to 4,068 pounds for the Drag) and slow (the base models can only reach 100 miles per hour and accelerate to 60 in about 10-12 seconds), but it can be very powerful (with 153 horsepower from its 5.1-liter V-8, only the Grand Marshal puts out more from standard, and the Drag edition has 1,500 horsepower). This makes it a perfect battering ram for smashing into smaller cars at very high speed, as it is also very strong compared to the other sedans. While having lots of power and mass is a good thing in a demolition derby, neither are good qualities for much else. In fuel economy, the Burnside is atrocious, averaging a miserable 10 miles per gallon with the three-speed manual. Because it is so big and heavy, the ’50s classic isn’t a particularly easy car to park. It doesn’t handle particularly well because of its thin tires, sloshy suspension, and slow steering. However, the Burnside does have excellent styling next to the brick-shaped or melty 1980s and 1990’s sedans, and it can seat up to six people on its big bench seats. The Burnside is also incredibly strong, able to withstand impacts that even the tough Gavril D-Series, H-Series or Roamer can’t. Although the base models of the Burnside are quite good to control, the Lead Sled, Custom, and Drag all can either be incredibly understeery or oversteery, making them handfuls to drive fast around a course. Speaking of unsafe, that’s another massive problem with the Burnside. As it was built in the 1950s, it does a poor job of protecting its occupants in a head-on collision, with the car’s engine having the capability to go through the interior in hard-enough crashes. One major deficit to the Special is its price. Considering that all of the other sedans (besides the Sunburst) have base models worth less than $10,000, the Burnside has an exceptionally high starting price of $17,500 for a 3-speed manual, and up to $35,000 for the Drag edition. Overall, the Burnside is a decent car for demolition derbies and for cruises, but it can’t do much else very well in comparison to the faster and newer sedans, especially at its price. The second sedan in the contest, and by far the lightest, is the 1963-1968 Ibishu Miramar. Based upon the 1964 Toyota Corona, but with a Renault R10 front end, the Miramar is a mid-size 1960’s Japanese rear-wheel-drive sedan that was added in the 0.5.4 update in BeamNG.drive on April 19, 2016. Four engines (dual- and single-overhead-cam versions of the 1.6-liter and 1.9-liter inline four) and three transmissions (a 2-speed automatic, a 4-speed manual, and a 5-speed race manual) power the Miramar. The little Japanese car is the least powerful from standard (the Base’s 83 horsepower is less than even the Bruckell LeGran’s base model), it has the weirdest styling of all of the sedans(in a good way), and even though it’s underpowered, tiny, and light, it gets terrible fuel mileage (18 miles per gallon at 55 miles per hour in the Base manual isn’t that great). It’s not cheap ($8,500 for the Base Mira-Matic, $18,000 for a top-line GTZ version, and $65,000 for the Race edition); it’s not fast in a straight line (the base model can only hit 92 miles per hour, and even the Race edition can accomplish a mere 132 miles per hour); and it’s also got limited power compared to the other sedans. (The Race and Custom both have a mere 181 horsepower from their race-tuned 1.9-liter inline-fours) But what it is is a little sedan that, especially in race trim, can go about 50% faster around a race track than every other sedan of its class. This is mostly because the Miramar has great handling and can be “kicked down”, or shifted into a lower gear to spin the rear wheels enough to put the little car into a slide that’s enough to aid turn-in to a corner significantly. Also, the ’60s sedan is one of only four vehicles to never use turbochargers or superchargers (the Ibishu Pigeon, Civetta Bolide, and 1996 Ibishu Pessima are the other three). This gives it impeccable linearity in throttle application, something that can be very useful at corner exits when accelerating cleanly with no wheelspin is most important. Most important of all, the Miramar weighs a mere 2,315 pounds from standard, and only 2,403 pounds in race trim. That is 600 pounds less than the 1988 Pessima and Sunburst, 1,000 pounds less than the ETK I-Series, and 1,600 pounds less than the Burnside and Grand Marshal. That means that the little sedan accelerate like crazy with its pint-sized engines (the Custom and Race can both get up to 60 miles per hour in 6.5 seconds). It also is very easy to control, even with 181 horsepower, as all of that power comes on in a very linear fashion. The great handling of the little sedan is another helper in making it one of the easiest classic rear-wheel-drive cars to drive in the game. The Miramar is also quite strong (like the Burnside), despite being small and light. Overall, if you want a small, old Japanese sedan that is quite fast around a race track (but don’t care about fuel economy or value), then the Miramar more than suitably fills the bill. However, if money is tight and a fast car is needed, then another car may be more appropriate. The 1984-1988 Bruckell LeGran (full review here) is the most recent vehicle to be added to BeamNG.drive, the oldest front-wheel-drive (FWD) vehicle in the game, and is the only car here to have a beam axle. It was added to the game in the 0.8 update to BeamNG.drive on December 21, 2016. It’s the cheapest car here ($1,500 for a Base model with the 3-speed automatic, and $3,850 for the top-line Sport V6 with the 5-speed manual), the lightest American car in the game so far (3,009 pounds for the Base, and 3,142 pounds for the Luxe V6), and one of the most fuel-efficient cars of this lot (all of the models average between 27 and 32 mpg, which is far better than the Grand Marshal, Burnside, and Miramar). It is an incredibly fast car for its horsepower (the 203-horsepower Sport V6 can achieve 163 miles per hour, and even the 92-horsepower Base can achieve 111 miles per hour), it has good handling with its front-drive layout, and it is also quite a sturdy vehicle for being a mid-size, unit-body sedan from the 1980s. The LeGran even has a standard Tow Package for hauling trailers, which is definitely a plus if hauling is your thing. It is a very, very good sedan for the price, and considering that only the tiny and slow Pigeon has a lower average price in BeamNG.drive, the Bruckell sedan nails the value aspect of this contest better than all of the others. However, it does have quite a few downsides. For example, because it can only put its power through the front wheels, the LeGran can only handle a certain amount of horsepower before it produces 10 miles of wheelspin off the starting line. The beam-axle rear suspension may sound quite sturdy (and it is), but it does not help in handling when driving over bumps because whatever movement occurs in one rear wheel, the other rear wheel will produce the opposite of, unsettling the car. The LeGran also is quite a sleeper next to the Sunburst, 1988 Pessima, and I-Series, making it a perfect car for surprising racers. It can be very understeery in comparison to the competition because of its skinny tires, front-wheel-drive, and relatively high horsepower. Another problem with the LeGran is that it is not very customizable in appearance, with only trim and wheels showing anything different between the Base and V6 Sport externally. Overall, the LeGran is an excellent car – for the price – but in total excellence, it loses out to the other sedans. If the LeGran is too slow and too boring, then perhaps a more expensive vehicle is needed. The 1985-1989 ETK I-Series, added in the 0.6 update on July 22, 2016, is a rear-wheel-drive or all-wheel-drive German sedan powered by two inline-six engines (a 128-to-351-horsepower 2.4-liter and a 205-to-650-horsepower 3.0-liter), two drivetrains (rear-wheel-drive and all-wheel-drive) and three transmissions (a 4-speed automatic, a 5-speed manual, and a race 6-speed manual). It has the most configurations (29, including all facelift variants), the third-highest base price ($4,100 for a pre-facelift 2400 with the 4-speed manual), and the second-highest top-end price ($65,000 for a Rally I-Series), but it only has the fourth-highest average price of the sedans ($14,844). This is because 20 of the 29 configurations of the I-Series are worth less than $10,000, and 5 more are worth less than $20,000. The base 2400’s, while not being very fast in a straight line, can be quite quick on a race track because of their good handling and decent acceleration out of corners. The 3000’s and the top-line 2400’s, on the other hand, are a lot faster in a straight line through either turbocharging or sheer displacement, with the Evolution being able to achieve 170 miles per hour. The 2400ti/tix and the Evolution models are the quickest of the production versions, with wings, splitters, turbochargers, sportier suspension, and grippier tires. Fuel economy in the I-Series is quite good for a 3,150-pound sedan (it can get about 30 miles per gallon in base trim), and it’s also a rather strong vehicle in a demolition derby. However, there are a few problems with the I-Series. For example, it has the same problem that the Miramar does: quite cheap base models, but very spendy race parts. The 2400tix TTSport, a $15,000 car, has 204 horsepower from its Stage-1 turbocharged 2.4-liter inline-six, sport suspension, a small wing, and relatively grippy wheels. The 2400tix TTSport Evolution, meanwhile, is a $55,000 car that has only race suspension, a Stage 2 turbocharger putting out 351 horsepower, a bodykit with a bigger wing, and different wheels to make it superior to the 2400tix TTSport. $40,000 differentiates these two vehicles for those four (admittedly rather large) changes. The I-Series also is quite oversteery in rear-wheel-drive form and understeery with all-wheel-drive, slowing it down and reducing its potential. Because the 3.0-liter engine’s turbo is rather laggy and prone to shuffling between maximum pressure and about 3-4 pounds per square inch below maximum while at full throttle, it doesn’t accelerate as quickly as it could if the turbo were to behave more sensibly. Finally, despite being a “sporty” sedan, the 2400’s put out a measly amout of horsepower without turbocharging, even though they have bigger engines than the Pessimas. Overall, the I-Series is a decent sedan for the price, and it’s quite fun to drive with its rear-biased drivetrain, but there are cheaper and faster cars that can replace it. So far in this contest, the ETK I-Series is leading the way with 121.5 points, as a result of being better-performing and better-balanced at most areas. Closely following it, in second place with 115.5 points, is the Burnside Special, with its poor fuel economy and lackluster base models letting it down. In third place, with 110.5 points, is the Bruckell LeGran. Although it had by far the best value for money out of all of the sedans here, it wasn’t good enough in other areas to build upon that great value. Finally, with only 98 points and a fourth-place finish, is the Ibishu Miramar. Its poor value for money, low fuel mileage, and abysmal safety in a crash meant that even when it was able to claim to be the fastest car around a short racetrack and one of the most reliable sedans in the game, it wasn’t able to come close to the capabilities of the other sedans. Stay tuned for a Part 2, as the Ibishu Pessimas, Gavril Grand Marshal, and Hirochi Sunburst duke it out for sedan supremacy to decide the overall best sedan in BeamNG.drive. Spoiler: Article #2 In Part 1 of this Sedan Super-Rivalry(link here), the 1953-1954 Burnside Special, 1963-1968 Ibishu Miramar, 1984-1988 Bruckell LeGran, and the 1985-1993 ETK I-Series battled against each other for sedan supremacy, with the I-Series coming out on top with 121.5 points. In this second and final part of the Sedan Super-Rivalry, however, we move out of the 1950’s, 1960’s, and 1980’s and into the 1990’s and 2000’s with the 1988-1991 Ibishu Pessima, 1990-1996 Gavril Grand Marshal, 1996-2000 Ibishu Pessima, and 2009-2014 Hirochi Sunburst. Although the older, slower sedans may have been able to put up a decent competition, how well will they be able to hold on to their positions in the onrush of new technology that is these four newer vehicles? Part 2: The Fast and the Sophisticated The first of these faster sedans, and the most sophisticated of the lot, is the 1988-1991 Ibishu Pessima. Added to the game in the 0.5 update on December 18, 2015, the first-generation Pessima is powered by two engines (a 123-horsepower 1.8-liter single-overhead-cam inline-four and a 134-to-543-horsepower 2.0-liter dual-overhead-cam inline-four), four transmissions (a 4-speed automatic, a 5-speed manual, a high-efficiency 5-speed manual, and a race 6-speed manual), and two drivetrains (front-wheel-drive and all-wheel-drive). It also comes with many customization options (widebody kits, three stages of turbocharging and a sport intake for the 2.0-liter inline-four, all-wheel steering, race and rally parts, big wings and splitters, and more), a lot of power in its tiny engines (it can have up to 543 horsepower from the 2.0-liter inline-four with the Stage 3 turbo), and very low price tags. Despite being one of the most advanced cars in BeamNG.drive full stop, the 1988 Pessima ZX All-Wheel-Steer (AWS) costs a mere $4,700. The GTZ – a 158-mile-per-hour, 205-horsepower, all-wheel-drive turbocharged speed machine – is only worth $6,500. Even the Hill Climb model isn’t worth very much, coming in at $41,500 in the insanely-high Performance Class 13. That is $13,500less than the ETK 2400tix Evolution, $23,500 less than the Miramar Race and I-Series Rally, and a mere $6,500 more than the Burnside Special Drag. All of the aforementioned vehicles are at least 5 performance classes down on the Hill Climb 1988 Pessima, and none of them can match the absurd handling of it. Finally, this vehicle can achieve very good mileage for a late-1980s midsize sedan (30+ miles per gallon is easily achievable with the 1.8 HX). So far, it looks like the 1988 Pessima should have been handed the win already. While it may be a champion of low-price awesomeness, the 1988 Pessima still isn’t perfect. For example, it looks quite boring next to the Burnside and Miramar, and it isn’t exactly the strongest vehicle in the game, either. Compared to the near-indestructible older sedans, the old Pessima (especially in Rally and Hill Climb trim) is quite prone to breaking its front wheel axles while turning sharply, reducing its reliability. Also, the ’88 Pessima’s suspension in general can break rather easily, and the Custom’s incredibly stiff race suspension makes it useless off-road. Overall, the 1988 Pessima is very fast and very good for the price, but its lower reliability and strength somewhat undoes its potential. That leaves another car to attempt to take the throne of the Best Sedan in BeamNG.drive. The 1990-1996 Gavril Grand Marshal, a full-size, rear-wheel-drive, body-on-frame American sedan that has been in the game since the original 0.3 version in August of 2013. The Grand Marshal is powered by two engines (a 214-horsepower, 4.5-liter V8 and a 238-horsepower, 5.5-liter V8; both with three stages of supercharging) and two transmissions (a 5-speed manual and 4-speed automatic). Although it may have a relatively high base price of $3,600, the Grand Marshal happens to be even cheaper overall than the 1988 Pessima, despite being able to put out over 600 horsepower from its 5.5-liter V8 with the Stage 3 supercharger. The V8 Sport, a Performance Class 5 car with a mere 238 horsepower and a 4-speed automatic, can accelerate to 60 miles per hour in 6.6 seconds – as fast as the Miramar Race and Burnside Special Custom, and much faster than quite a few higher-horsepower and lighter vehicles. It also has a top speed of 153 miles per hour, making it fast enough to keep up with the LeGran Sport V6 on a straight. On top of that, the Sport Grand Marshal costs $4,800, or the same price as the facelifted ETK 2400. The Grand Marshal Custom, a 424-horsepower, 180-mile-per-hour monster of a car that happens to be in Class 6, costs only $8,500, or the same amount as a Miramar Base Mira-Matic. Compared to these versions of the Miramar and I-Series, the Grand Marshal Sport and Custom are much stronger, much faster, and better through the turns. It is also the only car in the game to have a taxi variant and two police versions from standard, which means that it can be quite fun to play around with while pretending to be a taxi driver or a police officer. With all of that power and a rear-wheel-drive platform from standard, it would make sense that the Gavril would be a fantastic drift car, and the $6,000 Drift Missile most certainly is amazing for its price. With all of that in mind, the Grand Marshal should walk this contest like a champ. Not quite. Even though it may seem like the most over-powered vehicle in this contest, with seemingly everything good and nothing bad, there still are a few problems with the Grand Marshal. For example, it doesn’t have a race limited-slip differential as an option to allow the sedan to have longer gearing for higher top speed. It can certainly get up to 200 miles per hour with enough horsepower, but because it has only 5 speeds and some relatively short gearing (the tallest rear differental for the Grand Marshal has a 3.27:1 ratio), the big sedan is limited in top-speed potential. Speaking of big, the Grand Marshal weighs over 4,000 pounds from standard, which is more than even the Burnside Special. All of that weight reduces the acceleration of the Base Grand Marshal down to around 7.8 seconds, which is slightly slower than the LeGran Sport V6 (a car that can be had for a similar price). From standard, the big sedan is prone to understeering with its sloshy suspension, slow steering, and its sheer mass. Finally, while the Grand Marshal may have excellent customization to make it into a service car, it isn’t really all that customizable overall (only the LeGran has fewer customization options), which means that making a truly personal vehicle out of this car is very tough. Overall, the Grand Marshal is incredibly cheap for what it can do, but it can only do so much. If the Grand Marshal is somewhat limited in capability by its lack of a race differential, then the 1996-2000 Ibishu Pessima, which was added in the 0.4.1.1 update on August 7, 2015, is a joke of a car in comparison. The second-generation Pessima may have more power from standard than the first-generation model, but it is far from being a great car next to its fantastic older brother. Motivating this melted and toned-down sedan are three engines (a 127-horsepower, 1.8-liter single-overhead-cam inline four, a 2.0-liter, 141-horsepower dual-overhead-cam inline-four, and a 171-horsepower, 2.7-liter V6), three transmissions (a 4-speed automatic, a 5-speed automatic, and a 5-speed manual), and only one drivetrain (front-wheel-drive). The 1996 Pessima has the lowest top-end horsepower of the sedans (even the Miramar has more power from its 1.9-liter dual-overhead-cam inline-four), the third-lowest base price of these vehicles (only the $2,500 1988 Pessima DX and $1,500 LeGran Base are cheaper), the third-lowest top-end price (the Custom is worth only $8,500, the same as the Grand Marshal Custom and a bit more than double the cost of the LeGran Sport V6), and the second-lowest amount of customization from standard of all of the vehicles in the game (no bodykits, no all-wheel steering, no all-wheel-drive, no forced induction, no race transmissions or differentials, one tiny rear spoiler, and only three supsension types). This new Pessima weighs 100-200 pounds more than the old one, reducing fuel economy (the 1.8 DX only gets about 28 miles per gallon(mpg) at 55 miles per hour, 2 mpg less than the 1988 Pessima DX). The 171-horsepower Custom variant, which is the fastest 1996 Pessima in the game, still gets destroyed by the LeGran V6 Sport, Grand Marshal Base and V8 Sport, and 1988 Pessima GTZ – cars that cost $2,000 to $5,000 less. The 1988 Pessima was sharp, clean, and subtle; the 1996 Pessima looks like a giant jelly bean in comparison to all of the other vehicles. From these viewpoints, it seems like the 1996 Pessima is living up to its name of being “the lowest point” and “terrible” (which are some meaning of “pessima”). However, even the horrible ’96 Pessima has a few good things about it. Although it may not have very much horsepower, the Custom version does have good low-speed cornering in comparison to the understeery 1988 Pessima Custom, which can help massively when it comes to short courses like the Industrial Site Racetrack (as evidenced by its ludicrously-fast 50.937-second lap time, which is three seconds faster than the 1988 Pessima Custom, and only a second and a half down on the I-Series Race). The 1996 Pessima also is the ultimate car for building a high-powered sleeper out of, as it is so typical and so boring-looking that it would be much better at being a sleeper than even the Grand Marshal, Burnside, and LeGran. Wits its decent reliability and high safety, the modern Pessima could be a cheaper alternative to the Sunburst. Overall, the 1996 Pessima may be the most boring car in BeamNG.drive, but it isn’t horrendously awful overall. However…perhaps this last sedan could take the crown. That last sedan is the 2009-2014 Hirochi Sunburst, added in the 0.3.6 update on August 18, 2014. Based upon the 2008 Subaru Impreza, the Sunburst is the fastest sedan in BeamNG.drive as of right now. It doesn’t weigh very much (only 2,899-to-3,075 pounds, depending on configuration), it has a decent starting price ($11,000 for a 1.8 FWD with the 6-speed manual), and it also is very fast in a straight line (the Race variants can top out at more than 190 miles per hour). It has three drivetrains (front-wheel-drive, all-wheel-drive, and rear-wheel-drive for the Drift Missile), two engines (a 1.8-liter, 139-horsepower inline-four and a 2.0-liter, 158-horsepower inline-four with three stages of turbocharging), five transmissions (a 6-speed manual and 6-speed dual-clutch automatic, a race 6-speed manual and 6-speed dual-clutch automatic, and a continuously-variable transmission (CVT)), and many customization options (two widebody kits, several different hood styles, race and rally parts, two different rooves, many wings to select from, a full-on hill-climb kit, several paint designs, and much more). It looks great next to the other sedans, as well. Fuel economy from the Sunburst is quite good, with the base model achieving 30 miles per gallon with the 6-speed manual. The all-wheel-drive Sunbursts don’t understeer nearly as much as the older I-Series’ and 1988 Pessimas do, making them much better vehicles through corners. Although it may may the newest sedan in the game, the Sunburst actually is a very good value, with the 226-horsepower, turbocharged, all-wheel-drive Sport S priced at only $23,000 with the 6-speed automatic. Finally, the Hirochi is by far the safest sedan in this competition, being able to withstand a 50-mile-per hour head-on crash with a wall with almost no damage to the occupants (if any). So far, the Sunburst doesn’t seem to have any major flaws to complain out. Even though it should be able to absolutely obliterate the other sedans (and it does), it still has one major problem that is very annoying when looking at the entire package. Like in the 1988 Pessima, the Sunburst has a tendency to break its front wheel axles in Rally and Hill Climb configuration. Considering that the Sunburst is about 20 years newer than the 1988 Pessima, that should mean that it would likely have stronger wheel axles than the older sedans. That is apparently not the case, as the Sunburst Hill Climb’s monstrous power shatters its wheel axles when taking corners too sharply. This limits the Hirochi sedan’s capability to keep up with the I-Series, Grand Marshal, and Miramar when it has 600+ horsepower, as it will not be able to turn or accelerate as quickly as it could with stronger wheel axles. Even though it has 366 horsepower from its 2.0-liter, Stage-3 turbocharged 2.0-liter inline-four, the Sunburst Race still can only achieve a 48.547-second lap time, which (although quicker than almost every other sedan in this contest), is half a second down on the 181-horsepower, Overall, the Sunburst is an almost perfect sedan next to the older models, but its low reliability with high horsepower lets it down quite a bit. Out of every one of the eight sedans in BeamNG.drive, the overall winner is the 1988 Ibishu Pessima with 137.5 points, followed closely by the Hirochi Sunburst with 137 points. Both of these all-wheel-drive pocket rockets, with their high customization, decent value, turbocharged inline-four engines, fast variants and excellent fuel economy, were able to shoot ahead of the competition. In third place, with 132 points, is the Gavril Grand Marshal. Although it may be (possibly) the toughest and most reliable vehicle in the game, with amazing value and high power, it still wasn’t good enough in customization and fuel economy to beat the Sunburst and 1988 Pessima. 10.5 points down the chart, the ETK I-Series, dropping from first place to fourth, wasn’t able to have gained a big enough lead in the first part of this rivalry to maintain its high ranking. However, the I-Series [along with the fifth-place Burnside Special (115.5 points) and sixth-place Bruckell LeGran (110.5 points)] was able to stay clear of the seventh-place 1996 Ibishu Pessima. Even with its decent value, high safety, and good lap times around the track, the modern Pessima lacked the overall greatness in customization and power needed to rank higher. Finally, the little Miramar, relegated to last place with only 98 points, was squashed by the bigger, better opposition.
The question "what do you mean by liberal" is a bigger question than I can answer succinctly. I am an axiological individualist however I don't think society should resemble dog-eat-dog atomism. If you read the wikipedia article on "Classical Liberalism" you will get fairly close to what I mean when I say I'm a liberal. Difference is that think we should have social safety nets and a few other society wide quality of life improvements. The problem is Liberalism being highly individualistic and viewing society as an aggregate of individuals means that it's expected that society is made up of diverse interests. Hence, liberalism naturally becomes an umbrella of a fairly wide band of differing opinions. Which is why I identify as a classical liberal but don't perfectly fit the definition of one. I like most liberals are sceptical of sweeping visions yet always emphasize individualism and weigh that against what is maximally good for everyone taking part in a society. You'll find no two liberals are exactly the same as soon as you get into detail about their beliefs. This is why as you point out, the definition of a liberal is going to vary wildly and why I am going to struggle to answer your question responsibly. I personally enjoy Sargon of Akkad, Gary Edwards, Zarathustra's Serpent and Doctor Layman for subject matter like this. So I'm familliar with shoe by association. I don't watch her anymore, but I do appreciate her content. And the issue with dead liberalism is that it's not technically dying out, the problem is that the label is being hijacked by people who are ideologically best summed up as left wing collectivists and it's obscuring liberalism. A few years ago people knew that I find that it's undesireable to prescribe morality to people, and it's desirable to forge structures out of rights and freedoms. Now I have to explain that I'm not a moral busybody here to protect the feelings of people in an opression olympics
