#so pumped to have the cpc book

[cursed-princess-club]

a review of the cpc book :)

saturday march 18th. I FINALLY GET A COPY OF THE CPC BOOK AT BARNES AND NOBLES. super super happy to have it on my shelf!! during my venture towards in the bookshop i was struggling to find it- so i'm in the graphic novel section right. and i figured it would be near this area where they have some other webtoon books like lore olympus or true beauty (also saw a woman world book out there!! was happy to see it:), along with some marvel comics. i searched for a while before i suck it up and just asked customer services to find a Webtoon Book and it took me longer to do this than i'd like to admit (musicitself can confirm). and in the end it wasnt at the lo or tb area, it was NEAR THE QUEER SECTION. RIGHT NEXT TO HEARTSTOPPER. and i love cpc for being there instead of where the other webtoons are,, that says something about cpc. while i asked about the book i heard one of the workers say "oh that one's pretty popular" which made me go !!!!. so glad to know we are winning

the book itself!! it's really neat to see cpc formatted like a comic book, and the redrawn panels look great! seeing old scenes in the newer artstyle really gives you a sense of how everyone's changed and developed. one extremely important screen to book change also:

ABBI'S JACKET IS THE PAN FLAG!! it used to be solid black, but this change suits her really well and she totally rocks it!! maria's eyes are also greener in the book, as they were more teal in the webcomic.

we also get insane anime character angle from frederick lmao

his expression game is always on point and i love how the new artstyle gets to highlight that more. the 4k artist profile lambcat uses of themselves scares me also, it's like normal lambcat but WAY more detailed. overall, cpc fans i'd totally recommend the book if you're thinking of getting one! i'm getting the next one for sure i cannot wait for when that comes out. also find it kinda ironic that true beauty the hit webtoon is advertised in the book and the end of the book has an ad for the next one saying "You too can learn to become as pretty as a cursed princess!", like i can kinda see what they were going for?? but uh. prez would not advertise like that lmao

there's a bit of character concept art in the back and i may make a post going over those because it is SUPER neat and i would lovelovelove to see more cpc concept art in the future.. suppose i'll see yall in that next post then!!

[businessfrontrunners]

Diabetes Educator Mary Costa’s New Book, "The Diabetes Blueprint," Named International Best-Seller

https://authoritypresswire.com/?p=22315 Diabetes educator and author, Mary Costa’s new book, The Diabetes Blueprint: Five Simple Steps to Double Your Energy, Eliminate Brain Fog, Feel Younger and Lose the Weight So You Feel Sexy and Happy Again! was named an international best-seller in the area of “Diabetes Care” by Amazon.Mary Costa, a Registered Nurse and Certified Diabetes Educator has worked for one of the largest HMO’s in the country for more than 35 years. She works exclusively with adults who have diabetes: consulting, teaching, advising, and adjusting medications by protocol to help her patients reach healthy blood sugar levels. Mary is also the President and CEO of “Transform Your Diabetes Health” an online organization which offers education and coaching for people with diabetes, that includes holistic and integrative health practices.Costa has worked with diverse populations, across all walks of life, and loves the challenge of making complex information easy to understand, with clear, and “do-able” action steps. Mary has seen what works, and what doesn’t, and recognizes that living with, and managing diabetes is not a sprint, but a marathon. While the end result may be the same, the journey for each of her patients to achieve their best diabetes health, is individualized.She explained, “My goal after over 28 years of teaching and training adults with Type 1 and Type 2 diabetes, is to use evidence-based practices to help people with diabetes achieve their best health and wellness. Patients are always looking to integrative therapies and complementary practices in addition to traditional Western medicine and we help them navigate through the minefield of information.”About Mary Costa, RN, BSN CDE, CDTCMary Costa is a recognized expert in Diabetes, a two-time international best-selling author in the area of "Diabetes Care," and an RN, BSN CDE, CDTC, CPT and CPC. She is a certified Diabetes Educator and Insulin Pump Trainer as well as a certified Professional Coach.Costa received her Nursing degree in the 1980’s, has been a Certified Diabetes Educator since 1990’s, and recently achieved her CDTC (Certified Diabetes Technology Clinician) designation in 2013. Mary belongs to the American Association of Diabetes Educators, the American Diabetes Association, American Holistic Nurses Association, and is a member of the Experts Industry Association.Costa and her work peers conducted a research project that evaluated the care of diabetics in groups, as opposed to one-on-one visits in the mid-1990s, and the results were published in Diabetes Care, December 1999. As a result of the research project, the program was implemented in all of the Northern California regions of the HMO she worked for. Mary is currently working in a program that focuses on promoting measures to prevent heart attack, stroke and the complications of diabetes. This program has won national awards.Costa is also passionate about partnering with Health Care Providers to educate adult patients with Type 1 & 2 DM through education, coaching and accountability measures, Costa teaches her clients how to self-manage their diabetes to live a healthy, high-quality life they enjoy.Learn more about her programs at "TheDiabetesNurse"online at: http://www.TheDiabetesNurse.com.

[topicprinter]

This is based on helping a children's ecom startup hit 8 figures through global sales in 18 months via FB ads. But the learnings apply universally (because I've made it work elsewhere).The success has helped me land an advisory role with Facebook, an all expenses trip to Menlo park (The Zuck wasn't there, but Sheryl was), speaking opportunities on behalf of Facebook and the chance to meet inspiring people along the way.Amazingly, and I still look back in disbelief, that insane growth period also saw me handling a spend in peak of around $265k IN A SINGLE DAY (if you're wondering it was around 250% ROAS).Only 6 months prior I spoke to someone from King (Candy Crush) who mentioned they hit around $500k/d in peak. My mind was blown yet 3 months later I'd hit half of that!I can't even explain how stressful and scary yet adrenaline pumping managing that level of spend was at the time. Imagine jumping out of an aeroplane whilst having sex kind of mixed emotionsTo scale this fast took a mixture of endurance to take the lows with the highs, patience, an enormous amount of testing and being able to balance the technical insights with creative marketing.Here are some of the tactics we used to scale so insanely:don't expect to grow fast without reinvesting your failures. That means, a set back is a learning, understand why it didn't work, iterate and test again. Keep swinging for the home runwhether starting or scaling set aside a test budget; if you lose it all with no sales/leads but a tonne of learnings, its progress. If you can't afford to lose it, don't invest it.define and refine your audience. I'd often spend hours every few weeks stalking our fans to see what interests they had and tally them in spreadsheets looking for commonalities. For example in Italy we started to notice mums were liking a particular brand of baby blender. When we targeted women 25-40 interested in that blender our CPC (cost) significantly dropped (low competition) and conversion rates increased (right product market fit) leading to a big drop in CPA. ka-BOOM!use audience manager to not just look at fans' profiles, but to also look at segments of your emails if you have them. Is there something you're missing out on? Particular pages they like or a particular demographic? For example we analysed those that purchased more than 2 books in a single transaction. Turns out many were part of local mummy clubs - guess what we started to test out.once you generate sales/sign ups ask your customers open ended questions. Like what made you choose us, who else were you considering, etc. Through this we surveyed what we believed were parents buying books for their children. Turned out about 80% were gifting for other children. We saw HUGE growth through a simple copy change on 'gift for your child' to 'gift for a child' to appeal to gifting for others. ka-BOOM part 2. This one change had one of the most explosive impacts on growth.don't discount audiences out. We tested the 55+ market in the US whilst most people were chasing the competitive mums 25-40 for children's gifts and saw our fastest growth sector - GRANDPARENTS. Those with high disposable income/retired and a need to please their grandchildren. ka-BOOM part 3. It's not just targeting them but getting the copy tailored for that audience.we ALWAYS had new audiences and new creatives under test, even when we were scaling hard. Audiences die out, creatives die out. When scaling and spending large amounts, the details matter.we had creatives ready at least a week in advanced to cycle in when we needed when scaling. We ensured relevance scores remained above 3 (at least) and frequencies below 4 in a week to score good CPCs and CTRs.Conversely focus on CPA at every level: audience, platform, demographic, creative. If CPA is good yet relevance score is 1 and frequency is uber high, don't change it but be testing alongside itFB advise to not combine LAL (lookalike) audiences and to run them in separate ad sets; we combined and stacked LAL audiences to great effect, because when scaling large spends, its better to have fewer larger audiences than lots of smaller onesDon't always believe what FB tell you. Most of the FB reps have never run their own ad accounts. Test Test Test!within a single audience we might have tested 10 or more creatives and copy; generally creative exhaustion happens before audience fatigue. I can't stress enough the importance of cycling and testing creatives even when an audience seems to not be responding, sometimes a very different creative can wake them updon't ignore Facebook's "thumb stopping content" line. Make people stop and take notice of your ad.we ran a survey to find out what made people interact with our ads. 80% said it was the eye catching visual (video/image) and the majority of the remainder that they recognised our brand. Pictures speak a 1000 wordsfrom the same survey, many of them said the copy helped or convinced them to click. There's a difference between creative being thumb stopping and being click worthy.There is so much depth and complexity to Facebook ads but at the same time much of the success comes down to some basic principles of marketing.I could write tonnes more on this if I had the time but hopefully there are some things here you can take away today and use.http://prntscr.com/im9ed7

[itsworn]

All The Gritty Details On Chevy’s New 755hp LT5 Powerhouse!

There’s a New King of the Hill.

In 1990, regular production option ZR1 was a special performance package intended to transform a base Corvette sport coupe into the fastest production car that could be sold in the U.S., and it was nicknamed “King of the Hill.” Federal exhaust emission regulations started horsepower numbers falling in 1971, and when they bottomed out in 1975 the Corvette’s base 350 was left with 165 hp before slowly making a comeback, reaching 245 hp in 1989. But in 1990, power-hungry buyers had a choice. The ZR1 package included the 375hp LT5 which would reach 405 hp in 1993, all out of the same 350ci displacement. At the time, however, it was thought it took four camshafts, 16 fuel injectors, and 32 valves to stay within current federal emission standards while making this kind of power. Articles on the ZR1 started appearing in 1988 (anticipating a 1989 introduction), but when its launch was pushed back to 1990, instead of losing interest, power-starved horsepower junkies like us just got more excited, and for 10 years this author owned the 39th ZR1 ever built.

The 1990 LT5 was such a sensation that noted author Anthony Young wrote a book about it titled “The Heart of the Beast,” and for the time what a beast it was. With the Corvette’s base 350ci L98 rated at 245 hp, the 350ci LT5 started with 375 hp and reached 405 hp in 1993. The first LT5 remains the Corvette’s only double overhead cam, 4-valve-per-cylinder engine, and was manufactured under contract by Mercury Marine in Stillwater, Oklahoma.

Lotus in Hethel, England, was part of GM at the time, and they designed the LT5 based on their stillborn Etna 4.0-liter V8 architecture, with CPC (Chevrolet-Pontiac-Canada) Powertrain division developing the induction system in Warren, Michigan. CPC Powertrain Engineering was also rethinking their 30-plus-year-old pushrod V8 to determine what it was going to take for it to produce the DOHC LT5’s 405 or more hp. They started by redesigning most of its major components. This brought the second-generation LT1 350ci V8 up to 300 hp in 1992, with an optional 330hp version, the LT4, coming out in 1996. But to make further gains required an entirely new architecture that all later generations have been built on. The 1997 Gen III 345hp LS1 shared nothing with the past except 4.40-inch cylinder bore centers. The LS1’s 90-degree aluminum block had cast-in iron cylinder liners which reduced its displacement to 346ci, with four-bolt main bearing caps cross-bolted through deep side skirts. The heads were also cast aluminum with equally-spaced identical ports topped by a composite intake manifold flanked by individual ignition coil packs over each cylinder on cast aluminum rocker arm covers.

The LS1 was introduced with the fifth-generation Corvette coupe, which was followed by a convertible in 1998 and a hardtop in 1999 that became a dedicated extreme performance model in 2001, which was named after the 1963 Sting Ray’s Z06 racing package. Unlike the 1963 Z06, this version included a hopped-up engine, the LS6, that easily bested the 1990 double-overhead cam, 32-valve LT5 by 10 hp, and matched its 1993-and-later 405 hp in 2002 with four fewer cubic inches, a single camshaft, 16 valves, and a pushrod valvetrain. The innovative architecture of the C5 Corvette’s chassis and the Gen III small-block V8 were an entirely new beginning, and after two generations of upgrades and refinements their basic layout remains in production today. When we asked Dave Hill, the Corvette Engineering Director from 1992 to 2005, about the similarity of the C5 and C6 Corvette chassis he responded, “Why start over again when you can build on success?”

After skipping a generation, the C6 Corvette brought a second coming of the ZR1 in 2009. This time it was supercharged with its LS9 engine producing 638 hp from the same 376 ci as the base naturally-aspirated 430hp LS3.

A forced-induction engine first appeared on the Corvette’s option list in 1987 with the Callaway twin-turbo package available through Chevrolet dealers, but not installed by GM. It boosted the L98’s output from 240 to 345 hp. This system was effective, but bulky and hard to package, while Eaton would later develop a more compact, belt-driven roots-type supercharger with finned intercooler tubes over its rotors in the same housing.

This is the type of supercharger currently available on production Corvettes, but the first supercharged engines to be installed on the Corvette Bowling Green assembly line were LC3 444hp Northstar V8s in the two-seater Cadillac XLR-V in 2006. The Corvette got its first Eaton blower three years later on the Gen IV 376ci LS9, rated at 638 hp for the Gen VI incarnation of the ZR1. The seventh-generation Corvette will eventually have two supercharged fifth-generation small-blocks in its engine lineup: the 650hp LT4 introduced with the 2015 Z06, and 2019 ZR1 will have a whopping 755hp from the newest LT5.

HOT ROD staff editor Brandan Gillogly concluded his article about the LT4 in the December 2014 issue with this comment about the 650hp Z06 Corvette: “Chevrolet had every right to call this car the ZR1, yet they didn’t. What do you think the Corvette team is working on now?” At the time this article was written, Jordan Lee, chief engineer of the small-block engines’ team of engineers, had been working on the second coming of the LT5 for over a year, and the Corvette it was going into would be the next ZR1. Assistant chief engineer John Rydzewski led the team that squeezed an additional 15 percent—or 105 hp—out of the already supercharged LT4, which is no small feat with an emission-controlled engine of the same displacement.

The 2019 iteration of the famed LT5 with 755 hp.

What has increased in displacement is the LT5’s supercharger. It grew from the LT4’s 1.7 liters to a newly-developed R2650 Twin Vortices 2.65-liter supercharger which was largely designed by GM’s Small-Block Group working with Eaton’s engineers. Scott Halsall has been the supercharger design release engineer since the LT5 reached the gamma level two years ago, and the blower housing which mounts directly to the cylinder heads was almost entirely designed by GM’s Global Propulsion Systems Engineering Center in Pontiac, Michigan. The LT5’s four-lobe compressor rotors are larger in diameter and longer with a tighter 170-degree helical twist than the LT4’s 160-degree rotors. The LT5 produces 14 pounds per square inch of boost, compared to the LT4’s 9.4 psi. The passenger-side rotor is driven by the crankshaft pulley through an 11-rib belt—three ribs more than the LT4—with a pulley ratio of 2.4:1 for 15,860 rpm compared to the LT4’s ratio of 3.1:1. A wider pair of spur gears also drive the LT5’s second rotor.

The LT5’s supercharger assembly features a larger 2.65-liter compressor which generates 14 psi of boost at 15,860 rpm.

In order to sell the C7 Z06 Corvette in Europe, it had to meet stringent regulations. This meant taking three inches off the height of the LT4’s supercharger, which was an unacceptable compromise for the new “King of the Hill,” so the 2019 ZR1 won’t be available in Europe and the LT5’s massive supercharger is 2.5 inches taller than the LT4’s. The R2650 blower is under a carbon-fiber dome mounted to its housing cover that protrudes through the ZR1’s hood and visibly moves as torque reaction rocks the LT5 on its motor mounts, making this the Corvette’s first “shaker” hood.

The first-ever shaker hood for a Corvette.

Air is drawn into the LT5’s voluminous supercharger housing through a newly-tooled electronically controlled 95mm throttle body—Chevy’s biggest ever. The air increases in temperature as it is compressed going through the rotors. The hot, high-pressure air goes up into a plenum chamber in the top of the supercharger housing cover and then turns downward into a pair of stamped aluminum plate-and-fin intercoolers which are 30-percent larger than the LT4’s, with coolant running through them in tubes lowering the temperature by 140 degrees. The intercooler’s cooling system is similar to the engine’s, with both its heat exchanger and the radiator grouped together near the front of the car, with pumps circulating their coolant through them and back to their heat sources. The LT4 has a butterfly bypass valve controlled by a vacuum diaphragm through a mechanical linkage to reduce excessive boost pressure, while the LT5’s bypass valve is an electronically controlled throttle-body sourced from the L5P Duramax turbo diesel. This approach more precisely manages the amount of pressurized air that reaches the intake ports, particularly at idle and low engine speeds. This makes for better torque management and improved throttle response.

The 1990 LT5 had 16 intake valves with eight small primary fuel injectors spraying into its primary intake ports, and eight larger secondary injectors for its secondary ports which were only available when the power or “valet” key was turned on. The 2019 LT5 has only eight intake valves, but it also has 16 fuel injectors, eight large primary cylinder injectors that it shares with the LT4, and eight smaller injectors that spray fuel into the intake ports from the base of the supercharger housing. The engine normally runs on the direct-injection system with the port injectors providing additional fuel only when the DI system cannot keep up with demand. The PFI system is supplied by the fuel tank’s electric pumps at a pressure of 58 psi and for fuel injected directly into the cylinders delivery pressure in increased to 2,900 psi by a high-pressure pump. This mechanical pump is driven by an extra lobe on the camshaft in the same location as the Gen I cam’s distributor drive pinion and was first used on the 2014 naturally aspirated LT1. This pump was bored and stroked to increase its capacity for the supercharged LT4, and now the LT5.

The LT5 has a secondary set of port injectors to supplement the direct injection. They operate at 58 psi and come on once the DI system is at full capacity.

Dustin Gardner is the design system’s engineer for the LT5 duel fuel system and most of the internal components below it, many of which carry over from the LT4. Nevertheless, there are some necessary upgrades, starting with the crankshaft and torsional damper. The crank is forged from higher-strength steel and its damper pulley has an additional groove for the 11-rib supercharger belt with a nodular cast-iron hub and a steel inertia ring. It is driven by the crank through a stronger key to handle the higher loads. The crankshaft runs in new tri-metal main bearings to support the higher loads, and the LT4-sourced forged powdered steel connecting rods also have new coated bearings to withstand the additional heat and pressure. All Gen V V8s except the LT5 and manual Camaro ZL1 with the LT4 have valve lifters that can be deactivated on half of their cylinders by an active fuel management system, while the lighter conventional hydraulic roller lifters used on the other cylinders activate all 16 of the LT5’s valves.

Like the LT4, the LT5 will be assembled by hand in GM’s Performance Build Center at the Corvette assembly plant in Bowling Green, Kentucky, and both engines will be built on the same aluminum cylinder block. This Gen V block is also used for the LT1 and has 4.06-inch bore cast-iron cylinder liners that, with the 3.62-inch stroke crank, add up to 376 cubic inches. The block features nodular-iron six-bolt main bearing caps and has a provision for oil-spray piston cooling. The forged aluminum pistons are designed to withstand the pressure of forced induction, and their flat crowns have a recessed bowl and other topography to guide the directly injected fuel and encourage it to mix with the air for combustion. The piston pins float in the rod bushings and pin bores, which reduces stress, and both V8s have a 10:1 compression ratio, which is unusually high for supercharged engines, thanks to the precise fuel control of direct injection.

Dry-sump lubrication has been a feature of ultimate high-performance Corvette engines since the 2006 427ci naturally-aspirated 505hp LS7, and both supercharged 2019 engines will be equipped with a similar but more sophisticated dry-sump system. In this set-up, oil draining back after lubricating the engine is scavenged from the pan and returned to a remote sump tank which for the LS7 was an eight-quart cylindrical tank mounted vertically on the passenger’s side of the firewall. The LS9-and-later oil tanks are in the same location and hold 10.5 quarts, with a gerotor scavenge, and on Gen-V engines, a variable displacement vane pressure pump driven by the nose of the crank in the same housing. Jets in the crankcase spray oil on the underside of the pistons for cooling, and on the surrounding cylinder walls, with the oil temperature kept within the optimal range by the engine’s cooling system through an external cooler.

Engine oil pressure also controls a cam phaser on the front of every Gen-V camshaft which changes its angular relationship to the sprocket, allowing the valve timing to be advanced for idle and retarded for maximum power. Large lightweight valves are used in the forced-induction heads with 2.13-inch titanium intakes and 1.59-inch hollow steel sodium-filled exhaust valves. These valves, looking at them from the front, are inclined inward 12 degrees for exhaust and 12.5 degrees for intake. Viewed from the side, intake and exhaust valves converge slightly toward the centerline of the cylinder, forming a twisted-wedge 65.47cc combustion chamber, and by comparison the naturally-aspirated LT1’s 59.02cc chambers give it a higher 11.5:1 compression ratio. These heads are rotocast with the mold rotated as the molten A356 aluminum alloy cools (a T6 hardness is spec’ed), and are topped by the distinctive Gen-V rocker arm covers with their ignition coils mounted between internally baffled domes. An integrated positive crankcase ventilation system is incorporated into these covers that separates oil and air from the crankcase vapors. The LT5 has a center-feed version with a revised oil vent system that has additional holes for a faster oil return.

The front of the 2019 Corvette ZR1 is masterpiece of airflow management that walks a tightrope between aerodynamics (drag & downforce) and thermal management for the 755hp LT5.

Six months is the average amount of time it takes for GM’s dynamometer laboratory to develop a new version of a high-performance engine, but lead dyno development engineer Gary Price Jr. and his team spent nearly a year getting the most out of the LT5. Dyno cell D116 took most of the beating as test engines started producing enough power to overheat its exhaust system and take in more air than the combustion air handling system could provide, thus lowering the barometric pressure in the cell. With these problems overcome and special ultra-high flow fuel carts, LT5s were run 16 hours a day for months, and occasionally around the clock. This was to complete particular tests tuning and calibrating every system with a lot of attention given to spark and fuel. The program wrapped up with 105 hp over the LT4.

We asked Jordan Lee if, with GM spending billions on electrification and autonomous vehicles, the LT5’s 755 hp at 6,300 rpm and 715 ft-lb of torque at 4,400 rpm was the high watermark for GM’s internal combustion engines. We were very relieved to hear that development of new combustion engines is far from over or even winding down, and that the small-block pushrod V8 has a bright future.

This is what Jordan Lee’s boss Dan Nicholson, vice president of GM’s Global Propulsion Systems, has to say about the end results of the Small Block team: “The LT5’s horsepower puts Chevrolet and our small-block over the 700-horsepower threshold for the first time, but just as important, that power is very driveable in the ZR1. Painstaking engine integration with a dynamically capable vehicle enables the use of all 755 hp. The sensation behind the wheel of this dual fuel-injected, blown small-block is something hard to find elsewhere in a lifetime.”

Captions:

With an anticipated 1989 launch, the author did a blue rear-view of a ZR1 for Chevrolet, and a yellow front view for a fold-out MOTOR TREND cover in 1988, making this an illustration of a ZR1 that never was. Chevrolet had the author update it with the 1990 interior and wheels, which had exposed lugnuts.

The 2001 Z06 was the ultimate fifth-generation Corvette, just as the 1990 had been the ultimate fourth-gen Corvette. Its single-cam, 16-valve LS6 bested the ZR1’s DOHC 32-valve LT5 by 10 hp, and in 2002, the LS6 matched the 1993 LT5’s 405 hp.

Both the 1990 and 2019 ZR1’s systems are so tightly packed they presented quite a problem to do justice to in a cutaway illustration, which the author met on the 1990 version by levitating the throttle body and intake manifold. The 2019 LT5’s dual fuel-injection system made it necessary to go a couple of steps further and suspend the DI system over the block valley with the PFI system above it and the supercharger cover on top of the stack.

An open view of the LT5’s intake manifold with the intercooler assembly removed and showing the internal bypass valve—a throttle-body from the L5P Duramax turbo diesel.

The LT5’s 2.65-liter Eaton supercharger assembly with 11-rib compressor pulley.

For the sake of reference, here’s David Kimble’s cutaway illustration of the 650hp LT4 in the 2015-and-up Corvette Z06.

Another view of the LT5 showing the exhaust manifold with the heat shield in place.

The 755hp LT5 V8 with the exhaust manifold heat shield removed.

The 2019 Corvette ZR1’s carbon-fiber shaker hood assembly.

The post All The Gritty Details On Chevy’s New 755hp LT5 Powerhouse! appeared first on Hot Rod Network.

from Hot Rod Network http://www.hotrod.com/articles/gritty-details-chevys-new-755hp-lt5-powerhouse/ via IFTTT

[cursed-princess-club]

Do you think Frederick's inner child will appear again in the CPC? I have high hope for that chance because I feel it's also related to the way of Frederick mental issue could be healed (I noticed that 'him' appear in two most important life part of Frederick, the first when he realizes what he wants [ep70] and the second when he realizes that he hurts Gwen [ep132]). Frederick is the only CPC character that depicted to have inner child, and that usually symbolizing one's innocence getting hurts in the past but not healed until the present time. I love your positivity in the CPC fandom, and interested with how you analyzes about everything in the series..

So, please give me what you thought about 'him' ! ^^

i would LOVE to see frederick's inner child appear one more time... as a little treat... maybe a little closure thing where frederick does the meditation again at the ending of cpc and we get to see him update little frederick on his life... in general seeing frederick talk to his mind?? dope shit. I HAVE A GOOD FEELING IT'LL BE REFERENCED AGAIN FINGERS CROSSED!! since we HAVE seen him do the meditation, so it could be implied that he visits himself but just offscreen... ALSO THANK YOU SO MUCH :D CPC GETS ME TOTALLY PUMPED!! one thing i could imagine about frederick's inner child is that like, every time frederick meditates and gives him a visit, he maybe has his own room that he gets to decorate with all the books and model ships and memories that he wants...and i think that's very neat and nice. little frederick how ya holdin up in there