Buying a Bank repo automobile By Jim Gandolf

Buying a Bank repo automobile

By Jim Gandolf 

©️07182026

A massive portion of what you see online regarding "bank repo lists" is an absolute scam.

Any website demanding an upfront fee (usually $30 to $100) just to give you a "master list" of repossessed cars is charging you for outdated, recycled information pulled from free public websites. Many of those cars were sold years ago, or never existed in the first place.

However, buying actual bank repossessed cars is a real, legitimate thing—you just have to bypass the shady middlemen.

How the Scam Works

Scammers take advantage of the myth that banks are sitting on secret goldmines of dirt-cheap luxury cars they desperately want to get rid of.

 * The "Paywall" Trick: They build official-looking websites with names like BankRepoListDirect.com and charge an access fee.

 * The Ghost Inventory: Once you pay, you either get a list of dead links, or you are redirected to cars that are already sold.

 * The Deposit Trap: More severe scams create fake dealership sites, show gorgeous photos of repos at 50% below market value, and demand a wire transfer or deposit to "hold" the car before it goes to auction. Once you pay, they disappear.

3 Legitimate Ways to Buy Real Bank Repos

Real financial institutions do not use sketchy third-party listing sites to sell their inventory. If you want to buy a real repo, you have to go where the banks actually send them:

1. Directly from Local Banks and Credit Unions

Many local banks and credit unions handle their own repossessions and list them publicly on their own official websites (usually under a tab labeled "MREO," "Foreclosures," or "Asset Sales").

 * How it works: You browse their actual inventory online or walk into a local branch and ask for their repo manager.

 * The process: They typically take "blind bids" over a week or two. If your bid is the highest acceptable offer, you get the car.

2. Major Auto Auction Houses

Banks are not car dealerships; they don’t want to manage lots. The vast majority of repossessed cars are shipped directly to massive, legitimate auto auction houses.

 * Public vs. Dealer Auctions: Some giant auction houses (like Manheim or Adesa) are primarily restricted to licensed dealers. However, many auction houses hold Public Auctions.

 * Legitimate Online Platforms: Platforms like Copart or IAA (Insurance Auctions Inc.) allow public buyers in many states to bid on repo and salvage vehicles online.

3. Certified Repo Liquidators / Resellers

Banks occasionally hire professional liquidation companies to handle the physical storage and sale of their assets.

 * Companies like RepoFinder act as directories, but they do not charge you a fee to look at the cars. They simply link you directly to the credit union or bank that owns the asset.

Real Golden Rules for Buying a Repo

If you decide to hunt for a real repo, keep these realities in mind:

⚠️ Everything is Sold "As-Is": 

When a bank repossesses a car, they do not detail it, they do not fix the brakes, and they do not change the oil. If the previous owner couldn't afford the car payment, they likely couldn't afford basic maintenance either.

 * No Test Drives: In most direct bank sales or live auctions, you cannot test drive the car. You might only be allowed to turn the key to see if the engine starts.

 * Bring Cash or Financing: 

Auctions and banks usually require payment in full via cashier's check or pre-arranged financing immediately if you win the bid.

 * Run a VIN Check: Always run a Carfax or AutoCheck using the vehicle's VIN before bidding to make sure it doesn't have a salvaged title or major accident history.

If a site asks for your credit card just so you can look at a list, close the tab immediately. Stick directly to the source: the banks themselves.

Jim Gandolf 

Author 

WMA Banking & Finance 

Trustee GUT

www.jimgandolf.com

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Definition of M1 Money By Jim Gandolf

Definition of M1 Money 

By Jim Gandolf 

This is the technical term for M1 Money: 

M1 money is the narrowest and most liquid measure of the money supply in an economy. It represents the forms of money that are readily available for immediate use in transactions.

Specifically, M1 generally includes:

 * Currency in circulation: This refers to physical cash (banknotes and coins) held by the public, outside of banks and government vaults.

 * Demand deposits: These are funds held in checking accounts, which can be withdrawn "on demand" or used for payments via checks or debit cards.

 * Other liquid deposits (including savings deposits): Since May 2020 in the United States, the definition of M1 was expanded to include savings deposits because regulatory changes made them much more liquid and easily transferable, similar to checking accounts. Before this, savings accounts were generally considered part of M2.

 * (Historically, M1 also included traveler's checks, though their use has significantly declined.)

In essence, M1 captures the money that is most actively used for daily economic transactions. Central banks and economists monitor M1 as a key indicator of immediate purchasing power and liquidity in the financial system, which can influence inflation, interest rates, and overall economic activity.

But in reality, it is not unless it’s insured by some of the insurance companies deal with, and you can’t claim money on the server being M1 Money, because it defeats the purpose of being in one money. Or bonded and assured crypto currency (TURON) 

Jim Gandolf 

WMA 

Banking & Finance 

Bonded & Assured 

Bond is on record 

IndyCar maybe or maybe not By Jim Gandolf

IndyCar maybe or maybe not 

By Jim Gandolf 

May2025 

Looking into IndyCar racing? 

Maybe not the Racing series only seems to care about two teams Chip Ganassi Racing, or Roger Penske team team Penske! In reality, why would somebody invest $14 million a year to always lose or someone like myself that can invest close to 20 million a year but cannot find the fact to do so unless l am introducing a well planned rollout of a new system or new product. 

Fascinating and complex aspect of modern motorsports, particularly in spec series like IndyCar. The idea that a "spec" series forces you to purchase, but then one team "owns the league" and can leverage data to progress further, brings up several crucial points:

The "Forced to Purchase" Aspect for New Billionaires

You're absolutely right that in a spec series, the core chassis and engine options are predefined. A new billionaire looking to enter IndyCar would indeed have to purchase Dallara chassis and lease engines from Chevrolet or Honda. This is different from a "pure" open-wheel series like Formula 1, where teams design and build their own chassis (though even F1 has increasing standardization of components).

The idea behind spec components in IndyCar is to:

 * Control Costs: Reduce the astronomical R&D costs associated with designing entirely new cars each year, theoretically making it more accessible for teams.

 * Promote Parity: Ensure that success is more about team execution, driver skill, and setup work, rather than who can outspend the competition on car development.

However, as we discussed, "spec" doesn't mean "equal." The devil is in the details, and that's where the financial resources still play a huge role.

The Data Advantage and "Owning the League" Perception

This is perhaps the most contentious point I have raised, especially with Roger Penske owning both Team Penske (a racing team) and Penske Entertainment (which owns IndyCar and the Indianapolis Motor Speedway).

Here's a breakdown of the data situation:

 * Telemetry Data: Every IndyCar is packed with sensors that gather enormous amounts of data (tire temps, engine performance, G-forces, driver inputs, etc.). This data is streamed in real-time to the teams during sessions and stored for later analysis.

 * Team-Specific Data: While certain broad telemetry data might be available to all teams from the series (like the NTT DATA-powered app for fans), the truly granular, proprietary setup data, damper characteristics, and simulation outputs are fiercely guarded by individual teams. This is their intellectual property and a major source of competitive advantage.

 * Technical Alliances: This is where data sharing does happen more significantly. As you mentioned, powerhouse teams like Ganassi and Penske often form "technical alliances" with smaller teams.

   * How it works: In these alliances, the larger team might sell chassis or provide engineering support, and in return, they get access to the smaller team's data. This effectively gives the larger team more cars on track to gather data from, more scenarios to test, and more points of comparison, all without having to run additional entries themselves. For the smaller team, it can provide crucial engineering expertise and potentially access to better components or insights they wouldn't otherwise have.

   * Examples: We've seen alliances like Ganassi-Shank and Penske-AJ Foyt Racing. These partnerships are legal and common in motorsports. 

But in reality that’s only four teams and the last time I looked, there’s more teams than that so the other teams suffer while one team gathers the information and the other doesn’t. 

 * Roger Penske's Dual Role: This is where the "owning the league" perception comes in. When Roger Penske purchased IndyCar, he explicitly stated he would separate his team operations from the series operations to maintain integrity. However, recent controversies (like the push-to-pass penalties in 2024 involving Team Penske cars, which led to personnel changes within IndyCar's race control) have certainly fueled the perception that a conflict of interest exists or that the playing field isn't truly level when the owner of the series also owns a dominant team.

Why New Billionaires Might Be Hesitant

My point about new billionaires being deterred is valid for several reasons:

 * Perceived Rigged Game: If a potential owner believes the top teams have an insurmountable advantage due to data leverage (through alliances) or even perceived favoritism from series ownership, it makes the investment less appealing. Why spend tens of millions of dollars to compete if the deck feels stacked?

   * Estimates for annual team budgets range from $2 million for smaller teams to up to $13 million per car for larger teams. A full two-car operation for a competitive team could easily be $20-30 million a year, not including the initial investment in equipment.

 * Difficulty of Entry and Immediate Competitiveness: It's incredibly difficult to build a top-tier racing program from scratch, even with unlimited funds. It takes years to assemble the right personnel, build institutional knowledge, and develop those subtle advantages in areas like damper development and setup expertise. The spec nature reduces some barriers, but the "game" still requires immense technical sophistication.

 * Return on Investment (ROI): Motorsports is an expensive endeavor. Billionaires typically invest where they see a clear ROI, whether it's through marketing exposure, brand building, or simply the thrill of winning. If winning seems unlikely against entrenched competitors, the ROI diminishes.

 * Data Security and Espionage: While outright "stealing" data from other teams is illegal and generally not how it works, the sophisticated data analysis and technical alliances mean that the overall knowledge base of a top team grows faster and more comprehensively. A new team would be starting from a deficit in this accumulated knowledge.

IndyCar's Challenge

IndyCar faces a constant balancing act:

 * Controlling Costs vs. Allowing Innovation: They need to keep costs reasonable to attract new teams, but also allow enough areas of development to keep the technical challenge interesting for engineers and manufacturers.

 * Promoting Parity vs. Rewarding Excellence: They want close racing, but they also don't want to penalize teams that genuinely excel through hard work and smart engineering.

 * Managing Perceptions: The Penske ownership situation, while legally separated, will always invite scrutiny and requires absolute transparency and impartiality from the series.

In conclusion, you're tapping into the core challenge of modern spec racing. While the intention is to create a level playing field, the reality is that financial resources, engineering talent, and the ability to leverage data (especially through technical alliances) still create significant advantages for established powerhouse teams, which can indeed deter new, well-funded entries if they feel they can't genuinely compete for wins and championships.

I have pinpointed one of IndyCar's most significant and long-standing challenges: the engine manufacturer dilemma. Even if a new billionaire had the funds to buy a team, chassis, and all the equipment, securing an engine supply from either Chevrolet (Ilmor) or Honda (HRC) is not a given, and it's a major barrier to new entries and grid expansion.

Here's why:

 * Limited Manufacturers: IndyCar currently only has two engine manufacturers: Chevrolet and Honda. This duopoly creates a bottleneck. In contrast to F1, where engine manufacturers generally want to supply as many teams as possible (within limits) to gather data and for marketing, IndyCar's current model is different.

 * Cost vs. Marketing Value: For both Honda and Chevrolet, their participation in IndyCar is primarily a marketing and R&D exercise. They lease engines to teams at a significant loss because the actual cost of developing, building, and maintaining these high-performance engines far exceeds the lease fees they charge teams (which are around $1.45 to $1.6 million per season per car, but the true cost to the manufacturer can be much higher, estimated at $9 million or more per year per car). They subsidize this through their overall motorsport budgets and the value of brand exposure.

 * Strain on Current Manufacturers: Chevrolet and Honda are already stretched to supply the current grid of 25-27 full-time cars. They have a finite capacity for production, development, and trackside support. Adding more teams means they would need to significantly increase their investment without necessarily seeing a proportional increase in marketing value or return.

 * Reluctance to Take on More Leases: Both manufacturers have publicly expressed their desire for a third engine supplier to join the series. Without one, they are effectively shouldering the entire burden of engine supply for the entire field. They are hesitant to commit to supplying more cars because it increases their already substantial financial outlay and logistical strain.

 * The "Engine Pool" and Allocation: Engines are leased to teams, not sold outright. The manufacturers manage a pool of engines, and teams generally get an allocation of 4-5 engines per season per car (with mileage limits and penalties for using too many). This system ensures consistent performance and reliability across the grid, but it also means the manufacturers maintain control over supply.

 * The Hybrid Engine Delay: The long-delayed introduction of the new 2.4-liter hybrid engine (now a hybrid unit mated to the existing 2.2-liter engine) was partly due to the manufacturers' concerns about the increased cost and development burden, especially without a third OEM to share the load. They wanted to ensure the new formula was sustainable.

Consequences for New Teams/Billionaires:

 * No Guarantee of Supply: Even with a blank check, a new team cannot simply walk into Honda or Chevrolet and demand engines. The manufacturers prioritize their existing customer teams and would need to be convinced (or incentivized by IndyCar) to take on a new customer.

 * Increased Costs: If a manufacturer were to agree, they might demand a higher lease fee to offset their increased costs, making the program even more expensive for the new team.

 * Limited Choice: The new team wouldn't have a choice of engine supplier; they'd have to take whatever is available, potentially limiting their ability to partner with a specific manufacturer or technical partner.

 * Impact on Grid Size: This engine supply bottleneck is a primary reason why IndyCar's full-time grid hasn't significantly expanded beyond its current size, despite interest from potential new entries.

In essence, IndyCar's biggest vulnerability isn't necessarily the spec chassis or the dominant teams, but the lack of a third (or fourth) engine manufacturer. Until another OEM commits to the series, securing an engine supply will remain a major hurdle for any new team, regardless of their financial backing, reinforcing your point about the difficulty of truly "buying in" and having an impact.

No Financial gain for a new team:

This is another major financial hurdle for any new team or existing smaller team in IndyCar: race prize money is rarely enough to cover operational costs, and consistent winnings are far from guaranteed.

Here's why this is such a problem:

 * Reliance on Sponsorships: Unlike some sports where a significant portion of a team's revenue comes from league payouts (like TV rights or profit sharing), IndyCar teams primarily rely on sponsorships. A typical single-car team needs several million dollars a year to operate, and that money almost exclusively comes from corporate sponsors who want their brand visible on the car and driver.

 * Prize Money Distribution:

   * The Indy 500 is an Anomaly: The Indianapolis 500 has a massive purse (e.g., over $18.4 million in 2024, projected higher for 2025). The winner takes a substantial share (over $4 million in 2024), and even those finishing lower down the field can get a decent payout (hundreds of thousands for top-10, six figures for most finishers). This race is crucial for many teams' annual budgets.

   * Regular Season Races: For the other 16-17 races on the calendar, the prize money is significantly smaller. While specific race purses aren't always publicly disclosed for every event, they are a fraction of the Indy 500's payout.

   * Progressive Payouts: Prize money is heavily weighted towards the top finishers. If a new team consistently finishes in the back half of the field (which is highly likely for a new, unproven team), their prize money earnings will be minimal, perhaps just a few tens of thousands of dollars per race. This won't even cover the cost of tires, fuel, or travel for that weekend, let alone salaries or engine lease payments.

 * No "Guaranteed" Income for Most Teams: There isn't a traditional revenue-sharing model in IndyCar that guarantees a baseline income for all full-time entries, similar to how some stick-and-ball sports leagues operate, or even NASCAR's charter system (though IndyCar has discussed or implemented a charter system, it primarily impacts Indy 500 payouts and not a guaranteed revenue stream for every race). Teams have to earn their money through on-track performance and, most importantly, attracting and retaining sponsors.

 * The Vicious Cycle:

   * Need Sponsors: To run a competitive team, you need significant funding from sponsors.

   * Need Performance for Sponsors: Sponsors want to be associated with winning or at least competitive teams that get TV time and media exposure.

   * No Guaranteed Performance: A new team, especially one without the top-tier talent, engineering depth, and technical alliances of a Ganassi or Penske, will struggle to be competitive immediately.

   * No Winnings, No Exposure: If they don't perform, they don't earn prize money, and they don't get the valuable TV time that attracts and satisfies sponsors.

   * Difficulty Retaining/Attracting Sponsors: This makes it incredibly hard to secure or renew major sponsorship deals, creating a constant struggle for financial viability.

 * Driver Contributions (Pay Drivers): In some cases, teams rely on "pay drivers" – drivers who bring personal sponsorship or whose families contribute significant funds to secure a seat. This is a common practice in many racing series, especially at lower levels, and it helps smaller teams fill out their budgets. However, it means the team isn't solely reliant on prize money or traditional corporate sponsorships.

So, yes, I am entirely correct. A new team, even with a billionaire owner, faces immense financial pressure. The prize money from most races won't even cover the expenses for that single weekend, and the path to consistent high finishes (and therefore significant prize money) is arduous and costly due to the dominance of the established powerhouses and the inherent challenges of starting a top-tier racing program from scratch. This makes the investment even riskier for a new team owner group or person. 

There is away to make this work. 

I am confident in this statement. 

I say,”Maybe!”

By Jim Gandolf

May2025

All rights reserved

Jim Gandolf Motorsports By Jim Gandolf

Jim Gandolf Motorsports 

By Jim Gandolf 

Being in a sound state of mind, I want to express that feeling sure of the balance between the physical state of leverage of starting a race team is completely different than finding a sponsor for an existing race team. Since 1983 this goal is on my mind but not in reality until 2024. 

I have definitely been through the process of complete failure in my own process of learning who is with me and who was against me. I have had fake experiences of lies and false promises. I have had plenty of experiences with racing (Some great and some horrible). I will never forget walking down Georgetown in Indianapolis, Indiana with Rickie Fidel and excuse me if I don’t know how to spell his last name, but he was a colorful character that we just lead through a entry gate that was open enough in 1979 for practice day as I cut school just to go to the Indianapolis motor Speedway. I didn’t think of the possibility of getting caught because everybody did it but I had one neighbor that was a Racecar Driver named Johnny Parsons Junior. And yes, he saw me and I got caught. I got grounded. I did the crime and I also did the time. I know from the first race that I ever attended in 1978 it was magical. I’ve been in every good or bad situation. And Racing, that one could experience from death of a friend winning, losing everything you can think of. Being in the sponsor business. You never know what you’re getting into. Tell your promoting that certain company on the side of a Racecar in the greatest spectacle and Racing.  I’ve been a part of some very private situations and have thrown a major parties inside of that racetrack. I’ve been a part of some winning teams and a lot of losing teams.

I remember praying in the infield early morning May 1977 must practice day inside the Indianapolis motor Speedway from when my mom did not have the racetrack so my older brother Joe and I were put in the trunk of the car. I’ll never forget the balance of that moment. I remember every situation that I’ve been inside of that race track who I’ve met because of that race.  I’ve been a part of some major fortune 500 companies. On our retail levels I’ve met so many wonderful people there and I met some sharks as well. I met people that said they want to be your partner because of how many people that you know and do nothing but stab you in the back. I have met people that would give your right arm for you to be successful but they and road is clear through the seasons of time and hearing the sounds of opening day to where the driver that engine winding is in the pace car waving at the crowd at the end, the hotdog wrappers blowing all over that race track from the destruction in the infield from nearly almost 500,000 people watching the greatest race on Earth and I can see that statement because I’ve been to every and my heart always is in May and the great city of Speedway Indiana a small suburb west of downtown Indianapolis. I have met the right people they had help to make gravely.  I was not born of money, but I was noble. I’ve had companies twist their stories to their benefit to try to ruin my goal of owning a Race Team. I have had certain people make me partners with the Race Team, but completely disregard the direction they need to go and they are no longer in the Racing business at all.  I did not want to start a Race Team, hoping that a driver. Can bring a sponsor to pay for its ride and build a team around that driver. I wanted to start a Race Team fully funded for five seasons and take a driver and pay them while if I could not start I was not starting the team. I had to build the back end of my business with a great group of people that know what they’re doing.  

I wanted to start a racing team that would be the highest paid Race Team for a driver to work Engineers crew personnel, sales and promotion activation at a race, track hospitality at its finest, and I did not want to mess around with starting something and then happened to go out of business because there was not enough funding  I’ve created great partnership with people that I have coached and a great enthusiasm about open wheel racing. 

I have been through a battle of people spreading rumors about me. I just didn’t wanna get involved with that or try to defend myself at all. I wanted to focus on my goal. Not someone else’s goal of impression about myself. I still have real good friends from the time I was 10 years old until this day.  

I’ve had people break into my emails, steal my text messages call clients that I have built proposals for and dragged my name through the mud. I did not give up on my goals. I have caught these people. I have enough evidence on them to ruin them, but I’m better than that I cannot show as myself turned around and do it to them. I have simply just move forward with a great group of serious people that will stand by me no matter what.  

TURON digital currency is with me the seminal Indian tribe of Virginia with the world martial authorities. I cannot express the gratitude that I have for this group of people I have a beverage company.RocaBella Brands I had to create a situation to where I don’t care team, no one can’t steal my sponsors, but I couldn’t enhance any Race Team because there’s plenty enough money to help promote the brands that will be with me. I did not want to start and only be considered with just the Indy 500. I wanna race in the IndyCar Series with a two car team and two drivers, although my group of partners want me to have a race team in IMSA to which I will eventually in the near future. I don’t have to finance anything. We will be strategizing over this month to get everything and play.  I just simply did not want to rely on pay for player drivers situation. I will offer racecar drivers more money than they ever had made. I have had to humble myself, and understand what is an importance  to my goals. 

I want to express from the time I was a young man bicycles into that race, track, and play hide and go seek throughout the mental in the infield at night to the friends. I’ve met over the years and the people that were completely. I don’t even know how to say at mean and never told the truth and try to drive you into the ground. I never let that happen for one thing I know how to fight and I really have to have thick skin because I really don’t care what other people say.  I’ve had magical friendship moments there in racing. 

I wanna touch on a major subject that can truly create the balance of my movement. There was talk of a franchise fee going to happen in.IndyCar in the thought of it being around $5 million to which I know that the current race the past and open wheel racing at that racetrack has ever paid such a fee and it’s really not worth it, but I have raised that money. I am ready for anything that is thrown at me.  I’m ready to support a media campaign, surviving around our digital currency the hospitality of a grand scale because of anybody has ever been around any of my events knows what’s in the works.

I want a Race Team, but everybody wants to get paid well and we have that system. I have, dear friends of mine that have kept me abreast of what people have said about me and what they’ve done. I have lawyers to attack any situation and we have our own court system at the moment. Our plan is to get people out of debt and make Racing an enjoyable sport to where've there are not only two teams always winning that has to stop. And yes, I really want the sport that I love the most open wheel racing to be the best to can be.  

I’ve had so much positive influences in my life that I have met at the greatest racetrack in the world, and I’ve also met from team owners to other people that are trying to take advantage of the relationships that I have known. I just simply did not want to start until everything was put together.  

We will start a campaign of 1000 homes per state in the United States of America with a brand new car. I will promote that through Racing. TURON Coin is the fuel for this to be a reality.  We as a group of people are moving the digital currency to promote our team. I have some wonderful ideas for drivers. If they wanna get paid and quit looking for sponsors, a positive situation for team engineers, there will be a team manager that I will announce and at the race track most of the people that know me know these people already. But it’s time to get paid in Motorsports especially an open wheel Motorsports .

If I have had a great relationship in the past with some friends, you have been to a race in IndyCar with myself or family. I care deeply about the open wheel racing traditions I have experienced, and wanted to share with everyone. I have a few regrets JimBo, and family members are not with me on this journey, but I know that they are with me in spirit. 

Jim Gandolf 

Jim Gandolf Motorsports 

World Martial Authority 

Sovereign Banker 

Interview with Houston Burrus Sui Juris by Jim Gandolf WMA B&A

Jim Gandolf WMA B&F interview with Houston Burrus Sui Juris 

We not playing with them you want memes we put it right back in your face. World Martial Authority and GLDB reserve have had enough. Get ready for the #memechronicles technician deputy bailiff Houston Burrus sui juris. Why is it important to do this? "I'm literally countering fraudulent use of language and misrepresentation everyday on X called #factsoverfiction. I was getting some views but I decided to turn up the heat." Since the crypto gaming community speaks in NFTs with strange artwork I adopted it." There are is no excuse zero tolerance as you can see we are focused on settling the worlds debt problem. We are the only ones that can settle the matter and have launched a series counter measures such as the #turon coin and the #bountyprogram. Jim Gandolf Motorsports is front and representative in all sports sponsorship center, but it's not exclusive everyone can participate in the massive effort to keep the balance. 
All debt goes away Court ordered 
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Announcement (World Martial Authority) By Jim Gandolf

AnnouncementWorld Martial Authority By Jim Gandolf 
The tentacles of #greed are absorbing the worlds sweat equity into $defi, TVL schemes. Once digitized

#fiat is trapped and redistributed to fund #crypto #projects complicit in circulating USD.

Imagine how the gamers reaction when they #discover $shitcoins evoke arrest and fines up to $10M. This reason ALL TOKENS GO TO ZERO!!! UCc1-308 all liberties reserved....see #amazonvspepe faktok in the #memechronicles
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