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akria23 · 11 months ago

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Sharing my Investigation charts before Ep6 comes out. (Images best seen on desktop rather than mobile)

The first page is relationship lines & the mystery arc notes for the each group. The rest are my suspect theories.

These charts will likely drastically change as we go along.

NUTH: Is the obvious choice because he's the character the writers are pointing all the obvious clues and behavioral tendencies at. It makes it feel too easy. Granted - I know it feels too early to reveal the killer (if there is one) at this point but it’s not unheard of for a writer to reveal the killer early if there’s another aspect they want the audience to focus on (the kdrama Beyond Evil is a great example of this). He could be a lower level lackey (secondary) in the killing or he could actually be an all out red herring.

PROM: I look at Prom through 2 separate theories - the one where he’s on a revenge arc & this one where he’s the killer. The thing about Prom is he’s incredibly sus, there’s so much mystery around him, he’s so measured in how he speaks, what he holds back & he always feels like he’s in the know ahead of Nont.

Even if he’s not the killer it feels like he’s hiding something of great importance or has his own motives going on. The way he interacts with Nont comes off as if he knew about him before he revealed himself. Let’s take the wine for example - when he offers Nont wine in the room he says it’s cause he thought he’d changed enough for wine…but he also offered Nont wine the very first night they got together at Playboyy - and this was intention cause he himself was drinking brown liquor but gave Nont wine rather than beer (which is what Nant) likes. - he’s NEVER offered Nont beer. So it wasn’t due to a shift after Nont started acting differently than Nant around him. He inserted himself into the investigation and then started to lead the investigation from behind by pointing Nont in the direction he thinks he should go.

Where I lose confidence in this theory is in the motive. I doubt he would’ve killed Nant in a possessive rage the way Nuth might have - he’s too calculated & represses his emotions. Even with that bout of jealousy with Nont he didn’t push the issue, instead he revamped excused affection instead. Prom seems to be the type that finds a way to do what he wants no matter what others may have wanted. There’s a possible drug connection- through sell rather than through use. Again there’s the intones of the invisible force, the behind the scenes mover and I could very well see that being Prom. It seems like a lot of guys in Playboyys are on drugs but would Prom really need to push drugs if he’s the Host of the club? His need for it is what I question right now rather than his ability to push it.

There’s always a question for every answer and maybe that’s why I have two separate theories about Prom & don’t feel fully comfortable yet saying which I think is more correct.

NOBODY: There is obviously a possibly that there is no killer, that Nant wasn’t killed by another. There’s the possibility of suicide - Nant had been under a lot of extreme pressure and lack a good support system. Mental disorder (split personality) - this one is rather popular but I have trouble wrapping my brain around the photo of the twins cause it would mean dying his hair, taking a photo and then photoshopping two pics together…just feels like there’d have to be some level consciousness for that. Or Nant could b hiding out, on the run, from a debtor - considering he was supposedly on drugs and had a previous issue (with Soong) it’s possible.

PORSCHE: This is probably my loosest theory built mostly from the bias I have against Porsche. I don’t know what is but I don’t trust him, I don’t like him. But all his violent and brattiness could boil down to an inferiority complex rather than murder and I know that but he still makes the cut cause everything about him rubs me wrong and I wouldn’t mind him be the bad guy (def if it’s in the stead of Prom 😭)

#playboyy the series #Playboyy ep6 #Playboyy #thai bl #thai drama #thai series #thai actors #theories

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diabolus1exmachina · 2 years ago

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BMW M1 Turbo (the extraordinary case of the BMW M1 with 1000 hp)

Ignore the livery. Or don’t ignore it. Like with every other Jägermeister racing car, it might be hard to actually walk past this orange beast without giving the standout paint job at least one glance. It was designed to attract attention, just how Günter Mast — the man that gave his OK to race cars with the famous stag on the bonnet — intended. The truth of the matter is, however, that this particular car’s convoluted history is as complicated as the story of the BMW M1 itself. Therefore this car is not what it seems to be, as the orange Jägermeister livery stems from the imagination of the man that rebuilt the car, the legendary M1 whisperer Fritz Wagner. And if you ask anyone at Jägermeister headquarters about the car, they will potentially reply with a polite letter from their legal department. To paraphrase Samuel Beckett: there’s nothing funnier than tragedy. And so, the story of the BMW M1 could be perceived as one of the automotive world’s funniest. The car was originally designed with the ambition to create the greatest, mid-engined racing car of all time. One that would beat Porsche’s dominating 935 in the all-important Group 5. A masterpiece made of speed and German reliability which, in reality, became a car that had to be reverse engineered to be sold for the road. All because of changes in racing rules and homologation, which stipulated how many cars had to be produced before a particular model was allowed to hit the track. The production number of 400 cars — which seems so minuscule by today’s standards — turned out to be the first problem on a long list of unfolding disasters.

In essence, the life of this beautiful, light, well-made machine that had been designed by Giorgetto Giugiaro, who reworked Paul Bracq’s original prototype, was plagued by bad luck and bad decisions. The fact that Lamborghini — who were supposed to produce it at their factory — went bust because of copyright fraud and embezzlement of funds didn’t help. However, it was the rushed solution to disperse production all over Europe that was the final nail in the coffin. Marchese built the car's tube frame, TIR molded the fiberglass, Italdesign mated the two and installed the interior, then the M1 was shipped from Italy to Stuttgart, where Baur would install the BMW hardware, after which in Munich BMW Motorsports would do the final touches and quality control. It made the M1 almost a quarter more expensive than any equivalent Ferrari or Lambo sold at the time. Case closed.

British generals in the second world war would often joke that Germans were not very good when it came to Plan B. This might be true. In the end, even if BMW’s head of Motorsport Jochen Neerpasch, the brilliant man that he is, thought of a way to market the M1 with the Procar series, in which F1 drivers like Niki Lauda, Clay Regazzoni, and Nelson Piquet would race the cars against privateers, as a prelude to the weekend's Formula 1 race, too few examples were made for the car to ever officially leave Group 4 as was originally intended. Later on, those teams who managed to finally race in Group 5, years after BMW abandoned the programme in order to enter to F1, found the M1 simply uncompetitive. Even the twin-turbocharged models built by Schnitzer, which developed 800 hp and more from their straight six engines, were plagued by problems. his finally brings us to this particular, rather unusual example. It was allegedly built for the famous Walter Brun racing team, who later on won the Group C World Championship with a Jägermeister-liveried Porsche 956. Brun’s friendship with Paul Rosche, the man who turbocharged the BMW 2002, gave rise to the idea of installing the M88 turbo engine originally planned for the March Group-5 car into a modified M1 Procar chassis wrapped into Group 5 bodywork. However, the car was never raced. Why? Even at BMW no one knows. Particularly good news considering that back in the day, when this 1090 kg machine was put on a dyno, it put out 1000 hp and 930 NM of Torque. A reading obtained just before the machine broke while the car apparently still wanted to keep going. Now in the hands of a new owner who intends to race it regularly, it will have plenty of opportunity to shine. And so a new chapter unfolds…

#BMW M1 Turbo #Jägermeister #porsche #Ferrari #lamborghini #Group 4 #Niki Lauda #Clay Regazzoni #Nelson Piquet #Group 5 #Walter Brun #Porsche 956 #BMW 2002

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things-about-cars-in-posts · 1 year ago

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So, there's many of you now. I know we're in the How Sweet It Is Not To Know Follower Counts website and I do cherish that, but still, more people than ever in my life clicked a button that in some capacity says "I care what this dork has to tell me" and I want to acknowledge and celebrate that - especially now that this growth seems to have settled into its rhythm.

Spot when @identifying-cars-in-posts reblogged my pinned, lol.

So, for my 100th post, I felt like celebrating our love for reaching round numbers. And little in the automotive world represents it more iconically than what reigned supreme above all cars in the 1980s.

Porsche started out as an engineering firm, whose most notable contract was what would become known as the Volkswagen Beetle (and boy what a story that is). The first car of its own was the 356 seen below - a sporty body laid over Beetle underpinnings and thus still mostly made by Volkswagen. But by God, they were going to run with that recipe and perfect it 'til the sun burst.

Meanwhile, in England, a chap called Colin Chapman decides the next of his company's track cars will actually be drivable on the street, to need no trailer to go race. Thus the Lotus Seven is born and sold in kit, which avoids high taxes on the exporting of cars to the US (but those taxes would have remained had they been sold with assembly manuals… so they were sold with disassembly manuals for you to read backwards. No, seriously.).

The Porsche 356 kept getting less and less Volkswagen and more and more Porsche until in 1964, the year of the Beatles, the year of the Stones, the stone-age Beetle was left behind for good with the Porsche 911 (seen below), a blank-canvas take on the same recipe of an air-cooled rear boxer engine powering the rear wheels of a squished-Beetle-shaped sportscar. 'Twas good.

In 1973, Lotus was doing pretty well for itself. The Seven's whole 2500 sales had carried it through producing a number of other models, and a few were even in production concurrently - a lineup! Exciting stuff! Well, that and an F1 team so successful its Wikipedia page features the section "Domination in the 60s and '70s". The exciting opportunity to move upmarket, with bigger models with AC and automatics and all that bougie shit, pushed them to move away from the image of scruffy old kit car makers, ceding the Seven's production to the last two dealers that sold it, main one being Caterham Cars.

The 911 headed into the 80s old enough to drive, and Porsche's plans considered it at the end of the line, with staff already mourning it. But then the yankee at his third week as CEO saw those plans (which to Germans are basically scripture), said "to hell with that" and extended that line off the chart. Literally. He went to the lead engineer's office and physically took a marker at a development chart. They all secretly liked that.

Still, it was clear the game was changing - intercoolers, all wheel drive, active suspension... how hard could the 911 layout go if it didn't stick to its simple air-cooled roots? Well, Porsche resolved to find out by filling it with the cusp of automotive advancements and then some. And I do mean filling - a chassis that didn't even need space for a radiator was suddenly tasked with storing it, two turbos, two intercoolers, and a good half dozen oil pumps.

Yeah good luck with that, buddy. Oh, and materials? The body was kevlar, the frame was aluminium, the floor was Nomex (ever even heard of Nomex???), the wheels were magnesium and the spokes were hollow!!!! You could blow into the spokes!!! And don't get me started on the technology! Variable height, an all-wheel-drive system that distributed torque at will, electronics galore... As you may be able to guess, development was… complex.

At one point a test driver was doing 180km/h (112mph) to go get the car un-on-fire-d, and that's just one of the plenty horror stories. Hell, work started in 1983 to create a car for Group B and took so long that when said rally series died in 1986, production was just starting. Not that development would stop at the start of production, either - the first cars just got updated when the owners took them in for their service. (Can't blame them, I fix wording in weeks-old posts...) But however long it took, the resulting Porsche 959 answered the originating question "How hard can this chassis go?" with a resounding "Hard and then some".

It was comfortable and refined enough to be driven every day, but so capable it extended the limits of the concept of production car. Put it this way: it reached car people's favorite round number, 100km/h (to yankee doodles, 60mph) in 3.6 seconds. The second fastest production car did so in 4.6. That's one second of margin in a race that ends in five. Oh, and if you want to put it another way: the 959 was the first production car to ever surpass 300km/h, let alone come 1 shy of the mythical 200mph (322km/h).

Meanwhile, the handful of chaps at Caterham was still producing the Caterham Seven. It's the Lotus Seven (specifically the third revision, from 1968), but I guess in '83 the engine changed. We were saying?

They couldn't sell the 959 stateside for lack of crash test data, and America's ban on importing foreign cars under 25 years of age had no exception. That is, until Bill Gates wanted a 959 so bad he spent 13 years getting an exception passed. That's how hot this car is.

And yet, this record-breaking, boundary-pushing, master-of-all-trades hypercar sits atop the 80s automotive landscape engulfed in shadow. But how? Why? Because it failed to contend with the greatest automotive headache: humans. It was planted, practical, reliable, predictable - docile, domesticated, amicable. Perfect. But these are not meant to be cars, they're meant to be posters. And you don't get posters of what is perfect, but of what excites you. And what excites us is the visceral, the raw, the uncompromising - the wild, the feral, the dangerous. And, of course, reaching round numbers. What excites us is a lot more like the first production car to break 200mph, the Ferrari F40.

Remember how the 959 was being developed for Group B racing and then the series died? Well, Ferrari got screwed over too, with the 288 GTO Evoluzione they were developing (seen here to the right of the base 288 GTO) suddenly having no reason to be.

The lead engineer then asked Enzo Ferrari to let him turn that weekend project (literally, they couldn't spend work week time on it) into a road car to celebrate their 40 years. Enzo, nearing the end of his days, thought "Ah, what the hell, let's leave with a bang", so they set off to build what would become the anti-959. Not anti as in response, but as in antithesis. Where the 959 was an attempt to modernize the noisy, unrefined, old-school 911 -to make a supercar "tested for everyday usability to the most strenuous standards", by Porsche's words- the F40 was a reaction to, per Ferrari's words, "customers saying Ferraris were becoming too plush and comfortable": "nothing but sheer performance. Not a laboratory for the future, as the 959 is. Not Star Wars."

To exemplify: left is the 959 - note the leather and electric seats, right is the F40, note the string you open the door with.

The F40 was noisy, crashy, torrid, and the turbo lag painstakingly smoothed out in the 959 here kicked you in the back like a locked door. It would rip your head off the moment it sensed you didn't know what you were doing. But it was more exciting - to look at, to hear, to drive. And that's what won people over - including the buyers, which were near four times as many as Porsche's despite the price tag being double.

Had the 959 lost then? Well, not quite. Enter the 959 S. Doing away with much of the 959's luxuries, like adjustable suspension, electric windows, AC, central locking, and even backsea- wait, the 959 had BACKSEATS???? Holy FUCK why does no one talk about that??? Take the family on a trip to 300kphville! I was saying. They schlapped some bigger turbos on too and power went from 444hp right past the F40's 470hp to a healthy 508, that propelled it over what any roadgoing F40 ever managed at 211mph, or 339km/h. Presumably for bragging rights.

And I want to stress, these were titans clashing here. This was leagues beyond what other production cars could even comprehend. Again, the 959 hit 100km/h in 3.6 seconds. The F40 held a record by taking less than 16 seconds to go from 0 to 160km/h(100mph) and back to 0. This was witnessing superhumans fighting through the clouds.

And then in 1992, the two chaps that 'developed' Caterhams (i.e. banged new ones together in the shed) told the chap they worked for "Hey, let's make one that's really barebones and fast", rang up their ol' mate (and ex-F1 racer) Jonathan Palmer to ask to lend a hand, and bought some of the 250hp engine that powered the Vauxhall (British for Opel) Cavalier GSi in the British Touring Car Championship.

Thus, the Caterham Seven Jonathan Palmer Evolution - a raw, uncomfortable, uncompromising beast that went fast as all fuck. Now, if you don't know Sevens you may think "Ah, so just like the F40, what with its handcrank windows and the string to open the doorlatch and all". And to illustrate how far off that is: in the Seven the windows were sown on and you latched the door yourself with a press button.

And that's the standard version which had windows and doors. The JPE didn't.

The JPE had a carbon tub you were meant to call a seat, the controls, a rev counter and a tach that didn't even bother reading until 30mph, and fuck you. And this one is not even as barebones as the JPE got: this one is painted.

So while the F40 went from 1,250kg (2760lb) to 1370kg (3020lb) when adjusted to comply with US regulations and the 959 went from 1450kg (3200lb) to the lightweight S version's 1350kg (2975lb), the Seven JPE weighed 1170. As in 1170lb. 530kg. Read that again if you need to, but it had about half the power of those two and considerably less than half the car to move. And so, in January 1993, this thing -this '50s coffin with a Vauxhall engine banged together by one guy in a shed- took the Guinness World Record for fastest car to 100km/h with a time of 3.46 seconds - and the 0-160km/h-0 record with 13.1 seconds. Close your eyes and picture that.

Yet the Seven JPE is hardly known to anyone but the most hardcore of enthusiasts, and owned by barely four dozens of 'em. So did it, perhaps, ultimately lose? Not at all. In fact, none of these cars did.

Every 959 cost Porsche twice what they sold it for, but the project proved the 911's layout could stand the test of time, and its development gave Porsche technologies it gradually infused into the 911 keeping it relevant, competitive, and most importantly alive to this day.

And I think we can safely say that when Enzo Ferrari died in 1988, a year after the F40's launch, his wish to leave with a bang was perfectly fulfilled - so much so that the F40 is commonly regarded as the peak of his legacy.

And the JPE was simply the greatest Seven ever - the most raw, thrilling, pure automotive experience the streets had ever witnessed. If driving a fast car was like biking down a hill, the Seven JPE was skydiving. Hell, it was the cover car of éX-Driver, an anime about a team using old-school sportscars to rescue haywire autonomous vehicles!

Not that culturally relevant but MAN was it cool as a kid. I need to hang those damn posters one of these days. I was saying.

These are three success stories in three radically different ways. Because, as much as I've made this post all about the numbers, sometimes it's not about that. Sometimes it's about making a show, leaving a mark, being spectacular. Sometimes it's about pushing yourself to achievements you can take pride and inspiration from. Sometimes it's simply about having fun seeing just how far you can really go. Sometimes it's about deciding what you want to be and make a new favorite version of yourself, that is the best it can be at what you care the most about. And for some that may result in less popularity or success or impact or legacy than others, but those are just some of the things you can work towards. It can be okay to just work towards having a blast. Hell, those madmen at Caterham used to stay after work to build themselves track cars, race them the next day and put ‘em back in the workshop after racing them, and the company survived to this day. Because, yes, they're still around - and their new lineup topper gets to 100 in 2.8. Windshield still optional. Well, at least there's headrests now. And a wider version, for the concrete possibility that you physically don't fit.

Never change, Caterham, because you certainly never have.

Links in blue are posts of mine explaining the words in question - if you liked this post, you might like those!

#this was meant to also celebrate 300 followers #i am just that slow at writing stuff #porsche 356 #porsche 911 #porsche 959 s #ferrari 288 evoluzione #ferrari f40 #lotus seven #caterham seven jpe #vauxhall cavalier gsi #round numbers

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imsoknesecary · 8 months ago

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Randomly inspired by R&B Group "GUY " + Porsche 🤷🏾‍♂️

#Porsche #Guy #Teddy Riley #SuperCar #Porsche 911 turbo

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hirocimacruiser · 8 months ago

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20th century

NISSAN

MOTORSPORTS 1958-2000

'80~

WEC championship,

And to participate in Le Mans

Group C flourishes.

In the early 1980s, the FIA (International Automobile Federation)

The rules and classification of competition vehicles were changed.

Group C vehicles that are racing sports cars

is not classified by displacement as in the past,

Only the total amount of fuel used is specified (good fuel consumption is essential);

What type of engine can you use if you clear this?

It is a challenge for manufacturers as they are willing to participate.

It has become a very important category. The same regulations apply from the following year.

The world championship match “WEC Japan” by Fujis

Since it started at Pedeway, Nissan also started

Developed a carbon engine and mounted it on a foreign chassis.

Start participating. As an extension of that, to the Le Mans 24 Hours.

Participated in the race, the first challenge was in 1986, and the best in 1990.

Although it became a fast machine and won pole position, unfortunately, the battle ends without victory. In the 80s-90s

Also in WSPC (World Sports Prototype Championship) he participated full-time and finished 3rd in the series in 1990.

At that time in the United States, a category similar to Group C, IMSA-GTP, which is a popular cars actively participate in the race, Nissan GTP ZX-T

He was the champion from 1988 to 1999.

Nissan has been in the WRC (World Rally Championship) for 7-8 years.

Although he was able to take second place in the series for three consecutive years, the new vehicle In the era of Group B (starting in 1983) and Group A (starting in 1988) after the regulations came into effect, they often played supporting roles. However, there are still marathon raids such as the Paris-Dakar Rally, and popularity in the United States.

At stadiums, off-road races, etc. that collect

Often achieved good results.

In Japan, in 1985, Group A vehicles began

The Japan Touring Car Championship has begun, and Skyline RS Turbo and GTS-R were part of the winning front. And boasts the strongest Group A machine

R32 Skyline GT-R appears.

On the other hand, the Saurus Cup, March one-make race, or an amateur with many Silvias and Pulsars.

Races for beginners were also widely held nationwide.

Also, the first F1GP race in Japan in 10 years will be held in 8 years.

It was held at Suzuka Circuit and has been held every year since then.

With the introduction of F1, there was a sudden F1 boom in Japan.

/The motorsports boom was ignited.

PIC CAPTIONS

Local Kenyan expert Shehkar Mehta and his beloved PA10 Violet achieved the feat of winning the Safari Rally four years in a row from 1979 to 1982. Among the many international rallies, the Safari Rally is far more demanding than the events held in Western Europe, and it became an ideal venue for Japanese cars to demonstrate their excellence.

_____________________________________________

The "Silhouette Formula" car, which was born in Germany in the late 1970s, is a heavily modified racing car that retains only a slight silhouette of the production car. It is equipped with a trendy turbocharger and captivates fans with its overwhelming straight-line speed. In Japan in the early 1980s, Skylines and Silvias spewed flames and raced around Fuji Speedway and other places. Its power is 570bhp

_____________________________________________

Group C competition, 1985 WEC Japan. More than 80,000 spectators packed into Fuji Speedway in heavy rain. The works Porsche 956 on the first row of the grid withdrew early, and Kazuyoshi Hoshino, driving the March B5G Nissan (No. 28) that qualified third, won the race, which was shortened to two hours due to bad weather. Although bad weather was on their side, it was the first time for a Nissan car and the first Japanese to win a world championship race.

#DR30 #R30 Skyline #Skyline Super Silhouette #PA10 Violet #Safari Rally #WEC #Grp C

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ryo-yamaha · 1 year ago

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Hello. Favorite car and reasoning ?

well I have multiple favorites, but here are some of them:

this is a 1988 Toyota soarer, I found it after searching for a 90's soarer on reddit and found this instead, I love the look of this car in general, especially with those wheels attatched. it might not be the fastest or anything but I love how it looks and recently got to sit in one which was a delight!

another one would be this specific Mazda RX-7 FB I saw it at Japfest assen and immidestly fell in love with it, especially with that color Mmmm it's so pretty and shit, if you wanna check out their insta

next would be this specific spec 911 Turbo S, the owner lives nearby and I wanted to take a picture of it but he told me I was allowed to sit in it, after doing so he told me the story of how he got it and everything, I'm absolutely in love with Porsche in general but after this experience... a Porsche 911 Turbo S from '07 had become my favorite of all time

I'm also a sucker for rally cars, specifically this RS200 they have at the Bugatti museum in Mulhouse, anything group B related is just so awesome to me(special shout-out to Michelle Mouton btw, my fav rally driver of them all)

#astra answers #I FUCKING LOVE CARS #astra talks about cars

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awiderangeofgreen · 2 years ago

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A/B/O thoughts and then make it about KP

One Thing I noticed about writing/reading A/B/O fanfics is how often scents are described with lots of details but in everyday life it's so hard to recognize every components of perfumes if you didn't learn how to do it. So now I just think of "baby" Alphas and Omegas at school learning about scents. Maybe it's an official thing or just group of friends trying to smell each other and recognize what is in it and what every little change could mean. Either way it would be great bonding and learning moments (for most of them, so many angst possibilities with this.)

Being able to smell all of this always would be overwhelming so I think it would be more something like "scents are here but you don't notice them as you grow up and get use to it. The exception being if they are suddenly more potent or if you focus on it"

[Exemple of this: people always telling me it smells good when they enter the shop but I'm so used to the smell of flowers that I don't notice it anymore except when we've got bloomed lilies or if I've had a few days off or if I decide to smell the roses. End of personal exemple]

And here comes another KinnPorsche related idea.

If it's at first a school centric knowledge, what about Porsche who missed so many classes and didn't have the time either to be around lots of people (except his friends)? Maybe then he only learned to recognize specific scents. Chay's being the most familiar one and then the scents of his friends. Those, he learned how to read and he can describe them but it's more something like what happens when you're always around some people and knows when their mood shift. Scents is by far the last thing Porsche would use to read a room.

And if the scent shift means specific emotions Porsche didn't necessarily learned how to recognize it, how to read it so he became (in the eyes of the others) somewhat this "don't care about your feelings" kind of person while he cares a lot but just don't know how to read signals. He's just living in a world with different codes and no matter how hard he tries to adapt, he has no one to help him. Of course Chay does try but there are not so much he can do about it.

Enters Kinn.

Kinn who grew up with lots of people around (even if it's mostly staff/bodyguards, it counts) and had to be perfect in reading people. He knows how to control his scent and rely on it to convey what he wants, how he is feeling or more like "what he wanta the other to think he is feeling" , and so on. And around him, everyone knows this and knows how to act according to it.

Kinn and Porsche worlds crash into one another. So many tension and miscommunication at first. Kinn is fascinated by Porsche.

[I might add things to this idea, I have lots of KimChay thoughts about this too but this post is already far longer than I expected]

#kinnporsche #kinn theerapanyakul #porsche kittisawasd #kinnporsche headcanon #a/b/o headcanon #alpha beta omega #I'm gonna stop here but i have so many thoughts #some of them including Pete and Porsche relation #and of course Porsche would never willingly explain he has no idea how all this scent thing works #you don't show weakness if you want to survive

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