#racetack

[licensedfool]

this was my piece for @newsiesminibang24!!! i got to draw this for the silly adorable wonderful fic "the stupid leading the stupid" written by @reccord-raccoon!! go check it out and give it some love <3333

[finchfvkingcortes]

THE SAD THOUGHTS

Race takes Finch to brooklyn after the strike to try and show him that he don't need to be scared.

Finch is wary but slowly relaxes watching them play cards.

Eventually it gets late and he falls asleep. And slowly the others do too.

Finch starts having a night terror after everything that had happened. His screams fill the brooklyn lodging pure panic in them, waking some of the brooklyners. Mack tried to shake him only to be met with a whimpers and pleading. "I'll be good please no more." Her blood freezes. She looks for Racetack who had blearily opened his eyes. The boy listens looking sad...this this had happened before then.

Stray was rubbing her eyes, frowning and her voice gentle. "Hey you're okay ain't no one hurting you here."

Finch twisted, trying to escape a phantom demon, trembling hard.

Spot looked at Race they seemed to share a silent conversation and spot moved forward.

"Finch Finch open your eyes for me," Spot said.

Finch tensed doing so only to come face to face with Spot. Of all the nights... He tried to make himself smaller.

"Sorry."

"Nah....yous need milk or something to get back to sleep?"

"No ill be fine. "

"Hey uh...Wes all got things we'd rather forget." Mack fumbled to say something that would help the boy. Clearly he had issues to work out with Spot though she dudnt think they'd met before? She'd have to get the deets later from Race.

Finch let out this sad half laugh half sob.

"I'll-"

"Yous ain't fine quit trying to paint some sunny picture. That Jackie boys job. " Stray cut him off. The boy looked gutted, and Racetrack didn't look much better.

So they were caught off guard too. Nice to know they weren't the only ones having a hard time forgetting.

"Sorry look uh this this about the other day or..."

"Nah," Race answered.

Stray shared a look with Mack and Lucky.

"Yeah...yous looked rough."

"Well they beat us into the ground," Races voice was colder.

"I couldnt just-" Spot started.

"I know! It's why I let Jackie volunteer himsself. "

"Race..."

"They hit Romeo and Splasher in them heads. I get why you didn't wanna run headfirst into nothing. But no one else would say yes either until yous gave the okay."

Splint softened. "How bad was it?"

"...bad. they brought the bulls and thugs."

"You didn't tell me that," Spot accused.

"Ain't our faces proof enough?" Race said sarcastically.

"Thugs like the ones for them trolley workers?"

"I told Jack they'd bust up our bones," finch said quietly.

Spot sighed.

"And jack thought he knew what was right?"

"How bout always."

Spot rolled their eyes. "Yeah sounds like cowboy....if your nightmare wasn't bout the clusterfuck of a fight what it be about?"

"... snyder. It's stupid he locked up now."

"But he wasn't."

"Crutchie called for me. I I wanted to go back but they wouldn't let me."

"Yous woulda never got him Finch. We'd just have had two a you in there.it it good you didn't I knows you wanted to help.."

"Did ya see him before they took snyder away? They hurt him. He like me now."

Race sighed. "First off, there only one you. I know they hurt him I ain't stupid...I saw. I think it helped having snyder arrested."

"..yeah. but it...he.. it don't solve it.i want it to but he still there in my fucking head"

"I know. I...how can I help?"

"I dont want no one looking at me as broken."

"Yous jokin? you're a goshdamn survivor. Everyone in Brooklyn know he bad news... we had a few newsies come back changed after stints there." Spot told him.

"I um can't do small spaces no more."

Scope connected the dots. "He a bastard snd I hope he rot."

She held her hand out and finch spat in his own shaking hers.

"Yous one of us."

"I ain't tough enough to be brooklyn." finch brushed off.

"I says you is. Yous ours now."

Race looked amused. Finch wad confused but not entirely against the turn if events.

oh my darling

finch being plagued by guilt about not going back for crutchie and hearing his voice yelling for his help on repeat is so :( him blaming himself even though he knows logically that romeo was right and there was nothing he could have done

[just-too-slow]

Newsies working at Home Depot

Davey: someone has been breaking all the wood, any idea who it could be?

Race, tightening his karate belt: idk man, probably someone pretty strong.

[crutchie-with-a-y]

we’ve all been there

[kazoosandfannypacks]

Y’ALL ARE NOT GOING TO BELIEVE THIS BUT I PROMISED YOU IT HAPPENED!!!

1. Listening to Musicals on Spotify

2. Farmer Refuted plays

3. Farmer Refuted ends with “SILENCE, A MESSAGE FROM THE KING, A MESSAGE FROM THE KING, A MESSAGE FROM THE KIIIIIIIING!!!”

4. I think to myself “ha ha message from the King lol whos our king this time”

5. I KID YOU NOT RACETACK HIGGINS PIPES IN WITH THE “YOU DON’T NEED MONEY WHEN YOU’RE FAMOUS, THEY GIVE YOU WHATEVER YOU WANT, GRATIS!”

6. KING OF NEW YORK

7. I KID YOU NOT KING OF NEW YORK PLAYED AFTER IT SAID A MESSAGE FROM THE KING

8. MY ENTIRE DAY HAS BEEN MADE

[swartzmiller]

STOLEN FORD 3000 TRACTOR $1000 REWARD

[projecttoy-blog]

Drifter and Rhino defend from blue attacks on “Timber” racetack

[robertkstone]

2019 Lamborghini Aventador LP 770-4 Superveloce Jota First Drive

I called the Aventador Superveloce Lamborghini’s “bloodiest axe” when I first drove it a little more than three years ago just outside Barcelona, Spain. Further exposure back in America to that 740-horsepower rolling weapon confirmed, if not strengthened, my thoughts and feelings. Going with that metaphor, the new Aventador LP 770-4 Superveloce Jota (SVJ for short) is the axe murderer, and oh look: He’s licking the blade. And grinning. I remember thinking that the then-ferocious SV version of Lamborghini’s mid-engine V-12 flagship was as wild and as crazed as supercars got—and frankly would ever get. What has two thumbs and was wrong? This guy! Friends, the lunatics are no longer running the asylum. They’ve burned it to the ground and have gone on to seek higher office.

Some technical details before we get to the drive impressions. The 6.5-liter V-12 makes more power and torque, as it ought to, for as R & D chief Maurizio Reggiani told me, “The story of Lamborghini is based on the V-12.” Reggiani’s team achieved these improvements a few ways. For one, the flywheel has been lightened, allowing the engine to rev more freely. Two, the intake valves are now made from titanium. They also open earlier and stay open longer. Third, a new, shortened exhaust system reduces backpressure. The result is 19 more horsepower (759, up from 740 hp), and the torque rises from 509 lb-ft to 531. More crucially, that torque is available lower in the rev range and for longer, nearly all of it arriving at 4,750 rpm and staying essentially flat until 6,750 rpm. Compare this to the SV, where peak torque arrived at 5,500 rpm. The reworked V-12 sounds angrier, as well. The ISR singe-clutch automated manual clutch remains, though it’s been retuned for even quicker shifts.

The SVJ was put on a diet, with mixed results. The following pieces are made from carbon fiber: front splitter, roof and pillars, monocoque itself, engine cover, rear diffuser, massive tri-post wing, rocker covers and wing mirrors, and large parts of the interior, such as the door panels. Should you opt for the sporty buckets, they are carbon, too. There’s even a lightweight set of wheels available (much simpler looking and in my opinion the ones to get). Oh, and the new exhaust weighs less, too. The issue is that Lamborghini has added some new tech to the SVJ, chiefly two-motor rear-wheel steering and the brand’s patented active aerodynamic system, called Aerodinamica Lamborghini Attiva, aka ALA, that’s been used to great effect on the Huracan Performante, the car that just won our 2018 Best Driver’s Car honors. Lamborghini claims that the SVJ and the old SV should weigh roughly the same. When we weighed an SV, it clocked in at 3,900 pounds even. That’s 209 pounds less than a 2012 Aventador and a few pounds less than a GT-R NISMO (3,904 pounds). Motor Trend has yet to weigh an Aventador S, which replaced the standard car in 2017.

Back to ALA for a second, or in this case ALA 2.0, Lamborghini claims that the system is 30 percent more affective on the SVJ than on the Performante. Why? The company has learned stuff. Functionally, on the Performante, wing-stalling air was channeled up two separate uprights, and the wing was stalled from the outside in. See that cute/weird-looking mustache on the front of the SVJ? Each flattened hexagon directs air over the car’s frunk lid and windshield into a center channel that feeds a duct in the rear wing’s central upright. There are two channels within this intake and a flap that opens and closes each. Going forward, the rear flaps (as well as a single front flap) open to stall the wing and reduce both drag and downforce. Hit the brakes, and the flaps close, activating the front and rear wings, providing both drag and downforce. Yup, the system functions as an airbrake. Turn the steering wheel, and one rear flap opens while one closes, providing downforce on one rear-wheel while allowing the other to rotate. The functional result as a driver is less steering input and increased high-speed stability.

Other tweaks to the SVJ over past Aventadors include reprogrammed magnetic dampers, a retuned all-wheel-drive system, super sticky, model-specific Pirelli Trofeo R tires (255/30ZR20 in front, 355/25ZR21 rear), and 20 percent stiffer anti-roll bars. Also, the reworked body panels are 40 percent more aerodynamic than the SV. Lamborghini claims a 0–62-mph launch in 2.8 seconds. However, when we tested the Superveloce, we saw 0–60 in 2.6 seconds. The SV was also able to run the quarter mile in 10.4 seconds at 134.7 mph. Expect this car to be quicker. Lamborghini still quotes the top speed as north of 217 mph.

The results of all the new stuff on the SVJ are undeniable. An orange, camouflaged car piloted by the fearless Marco Mapelli flew around the Nürburgring Nordschleife in 6:44.97, setting the new production car lap record—a record formerly held by the Porsche GT2 RS (6:47.25), a car that has set lap records on two tracks we regularly test on, Big Willow and Weathertech Raceway Laguna Seca. Perhaps more remarkably, the Aventador SV’s ’Ring lap was 6:59.73, meaning that Lamborghini was able to shave nearly 15 seconds off that car’s time. That’s more than 1 second per mile. That’s remarkable, though not quite as amazing as the jump from the OG Aventador (7:25.00) to the SV. However, when you consider the jump from the initial car to the Jota, we’re talking more than 40 seconds. Frankly, that borders on absurd. It also shows that (like we said) the original Aventador just wasn’t all that. Moving on!

Lamborghini was nice enough to fly me out to the Autodromo do Estoril racetack west of Lisbon, Portugal, to have a go in the SVJ. A funny thing happened, however, between when Lamborghini tested the SVJs on the track and we journo types showed up. Estoril got repaved. What does that mean? No grip. Like none, especially on the model-specific Pirelli Trofeo Rs the SVJ comes on/used to whoop butt on the ’Ring. What to do? Lamborghini removed the fancy shoes and replaced them with P Zero Corsas. The result? Still not very much traction. Oh dear.

What’s a 759-horsepower psychopath like on an unfamiliar racetrack? Quite the handful! The biggest improvement to me going from SV to SVJ is the engine’s increased torque. Not only is there more of it, but the extra twisting force also shows up earlier, as it’s very easy to keep the big V-12 over 4,500 rpm. Perhaps too easy. Previous Aventadors were always fast cars, but unless you were using Thrust mode—the brand’s hysterically named launch control—it took a few moments for the car to engage. Not anymore. Although not quite electric, the SVJ scoots. This proved to be quite a handful on what was the equivalent of a slick track. Does the SVJ oversteer? Understeer? Track true? Based on what I experienced at low speeds, all of the above. But again, the surface was awful.

High speeds are an entirely different matter. I’m lucky enough to have driven the Centenario LP 770-4, Lambo’s super-limited, $2.2 million big-downforce hypercar, which can and should be thought of as a predecessor to the SVJ. The Cent also produced 759 horsepower (though it got there more through exhaust rerouting), came with rear-wheel steering, used nostrils on the hood to divert air up and over the car, had underbody smoothing and a massive rear diffuser, and had active aerodynamics in the form of a massive, hydraulically controlled carbon-fiber rear wing. “Now,” I said of the Cenenario, “you have to learn to trust the car, to trust the aero. The quick steering and revised suspension allow you brazenly to toss the two-ton monster into a corner. Then, for a brief moment, the Centenario feels as if it’s going to continue sliding. However, in a beat the aero catches the car, and you find yourself glued. The aero in conjunction with rear-wheel steering is a game changer.” You can nearly apply that entire quotation to the Jota, with one big caveat.

Here’s the difference between the Centenario and the SVJ: The Jota’s active aero works much quicker. This sentence—“Then, for a brief moment, the Centenario feels as if it’s going to continue sliding”—does not apply. Entering the kink at speed that makes up Turn 5 at Estoril is a revelation. The SVJ doesn’t just feel stable. It feels battened down, rooted, anchored. Even on such a low-grip surface. To me, it’s a shocking sensation to experience in a street car. It’s instant, too. Even though you’re turning the wheel, the SVJ feels like it’s riding a roller coaster track.

The big bull does have a weakness, and it’s braking, specifically the feel of the brake pedal, as well as diminishing downforce as speeds decrease. In other words, the pedal is wooden and the rear end squirms around a tad too much, especially when you’re get the beast whoaed down from 177 mph in time for a second-gear right-hander that constitutes Estoril’s Turn 1. Part of the problem is ABS tuning, but the other part is Lamborghini’s insistence in keeping the brakes feeling like a street car despite the SVJ’s track prowess. Hey, no car is perfect, and the Jota’s high-speed stability more than makes up for the less than perfect brakes. The stability is incredible, actually.

Speaking of incredible, unlike every other American “journalist” who drove the Aventador SVJ in Portugal, I went a day later on a video wave. As a result, although I got about half the track time of everybody else, I got to drive the Jota around the not-so-mean streets of Cascais. After what seemed like hours of low-speed loafing along the coast, it was time to head back to the track. Two things you should know. The first is that Lamborghini stressed that they really, really (perhaps three reallys) wanted us back at the track by 3:30 pm. The second is that they assigned us a motorcycle cop to assist us with filming. Block traffic in roundabouts—that sort of thing.

Around 3, we wrapped up filming, and it was time to head back. The officer suddenly, just like that, took off. Like floored it. Gone, baby, gone. I could have stayed and waited for my video crew and Wazed back to the circuit. My other option was to do what I did. Hey man, I was sitting in a half-million-dollar Italian hypercar, bored silly from low-speed video nonsense, and simply said some profane iteration of, “Oh, why not?” I followed the cop. Within a minute I’m behind this freak of a bike cop, seeing 185 kilometers per hour (115 mph) on the speedo as we weave in and out of traffic. I know on one hand it’s wrong, but on the other hand, he’s the law! This guy’s so dedicated that he’s actually shooing other cars out of the way. Wish I had video! Rest assured, we made it back well before 3:30 pm. The most amazing part? I never said so much as a word to the officer. I did give him a thumbs-up once we were on the paddock, and he returned the gesture.

I bring this wonderful, admittedly less than smart anecdote because holy wow dude is the SVJ righteous on the street! With no traction issues whatsoever, the car just rocked, and rocked in a way that I’ve never experienced before. Confidence doesn’t even begin to describe it. I suddenly felt like a superhero, not only invincible but also with all this insane weaponry at my fingertips. What would Batman drive? The latest and greatest V-12 beastie from Sant’Agata, obviously. If I had a cape I would.

We recently named the Lamborghini Huracan Performante our 2018 Best Driver’s Car. Because both the Performante and the SVJ feature ALA and are extreme, reworked versions of the “base” cars, it’s reasonable to think that the Jota is just a big, V-12-powered Perf. Not even a little bit. The Performante is to some degree a fantastic sports car. Rewarding, neutral, balanced—all that stuff. The SVJ is something else entirely. It’s a 10,000-volt fist to the face, a flaming baseball bat to the skull, a bomb in bomb’s clothing. Does it have a shot at next year’s Best Driver’s Car? I dunno, as it’s a probably bit too big, a bit too blunt. The Aventador SVJ is, however, a lock to be voted car most likely to beat up the 2019 Best Driver’s Car. Sign me up.

Speculation: What we think we know about the next V-12 Lamborghini

The Lamborghini Aventador is approaching the end of its life. First launched in 2011 as the replacement for the Murcielago, the Aventador is the fourth iteration of the longitudinally mounted mid-engine V-12 Lambos. (Yes, the Miura had a V-12 behind the driver, but it was transverse.) The Murcieago was the first raging bull designed fully under the auspices of Audi, Lamborghini’s parent company ,and had a nine-year life span. If there’s one thing you can count on when it comes to Teutonic companies, it is predictability. As such, the Aventador has two more years to go before we its replacement goes on sale.

The next V-12 will be the first Lamborghini designed completely by the brand’s new, as of March 2016, chief designer, Mitja Borkert. Mitja (pronounced Meecha, like nice to meet ya) has of course been involved with cars released since he’s been on board—the Centenario Roadster was the first Lambo he did any work on, and of course the Urus has his fingerprints on it. Never forget, however, that designs are usually locked years before you see them. Speaking of seeing, every time I see Borkert, I implore him to make sure that when a young child sees the next V-12, said kid jumps in the air, waves his or her arms, and starts screaming. That’s known as the Countach effect. Luckily, Borkert has a young son, and he assures me that this will be the case. Additionally, Borkert has some real chops. While at Porsche he designed both the Panamera Sport Turismo and the Misson E Concept, now known as Taycan. Borkert’s Terzo Millennio Concept is pretty smoking hot, too.

One of the perennial complaints about the Aventador is the ISR single-clutch transmission. No matter what, the ISR isn’t great to drive at low speeds. Head of R&D Maurizio Regionni explained that when they began designing the Aventador back in 2008, dual-clutch transmissions were not so good, and those that could hope to handle the Aventador’s power and torque (like the Ricardo dual-clutch in the Bugatti Veyron) were prohibitively expensive (ahem—like the Ricardo dual-clutch in the Bugatti Veyron). You can’t just swap one out for the other—the ISR’s housing is long and skinny, whereas a dual-clutch box tends to be squat and fat. You can expect the next V-12 from PerformanceJunk WP Feed 3 https://ift.tt/2C5G2yA via IFTTT

[entmtbiz]

Newest Cruise Ship Norwegian Joy to Feature Ferrari Branded Race Track

Norwegian Cruise Line has partnered with Scuderia Ferrari Watches on the first-ever racetrack at sea, debuting on their newest cruise ship designed for China, Norwegian Joy, launching in summer 2017

SHANGHAI, April 17, 2017 /PRNewswire/ -- Norwegian Cruise Line (NCL) today announced a partnership with Scuderia Ferrari Watches as a part of the entertainment and activities on board Norwegian Joy, its soon to-be-unveiled 3,850 passenger vessel. Norwegian Joy will be Norwegian Cruise Line's first purpose-built ship for the Chinese market, designed to deliver on the promise that guests will enjoy 'First Class at Sea' experiences. Norwegian Joy will home port in Shanghai and Tianjin, following a grand inaugural port tour leading up to a christening ceremony on June 27, led by her Godfather, 'King of Chinese Pop' Wang Leehom.

Norwegian Joy Go-Kart Race Track

  Norwegian Joy

  Norwegian Joy Conveyance

The two-level Ferrari branded competitive racetrack will be located on the top deck of the ship, where guests may take a thrilling ride in electric go-carts. Up to ten drivers at a time will be able to race each other on the course and have photos taken at the finish line to share with friends and family back home. Guests of Norwegian Joy's The Haven Level and Concierge Level Cabins will enjoy a number of complimentary rides as part of the amenities and benefits of their cabin types.

Ferrari represents fun, passion, and competitive spirit, and this partnership will bring the spirit of the brand to Norwegian Joy's guests. This is the first time Ferrari Watches has partnered on a branded go-kart track and Scuderia Ferrari Watches will be featured in a retail store adjacent to the racetack. 

About Scuderia Ferrari Orologi

The Scuderia Ferrari racing team is the inspirational heart and soul of this watch brand. Evoking the sculpted forms and signature design details found on Scuderia Ferrari racing cars, Scuderia Ferrari timepieces incorporate quality materials like solid stainless steel, tough, colorful thermoplastic cases and scratch-resistant mineral crystals. Powered by precise quartz and automatic engines to deliver uncompromising performance, they pay proud tribute to the Ferrari racing team's bold signature colors and shield logo. All are water resistant to at least 30 meters/3 ATM.

Launched in spring 2013, the Scuderia Ferrari Orologi collection is now sold worldwide through selected wholesale distribution outlets, as well as in Ferrari retail stores and the Ferrari online store.

About Norwegian Joy

Built at MEYER WERFT shipyard in Germany, Norwegian Joy is Norwegian Cruise Line's first purpose-built ship customized for the Chinese cruise market. The name Norwegian Joy emphasizes the experience that the ship will offer, a promise that guests will 'Experience Paradise on the Sea.' Accommodating 3,850 guests with luxurious suites in the exclusive ship-within-a-ship complex, the new Breakaway-Plus Class Ship will debut in China in summer 2017.

Designed to provide First Class at Sea experiences with onboard amenities that cater to the unique vacation desires of Chinese guests, Norwegian Joy will provide a multitude of VIP accommodations including The Haven by Norwegian®, the line's exclusive, ship-within-a-ship suite luxury complex, which will also include an all-new Observation Deck that features 180 degree views, and a Concierge level, an all-new accommodations category which will provide a VIP experience and feature larger balcony staterooms. Accommodation offerings will also include staterooms designed specifically for families and a multitude of connecting staterooms, for extended families traveling together, as well as a wide array of mini-suite, balcony, ocean view and interior staterooms, many with virtual balconies.

Norwegian Joy will offer engaging and innovative activities including a first at sea two-level competitive racetrack, an open-air laser tag course, thrilling simulator rides and interactive video walls at the Galaxy Pavilion as well as hover craft bumper cars, a state-of-the-art racing simulator and two multi-story waterslides. In addition, Norwegian Joy will house a tranquil open space park as well as the line's largest upscale shopping district, complete with everything from exceptional duty-free shops to world-renowned global luxury brands.

For more information on Norwegian Joy, please call 400 600 6780, visit www.goncl.cn, or follow Norwegian Joy's official wechat: NuoWeiZhen. Reservations for Norwegian Joy from June 28 onwards are currently available through travel agent partners across China.

EDITOR'S NOTE: Please click here to download high resolution images.

Photo - http://ift.tt/2pt4qS0 Photo - http://ift.tt/2psQ5Vw Photo - http://ift.tt/2pt6x8z

Read this news on PR Newswire Asia website: Newest Cruise Ship Norwegian Joy to Feature Ferrari Branded Race Track

[howtobuildaracehorse-blog]

Race Tack

Standing on the rail at any racetrack paddock will give you a view of horses preparing for their race. Walking into the paddock, the horse will be wearing only a bridle. In the saddling area, which can either be in a designated walking area or in a stall, the valet arrives with the tack which is then fastened to the horse. Once the tack is in place, its riders up and on to the track.

Tack is the equipment used to ride a horse and comprises of the saddle and bridle with their components. Every rider, whether they are heading out for morning works or to the paddock for race day, tacks up.

The components of TACK:

Bridle: the headgear used to control a horses movement and direction through the use of a bit and reins

Bit: a mouthpiece that is most commonly made of metal, but can be made of other materials including rubber and plastic (There are several hundred varieties of bits)

Martingale or Yoke: leather strip that connects to the reins and girth that gives the rider control over the height of a horse’s head

Reins: Long straps that attach to the bit and thread through the martingale rings. The rider holds the reins tin their hands to guide the horse.

Headpiece: a component of the bridle that is made of leather and goes across the head to secure the bridle

Noseband: a component of the bridle that is made of leather and goes across the nose to secure the bridle

Saddle: a seat that is fastened to the back of a horse on which a rider sits

Girth: a wide strap that goes across the horses barrel and keeps the saddle in place by attaching to both sides

Irons: metal pieces attached to the saddle using leather strips that a rider puts their feet in

Leathers: the leather strips that attach the irons to the saddle

Saddle Pad: a foam pad that sits between a horse’s back and the saddle to provide comfort to rider and horse a

There are many different materials used for tack, but leather is the most common. In a training operation, each rider is responsible for their own tack. To extend the life of tack, cleaning and conditioning is carried out daily.

A “tack room” is a small room located in most barns that houses the tack allowing each rider to organize and care for their tack. Tack rooms also store cleaning supplies and specialized or spare tack.

It is important that each piece of tack is fastened correctly for the safety of rider and horse. For example, a girth that is not tight enough could mean the saddle slipping while a rider is up. Tack is universal across all horse disciplines, but has some variation. With several different types of martingales, several hundred bits, and even more bridle combinations, the perfect tack combination can be made for any horse.

[just-too-slow]

Jacks clone: shoot him! He’s the clone!

Race *pointing gun at clone*: the real jack would never pass up a chance to die!

[bosch]

#racetack (hier: Horner Rennbahn, Cullinstr.)

[just-too-slow]

Race: you treat an outside wound with rubbing alcohol, you treat an inside wound with drinking alcohol.

Spot: you ok bud?

[just-too-slow]

Newsies:*chanting strike to the tune of shots*

[just-too-slow]

Why had no one ever pointed out Specs face after “you wouldn’t try to pull a fast one on a little kid”