When Tesla started using giant castings to build cars, auto industry commentators rushed to state it would be impossible to economically repair these vehicles. Last year, we ran a big explainer on how these large aluminum parts can actually be fixed after an accident. Now, we’re getting to see what just goes into one of these repairs thanks to YouTuber JerryRigEverything.
The last time we saw JerryRigEverything’s’s Cybertruck, it was in bad shape. A torture testing exercise saw an excavator apply a massive force of 10,400 pounds downwards on the trailer hitch. The rear large component casting — known as megacasting in some rare cases and “gigacasting” in Tesla parlance — of the Cybertruck snapped, and the hitch and rear bumper were effectively torn from the vehicle.
Given that the rear gigacasting is one large continuous part on the Cybertruck, you might think the vehicle would be totaled from this kind of damage. However, as JerryRigEverything’s new video shows us, Tesla has advanced repair techniques to solve just these sort of problems. It sounds silly, but they really can glue everything back together.
Getting Sectioned
The Cybertruck’s chassis is built from three major components—a large aluminum casting in the front, a center section made of high-strength steel, and another large casting at the rear. The castings are made using Tesla’s Gigacasting process, which is so-named because the castings are much larger than was traditionally possible to create with high-pressure die casting techniques.
When JerryRigEverything’s truck was damaged in his torture test on YouTube, the rear casting was snapped off a little ways behind the rear drive unit. The destruction extended to some of the wiring passing through the area. This effectively immobilized the vehicle, as the Cybertruck’s electronics detected the damage to the wiring harness and shut everything down as a safety precaution.
The original failure is worth the watch.
Upon seeing the rear end torn apart by an excavator, JerryRigEverything had suspected the truck was totaled. Indeed, prevailing opinion in the press over much of the last few years has been that gigacastings are not possible to economically repair. However, as we’ve explored previously at The Autopian, Tesla actually openly publishes repair guides for its gigacastings that lay out precisely how they can be fixed after a crash. You can load them up right in your browser at home.
Investigating the damage, JerryRigEverything notes a particular line on the Cybertruck’s rear casting. If the Cybertruck suffers damage to the rear, it’s possible to section the casting along this line and replace the damaged section. There’s a similar cut line along the middle, too, which indicates where the casting can be cut to replace either the left or right hand side in the event of side impact damage.
A Tesla technician begins repairing JerryRigEverything’s truck by hacking off the damaged rear sections with a reciprocating saw. The cut is made along the designated reference line for replacing a rear section of the casting.
Tesla provides diagrams that indicate where cuts should be made for executing different types of repairs. These diagrams reference obvious features on the casting to guide the technician’s saw. The cuts don’t have to be too exact—there’s a few millimeters of tolerance allowed, since hacking away at broken castings isn’t the most precise science. Once the damaged chunk is removed from the rear of JerryRigEverything’s truck, a handheld sander is used to clean up burrs on the cutline ready for the next step.
Once the cut is made, technicians then line up the replacement rear section with the existing casting. It’s designed to be a snug fit that snaps on to the original casting and holds itself in place. It’s tapped with a hammer to lock it on to the original part. Technicians then apply clamps to hold everything extra securely.
Installing Replacement Pieces Using Rivets And Insanely Strong Glue With ‘Glass Beads’
Holes are then drilled through the original rear casting and the add-on replacement section to make way for rivets. Once drilled, the replacement section is removed and both it and the original casting are cleaned. This is so that the mating parts can be slathered in structural adhesive prior to assembly.
As you might expect, gluing together bits of a vehicle is a serious business. The adhesive chosen for the job is a two-part mix known as Fusor 2098. Produced by Parker, it’s approved for crash repairs by multiple OEMs, including Tesla, GM, Chrysler, and Honda.
It might sound silly to use glue, but this modern adhesive is remarkably strong. It offers a tensile strength of 3,190 pounds per square inch (~22 MPa). It’s not necessarily as strong as the base metal, but applied properly with the right hardware, it can be used to repair the casting to the point where the truck once again meets factory specifications. Taking into account the manner in which it can be applied, it can be a stronger or more practical solution than welding parts back together in some cases.
With Fusor 2098, you get 90 minutes of working time, and parts must then be clamped for six hours during curing. Total cure takes 24 hours. The glue is first applied to the mating parts, then spread out with a brush to create a thick consistent layer. A second layer is then squirted on top to ensure there’s plenty of glue to squish out of the joint when it’s assembled. If you were ever criticized for using too much glue in craft projects as a kid, this is almost the opposite. Tesla’s technicians can be seen laying it on thick when repairing JerryRigEverything’s truck. It’s also notable that the two-part epoxy contains microscopic “non-compressible” glass beads, which ensure that not too much glue is squeezed out when the parts are brought together.
With the glue applied, the replacement sections are assembled on to the original casting, including overlapping plates to bridge across the cutline and add strength. The rivets are then installed, but make no mistake—they’re largely just there to ensure the pieces locate correctly. The glue is what’s really creating the majority of the strength in the joint. For a neater look, the Tesla technicians wipe off excess glue that squeezes out of the joints as they’re assembled and riveted together.
With the rear replacement frame rail sections assembled on the damaged casting, the glue was allowed to set for the standard 24-hour period. Once done, the steel receiver hitch could be bolted back on to the now-repaired rear gigacasting.
JerryRigEverything also notes that the Cybertruck features seperate bolt-on energy absorbers as part of the rear bumper assembly. These aluminum parts are cast with ripples to crumple and absorb energy when hit from behind. For lower-energy crashes, they can take the brunt of an impact and be easily and cheaply swapped out, ideally avoiding damage to the main rear gigacasting. “The parts that are most likely to be damaged are super easy to swap out,” says JerryRigEverything.
With all those components in place, it’s time to reassemble the rest of the panels and support structures that make up the rear of the Cybertruck. Everything is lined up in position, and the tailgate and panels checked for fit before drilling holes and mounting the tailgate support towers to the repaired section of the rear gigacasting. When the fit is correct, the tailgate support towers are covered in the same structural adhesive before they’re riveted up, clamped, and allowed to set in place.
“When I snapped the Cybertruck casting during my tongue weight durability test, I assumed that the whole truck was completely totaled, or that it would cost more than the truck was worth to repair since the casting basically is the whole truck,” says JerryRigEverything. “But thanks to this sectioning procedure, I was pleasantly surprised to learn that my poor decision making didn’t total out the truck.” The final repair cost came in at $13,994, with the repairs taking less than a week at Tesla’s collision center.
“Now obviously, no two accidents are the same,” says JerryRigEverything. “Unless you’re specifically ripping your hitch off with an excavator, your repair costs will probably be different.” Jerry also notes that his torture test wasn’t necessarily representative of real world scenarios of driving and towing with a Cybertruck. “I just want to clarify, while finding the failure limit of the Cybertruck’s tongue weight was extremely fun, it did fail at ten times its static tongue weight load rating,” says JerryRigEverything.
He found the rear casting failed at at tongue weight of approximately 10,400 pounds, while as per Tesla’s specification, the tongue weight is not supposed to exceed 1,100 pounds. “As long as you load and balance your trailer correctly, the Cybertruck will always be able to tow its weighted capacity just fine,” he says.
Lifting The Cybertruck Via A 2.5″ Circle Of Glue
With his truck repaired, JerryRigEverything wraps his video up with one final test. To show off the strength of the Fusor 2098 adhesive, he uses it to glue together two aluminum lifting eyes with a simple butt joint. The glue joint measures just 2.5 inches in diameter. On paper, the joint should be able to withstand 15,000 pounds—the weight of over two Cybertrucks—in tensile loading. After following the proper application and curing guidelines, JerryRigEverything demonstrates the astounding ability of this adhesive by using the the assembled glue joint to lift his Cybertruck from a crane.
It’s an intuitive way to show off just how strong this adhesive really is. “The strength of the glue is not something to worry about,” he says. “Judging by the amount of adhesive they put on that rear casting, I bet it is just as strong now as it was originally.”
Fixing A Tesla Gigacasting Doesn’t Look As Hard As Some Thought
Coming in with a low-five-figure bill, JerryRigEverything’s repair wasn’t that cheap, but given the nature of the damage, it could have been worse. It was by no means anywhere near expensive enough to risk totaling the vehicle. While it’s never desirable to see your vehicle suffer major structural damage, this video shows quite clearly that it’s not the disaster some have made it out to be. Gigacastings can be repaired, and this is the most direct and visual proof we’ve had yet. Fears around gigacasting repairs have been given a lot of air time, but this video shows truth behind the hype.
Image credits: JerryRigEverything via YouTube screenshot, Tesla
If i have to have something glued together I’m picking a Project 8. If I’m buying a truck a f150 sounds nice. If I want something that gets stuck on a wet lawn I’m picking a Matilda II on the useless original tracks.
You’ll be pleased to know Ford uses adhesive to stick parts of the F150 together.
I don’t remember where I saw someone ranting about the difference between glues and adhesives, but I get the feeling they’re gonna show up here.
Regardless of repairability and technological sophistication the fact remains that the Cybertruck (or SSybertruck or SSybertruckkk or Incel Camino or Incel Dorado as plenty of people call it) is the embodiment of a relentlessly fash Nazi apartheid boy. Not enthused about all the attention being given to such a vehicle.
Some people might make a similar argument about the VW Beetle but the Beetle was already well into development in different projects by different people such as Joseph Ganz, Hans Ledwinka, and Ferdinand Porsche who shared the same dream of building a people’s car (while using remarkably similar parameters such as air-cooling, engine in rear, aerodynamic fastback design, etc, etc) and it was all simply hijacked by Hitler. Plus, Hitler’s misappropriation delayed the Beetle a good decade or so.
The Beetle was an idea whose time had come and would have happened no matter what, with or without Hitler, thanks to the aforementioned people and others, whereas the CT would never have happened without Elon Musk (it’s only at his direction that the engineers made it happen, no need to give Musk any hands-on credit, lol, as if…) The CT is an idea whose time never came, has not come, and will not ever come. The CT is Musk, only Musk, and all Musk.
Looking forward to the day we never have to pay any attention to Musk or the CT.
Actually the difference between Tesla and the Beetle is straightforward, the Beetle was denazified after the war, Tesla is being nazified as we speak.
Eh, the Beetle was never Nazi to begin with on account of it being a conglomeration of the works of various people who were not Nazi (heck, Joseph Ganz himself was Jewish) and its Nazi association was forced on it by Hitler (so, yeah, in a sense one could say the Beetle was “denazified” after the war) but the Beetle was gonna happen no matter what whereas the CT exists *only* because of a Nazi and would never have happened otherwise.
As for Tesla being “nazified” Elon Musk has *always* been like that; he’s just always had good PR management (until recently) so it’s not like he did a 180 out of nowhere or something. He just started being open about his beliefs once it became clear he probably wouldn’t suffer any immediate consequences in the current political climate. He’s never been *not* Nazi; he has a long and documented albeit not widely covered history, pretty much from childhood, of being who he has presently shown himself to be.
So, yeah, there’s a bit of a parallel with Hitler forcing Nazi association onto the Beetle and Musk forcing Nazi association onto Tesla which was founded by two decidedly not-outspokenly-Nazi people, Martin Eberhard and Marc Tarpenning, who are no longer with the company.
I’ll admit I oversimplified my analogy, but I stand by it in that the Beetle eventually “renounced” nazism, while Tesla is running towards it.
As for the Beetle origins, I am a VW fan, but let’s not conflate the idea of “people’s car” with the first product to succeed, because that is like conflating “electric cars” with Tesla. Joseph Ganz and Standard weren’t involved with the Beetle, and if Hans Ledwinka was, he had his work stolen by VW without compensation until after the war.
That being said, you make a good point in that Elon didn’t start being a Nazi overnight. On that regard he is no Ferdinand Porsche, who wasn’t a nazi (even though he looked the other way to get his factory). And, of course, Porsche actually designed his cars, instead of buying out the founders and just throwing money at r&d…
Oh, another thing, if the Autopian had a forum, I bet the two of us would’ve been posting back and forth for days on this subject, so I tip my hat to you, fellow VW historian!
Aluminum is notoriously weak after welding (source: I work for The Welding Experts) and advanced adhesives have been the go-to bonding method for decades. In a prior job, I worked on a project for a company that’s now part of Collins Aerospace that involved >5000psi joints on heat sink housings for aircraft. The sample requirements & testing regimen that came along with the handful of production parts was intense!
That said, while fancy glue can for sure stick the pieces back together, it’s not going to behave like a welded steel joint. That PSI strength is measured a very specific way, and vehicles (especially trucks) get used lots of different ways and see forces applied all over. It’s better than scrapping the whole vehicle, but it’s far from ‘good as new’
Given the massive glue surface area compared to the relatively small aluminum thickness it’s replacing, I suspect there’s plenty of leeway for whatever direction the forces end up being in. Especially with the rivets to shore up the shear strength a bit.
Perhaps you are the person that can answer the question I have:
Is there a longevity rating for adhesives like this, specifically when used in repairs that are replacing full castings in this way?
I was fascinated by how this repair was executed and really surprised there was as much forethought in repairability in the casting but can’t help wonder how long this will last vs a full metal casting used under existing load limits.
That’s a big assumption. I don’t like the Cybertruck, but for all we know, this could actually create a better/stronger piece than the original one. Look how much overlap there is. You could be right, but you could also be wrong. Nothing about it makes it immediately obvious…
HI BILLY MAYS HERE FOR MIGHTY PUTTY
I once used a previous iteration of Lord Fusor to do some rust repair on my old LeSabre. This was back in 2010 or so. I used the exact same technique outlined in this post. The repairs held fine the next 18 months or so the car lasted before a jack went through an unrepaired area. The glue held! That stuff was exposed to water and salt, 100*F and 0*F.
So yes, I’d trust this repair 100%. If some schlub in their garage can do it successfully on less than optimal metal, the pros can definitely do it on excellent metal.
“Fixing A Tesla Gigacasting Doesn’t Look As Hard As Some Thought”
But it shouldn’t break to begin with.
That’s not realistic. Anything will break given enough force. Seeing how ten times the amount of weight was put onto a single point, it seems to have done just fine.
While I have no liking for Tesla, I have to agree with your assessment. If you did the same test with the same force on a rear cross member of my semi truck, something would get damaged. And that’s on a semi truck designed to handle high weights.
I would be leery of miracle glues. They typically test the glue in a certain climatic condition, but it could well fail it a different climatic condition. Shimano is known for high quality bicycle components. But they had a rude awakening last year when there was a rash of high end glued together aluminum cranks that separated and broke. And that was gluing done in a controlled manufacturing setting. Gluing done by an auto body shop is far more variable. This should not be trusted for structural repairs.
See my reply above. I totally did and would again based on that experience.
Jason from the YouTube channel Engineering Explained did a breakdown on the physics behind the original JerryRigEverything video. The long and short of it, it is possible to replicate the forces from the video in real-world scenarios while adhering to Tesla towing guidelines. Also steel > aluminum for hitches.
So glad we’ve progressed to the point where bolting on a new hitch receiver has turned into a $13000 repair.
Sounds like Tesla went all out to make themselves look good here. Meanwhile, in the real world even the CT stans are complaining about time to get service, parts availability, etc. And all of that plays into insurers totalling these at a high rate.
I suspect this repair may have actually been less than expected because it only needed to address the casting and maybe some wiring. There was no collision damage to deal with.
The obvious next move is for him to run the test again and see where and with how much load it fails.
Screw the Cybertruck, I want to know more about the glue.
Ditto.
Oh, it’s all about the glue. As someone who goes through a lot of epoxy, it’s the most interesting part. In case you wanna run out and grab a tube, 6.59oz retails for $107 on Amazon.
Find an auto paint shop. Chances are they can order this. Probably for less than the Amazon seller.
Had a great conversation with a wizard staff crafter back in the day about how he makes his own glue by boiling spinifex over a campfire, really interesting stuff
For me, it wasn’t purely about the ability to repair, but everything with it. That’s going to be a large bill for a greatly depreciated car (especially a Tesla) and I strongly suspect this video was made to show this in the most highly optimistic light seeing as this was controlled by Tesla, nor do I have any trust in histrionic YouTubers to present any truth. This is also pretty specific, peripheral, and rather unimportant damage. What about damage that is more serious in terms of safety and functionality? (Ignoring that this stupid truck was rendered immobile, as this kind of damage would be a mere loss of non-critical function in even a half-properly engineered vehicle.) How long will these be economically viable to repair? How long are these repairs good for? Good enough to make it past a warranty period, I’m sure, but beyond that?
Once again, the logistics train is a big question. Tesla is famous for not making lots of spares and these sections have to be made/cut (I don’t know if they have separate castings for the smaller repair parts or remove them from full castings as needed. I would assume the former, but who knows with Tesla!), stored, and distributed. Then there’s wait time for parts if they aren’t commonly in stock, which also factors into determination of a car being totaled. With the relatively large sizes of even these smaller non-consumable parts, I can’t imagine they would have a large number of these sitting around taking up space. When they’re no longer building the things altogether (who knows, that might be sooner than expected), it’s less likely that an aftermarket company will buy up the old tooling as they do with body stampings, since moving, housing, setting up, and maintaining giant molds will be pretty damn expensive for a limited market of uncertain and necessarily variable demand. I’m no expert on casting, but I would imagine this isn’t something that can just be turned on and off for short runs of parts and overproducing them just means they sit around costing money as they collect dust in a warehouse (and again, the tooling takes up a lot of space and would need to be run often or otherwise be very high margin to justify that footprint and the more knowledgable technicians to run them). “But, hey, [waving hands while Entry of the Gladiators plays] over here! Step right this way! Glue! It works! You can glue metal together and it really holds—holds the whole truck! Isn’t it amazing, we’ve come so far from Elmer’s!” Focusing on that so much makes me even more suspicious about what they’re not talking about. This is simply to assuage the fears of people who don’t know of structural adhesives (through a demonstration reminiscent of the old Crazy Glue ads that showed a guy supposedly suspended from his hardhat that is glued to the underside of a steel beam, which wouldn’t be my first choice). Meanwhile, over in the C-suite freakshow tent….
Of course, with all the unsold CyberDumpsters they have in overgrown weedy parking lots, maybe they should just issue replacements instead of bothering with repairs, that is, the ones not already being claimed as housing by raccoons and rats with hantavirus.
I don’t agree. Look at JerryRigEverything’s Twitter and you’ll see he is very much NOT pro-Tesla. He’s a nerdy guy who likes showing people cool things, so while I don’t know him personally, I do think this is just him showing something cool with no PR “angle” to it.
With that said, there are plenty of valid criticisms about the build practice/repair procedure.
He may not be pro-Tesla, but anyone who makes their living off of sensational video views is always going to start with a negative balance from me when it comes to trust.
Fair enough. I threw him in there to reflect my general personal feelings about influencers or whatever he’s technically considered and I should have left him out as the main figure here is Tesla, which has more than enough of a track record of shady behavior to make me distrust the repair bill and the procedure as being anything but a best case scenario that is unlikely to be typical. Even if this guy is completely honest, he’s only capable of showing what Tesla wants him to see. Either way, that repair bill could be completely typical, but there are still a lot of issues with gigacasting and repairability beyond the short term and that’s without addressing that these are only approved through Tesla’s own service centers.
David read your whole post. Sweet. 🙂
I know, right! Holy hell, I wouldn’t have read that whole thing! It looked a lot shorter before I posted it.
TL:DR Hahahaha!
I used an older version about 15 years ago to do some rust repair. The rust repair held up fine. The metal failed just past the adhesive. Amazing stuff.
I don’t necessarily think it will fail (as long as it’s protected from UV) as plenty of high stress objects are held together by various adhesives and it’s very likely a better solution than welding, it’s more that I just don’t trust Tesla about anything and wonder about the training and proper use. For instance, I’m sure what they’re using is very expensive. Is it stored properly? Is the shelf life properly tracked and product discarded when it should be? Maybe this guy will test the repair and see how well it holds up. I’d be curious to see what happens.
It’s probably fine. The insurance companies would have Elon in a vise over funny business. Plus the individual states would be out for their pound of his hide. Besides, if a rank amateur (me) can get good results on fairly crap metal with a much earlier form of the product, improved adhesive plus a better process than “looks good, send it” on better base metal should give an excellent repair.
Screw Xpel. Autopian needs to get Parker to sponsor a series. It would be far more relevant to the types of vehicles readers here are trying to keep on the road. At the very least, talk to the JB Weld folks.
Can you make a postal jeep out of rust and epoxy seems a bit niche
Not that I expect to see these trucks still tooling around in 20 years, but I wonder how that glue holds up over time.
If it’s anything like the JB Weld I used 15 years ago to repair cylinder head on an 60s Benelli moto, probably just fine.
Not exactly the same adhesive, but Lotus has been gluing aluminum together since 1996 and I haven’t heard about any failures so far. It’s got almost no UV exposure and limited surface area for ozone damage. I think parts availability for misc electronics will be a problem at least a decade before the adhesive’s an issue, and possibly several.
Ive seen that stuff used on the aluminum Ford trucks. Mainly for bed I think some other YouTube projects have used it too for weird things. It seems ok but I do wonder if is a failure point especially. I guess no one is really going to tow with one of these things so probably fine. Probably become obsolete before it’s an issue. Weird way to think but I guess when the iPhone lovers build a vehicle that’s what you get.
At the risk of being pedantic, The YouTube Channel is named JerryRigEverything but the YouTuber himself is named Zack Nelson.
So the article should likely refer to “Zack’s Cybertruck” instead of “Jerry’s Cybertruck”.
Not that these trucks will last that long anyway, but glues probably age about as well as other polymers (not well). I would not want to test crash performance in 5 years or more, no matter how strong it was to start with.
Without sun and air exposure, i’m sure they hold up just find. They’ve been in use holding many vehicles together for quite a while now.
Don’t forget planes!
Hmm, I bet you could use this to “seam weld” to increase rigidity on old shit boxes.
Bondo has been real quiet since this dropped 🙂
The easy fast answer to increasing rigidity on old cars, without adding rollcages or braces is Structural Foam (aka Chassis Foam)
It’s a two-part polyurethane foam you can inject into places like the A Pillar, rocker panels, lower frame sections, etc. Some OEMs use it on higher end cars to stiffen the car and make them quieter without adding much weight
Here’s a repost of an old Sport Compact Car article about it:
https://grassrootsmotorsports.com/forum/grm/anyone-foam-fill-their-chassis/92620/page1/
Wait so those cars I see on Just Rolled In with spray-foam frames and suspensions are just fine?
Huh, never heard of that before, interesting…
I can’t believe I didn’t find out about this sooner. After hundreds of Monogram/AMT/Ertl model kits, I am way overqualified for this position – especially if the replacement parts come stuck on a plastic frame that you have to twist off first.
Just keep the adhesive away from the clear parts!
So do these repairs only target readily visible damage? Or are the castings designed to only fail within the cut lines so that the parts that look ok are actually ok to use?
My guess is these repair pieces and processes are designed to fix the most common type of accidents (straight front and rear collisions, rear endings, etc). Once an accident with enough force occurs to cause damage past one of these pre described cut lines you enter the realm of your vehicle possibly being totaled.
Did the CT wiggle its legs in shock and delight once it was suspended? 🙂
This feels like a good candidate for something like the Hydraulic Press channel, but in reverse…pulling stuff apart with extreme prejudice.
Well, industrial tensile strength testing is a thing; you’d just have to dial it up to 11. https://www.youtube.com/watch?v=Q9ZFx-thfmw
That glue is pretty wild, if it’s available to consumers I can imagine all kind of uses for it.
I watched Jerry’s video and honestly the CT held up better than I thought it would. What really concerns me is how it failed In WD’s video, that seems like a much more likely scenario.
Auto paint suppliers may have it. That’s how I got a tube of Lord Fusor 15 years ago. Wasn’t cheap but darn if it didn’t work as advertised.
It’s available through Amazon, Walmart, and a bajillion other online retailers.
This was the cheapest I found, a good $13/tube cheaper than Amazon.
“Lifting The Cybertruck Via A 2″ Circle Of Glue”
I feel like I’ve seen this before using just a single drop of stuff I have in my junk drawer:
https://www.youtube.com/watch?v=CDq62bqb_cI
A CT is about 6600LBs. 2″ circle has an area of 3.14 sq in. That works out to 2101 psi.
That’s nothing to write home about. Many plain-jane construction adhesives meet or exceed that handily.
The CT is not the maximum weight the glue can handle, they mention the max in the video.
You mean a whole pi is just 2″ across?
That sounds more like a tart to me….
The shit only works on fingers.
Next week’s headline:
“Andy lifted a broken Cybertruck with just one finger!”
I am surprised as looking at repair instructions for other cars a lot of it is REPLACE ONLY
Yeah, that’s pretty much how it is these days, both body and mechanical
Other car makers also don’t sell dumpsters, so we’re in uncharted territory here.
Hah! I was recently walking with a non car person who saw one and commented “I hope that doesn’t start leaking it’s dumpster juice”.
“That’s not dumpster juice.
It’s liquid Ketamine”