I feel Marco was being too hard on himself. Matt and Marco had an idea of what they wanted. But reality sorta proved what they needed and there's nothing wrong with that. Extremely humble and Matt brought that up too usually guys go in wanting a hot rod. But yeah. I still give kudos to the guys up at the shop. I would love to do something similar with a Brz. The DirtFish guys know..
Gotta respect Matt for knowing what he wants. I think a traditional "enthusiast" would turn their noses up at moving the powerband down. But Matt's honest about how he uses his car. So many people talk shit about modern turbo cars...but they're great at low end torque and midrange power which is what people need 98% of time.
Moving the powerband down and smoothing it out is a good choice for these cars even if you're using them in the dirt. This is a car that you can steer with the throttle during oversteer, and you don't want sudden jumps or decreases in power as you're working the pedal. It's also important not to have the car bog down on shifts, which can happen as you are often playing right around the top of 1st or 2nd and want a little more speed. The other alternative is regearing 2-3-4 with rally gears, but that comes with additional cost and aftermarket gears make more noise than Porsche OEM gears.
Changing the clutch slave to a wider one is the same as using a thicker straw for spitting water out your mouth. It's easier with a wider opening. Hope that clarifies it for people.
Force = Pressure X Area. So if you increase the size (area) of the slave cylinder, and the pressure in the hydraulic line is the same (determined by master cylinder), you increase the force that gets transmitted to open the clutch.
I think a more intuitive way to think of it is in terms of mechanical advantage. Changing the ratio between the sizes of the pistons in a hydraulic system is analogous to changing the length of your wrench or breaker bar when trying to break loose a bolt. Increasing the diameter of the slave cylinder piston means that it takes less force on the input side to achieve the needed force on the output side. The downside is that just like a longer breaker bar, you have to exert that lesser force over a longer distance, meaning the required pedal travel will be longer.
pulling back into your parking garage at the end was such a baller ass shot. bet it must feel amazing having the garage in its current state with all it's functionality (and able to enjoy it mostly alone for now heh) as well as you just sheerly being done with it as a project. tons of stress lifted off your shoulders now you get to enjoy the fruits of your labor. living vicariously through you as per usual here lol. keep up the hustle bro
Pressure at your foot (master) and at the clutch (slave) is all the same. Change the area (piston size) and you change applied force proportionally. Since the slave is making more force for how hard you press, you need less force at your foot to push the same clutch.
Shout out to Marco know him and his old man Tony (RIP) the original T in TLG , if anyone knows early Long hoods , Mid year Gmodels or later 964/993 gen cars it’s Marco he grew up cutting his teeth on Porsches and has certainly kept up a great family tradition of trusted and concerned mechanical consulting on these high performance machines , hats off ! Bert R
To clarify the slave cylinder change... by increasing the slave cylinder size you require less pressure to create the same amount of force on the throw out bearing. The equation is P=F*A (pressure = force * area). The force stays constant because it's dictated by the pressure plate springs. So since "A" is now bigger, the pressure created in the master cylinder (ie., your leg), can reduce. However, you now have a larger volume to fill in the slave cylinder and you will lose some travel in the TO bearing. Hopefully they checked that there is enough reserve so the clutch isn't dragging.
And this is why project cars are never done. Re-engineering a car requires a lot of time and effort. It gives you an appreciation for how good and balanced most new cars are out of the box. In summary, there are no free lunches. You change one thing and it messes up something else about the car. It takes a lot of back and forth changes to get a car setup just right.
Amazing that when I started listening to your podcast years ago; you were doing Bong rips live on the cast, now you're storing millions of dollars of cars, good for you Matt!
I wouldn't be against Matt and guest enjoying some weed to start off a conversation, if they were in the mood. That's not to take away from your point, though. Matt and team have done great things over the past decade.
I've got a MK4 Vw Golf with a 2.0 non-turbo I've been thinking about playing with and adding a 1 inch lift to it. Not for going off road per say but to have some ride height to it. Already pulled the back seats out of it for more room.
If you're going to put larger tires on it, you may gear it up- and that 2.0 ABA engine will be pretty stressed . Go for a lift but dont go with offroad tires
@@matts4450 it wouldn’t be nothing crazy to be sure just a mild lift like a one inch lift. Some one had put massive 225/55R-17s on it. I would put something on it smaller then that.
It's so awesome that you daily drive the safari 911! The sounds is on point and those interior door cards make it for me. Great content and love the podcast. Cheers.
it's amazing how much clutch pedal pressure affects enjoyment. on a 997 turbo, I'm on an organic dual disc clutch that's rates for 1400tq, on a 700tq build. It was OK with the stock assist but I was chasing more feel by reducing the assistance, to make my launches more predictable and consistent. I tried the GT2 clutch slave cylider because it's not assisted and gives "more feel". That combo was waaaay to stiff and having a super small engagement point made it too annoying to drive. I took out the unassisted clutch slave cylinder, and put in the original one but it was re-built with bigger o-rings to address the risk that they leak. My clutch pedal turned out crazy soft! literally lighter than my wife's civic type R. The perfect solution was changing the spring in the clutch pedal + the rebuilt factory assist cylinder. Now I have a factory style clutch resistance, but can launch all day without clutch slip. It's a process. Don't expect your builder to guess what you want. Sometimes you gotta try a few things to get it right. Whoever says 1400tq clutches are all leg breakers, would be shocked to try my setup. Can't wait to apply to Season 2 of Sorted @997turbotom
Listening to Marco talk, he knows exactly what he's talking about, it's actually refreshing to hear 😅 from riding lots of bikes(dirt and street) I've switched many slaves cylinders to save my forearm, last was a TSR slave onto my CBR1100XX Super Blackbird, but anyway, I really think a final gear change would've been in order as well, Marco said this M50? transmission is geared longer if I remember correctly, them with taller tires, you've essentially made a dog, I'd go with a much taller final gear to help with acceleration and at least bring it back down to where a stock tire setup would've behaved, let alone higher still to get you the "rally" feel you want.
This is why mazda has it right. Their turbo engine is low on hp but heavy on torque because that’s how people drive. But people only know what high hp is even though torque moves you
A heavy clutch on either a bike or car, can make a person hate even the most special vehicles. I've been pumping Ducati clutches since 1978, and my arm looked like Popeye's until lighter hydraulic clutch set ups were available. I've also been driving 911's since 1980, and have weak knees from injuries... But I'm still driving my 911 and my old Duc! lol
Neat example of modifying an older NA powerplant v. the more commonly documented 'let's plug our laptop into the car and play with graphs.' Both are legit and fun to see. Those urban assault rally lights need more eyelash to class things up! Poor Marco looked as if he was being interrogated with an un-mic'd Matt standing behind the phone / camera. :D
Remember that there is no such thing as a free lunch when it comes to hydraulics, whether it’s brakes or clutch. Fitting a slave cylinder with a larger bore, as you did, will reduce clutch effort, BUT, it will also reduce the amount of throw. A slave cylinder uses a piston to convert linear motion to rotational motion, by pressing on an arm of a certain length which is affixed to a shaft. The piston extends, pushes on the arm, which rotates the shaft, which in turn has fingers which press the throwout bearing into the fingers of the clutch, releasing it. When the slave piston is enlarged, the total volume of fluid entering the slave is unchanged (dictated by the master cylinder bore size and piston stroke). Same amount of fluid in a larger bore results in shorter stroke, thus less rotation of the arm, thus less movement of the clutch, thus less disengagement. This can result in dragging synchros and lead to premature wear of the gearbox if the throw is insufficient. I’m not assuming that yours is inadequate, just pointing out that there is a fine balance between master and slave bore sizes. De Tomaso Panteras sometimes suffer from clutch drag if the stock components aren’t set up absolutely perfectly. The Pantera aftermarket ‘fix’ is a so-called ‘long throw’ slave cylinder. This uses a bore SMALLER than stock to deliver greater clutch movement for a given amount of pedal movement. The downside is that it increases pedal effort.....
Matt - so you WERE in Atlanta, but didn’t manage to hook up with Ed at VinWiki to tell us some great stories?!? Booo So happy to see that your WCC storage is sorted! Best of luck. 🙏
Did everyone notice that SWEET sidewalk on the right side as he pulled out? Wow, that's nice! Two patellar tendon tears? Oh man, I don't even want to know! (Massages knees gently!)
Would you consider one of those electrified flywheel add on thingys that you road tested in the 991.1 if they were a bit cheaper or on a sponsorship deal? Once they’re available for air cooled engines.
I gotta wonder if the next thing that's gonna show up is an enlarged bored out engine with the cam change to give it a little bit more power without changing the power band.
How did you tear your patellar tendon twice? BTW, very cool episode about moving power band power and reducing clutch effort - totally agree with making both mods!
Yeah but most people don't make parts to turn old 911s into the ultimate pothole eaters; a rally suspension with lots of ride height and travel like this is still the best approach.
Badass build and still holds it’s purpose as an off-road vehicle while making it more appealing to drive in LA. At the end of the day it’s your build so do whatever the fuck you feel like with it.
Sensible power band change for a daily. One question, why in the US can you turn right at a red light. It confuses the hell out of people from the UK especially when you get the green man at a pedestrian crossing but cars still turn right.
In the US for the most part you can turn right on a red as long as you stop first but they are some stop lights that have signs that say "don't turn on red". Turn right on red is treated similarly to yielding, but it depends if its aloud or not.
Throttle response has always been a big deal for me, if you can get out of a sketchy scenario with throttle you'll be glad you chose those parts, sketchy scenarios like ; having a slow driver pull onto the highway well below the speed limit, having to merge with very little road left (i.e being ran off the road) , needing to execute a quick u-turn, or merge into fast moving traffic . Low end torque 2-4krpm is much more usable than something that has to build. That said, motorcycles are fucking awesome.
As the engine builder I felt that I had missed my mark on the performance-for-use scale. Matt graciously paid for some of the cost (oil and filter), but I absorbed the balance as I considered it a necessary change in order to meet the goals of the project. I made a poor choice and needed to rectify the situation, which I did.
I feel Marco was being too hard on himself. Matt and Marco had an idea of what they wanted. But reality sorta proved what they needed and there's nothing wrong with that. Extremely humble and Matt brought that up too usually guys go in wanting a hot rod. But yeah. I still give kudos to the guys up at the shop. I would love to do something similar with a Brz. The DirtFish guys know..
I took a class at Dirtfish almost a year ago. Hell my profile picture is me sideways in the slush!
Hey VSauce Michael here doing a clutch job and a cam replacement
Gotta respect Matt for knowing what he wants. I think a traditional "enthusiast" would turn their noses up at moving the powerband down.
But Matt's honest about how he uses his car. So many people talk shit about modern turbo cars...but they're great at low end torque and midrange power which is what people need 98% of time.
I'll take a 200HP car with a punchy 2-4K low end than a 250HP that doesn't come alive til 5K.
Moving the powerband down and smoothing it out is a good choice for these cars even if you're using them in the dirt. This is a car that you can steer with the throttle during oversteer, and you don't want sudden jumps or decreases in power as you're working the pedal. It's also important not to have the car bog down on shifts, which can happen as you are often playing right around the top of 1st or 2nd and want a little more speed. The other alternative is regearing 2-3-4 with rally gears, but that comes with additional cost and aftermarket gears make more noise than Porsche OEM gears.
You guys should’ve posted “sorted” on this channel, imo. Great show by the way, looking forward to tomorrow’s episode.
Rob hasn't posted anything decent in years, he's gotta bring something back to his channel.
I agree tho. Yeah robs channel needed CPR but... Matt has more current followers and fan base.... its a shame b.c sorted is a amazing show
Lmao didn’t even know they posted episode 2
It was Robs idea though
@@TigerWon unsubbed from rob years ago, was the definition of recycled content
Changing the clutch slave to a wider one is the same as using a thicker straw for spitting water out your mouth. It's easier with a wider opening.
Hope that clarifies it for people.
Yes it does actually, thank you! Lol
Force = Pressure X Area. So if you increase the size (area) of the slave cylinder, and the pressure in the hydraulic line is the same (determined by master cylinder), you increase the force that gets transmitted to open the clutch.
I think a more intuitive way to think of it is in terms of mechanical advantage. Changing the ratio between the sizes of the pistons in a hydraulic system is analogous to changing the length of your wrench or breaker bar when trying to break loose a bolt.
Increasing the diameter of the slave cylinder piston means that it takes less force on the input side to achieve the needed force on the output side. The downside is that just like a longer breaker bar, you have to exert that lesser force over a longer distance, meaning the required pedal travel will be longer.
As a dude that LOVES cars, but also enjoys throwing a WR around - this dude’s bike analogies are amazing
pulling back into your parking garage at the end was such a baller ass shot. bet it must feel amazing having the garage in its current state with all it's functionality (and able to enjoy it mostly alone for now heh) as well as you just sheerly being done with it as a project. tons of stress lifted off your shoulders now you get to enjoy the fruits of your labor. living vicariously through you as per usual here lol. keep up the hustle bro
Agreed. 100%
Basically gta online
"a baller ass shot"
Pressure at your foot (master) and at the clutch (slave) is all the same. Change the area (piston size) and you change applied force proportionally. Since the slave is making more force for how hard you press, you need less force at your foot to push the same clutch.
I didn't expect to relate so much until he mentioned Ducati clutches. I do relate. Shit hurts.
Wow really impressed with Marcos attitude, i know i’ll be going there when i have my 911 over that way
Humble and real as heck. I couldn't afford his work w/o a proper pay raise, but I'm glad that he's in business for those with the cash and the need.
Shout out to Marco know him and his old man Tony (RIP) the original T in TLG , if anyone knows early Long hoods , Mid year Gmodels or later 964/993 gen cars it’s Marco he grew up cutting his teeth on Porsches and has certainly kept up a great family tradition of trusted and concerned mechanical consulting on these high performance machines , hats off ! Bert R
To clarify the slave cylinder change... by increasing the slave cylinder size you require less pressure to create the same amount of force on the throw out bearing. The equation is P=F*A (pressure = force * area). The force stays constant because it's dictated by the pressure plate springs. So since "A" is now bigger, the pressure created in the master cylinder (ie., your leg), can reduce. However, you now have a larger volume to fill in the slave cylinder and you will lose some travel in the TO bearing. Hopefully they checked that there is enough reserve so the clutch isn't dragging.
And this is why project cars are never done. Re-engineering a car requires a lot of time and effort. It gives you an appreciation for how good and balanced most new cars are out of the box. In summary, there are no free lunches. You change one thing and it messes up something else about the car. It takes a lot of back and forth changes to get a car setup just right.
Amazing that when I started listening to your podcast years ago; you were doing Bong rips live on the cast, now you're storing millions of dollars of cars, good for you Matt!
I wouldn't be against Matt and guest enjoying some weed to start off a conversation, if they were in the mood. That's not to take away from your point, though. Matt and team have done great things over the past decade.
I've got a MK4 Vw Golf with a 2.0 non-turbo I've been thinking about playing with and adding a 1 inch lift to it.
Not for going off road per say but to have some ride height to it. Already pulled the back seats out of it for more room.
If you're going to put larger tires on it, you may gear it up- and that 2.0 ABA engine will be pretty stressed . Go for a lift but dont go with offroad tires
@@matts4450 it wouldn’t be nothing crazy to be sure just a mild lift like a one inch lift.
Some one had put massive 225/55R-17s on it. I would put something on it smaller then that.
Love the videos when you just drive around town it's a good switch up
Just a lack of communication. Glad it’s getting fine tuned in now 👌
Also different expectations... it was new and this is just the dialling process, at the start, it was racier, now it is the do-all.
It's so awesome that you daily drive the safari 911! The sounds is on point and those interior door cards make it for me. Great content and love the podcast. Cheers.
so great when a mechanics says its his mistake and they will make it better
i forgot this is how Marco looked. my memory of his image was something close to joey diaz.
Oof 😆😆
hahahahaha that made me laugh. i can see it too
Safari All The Cars!
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Having just lifted my water pumping Porsche 911... a safari 911 IS the best daily driver!
So much... the pain of getting in a lowered car is fun to start off with. You also don't need the bumpy ride of a slammed car.
Loved seeing the bump side ford at 10:02
when i first heard you were doing the safari build i was pretty bummed but man it turned out perfect 👌 i love safari 911s.
"You can't just make more power out of nowhere, with a cam."
TSP:That's where you're wrong kiddo
it's amazing how much clutch pedal pressure affects enjoyment. on a 997 turbo, I'm on an organic dual disc clutch that's rates for 1400tq, on a 700tq build. It was OK with the stock assist but I was chasing more feel by reducing the assistance, to make my launches more predictable and consistent.
I tried the GT2 clutch slave cylider because it's not assisted and gives "more feel". That combo was waaaay to stiff and having a super small engagement point made it too annoying to drive. I took out the unassisted clutch slave cylinder, and put in the original one but it was re-built with bigger o-rings to address the risk that they leak. My clutch pedal turned out crazy soft! literally lighter than my wife's civic type R.
The perfect solution was changing the spring in the clutch pedal + the rebuilt factory assist cylinder. Now I have a factory style clutch resistance, but can launch all day without clutch slip. It's a process. Don't expect your builder to guess what you want. Sometimes you gotta try a few things to get it right. Whoever says 1400tq clutches are all leg breakers, would be shocked to try my setup. Can't wait to apply to Season 2 of Sorted @997turbotom
Was it me or was Matt relieved to learn the work didn't need to be done engine out. I am sure TLG is worth every penny for piece of mind alone.
I would love to see another video of this car in the canyons and maybe a little desert run too.
2:53 Thank you Donnie!
This has to be one of my favourite Porsches on youtube
Listening to Marco talk, he knows exactly what he's talking about, it's actually refreshing to hear 😅 from riding lots of bikes(dirt and street) I've switched many slaves cylinders to save my forearm, last was a TSR slave onto my CBR1100XX Super Blackbird, but anyway, I really think a final gear change would've been in order as well, Marco said this M50? transmission is geared longer if I remember correctly, them with taller tires, you've essentially made a dog, I'd go with a much taller final gear to help with acceleration and at least bring it back down to where a stock tire setup would've behaved, let alone higher still to get you the "rally" feel you want.
Clutch sounds like the perfect mod for you to enjoy the car more 👍👍
This is why mazda has it right. Their turbo engine is low on hp but heavy on torque because that’s how people drive. But people only know what high hp is even though torque moves you
Looks like you need a range extender for the garage remote and maybe an additional screen for the opener to see if its open or closed
@9:15 "omfg, the cops are on to me already"
10:01 That F100 though
Beautiful colour mate, kinda cool that you daily it too, Rj in Oz.
Always nice to have your car more enjoyable to drive.
A heavy clutch on either a bike or car, can make a person hate even the most special vehicles. I've been pumping Ducati clutches since 1978, and my arm looked like Popeye's until lighter hydraulic clutch set ups were available. I've also been driving 911's since 1980, and have weak knees from injuries... But I'm still driving my 911 and my old Duc! lol
Every Tuesday and Friday? It was Tuesday yesterday, where's the episode? :p
This is what I want to know. I stopped the video at the beginning to check if I missed an episode.
Same here, and of course there is no new episode.
I knew it! People on the internet agree with me. I should be crowned king!
Hey this is pretty cool but it's certainly not a third gen camaro
Neat example of modifying an older NA powerplant v. the more commonly documented 'let's plug our laptop into the car and play with graphs.' Both are legit and fun to see.
Those urban assault rally lights need more eyelash to class things up!
Poor Marco looked as if he was being interrogated with an un-mic'd Matt standing behind the phone / camera. :D
So does the new slave cylinder have the same throw as the slave that was installed? This cool vid btw glad you made it!
Remember that there is no such thing as a free lunch when it comes to hydraulics, whether it’s brakes or clutch. Fitting a slave cylinder with a larger bore, as you did, will reduce clutch effort, BUT, it will also reduce the amount of throw.
A slave cylinder uses a piston to convert linear motion to rotational motion, by pressing on an arm of a certain length which is affixed to a shaft. The piston extends, pushes on the arm, which rotates the shaft, which in turn has fingers which press the throwout bearing into the fingers of the clutch, releasing it.
When the slave piston is enlarged, the total volume of fluid entering the slave is unchanged (dictated by the master cylinder bore size and piston stroke). Same amount of fluid in a larger bore results in shorter stroke, thus less rotation of the arm, thus less movement of the clutch, thus less disengagement. This can result in dragging synchros and lead to premature wear of the gearbox if the throw is insufficient.
I’m not assuming that yours is inadequate, just pointing out that there is a fine balance between master and slave bore sizes. De Tomaso Panteras sometimes suffer from clutch drag if the stock components aren’t set up absolutely perfectly. The Pantera aftermarket ‘fix’ is a so-called ‘long throw’ slave cylinder. This uses a bore SMALLER than stock to deliver greater clutch movement for a given amount of pedal movement. The downside is that it increases pedal effort.....
Matt - so you WERE in Atlanta, but didn’t manage to hook up with Ed at VinWiki to tell us some great stories?!? Booo
So happy to see that your WCC storage is sorted!
Best of luck. 🙏
Did everyone notice that SWEET sidewalk on the right side as he pulled out? Wow, that's nice!
Two patellar tendon tears? Oh man, I don't even want to know! (Massages knees gently!)
Would you consider one of those electrified flywheel add on thingys that you road tested in the 991.1 if they were a bit cheaper or on a sponsorship deal? Once they’re available for air cooled engines.
it was 997.2 and that little upgrade thingy was $75,000.00
@@steveclark8480 It was a N/A 3.8 wasn’t it? They moved to the 3.0 TT in the 991.2.
That’s why I said on a sponsor deal or for cheaper.
@@steveclark8480 I think it was a N/A 991.1
that would be really cool
I gotta wonder if the next thing that's gonna show up is an enlarged bored out engine with the cam change to give it a little bit more power without changing the power band.
Congrats w getting to 1 million subs Matt
If there are new episodes of sorted every Tuesday and Friday shouldn't episode 3 have aired already? I can't find it anywhere
It got delayed till today
@@thomasxl200 thanks
THANK YOU DONNY
For off-road applications, it sounds logical going to a low-end torque based cam.
This is why I've been waiting for the camless heads.... Guess I'll just keep waiting
Coolest Porches on the road
This is the coolest Porsche I know. And dont sweat the clutch. The car shouldn't hurt to drive if you dont want it to.
I could listen to Marco all day long!
How did you tear your patellar tendon twice? BTW, very cool episode about moving power band power and reducing clutch effort - totally agree with making both mods!
Matt: *buys a Safari 911*
Also Matt: *spends legit money trying to Un-Safari his 911*
Like every Mercedes G wagon owner in LA
Yeah but most people don't make parts to turn old 911s into the ultimate pothole eaters; a rally suspension with lots of ride height and travel like this is still the best approach.
Badass build and still holds it’s purpose as an off-road vehicle while making it more appealing to drive in LA. At the end of the day it’s your build so do whatever the fuck you feel like with it.
SORTED: every Tuesday and Friday. Except there was no episode on Tuesday.....or Friday. Guess this show isn't really sorted yet :p
Isn’t that new slave cyl gonna make the clutch pedal throw longer?
Good to see a update on this car
2:55
Thanks donnie
This is one of the many lessons to be gleaned from rally sport, torque is king👍 forget HP numbers.
I still think that this is the coolest Daily one could possibly have!
Nice.......911 getting closer to “Sorted” 😎
Holy hell... 993K subs. So close to 1M!
Marco your idea was sick. Don’t discount your genius
Marco Gerace is a fricken Porsche genius
Two great moves when you get old. Nothing worse than a heavy clutch on the street and torque is way more fun than horsepower. Enjoy
Sensible power band change for a daily. One question, why in the US can you turn right at a red light. It confuses the hell out of people from the UK especially when you get the green man at a pedestrian crossing but cars still turn right.
In the US for the most part you can turn right on a red as long as you stop first but they are some stop lights that have signs that say "don't turn on red". Turn right on red is treated similarly to yielding, but it depends if its aloud or not.
Cheers to all
Cheers bud
Cheers m8
toasting this backwood as a cheers
This is true alot of the turbo rally cars actually make make more torque vs high rpm horsepower
Awesome shop talk.
Did you do anything with gear ratio? With the bigger and heavier tires aren't you putting a lot of load on the engine.
I love this build matt! Have a good one
After the Porsche and the Mercedes, I'm wondering what would be a affordable and roomy Grand touring car
I can see Matt rolling in a new LC500
@@deathcab4booty Honestly for just a really nice car to drive around in everyday I think you could do a lot worse.
An older Bentley Continental T would be great for matt.
Marco should start his own channel
That's why race car drivers must doing a test in form of over 150kg foot pull workout
If we had koenigsegg freevalve tech we could have both.
It doesn’t appear the MPL makes a slave cylinder for a 986 Boxster s. Does anyone know of any similar solutions for this car?
Stick the og side mirrors back on ftw!
Love the colour and the car!!
The color grabs me every time Matt does a video or posts up pix in IG.
Very interesting topic!
final drive
Looking good dawg
Throttle response has always been a big deal for me, if you can get out of a sketchy scenario with throttle you'll be glad you chose those parts, sketchy scenarios like ; having a slow driver pull onto the highway well below the speed limit, having to merge with very little road left (i.e being ran off the road) , needing to execute a quick u-turn, or merge into fast moving traffic . Low end torque 2-4krpm is much more usable than something that has to build. That said, motorcycles are fucking awesome.
also helps with getting up to cruising speed for fuel economy.
Solid mods. 👍
Where is your Rolex Marco?!
Is the cam change just lobe separation? or is there a lift or duration change as well?
yes, I think it would have been beneficial to know what the initial cam and the current cam are.. and also the timing that he set them to...
Why don’t they make more safari kits for more attainable cars...240sx, s2000, etc
Thank you for the content
What is your final drive ratio?
Damn! I love this car!
How do i get that jacket !!!
Would gear ratio changes not have been an option here? Cams a bit cheaper?
As the engine builder I felt that I had missed my mark on the performance-for-use scale. Matt graciously paid for some of the cost (oil and filter), but I absorbed the balance as I considered it a necessary change in order to meet the goals of the project. I made a poor choice and needed to rectify the situation, which I did.
@@TLGAuto Awesome to hear you guys were able to work together on a solution.
@@TLGAuto you sir are a legend, when i bring my 911 over your way i know who to see
doonuuutsss
Make sure you wear a nice pink shirt, when you drive that.
Urban assault=mall crawler.
A fellow sufferer of patellar tendonopathy! It's a pain isn't it?
bro why you dont tell marco to slap there a 500 hp new 911 engine