Because I can't figure out a seat. It should be easier than this. It should be. But Woody was touching it. It's true. It's true. Yes, I feel like I have gone backwards about 10 years. I remember I moved a Rita service manual and see if he has any good fortune. Yesterday when Woody had a bunch of color coordinated allen wrenches, and he seen those and torx wrenches, he was putting them in the post trying to unscrew it. And I said, you know that's threaded. And he was like, well, I would explain why none of these fit. No tools for Woody. No, yeah, no tools. I think this is a good time to be in the new shop. To do a shop talk. So look at this. Broken ass head bolts. So we've started noticing with our performance builds, especially some of these higher compression units we're setting up. We're breaking head bolts. And the weird thing is, it seems to be usually the same one. It's usually this guy, which is number three in the torque sequence. So what I did was, luckily, one of our awesome vendor partners, S&S, has come out with that as high strength head bolts that are actually reusable. But they've also changed the torque sequence a little bit. So the stock torque sequence is what I'm going to your screen right here. And as you can see, the first step is to tighten them in the sequence, which is one, two, three, four, to 20, 30 pounds, back it off 360 degrees. Then go 9 to 11 pounds, then go 21 to 25 to 27 foot pounds, and then a 90 degree full swing. So when this started happening, got myself one of these fancy, schmancy digital torque wrenches that has an angle thermometer built into it. And we'll also tell you how many foot pounds of torque you're going at that angle. And what we found is by following Harley's torque sequence, you're putting up to 60 pounds of torque on one of these bolts. Now, S&S on there, reusable bolts, doesn't recommend going, they recommend going to 45. Now, this one is done because it's part of the sequence that I'm going to show you in a minute. And I'm going to go ahead and get started. I like to run them down until they touch. Everything's better than touches. And as Dale Goblac once said, I'm so not a raper. I'm so not a raper. Because as I'm going through this, and I think what's causing the pressure differences is as you're going at an angle and you're tightening it down, you're essentially sensing the head like this. So you're causing pressure in different parts of the head, and it isn't necessarily being applied evenly. So S&S has changed that by doing their torque sequence in 10 pound increments instead of just a three step process or four step process. So first we're going to go to 10 foot pounds. So here's number one, 10.1. 10.0. 10.0. Now, watch here's what's interesting. I'm going to go back to number one that I did the 10 foot pounds. It's a 10. Look, that one's only at seven now. Now it's a 10. For this one is not even moving at 11.5 pounds. Now one is also below 10. So just tightening in all the 10 pounds, it's already off by over four pounds from this corner to this corner. Now I'm going to go to 20. 2014. Now, if I check them again, I'm only at 14, you see that? It's almost a quarter of a turn to get back to 20. Same with this one. Go another quarter turn to get to 20. And then, look at this one. I've had 22. On that one corner, it seems to be at least in our findings, the culprit. And then, I'm a quarter turn light on all three of these. And this one is over by two pounds by the time I get done with the first actual sequence. So this head is already tight. And at the end of their sequence, when you go to 45 pounds, it says, wait 15 minutes and then check them all to make sure they're at 45. So that's all we're going to do. And I did this one ahead of time so that we can do it immediately after this. What I'm going to do on this head is I'm going to take it to 25 pounds. And then I'm going to go 90 degrees. And we're going to see where in that 90 degree arc you hit 45 pounds on each one of these boks. Because this is the most interesting part of what we've been doing. And we've been doing a lot of engines so myself and Shane, we both have these torque rinses. And we've been experimenting with where you're actually coming in on the pressure in the arcs of the swing. So I start at 25 pounds. Okay, on the OEM sequence, that's it. I go 9 to 11, 25 to 27, and then a 90 degree arc. So we're going to do our 90 degrees. So I'm going 30 degrees and that's 33 foot pounds of torque. 40 degrees, 36. 50 degrees is 40. 43. So we're 46 foot pounds of torque at 70 degrees on this bolt. 50 degrees is 40 foot pounds of torque. 42. 44. 67 degrees, 45 foot pounds of torque on this bolt. 65 degrees is 45 foot pounds on this bolt. I did this one the Harleyway with the swing until I got the 45 pounds. I didn't go the full 90 degrees. I just went to the 45 pound recommendation as I nested. I previously tightened using SNS's specs. So one of the things that they say to do in their instruction sheet is to wait 15 minutes and then go back and check the torque and make sure they're consistent. So that's what we're going to do now. So these are all pretty consistent using SNS's method. And now we'll be right back and I'll check these. It's going to be right here. And then I'm right here. And then I'm right here. And we're back. And I lost my torque wrench. Amazing. What happens when you start running around? Set tools at an environment spot. See, really? Is our service manager? It's the first time he's ever seen a seat with a backrest. But he's like, what is this thing? I don't even understand this. I don't know how it goes together. I got to call my mom. Remember my first seat? Yeah. Yeah, I'm learning. All right, we're going to check these now. Okay, that one's at 45. That one is at 46. 45. 45. So they're pretty consistent. But as you can see, not one of these went to 90 degrees to reach the desired 45 pounds. So if you're going 90 degrees, I'm sure it's fine with stock applications and with the graphite gaskets that are in the stock type motor. But with these performance engines, we're using the comedic gaskets often. We're using 30,000s. The gaskets instead of the 42,000s. These are the stock graphite gaskets that come in a stock engine. And I'm not sure if the method is designed more for this type of gasket because it's got more squish. And it allows for more play. Because obviously these metal gaskets aren't going to squish nearly as much as this one. But regardless, with our performance motors, we're using S&S head bolts in every motor. And we're tightening them to S&S specifications just because we don't want any more of this. Stay in school.