Okay, I'm here to do an update on JK's motorcycle. So we have pulled the camcester part. We checked his crank run out. It was about between four and five thousandths. It was just pretty common on a bike with 19,000 miles. I'd have no problem installing a sprocket drive camshaft on that. We found that he did have the late oil pump and the late end cap. And as you can see, this is an early, early end cap. And the late one actually has this O-ring seal. And what we have found is this O-ring seal does a lot to prevent wet something in these motorcycles. So during his baseline, we dumped out the crankcase and we found that it had about two and a half ounces of oil, which is low, but it's very good. This is about the norm on one of these engines that has the later end cap on it. If you're doing a cam install and you dump the bottom end and you find that you've got 14, 16 ounces of oil, you're wet something and you need to figure out why. We highly recommend the use of this late plate with the O-ring on pretty much any of these installs. They're very inexpensive by it from your local dealer, whenever you do your cam install. So where we're at right now, we have the 468s installed. The improved drives bracket is installed. We have high quality lifters and we're just about to install the push rods and adjust them for the new cam. Okay, so this is what JK's cam and lifter looked like at 19,000 miles. If you read the service manual for this motorcycle, it's going to call this roller frosting. I call this roller destroying itself. And effectively what's happening is there's a material transfer between the roller surface and the cam. And these two are very high pressure points in the valve drain and you cannot have that. So we're replacing the cam of course for power, but we're going to replace the lifters at the same time. You can tell that there's good oil flow through the engine. This is kind of the sign of a lifter that is not of the greatest quality. The metal is not of the greatest quality. So this is a very common thing that you're going to find. I think it's a good thing that we're doing this cam install right now because we're stopping this before anything bad happens. I don't deem this bad right here because there's no shedding of material. There's only a transfer between the roller and the cam load itself. So in time this would ultimately be a problem and it could cause metal to go through your entire engine. And we don't want that. So all of this is getting replaced. So when you left we were basically just starting. I believe I just had started taking the exhaust off. So we had gotten all those components off. We have disassembled the cam chest, took out the old lifters, the original cam, measured the crankshaft run out which was acceptable. We had the air fog that had the updated wheel pump in the engine with the O-ring seal behind it and we put it all back together. Of course we've adjusted the push rods. We've installed a new exhaust from Kerm Works. Right now I'm just moc fitting it to make sure everything is going to line up and then I'm going to tie down oxygen sensors and we're probably going to start it here shortly. Thunder Max tuner. You put the fun. Yes, the Thunder Max tuner is on it. It's not final installed. I haven't put the serial number of motorcycle in it yet. I still have main fuse out so basically it's just a setting there.