Archives for : 300ZX (Z32)

Wilken Z

Paul came to us from Arizona to tune his beautiful red Z32TT.  Already sporting our SZ ECU Switcher we went to work tuning for 91 and 100 octane fuels.  An overview of this red Z’s engine performance mods:

  • IPP Built Engine
  • Stock Cams
  • Stock IC Piping
  • MSP Manifolds
  • JWT Sport 500 Turbos
  • 3″ Downpipes & Test Pipes
  • B&B 2.5″ Catback
  • Greddy Profec-B Spec 2 EBC
  • SZ Max Street Clutch & Flywheel
  • Nismo 615cc Injectors

First up is the 91 tune.  Strong #s for 91 octane, boost peaked to 16+ psi around 4400 RPM and tapering down as RPMs climbed.  Gotta love small turbo torque.

100 Octane tune for an impressive 500+whp.  Two runs are shown, the blue run it slipped the drum roller from 4100 RPMs to 5200 RPMs.  The cold tires couldn’t grip the roller very well with all that instant torque.  The red run displays a clean pull once the tires heated up.

Against All Odds and a Monster Awakens

Jon’s Z story is sadly alot like the other doom and gloom stories.  Thankfully after much love and a heavy therapy session at Specialty-Z there are no longer clouds looming over this Z.

Mods are as follows:

  • Built Engine
  • JWT 400 Cams
  • HKS Turbos (unknown size, possibly 2530s)
  • Tubular Exhaust Manifolds (mid-length)
  • ASH 2.5″ IC Piping & Massives
  • Larger Throttle Bodies
  • ASH Inlet Pipe Kit
  • Border 850cc Fuel Kit
  • SZ modified 2.5″ SS Downpipes
  • Custom 3″ Test Pipes & Catback
  • Twin Disc Clutch

After fixing the tremendous amount of issues we began to tackle this Z on the dyno for some data logging and tuning.   After a few pulls we uncovered more issues that needed addressing.  The Z came us with solid intake cam gears.  We installed a set of BDE Intake Cam Gears to revive Nissan’s VTC system.  Unfortunately we found that the VTCs were still not working.  We pulled the valve covers and found that the check valves were not installed in the back of the cams.  Adding the much needed check valves did the trick.  We also found that the fuel pressure was abnormal, very abnormal.  It was causing tuning grief and running too lean at 3300 RPM up until 4200 RPM.  This was remedied by untangling old bad work.

Fuel pressure reading on the lowest graph.  You can see how its running base fuel pressure up until 4200+RPM.  This is not good as you can see how lean it gets.  You can also see how it hurts power causing a nice dip.

Here is the graph (red run) after we fixed the fuel pressure issues.  The old bad run (blue) is displayed to show the obvious differences.  35 torque and 35 whp gain.

This graph shows the dramatic difference that a working VTC system can make.  The blue run was prior to fixing the VTCs.  Red is after with the VTC system working.  75 torque and 57 whp gain!!!!!!  Look at how the turbos react (boost curve).

The most impressive thing about this Z is its ability to make power on 91 octane and its strength against the evil California fuel.  You can’t hold it back.  It will go all the way.

If you can’t see it clearly enough, that graph says 564 whp & 501 torque.  It also says peak boost pressure of 20 psi.  All this on 91 octane.  A freak, an anomaly, a monster.  This Z gets to have its cake and eat it too.  It also takes other people’s cakes and eats it too!  It has amazing low end response, top end power, and makes a shit load of safe reliable power on 91 octane.  So much power that Jon declined to make any higher octane tuning.  Really?  Too much for you eh, Jon?

Super Street Z32

Over a year ago we took Danny’s Z32 from a tired Z to a refreshed pepped up Z.  We went with a brand new Nissan shortblock and Stage 1 SZ heads (KISS).  We added a set of MS Manifolds, JWT  Sport 530s, and our full 3″ SZ Exhaust from the turbos back.  Stock cams, intercooler piping, Stillen ICs, and stock TBs were retained.  We also added our SZ flywheel and Max Street Clutch.

The old and very tired engine.

The new engine coming along nicely.

Fresh valve covers and MS Manifolds 🙂  I didn’t take more pics of the build or even the car so this is all you get,  unfortunately.

Breaking it in on the dyno.  It should do better now that its all broken in since the past year.

Big Turbo Power!

Mr. Rob from Virginia sent us his Z32 for some big turbo loving.  His Z came to us with stock turbos, stock injectors, stock engine, just about everything stock.  It was essentially a Stage 3 Z.  We performed a leak down and compression test on the stock long block to find it was in exceptional shape.  Rob didn’t plan to run race fuel but wanted big power on regular pump fuel which is 93 octane in Virginia.  The stock long block was up to the task for this.  We installed the following parts:

  • SZ EXP-95 Turbo Kit
  • 300Degree\SZ 850cc Fuel Injector Kit
  • MSP Manifolds
  • JWT 500 Cams, HD Valve Springs, & BDE Intake Cam Gears
  • SZ 3″ EXP Downpipes
  • SZ 3″ Test Pipes
  • SZ 3″ Single Oval Catback
  • ASH 2.5″ IC Piping
  • ASH Massive V3 Intercoolers
  • Z1 58mm Throttle Bodies
  • Brake Man Big Brake Kit

Motor ready to be dropped in.

Massive Intercoolers and Brake Man parts installed.

Finally after completing the mechanical work, it was time to tune and make boost!  These turbos are capable of easily making over 30+ psi on race fuel which can easily translate to 800+whp.  For Rob, it wasn’t about the maximum output but ultimate power on ordinary pump fuel.

590+ whp on pump 93 octane fuel on 17-19 psi.  Not bad!  Rob’s original TT fuel pump is struggling to keep up at this point.  With some cam tweaks we can raise the entire power-band and smooth out delivery.

Enjoy the ride Rob!

Resurrected from the depths of despair

The following Z and its owner have been through trials and tribulations.  Joe purchased this Z over 6 years ago as a simple (slow) and clean NA (non turbo for those who don’t know).  At the time there was no intention of making the Z “fast” but more of a show stopper.  Joe set out acquiring bolt-ons for NA performance along with a plethora of aesthetic improvements.  However as time past, Joe couldn’t get the thought out of his head about the twin turbos.  Two almost “mythical” units that could provide him a powerful Z.  The lust of more power bounced through his head.  Not knowing enough, Joe set out to research his quest for twin turbos.  After much deciding and advice of other people, along with a good chunk of cash Joe purchased a front clip and a large assortment of parts to complete his project.  The front clip brought a pleasant surprise for Joe as the engine had strapped to it not only twin turbos but an aftermarket set.  That aftermarket set turned out to be a JDM Blitz Turbo Kit equipped with Triple K turbochargers.  The kit came complete with cast exhaust manifolds and external wastegates.  The transplant began at another shop 5 years ago and didn’t fair well for the Z and Joe.  The Z sat for many months untouched and when Joe received a call from the shop informing him the car was running his heart skipped a beat.  Unfortunately the engine was running poorly, enough that it fuel hydrolocked and finally gave out.  Crushed with a blow to his ego and wallet Joe set out to repair the engine and had this time another shop work on the Z.  This time the car sat for almost a year without being touched.  Empty promises can only go so far and they definitely won’t get a Z running.  Adding insult to injury during its stay at that shop parts went missing that yet again would have to be purchased for a second and even a third time……………………..

Joe wrote me an e-mail sharing his story from the beginning.  I took out any names of people and shops  mentioned.  In Joe’s words:

“In 2003 I crashed my 1988 RX-7 so it was time to buy a new car, I had seen several 300zxs on the road for a long time, but they looked expensive and out of reach.  One day I went with my friend to pick up his car at his mechanic’s shop, and there it was…….. at the shop a pearl white 300zx being worked on (beautiful ) so I started looking for joez, after about 9 months in April 2004 I found her.  She needed some minor work  and so  started my project to fix her.  I was working in real estate so I had plenty of money to take care of her, and started my car club (team shift) the same year and started to go to car shows, that’s where the need of fixing her came in an order to compete.  It started with an e-bay $40 cold air intake, clear turning signals, clear rear side markers, chip strut bar…etc.
At a winter 2004 car show (team transport / toys for tots) I won best of show ( proof of trophy up on request…lol ) so I got hooked.
In mid summer of 2005, after losing back to back in 2 different car shows to Robert’s Red 300ZX NA;  I decided to repaint her and fix her to the point where nobody could copy my designs.  I decided to spend an unlimited amount of money to put it out reach and force my competition to spend more money in order for them to keep up.
These is where my trials and tribulations started, and very soon God let me know I was doing it for all the wrong reasons and the wrong intentions…let me explain…

After the inland empire show I went to a body shop for what I thought  was going to be a $3500 paint job.  It turned out to be a $18000 custom paint and body work.  After it was done she went to a performance shop where the guy that specialized in Zs got deported and not even within half in hour after she arrived from the body shop, a guy that was working on transmission on a car forgot to put the e-brake on that particular car and it rolled in to my car.  That shop never paid for the damage that amounted to $2500.  Right away it went to another performance shop.  At this place she spent 8 months and they couldn’t get it started.  Apparently this was due to them not plugging the ECU in properly (pistons no. 5 & 6 got flooded with fuel and blew a $4000 jdm front clip).   I didn’t even know about this until the car was towed to my house.  I decided to start the vehicle after paying good money to discover the bottom end was gone and I had already paid them $4500 for the job.  They also never paid for the damage and blamed another shop.  I had to purchase another jdm short block for $1200 and from there I took it to an interior shop.  Once again a simple $300 job turned into a $7000 job.  At this particular place, the owner jerked me around for about a 10 month period.  He ended up closing shop, took my money without ever telling any of his “customers”.  I showed up to find the gates closed and our cars locked.  The owner was no where to be found.  My interior never got done and about 80% of the interior was stolen including my stereo system and boost controller.   Chalked up another loss of $6000 not including the stolen parts.
From here I went to a Nissan dealership where I thought it would get done right.  The Z spent another 13 months and they couldn’t get her started either.  My battery, blow off valves, all the air conditioning pipes, radiator, etc. were stolen.  Thankfully the dealer compensated me for the thefts.
From there it went to another shop where she spent almost another year and got taken for another $6000.  The Z never ran right and then I finally decided it would go to Specialty-Z.
Here it was a bitter sweet experience.  At the beginning they told me almost all the work performed was wrong with joez.  After having spent all this previous “good” money on other shops brought me to a breaking point.  I was ready to throw the towel in and set the car on fire!!!!  However…… after going into Specialty-Z at the beginning of Jan 2011 and wrapping up mid summer 2011, I took her to Vegas and fell in love!  Soon after Seb and Greg were done with her fixing all the previous work from other shops, the Vegas trip was the best road trip ever, she ran awesome!!!!  All I can tell you is that Greg and Seb are angels sent by God to specifically work on Zs.  There at Specialty-Z is where I fell in love with joez all over again.
Moral of the story is God has his time when He is ready to reward you, and He will !!!
Don’t do things out of pride, but for the love of it.
Stay humble.

I’m sure I left a lot of other bad details and bad experiences,  but who wants to remember that when she already found a home (Specialty-Z )”
Thx Seb
Thx Greg
God bless
Joe G

I wanted to share this with all of you because I have never heard of such a horror story.  When Joe brought us his Z he was ready to give up and break down.  His health had been greatly affected by his experiences.  I was afraid to share more bad news the more I tore into the Z.

Thankfully this story ends very happily with Joe and his Z riding off into the sunset………

Some pictures from some of the work we performed.

We fabbed up a custom set of downpipes and used Tial W\Gs to replace the old leaking Blitz units.  The downpipes cone out to 3″.  We also routed the external wastegates back into the exhaust.   You can only imagine what came off of this Z.

Joe brought us a Brembo kit that fit terribly.  We had to machine the caliper bracket as the caliper didn’t even come close to sitting evenly on the rotor.  We replaced all of the adjustable suspension components with SPL units.  A good majority of the suspension was improperly set and left loose ruining the parts that had been previously installed.

On his last major visit to us we installed 2.5″ IC Piping, Massives, and Z1 TBs.  The headlights, fog lights, and turn signals were sent off to Mike @ clearcorners.com.  Mike does amazing work.

On Joe’s first visit to us we got the Z running properly off the 9 psi wastegate spring.  The car was in such bad shape it couldn’t make a full 4th gear pull without cutting out.  His existing AVC-R boost controller would also reset itself at any given moment.

On his second visit, we focused on adding more power now that we had a solid foundation to work off of.  We added 2.5″ IC piping, Massives, TBs, and a Blitz i-Color Spec-R Boost Controller along with our SZ Tune Switcher.  This is a before and after with the above added parts.

Finally we tuned on 100 octane fuel.  Since the Z has high flow cats we couldn’t run it on Q16.  Congrats to Joe on his beautiful show stopper Z.

Merry Christmas and Happy New Year to all!

Dailey Engineering Dry Sump for the VG30DE(TT)

Over the last + year Bill Dailey has been working on a dry sump kit in conjunction with Mike from NZ and with some help from SZ.  For this we are proud to be distributors for this high quality, hold nothing back kit.  A must for serious racers that want to keep their engines alive in the rigors of racing.  Do yourself a favor and upgrade the heart of the oiling system!  The VG30DE(TT) suffers from poor oiling under stress due to engine design.  This stems from various things.  Poor oil capacity, hydraulic lifters, VTC system, the latter two suck up oil capacity like crazy and oil has a hard time draining back to the sump (pan).  This is why early on Nissan campaigned wet sump road race Z32s with drain back pumps on each side of the head.  A solid cam and lifter setup like the one JWT now offers is a good step in cutting down blood oil sucking parasites we know as the hydraulic lifters.

The dry sump kit includes the billet pan with integrated pump bracket, oil pump & spacer with optional oil & air separator, ATI damper and pump pulley tensioner assembly.  What’s not included and will be up to the user\installer is the lines and oil tank.  This will depend greatly on the vehicle setup.  Pricing not set yet and look for it starting this week.  It will be available for order on our site.  Any questions on the system can be directed to SZ.

You can see the integrated pump bracket.  Note the groove on the flange for superior sealing to the block.  Reuses the factory front and rear oil pan seals and silicone.

Pump mounted.  The pump will sit in place of the existing factory A\C compressor.  So yes, you will have to delete your A\C to use this system.  The turbo drains have their own scavenging section directly on the pump.

Complete kit shown.  Lines & Oil Tank not included.

Z32 Inlet Pipe Change

A few weeks back Mr. John G. from AZ brought his red Z in for some inlet pipe (ASH) dyno comparison among a few other cooling mods.

OK, I want to make this clear!  Please ready carefully and pay attention.  I know the public school system has failed many of the young Z owners.  The RED run was John’s previous best BEFORE the inlet pipes.  This dyno\tune was performed earlier this year.  The inlet pipe dynos are both the BLUE and GREEN runs.  The reason I am showing two runs is that you will notice the top end power is lower on the GREEN run.  The GREEN run I performed with the VTC system ON throughout the ENTIRE RPM range.  I was doing testing for those curious.  The BLUE run was normal but it showed lower power down low and I did NOT want to misrepresent have people think the pipes lost low end power.  You can see that on the GREEN run the low end power is on the par with the OLD RED run.  Hopefully this did not confuse anyone.   Any-who, no changes were made to the tune or boost settings for the sake of keeping things consistent and repeatable.  Between 3800 and 5500 RPMs we saw nice gains which anyone who drives there Z in the street can appreciate.  At 4700 RPMs we gained a sweet 50 ft\lbs of torque!  Horsepower was in the 40-50 whp gain.  This is on 91 octane fuel and Sport 530 Turbos.  Any questions please shoot Greg or myself an e-mail.  Pipes are available through our site here.

Willy’s Z

Mr. Will from the AZ Project Z32 crew came out earlier this year after performing more “breather” modifications on his Zed.  Will came to us before his most recent mods so we were able to get a fairly reasonable baseline to see the gains received from the new parts.

Since first bringing us his Z, Will’s mods have changed to progressively “refine” his power band.  Below you will see small changes that have had huge impacts on the way his powerband is delivered.  The following runs were ALL performed on 100 octane fuel.

First we’ll start off with a list of mods Will has done.  The first time will brought us his Z was back in ’09 when he had recently (2007) installed GT525 turbos along with a full 2.5″ turbo back exhaust system.  His main list of mods back then would have read:

Built S.B.
Ported Heads & 5 Angle Valve Job
GT525 Turbos
Nismo 555cc Injectors
SZ 2.5″ DPs & TPs
Greddy SP Catback
Unorthodox UD Pulley
Unorthodox Water Pump Pulley
SZ\RPS Street Clutch
SZ\RPS Lightened Segmented Flywheel
JWT Dual POP
Stock IC Piping w\ either Stillen or Greddy Intercoolers (Don’t remember)

So the following BLUE run represents Will’s mod list from above.  A few months later Will came back and had changed to our SZ 3″ Down Pipes and 3″ to 2.5″ Test Pipes (RED Run).  Excellent gains from 3100-5300 RPMs.  48 WHP and 55 torque!  By now your wondering why his power drops off and is jagged by 5500+ RPMs.  Looking at his boost curve you can see boost was smooth and unwavering.  This is something we had seen on some other smaller turbo VGs.  Cam timing plays a large role in this too.

Fast forward to earlier this year and Will made the following changes since adding our 3″ exhaust parts:

Custom “Intercooler” Piping 2.5″ (Adam B.)
Custom “Suction Pipes” w/ Jim Wolf Filters 2.5″ (Adam B.)
Custom “Accordion” Pipes 2.5″ (Adam B.)
Custom “Turbo Inlet” Pipes 2.5″ (Adam B.)
SZ Turbo Expansion Outlet Pipes
Bell Intercoolers 2.5″
Z1 58mm Throttle Bodies
Selin Translator
MSP Manifolds
300 Degree Fuel Rails
Nismo 740cc Injectors

Here are the results over-layed with his previous results.  GREEN run is the latest and Red the previous.  By removing the banana in the tail pipe restrictions Will’s powerband made a huge recovery from 5300+ RPMs.  Your looking at over 80 whp and almost 80 torque gains at just 6000 RPMs.  A huge improvement for his ailing top end drop off.

A link to Will’s post on TT.NET

Zeeli!

Eli has been a long time friend and customer of ours and his recent trip to SZ had us tuning and installing his new ASH I\C & Inlet Piping.

Eli’s mod list taken from his TT.net profile:

1995 Nissan 300zx

Built Engine w\Wiseco Pistons (.020)
Eagle Rods
JWT HD Valve Springs
JWT 500 Wild Cams
BDE Cam Gears

Garrett 2560 Turbo(s) w/Cast divider & Inconel blades
HKS Actuators
Nismo 740cc injectors
Selin translator
Z1 58mm Throttle Bodies
Ash 2.5″ Intake Piping Kit
SZ Expansion Discharge Pipe
Ash Inlet Planar Piping set up
SZ 5 bolt 3″ Expansion dp’s
SZ 3″ to 2.5″ testpipes
MSP Manifolds w/ functioning EGR (for California Smog Nazi’s)
UR complete pulley kit (minus the UR waterpump pulley)
HI overdrive waterpump pulley
HKS BOVs
B&B Triflo Round Quad Tip Exhaust
SZ High 5 Clutch
SZ Alum Segmented Lightened Flywheel

Ash Massive Intercoolers
Howe Radiator
Taurus SHO fan/shroud

Electronics:

SZ ecu (16 programs)
SZ modified clock ecu program selector
Blitz Sbc i-color with A/F monitor

Nice added benefit of the planar intakes is the ability for more air flow to the vital cooling components.

2560R turbo that required custom inlets due to the non-Z32 clocking.

CLICK ON DYNO TO SEE FULL VIEW

Eli’s tune on 91 octane, peak power at 14 psi with a minor spike to 16 psi.

100 octane peak power produced on 17 psi.  Very good looking power\torque curve.

The cherry on top….. Q16 to crush our record on 2560R turbos.  Making easily over 600+whp with the addition of “breather” mods.  A job well done to Eli.  You came a long way! (not distance, although its a little bit of a drive).

Adventures in Boston

First off a big thanks to Tony “BigTDogg (MA)” for setting it all up and getting us to Boston back in May.  We started Friday morning by heading out to LAX around 4:30 a.m.  From there we get to our connecting flight in Salt Lake City to get us to Boston late afternoon\early evening.  Just in time to catch a game at Fenway Park to see the Red Sox play!  Sadly though we didn’t get a chance to see the game but it was great to see the ball park in person.  Going to the east coast gave us a great opportunity to see how good 93 octane fuel is.  We had experience with Canadian 94 octane in the past.  We found that the 93 octane fuel was definitley better than our CA 91, but many of the guys in Boston had been running advanced mechanical timing (past 15 degrees on the CAS) and had very lean\advanced ECU tunes to start off.  Many of them had been detonating like this for a long time which can cause (caused) hot spots on the tops of the pistons.  This makes it easier for the engine to detonate under conditions it normally wouldn’t.

Walking through Logan Int’l.

In Tony’s DD vehicle fighting some of the Friday afternoon traffic.

Sunoco gas station.  We can only dream…….

The game was just about to start too!

Our view from the hotel room.  Thanks again to Tony!  Beautiful view of the Charles River.

To the left we had a view of Harvard University.

I can keep boring those of you with what we ate or when we used the bathroom but I’ll advance to the nitty gritty.

The following morning we woke up bright and early to meet Tony and Carlos at the entrance of the hotel.  From there we headed to NEDyno which is about 45 minutes from the hotel.

This gentleman who was standing outside felt it was necessary to boost Carlos’ ego a little more 😉

Carlos’s Z is beautiful and one can eat off of the entire car.  The under-body is spotless and his attention to detail is most impressive (golf clap).

The one thing that would make it look better is yanking that (ugly) Borla Catback.

Pretty under the bonnet as well.

NEDyno our place of worship for the next two days.  John the owner of NEDyno is an extremely nice and knowledgeable guy.  Thanks again for letting us use your facilities and setting off your CO alarm a million times.

Up first was Carlos in his stock turbo’ed beauty.  Carlos had our 2.5″ DPs and TPs that lead to that Borla Catback I mentioned earlier.  Along with some other “minor” bolt ons.  Mod list.

Up next was TJ.  Mod List.

Here’s TJ’s tune on meth using Snow Performance Boost Juice.  TJ found out just how much pressure it takes to pop his weak link methanol lines off!

Jeff’s 93 Tune.  Mod List.

Jeff on crack meth.

Jeff’s slick Aquamist install.

Jeff on Q16.  The addition of some larger intercooler piping would definitely help him.

Silas found out the hard way that with even twin pumps a dirty fuel tank WILL cause fuel pressure drop.  I apologize for the terrible picture.

Silas’ 93 tune after the tank and pump socks were cleaned out.  Mod list.

Silas opted to us windshield wiper fluid.  Even though it contains methanol it doesn’t make the same amount of power as one would with Boost Juice.  We’ve seen this countless times.  It doesn’t pay to be cheap.  I think the wiper fluid was made in China distributed by some Canadian “company” 😉

Greg and John discussing the quantum physics of turbos

The following day Mr. Doug brought by his race Z32 and his brother’s beautiful road race ready Daytona.

In all its glory is Doug’s race Z32.  It would be interesting to see how light this thing weighs.  That is a side exit exhaust you see in front of the rear tire.

Still on stock I\C piping with custom turbo inlet piping.

A\C and Radio users need not apply here.

The elaborate fuel surge tank.

Doug’s 93 Road Race Tune.  Very conservatively tuned for the rigors of road racing.  Doug runs JWT Sport 700s with our 3″ Down Pipes.  After the down pipes its all custom exiting out the side.

Doug’s 100 Octane Road Race Tune.  Again a very conservative tune.

Steve’s 93 Tune.  Mod List.

Sako’s 93 Tune.  When inspecting Sako’s Z, we found that his intake manifold gasket was cracked and leaking.  Sako and his brother pulled the manifold in no time and used silicone as a gasket instead.  Sako was only running boost jets as his method for boost control.  Mod list.

Tony’s VG.  Greg performing a kung fu move on it.

Tony’s 93 Tune.  Tony’s Z was abnormally pinging at low boost.  Fuel pressures were good and everything checked out mechanically.  Turns out Tony had put in some Redline Fuel System Cleaner in the tank.  We drained the tank out and filled it up with a fresh tank of 93 octane and pinging problems went away.  A word to the wise, do not drive hard on gas with fuel system cleaners.  Mod list.

Here’s Tony on meth.  The red run is the tuned run.  I put the blue run which is running meth UN-tuned.  You can see that just slapping on meth injection and not tuning it properly will only get you mediocre results and in most cases cost you power over not even running it.  Notice that between 5500 and 6500 RPMs the boost level is the same yet it is still making a ton more power safely.  Remember to use a high quality methanol.  There’s a reason why windshield wiper is cheap; its meant to clean your windshield.

In no particular order a huge thanks to Tony (and his wife), Carlos, John, Doug (say hello to your dad for us), Jeff, TJ, Steve, Sako (tell your bro hello), Silas, and Keefe.