Hey Matt, I’m a luxury body tech in Canada and love what you do here. The panel bond glue that your pops is grinding away at the 14:00 min ish mark is what we call death dust in the industry and burning all the bond adhesive on the roof is all going to be super high in isocyanates and beyond cancerous. Don’t forget respirators boys! Be safe and keep up the great entertaining work!
It’s ridiculous how much value you manage to pack in one episode. Many other car builders would have made the A pillars a separate episode, engine separate etc. It is such things that make subscribing to your channels worth it. Don’t ever change.
@@Nsawoh dang fella don't give him any bright ideas, if he did that it would be a tavarish p1 video, u know talk about it in 4 episodes then 2 years from now he might start doing something lol
I like the way it's kind of derogatory. It didn't sit right with me the way Mansory swapped the wheels, hid the Wheelmania MA ones, then charged £10k for the privilege.
That dent removal was absolutely amazing! Trying to move aluminum like that is so difficult. It all would have been stretched and when knocked back into shape wpuld have needed to be shrunk back into shape. I'm totally impressed with the work they done.
You probably won’t ever see this but I am buying my first broken down car today in hope to be able to fix it and just wanted to say you are my biggest inspiration for doing this!
Good luck always remember! If the deal seems to good 2 b true it usually is. Its ur money ur spending dont let any1 rush u or pressure u when buying. Read up on what u are buying so u no what 2 look 4 and ask what ever u question u have
The reason they have you torque the bolts and then back them off is to first completely mate and seal the two surfaces together. Backing them off and starting from scratch ensures that you aren't spending any of your torque to seat the two surfaces together. In reality it may only be a couple of ft/lbs difference if you didn't perform this. But with aluminum, heat can warp it pretty easily and the last thing you want to leak oil is this mating surface.
I believe the reason the outer head bolts are 5 degrees less is because the first 4 bolts have already started compressing those outer mating surfaces slightly. 5 degrees is likely only a couple of ft/lbs but as with the block, aluminum needs to be much more precisely torqued to eliminate warping under heat cycles. Add to that that the head bolts are "stretch" bolts so "overtightening" them by a few degrees could start to weaken them under higher heat. This reminds me of a funny saying in the mechanic world "it ain't tight until it loosens just a little bit. Then you know it can't get any tighter"
If you take this engine apart again, please examine the piston-to-bore clearance and deck height; when utilizing a new block, everything should be verified. In addition, this block should have been carefully cleaned prior to engine assembly. This is a high-performance engine that relies on precise clearances; even a minor variance in deck height will alter the compression ratio. I enjoy seeing you restore the body; good work.
When I saw you assembling the same crankshaft bearings I told myself that you were going to disassemble that engine again, for the reason you explained in the video. Even though everything is made in the same place, tolerances are different from engine to engine. This is how we learn. I'm glad you saw this in time.
Saw this in time? Still scrubbing through for the first time on the video halfway.They haven't seen it yet. I was expecting to see them flatten The spaghetti and maybe replace some single use bolts.Right? torque to yield can't be reused, I think?
I found this: Yes, this looks like a typical tightening sequence and specification for critical engine components, such as cylinder heads, for a Porsche 911 GT3RS. The steps combine torque tightening in stages and angle settings, which is standard practice for high-stress components to evenly distribute tension and prevent deformation. Summary: Initial preload: Start with low torque values (10Nm and 50Nm). Loosening step: Loosening all bolts (360°) helps the components “settle” properly. Gradual torque buildup: Tighten bolts again in smaller steps (4Nm → 12Nm). Angle tightening: Use specific angles (65° for bolts 1-4, 60° for bolts 5-8). Why is it done this way? Gradual loading prevents cracking or warping. Angle tightening ensures a more precise and consistent clamping force than relying on torque alone.
Thats not true! What they should be doing is measuring the elongation of them bolts! 0.15 mm is a normal number to watch for. But most car mechanics dont have that kind of tools, only race engine builders.
I felt the 4Nm → 12Nm step was crucial for the reasons you mentioned. It allows the metal to stretch incrementally rather than jumping straight to 12Nm, reducing the risk of stress or damage.
Mat I am 65 years old and have spent most of my spare time since I was a young teenager around a body shop owned by a member of my family. Mostly just working on my own stuff. The body shop you are using is really really good! Don't worry about the ten steps forward and twenty steps back because we have all had some of that in our lives working on cars. It's a good thing you caught it in time! I am looking forward to the next video!
Rebuilding the GT3RS is super cool but what I really enjoy about all this is the Father & Son duo working on the project together and seeing the bond and happiness from you both! Those smiles when everything works right is the best but the determination to make it work is awesome!
All the bolts on that engine (cylinder head, connecting rod, main/block) are "Torque-to-yield" so once they're used once, they stretch and can not be used again. That is why the torque spec includes angles, as the angle puts the prescribed stretch on the bolt. I did not see if you had bought fresh ones or not, but if those are the original bolts, their strength is compromised. Would hate to see that incredible engine fail due to re-using the old bolts. Loving the builds!
No, he said he was using new bolts ………..and now he has to get new bolts a second time since he has to remove the heads again to fix the problem he found with the bearing size.
I recently had to do my head gasket, and it made me realize how lucky I am to have a simple old shitbox. For one thing, the head bolts can be used 3 times. Anyway, aside from the day I had to wait for my head to be machined, it took me an afternoon and cost around $300 total, including the timing belt and water pump I decided to change at the same time. I mean, people throw away cars for a bad head gasket all the time.
I worked at BMW for a long time, and for us, it was always like this: with the engines and crankshafts, depending on the engine block, we used a laser tool to automatically read the data. Based on the RMI results, we always used specific bearing shells tailored to the readings. So, it’s possible that the shells you’ve used for this engine block might not be the correct ones, which could cause friction issues that you ideally wouldn’t want. Just for your information.
@@stuartd9741 I'm guessing the 111111 above the GGGGGGGG refers to bore sizes, I just reviewed it and it looks like both blocks are the same in that regard?
For Context. Hertz Team Jota essentially had to do 3/4 of this work on a Le Mans Spec WEC LMPDh Porsche 963 in less than 72 hours and brought that car home for the 24 hour race this year. Amazing work that you do, and it also shows the intricacy of the work involved in getting these things rebuilt.
What I will say as been a mechanic for 50 years now. The Crankshaft Bolts and the Conrod Bolts are streach bolts as are the Cyclinder Head Bolts. Now you are taking it all apart again. I thought that you should have changed those bolts before. But now it's imperative that you now change the cap bolts as they will break! I looked when you said that you have to change the crankshaft main bearings as they are not right. they could easly pick up and spin. then that's buy buy engine.! But got to say that, that is an easy mistake to make. I wounder if you're going to paint is British Racing Green :) Good luck Mat.
If you are taking this engine apart again please check piston to bore clearance and deck height as well, when using a new block everything should be checked. Also this block should have been thoroughly cleaned before building the engine. This is a high performance engine and relies on every clearance being exact a small difference in deck height will affect the Compression ratio. Love watching you repair the body nice work.
I thought that exact thing, he should have at the very least used plastiguage on the bearings and checked the ring gaps. There will be some slight differences in machining on the different blocks
21:15 Matt im concerned the old bearings had a lot of oil on them and if some of that oil went on the underside of the bearing. What I've been told is to keep the mating surface of the main bearing and the block 100% clean (spray some brakecleaner and burn off the residues) because if there's a slim layer of oil for example that sits under the bearing then the bearing is sitting that distance above the mating surface and can mess up the clearances.
Although I do this, and have always heard the same thing. When you torque the rods/mains most of the oil beneath the bearing will be pushed out. I’ve pulled a lot of factory rod/main bearings and most show evidence of oil being beneath them. The reality of them being inside of an engine with oil everywhere 🤷🏼♂️
What I am most concerned about is he used the old piston rings not even checking the ring gap, transfered used bearings in another block not checking clearances
@@johnstonlee Agree. Worst thing he could do, would be buying a car in near perfect condition. Where is the content in that? The audience wants adversity, problem solving, and a mint restoration in the end. It´s what dreams are made of. What people need to realize, is that the majority of these projects are economical disasters, were it not for sponsors, streaming revenue and draws etc. Matt´s a legend because of his positive personality and I wish him all the success he can get
From one Matt in the states to another Mat across the pond, excellent choice in choosing to redo the block. It takes a lot of humility and wisdom to make such a hard decision! If I may share some unsolicited advice, consider the use of hearing protection. I am the proud owner of hearing aids because I cared not as a youth to protect my ears. I love what you do and wish for good health and safety for you always!
Oh mate! As you were putting that all together, I was shouting at the screen, "CHECK THE MAIN BEARING GAPS, CHECK THE GAPS, PLEASEEE CHECK THE GAPS", but alas, nope ya didn't! You was so focused on the valve clearances ya missed the main bearing gaps, I can see why you missed it, but every block is going to be cast ever so slightly different, so you will always need new main bearings, especially on an engine that splits the block in half like the flat 6. Any new parts where clearance is a major importance, ya gotta make sure the gaps are spot on! I'm glad you decided to strip it back down and gap them properly, because if they seized, that could have grenaded the engine completely and would be, as you say, "A very Bad day!" But, hey, it's content bro! 😊
Matt Realise how blessed you are working with ur dad on projects like this , very nice to see you both enjoying and working together . Mis my dad everyday since hé passed away few years ago .
Dad is the ultimate main character. It must be incredible working alongside the one man in the world who genuinely wants nothing more than to see you surpass his own success.
Big hint when joining panels, overlap both panels at the joint and cut through with a 1mm laser disc through both panels, and you will have perfect lines matching to weld together
Honestly love the relationship u got with ur dad he’s a proper legend u can tell he loves what he does and spending time with u ur a lucky man god bless you all ❤
Great video Mat, love the technical stuff. I built an engine once, a Mini A series, had it all installed in the car, liquids, exhaust, carbs, drive shafts the lot. Last job was to fit the dizzy, and it wouldn't go in. The new Kent cam hadnt had the teeth ground in to it where the dizzy engages. I had to take the whole lot out, to get the cam out, to replace it under warranty, to put it all back in again. I learnt a valuable lesson. Never give up. Looking forwards to next video already. G
Your dad’s laugh kills me every time!!!!🤣. When you was welding…. His laugh!! I moved to Australia mid this year so watching your videos early is difficult. But do I watch them when they are uploaded even if it’s early hours in the morning. YES. When that notification comes up… I’m there!
Insanely epic cars, video editing and learning opportunities aside. The most special factor of this channel is the quality time Mat and his Dad get to spend together. Priceless. ❤
Are the piston rings being installed with the correct end gap. too tight the rings will seize. When installing pistons, ensure piston ring gaps are not aligned, make sure the gaps are staggered. Great channel guys.
I very rarely watch any RUclips video from start to finish, especially when they're over 15 minutes or more, ....yours Mat, I always do and love every second of them. Kudos.
Thank you Mat for inspiring others and showing that some of the worst crashed cars can still be saved! I think more people will try in the coming years to save these future classics from just being crushed
I gotta say it’s amazing to see the panel beaters at work these guys are serious craftsmen it’s a huge pleasure to watch them at work hats off to these guys ❤
As always, this is legitimately brilliant content... It's the perfect mix of being massively educational and informative, while presenting it in a fun and wholesome family-focused way which we can all relate to, and want you to succeed. Really appreciate what you do, Mat and the boys!
@24ct_Gbro, he actually has to DO the work. I'll bet we just saw 40+ hours compressed into 45 minutes, with EASILY a 6+ hour edit. He's not doing an oil change on a civic here...
Great work you guys! I thoroughly enjoy your infectious laughs and love watching all your projects. Your energy and passion are evident for all to see. Oh and yes, you are a great dad TONY! for being there for Mat. Well done guys!
I really feel for you and your dad the video was so good and loved the fact u showed the shell /body work 👍🏻😉and the engine build . I do think the block at £6k is superb value with casting machine work etc , compared to close in £9/10k for a carbon roof no brainer ! 👏👏👏👏🇬🇧
You guys are so smart, HWBT for sure. Been watching you from start. To do these projects alone is a massive task, let alone camera work and running a channel HWBT .
The **turning of bolts to specific angles**, like 65 degrees for bolts 1-4 and 60 degrees for bolts 5-8 during Porsche 911 GT3 RS engine assembly, is a part of a precision **torque-to-yield (TTY)** tightening process. Here’s why the process involves these differing angles: 1. **Load Distribution Across the Cylinder Head**: - Bolts 1-4 and bolts 5-8 likely refer to the **sequence** for tightening bolts on the cylinder head. - The difference in angles ensures that **pressure is evenly distributed** across the cylinder head, preventing warping or uneven clamping force. 2. **Torque-to-Yield Method**: - Torque-to-yield bolts are designed to stretch slightly when torqued beyond their elastic limit. - Instead of relying only on torque values (Nm), turning bolts by precise angles ensures the bolts stretch uniformly, achieving the proper clamping force on the head gasket. - Differing angles account for the positional load requirements based on the engine’s design. 3. **Heat Expansion Management**: - High-performance engines like the Porsche GT3 RS generate immense heat and pressure. - The cylinder head bolts experience different levels of stress depending on their location, which affects expansion rates and bolt tension during operation. - The specified angles compensate for these variations, ensuring the bolts maintain even pressure under extreme conditions. 4. **Engine Geometry and Design**: - Porsche's flat-six engine design has unique geometries that require non-uniform torque angles to maintain proper sealing. - Bolts closer to the center or edges of the cylinder head may require different clamping forces to avoid gasket leaks or uneven stress on the head. In summary, the different angles (65° and 60°) ensure: - Uniform clamping force across the cylinder head, - Prevention of warping or failure during operation, and - Precision in achieving the optimal seal and durability in a high-performance engine like the Porsche GT3 RS. The process is meticulous because **even slight variations can cause leaks, warping, or failures** in engines running at such high performance levels.
The amount of work you put into these cars and then videos needs to be commended more. Absolutely love this channel! Learn bits here and there but watching you work through every new issue is really entertaining and interesting to watch!
As a new watcher of your channel it is refreshing to see you and your crew showing mistakes. We all have been there and feel your pain. I really enjoy your channel!
I've been watching you for a while now. I never comment on any videos I watch on RUclips. I just had to comment because this kind of video is why I consider you the best RUclips car builder. You've never done a Porsche engine and you just do it. Yes, you've made mistakes, but that happens to anyone who builds 100 engines. My favorite of your videos was your dad's ferrari rebuilding it all. Keep going.
You never cease to amaze me Mat!! Only a year since I saw you in person and you’re continuing to just climb. I’m in awe Bruv!! Cheers from Florida as always!!!
Here you go Mat: The torque specifications on a Porsche engine that involve torquing bolts in stages, including loosening them by 360 degrees before a final torque, serve several critical engineering purposes: 1. Initial Seating and Alignment: - The first step, torquing to a smaller measure, ensures that the bolt is properly seated and aligned with the threads. This helps in achieving an even distribution of the load across the bolted joint initially. 2. Gradual Clamping Force: - Following with a larger torque value after the initial seating helps in building up the clamping force gradually. This staged approach prevents the bolt from experiencing sudden high-stress loads that could lead to bolt fatigue or failure. 3. Relieving Residual Stress: - Loosening the bolts by 360 degrees (one full turn) after the second torque phase is crucial for relieving any residual stress or uneven loading in the bolt or the joint. This step ensures that the bolt is not overstretched and that the joint components settle into each other uniformly. 4. Final Clamping: - The final torque application after loosening ensures that the correct clamp load is achieved with the bolt in a relaxed state, which provides the most accurate and consistent clamping force. This step is critical for maintaining the integrity of the gasket seal, ensuring no leaks, and preventing component movement under operational stresses like heat, vibration, or pressure. This method is particularly important in engines where precision in bolt tension is necessary to prevent issues like head warpage, gasket failure, or bolt stretching beyond their yield point. The process reflects engineering practices aimed at ensuring longevity, performance, and reliability of the engine assembly. These steps are informed by general engineering principles related to bolt tensioning as discussed in various automotive forums and technical guides, such as those found on websites like LS1TECH, where mechanics discuss similar torque strategies for engine assembly.
The engineers don't list the extra torque steps for fun. In reality it only takes a couple of minutes more to follow the procedure, nothing in a high dollar $$ build.
i commented the same thing but with far less intellectual detail. I am not an engineer but i have been in and around the biz most of my life. Quality comes paying attention to the details.
Oh man what a headache, but like you said good thing you guys caught it now. Glad you are pulling through to finish this car. Can’t wait to see it finished.
It's like for every step of the process there's a new wrench thrown at you guys. The fact that you've stayed motivated to keep going amazes me and is super inspirational.
Mate, I was thinking how brave you are building that engine yourself so when you realised the bearings were wrong I really felt for you. Right decision to redo, such an epic build, frankly you're all mad but I have so much respect for you. That shell repair was incredible!
Mat, totally gutted that you only spotted the casing after you put the engine back together, brilliant video to watch and the body shop done a fantastic job on the shell, can't wait to see the new colour..
@@Irritatedcodmyes thank you! Every single bolt that he used that has a degree at the end of torque sequence needs to be replaced. He also stripped the top coating on cylinder which is for hear distribution. No measurements of bearing clearances. No sort of ring gap measurements 🤦♂️
the hole in the roof is because there is a package to remove the radio antenna when specing the car and it seems yours had that equipped and the new roof is the standard one
On RUclips there's so many influencers presenting so much. Mat, your content, skills with your team, filming and annotation + finished repaired and restored cars at high-end must be up there with the 'Very-Best-of-the-Best'. ...possible. Riveting watch.
Spoilers: I rewatched the entire video, as Mat instructed at 44:12 and sadly, on their second time around, they ballsed it up again. Third times the charm (in the next video).
Hey Matt, I’m a luxury body tech in Canada and love what you do here. The panel bond glue that your pops is grinding away at the 14:00 min ish mark is what we call death dust in the industry and burning all the bond adhesive on the roof is all going to be super high in isocyanates and beyond cancerous. Don’t forget respirators boys! Be safe and keep up the great entertaining work!
Well said. Dangerous stuff.
❤
They ingore it. They are mocking health and safety, college etc on second channel. They are entertaining, but don’t seem to be too clever.
Got to love the community looking out for eachother
Firm handshakes brother
100
It’s ridiculous how much value you manage to pack in one episode. Many other car builders would have made the A pillars a separate episode, engine separate etc.
It is such things that make subscribing to your channels worth it. Don’t ever change.
@@Nsawoh dang fella don't give him any bright ideas, if he did that it would be a tavarish p1 video, u know talk about it in 4 episodes then 2 years from now he might start doing something lol
I think this is why his viewerships/retention is so high💪🏼 I can't watch like Chris Slix sometimes because it just feels super slow
Sharing your mistakes is one of the the most endearing qualities of your content. 👌
The progress in one video is truly amazing!
It was so amazing that it goes backwards in the next episode 😀
Hey Mat, u gotta rewatch at 32:18
I think there's a crack in the wall there near one of the valves man
Damn..if head is cracked too, then getting a full used engine would have been cheaper (implying they will find one).
Definitely looks like a crack!
i hope he reads this comment
Potentially a long crack at the opposite side too?
That does look an awful lot like a crack
I love how the "Mansory glue" is still being used.
Mansory glue will be a meme for ever...
Mansory will be more famous for his glue than his styling, that's for sure
I hope it sticks around forever, its unacceptable that they only glue shit on their cars for the price...
I like the way it's kind of derogatory. It didn't sit right with me the way Mansory swapped the wheels, hid the Wheelmania MA ones, then charged £10k for the privilege.
Yes you do.
That dent removal was absolutely amazing! Trying to move aluminum like that is so difficult. It all would have been stretched and when knocked back into shape wpuld have needed to be shrunk back into shape. I'm totally impressed with the work they done.
Your dad’s laugh is healing 😅 love that guy
He seems like an awesome man
I literally wanna be Mat Armstrong
You probably won’t ever see this but I am buying my first broken down car today in hope to be able to fix it and just wanted to say you are my biggest inspiration for doing this!
good luck with that🙌
@ lol thanks I’m hoping it goes well 🙏
Upload videos of u fixing it I would love to see you fixing it
Good luck always remember! If the deal seems to good 2 b true it usually is. Its ur money ur spending dont let any1 rush u or pressure u when buying. Read up on what u are buying so u no what 2 look 4 and ask what ever u question u have
@ Yes I’ve got a few friends who do this kind of stuff so I asked them all the questions to make sure I don’t get scammed and get my money worth 🙌
The reason they have you torque the bolts and then back them off is to first completely mate and seal the two surfaces together. Backing them off and starting from scratch ensures that you aren't spending any of your torque to seat the two surfaces together. In reality it may only be a couple of ft/lbs difference if you didn't perform this. But with aluminum, heat can warp it pretty easily and the last thing you want to leak oil is this mating surface.
I believe the reason the outer head bolts are 5 degrees less is because the first 4 bolts have already started compressing those outer mating surfaces slightly. 5 degrees is likely only a couple of ft/lbs but as with the block, aluminum needs to be much more precisely torqued to eliminate warping under heat cycles. Add to that that the head bolts are "stretch" bolts so "overtightening" them by a few degrees could start to weaken them under higher heat.
This reminds me of a funny saying in the mechanic world "it ain't tight until it loosens just a little bit. Then you know it can't get any tighter"
It’s more about stretching the bolts.
If you take this engine apart again, please examine the piston-to-bore clearance and deck height; when utilizing a new block, everything should be verified. In addition, this block should have been carefully cleaned prior to engine assembly. This is a high-performance engine that relies on precise clearances; even a minor variance in deck height will alter the compression ratio. I enjoy seeing you restore the body; good work.
Hi highly doubt they did seeing they re-used the old bearings 😂😂😂
Don’t forget the crankshaftlane
When I saw you assembling the same crankshaft bearings I told myself that you were going to disassemble that engine again, for the reason you explained in the video. Even though everything is made in the same place, tolerances are different from engine to engine. This is how we learn. I'm glad you saw this in time.
Saw this in time? Still scrubbing through for the first time on the video halfway.They haven't seen it yet. I was expecting to see them flatten The spaghetti and maybe replace some single use bolts.Right? torque to yield can't be reused, I think?
Yup. I did an E46 engine and that's exactly what I was wondering, too... "Are they going to mic the bearings?"
@thomprd as a shortcut, they could have compared the crank journals. Not the greatest plan, but at least a plan.
Totally agree, they didn’t even check ring gaps
They have no business rebuilding a wrx boxer let alone this thing
I found this:
Yes, this looks like a typical tightening sequence and specification for critical engine components, such as cylinder heads, for a Porsche 911 GT3RS. The steps combine torque tightening in stages and angle settings, which is standard practice for high-stress components to evenly distribute tension and prevent deformation.
Summary:
Initial preload: Start with low torque values (10Nm and 50Nm).
Loosening step: Loosening all bolts (360°) helps the components “settle” properly.
Gradual torque buildup: Tighten bolts again in smaller steps (4Nm → 12Nm).
Angle tightening: Use specific angles (65° for bolts 1-4, 60° for bolts 5-8).
Why is it done this way?
Gradual loading prevents cracking or warping.
Angle tightening ensures a more precise and consistent clamping force than relying on torque alone.
Thats not true! What they should be doing is measuring the elongation of them bolts! 0.15 mm is a normal number to watch for. But most car mechanics dont have that kind of tools, only race engine builders.
I felt the 4Nm → 12Nm step was crucial for the reasons you mentioned. It allows the metal to stretch incrementally rather than jumping straight to 12Nm, reducing the risk of stress or damage.
@@MaciusSzwed How the hell are you supposed to measure bolt elongation? Once the bolt is in, you can't measure it.
Was looking for this explanation, thanks
Mat I am 65 years old and have spent most of my spare time since I was a young teenager around a body shop owned by a member of my family. Mostly just working on my own stuff. The body shop you are using is really really good! Don't worry about the ten steps forward and twenty steps back because we have all had some of that in our lives working on cars. It's a good thing you caught it in time! I am looking forward to the next video!
Rebuilding the GT3RS is super cool but what I really enjoy about all this is the Father & Son duo working on the project together and seeing the bond and happiness from you both! Those smiles when everything works right is the best but the determination to make it work is awesome!
All the bolts on that engine (cylinder head, connecting rod, main/block) are "Torque-to-yield" so once they're used once, they stretch and can not be used again. That is why the torque spec includes angles, as the angle puts the prescribed stretch on the bolt. I did not see if you had bought fresh ones or not, but if those are the original bolts, their strength is compromised. Would hate to see that incredible engine fail due to re-using the old bolts. Loving the builds!
No, he said he was using new bolts ………..and now he has to get new bolts a second time since he has to remove the heads again to fix the problem he found with the bearing size.
I recently had to do my head gasket, and it made me realize how lucky I am to have a simple old shitbox. For one thing, the head bolts can be used 3 times. Anyway, aside from the day I had to wait for my head to be machined, it took me an afternoon and cost around $300 total, including the timing belt and water pump I decided to change at the same time. I mean, people throw away cars for a bad head gasket all the time.
You're just like me. I love my Sh*tbox. I repair everything@@NonEuclideanTacoCannon
yes this is a critical thing people like to neglect
I would use them again as they havnt been hot, I would do them to the same spec and just give them a little bit of an extra tweak on the last step.
Matt Armstrong, you must on a trip to manaco with the Mercedes c63 , the green one that is parked next to the unit
It looks like there’s a crack in the wall where one of the valves are 32:18
Hair?
Totally looks like a crack. God. Hope it isn't!!!
Hope he sees this before he rebuilds it again
Damnnnn. It does look like a crack. Oh God Matt u gotta see this comment before rebuilding it again!!!
Debris from the rags used to clean it.
I worked at BMW for a long time, and for us, it was always like this: with the engines and crankshafts, depending on the engine block, we used a laser tool to automatically read the data. Based on the RMI results, we always used specific bearing shells tailored to the readings. So, it’s possible that the shells you’ve used for this engine block might not be the correct ones, which could cause friction issues that you ideally wouldn’t want. Just for your information.
Same for the piston rings?
Gap?
you didnt get to the end yet did you? 😂
41:18!
@@stuartd9741 I'm guessing the 111111 above the GGGGGGGG refers to bore sizes, I just reviewed it and it looks like both blocks are the same in that regard?
@@dubvalver nooo... when I was writing this he was putting them into the shaft :DDD - Glad to see he worked it out
For Context. Hertz Team Jota essentially had to do 3/4 of this work on a Le Mans Spec WEC LMPDh Porsche 963 in less than 72 hours and brought that car home for the 24 hour race this year. Amazing work that you do, and it also shows the intricacy of the work involved in getting these things rebuilt.
Best Uk auto channel on RUclips.
Probably the best of them all.
Best auto channel in the whole world 💪🎉
I’m Brazilian living in Miami, best auto channel in whole world!
@@andymudhoneyMatts and Cleet are the best, less talk more action!
What I will say as been a mechanic for 50 years now.
The Crankshaft Bolts and the Conrod Bolts are streach bolts as are the Cyclinder Head Bolts.
Now you are taking it all apart again.
I thought that you should have changed those bolts before.
But now it's imperative that you now change the cap bolts as they will break!
I looked when you said that you have to change the crankshaft main bearings as they are not right.
they could easly pick up and spin.
then that's buy buy engine.!
But got to say that, that is an easy mistake to make.
I wounder if you're going to paint is British Racing Green :)
Good luck Mat.
They did fit new bolt sets see 44.27 mins
@@1maico1 you sure he isn't just talking about the head-bolts?
@odie0815 he says at the end he has to get all new bolts again as they stretch.
Same thoughts about painting)
@@markhudson5268 "a lot of bolts" does not equate to all - but let's hope for the best
If you are taking this engine apart again please check piston to bore clearance and deck height as well, when using a new block everything should be checked. Also this block should have been thoroughly cleaned before building the engine. This is a high performance engine and relies on every clearance being exact a small difference in deck height will affect the Compression ratio. Love watching you repair the body nice work.
yes I agree, should check every clearance before putting everything in.
Agreed, assuming everything is the same clearances between blocks at this price point is nuts. Likewise those better be new rings
@@whatcouldgowrong7914this engine is not going to last very long.
This is a guide on how to backyard build an engine, not a guide on how to correctly rebuild an engine!
I thought that exact thing, he should have at the very least used plastiguage on the bearings and checked the ring gaps. There will be some slight differences in machining on the different blocks
Coffee table with a porsche block engine ? 😅
Auction them off?
I always think there’s no way you can top this build, then you come along and out do it again 🤯 crazy how far you’re willing to push yourself.
Your dad is a good man!!! Whether good or bad happens, he still smile!! Treat him well guy!!! Great job enjoy all your gt3rs videos
21:15 Matt im concerned the old bearings had a lot of oil on them and if some of that oil went on the underside of the bearing. What I've been told is to keep the mating surface of the main bearing and the block 100% clean (spray some brakecleaner and burn off the residues) because if there's a slim layer of oil for example that sits under the bearing then the bearing is sitting that distance above the mating surface and can mess up the clearances.
Although I do this, and have always heard the same thing. When you torque the rods/mains most of the oil beneath the bearing will be pushed out. I’ve pulled a lot of factory rod/main bearings and most show evidence of oil being beneath them. The reality of them being inside of an engine with oil everywhere 🤷🏼♂️
Any one that does cars knows that feeling when you realise you fucked up, took it like a champ
@@GD7LTD can confirm this is true
@@chrsmortain481 at least that's what we get to see....
What I am most concerned about is he used the old piston rings not even checking the ring gap, transfered used bearings in another block not checking clearances
I don’t know how you guys keep smiles on your faces when you face such adversity! Can’t wait to see the colour!
The money probably helps
He’s raking it in. Even if he throws the Porsche in the bin he’s doubled his money already. Absolute legend.
@@johnstonlee Agree. Worst thing he could do, would be buying a car in near perfect condition. Where is the content in that? The audience wants adversity, problem solving, and a mint restoration in the end. It´s what dreams are made of. What people need to realize, is that the majority of these projects are economical disasters, were it not for sponsors, streaming revenue and draws etc. Matt´s a legend because of his positive personality and I wish him all the success he can get
$$$$$$$$$$$
From one Matt in the states to another Mat across the pond, excellent choice in choosing to redo the block. It takes a lot of humility and wisdom to make such a hard decision!
If I may share some unsolicited advice, consider the use of hearing protection. I am the proud owner of hearing aids because I cared not as a youth to protect my ears.
I love what you do and wish for good health and safety for you always!
If you don't mind, can you please share how did it happen? What precautions did you not take? Was it at your workplace?
Oh mate! As you were putting that all together, I was shouting at the screen, "CHECK THE MAIN BEARING GAPS, CHECK THE GAPS, PLEASEEE CHECK THE GAPS", but alas, nope ya didn't! You was so focused on the valve clearances ya missed the main bearing gaps, I can see why you missed it, but every block is going to be cast ever so slightly different, so you will always need new main bearings, especially on an engine that splits the block in half like the flat 6. Any new parts where clearance is a major importance, ya gotta make sure the gaps are spot on! I'm glad you decided to strip it back down and gap them properly, because if they seized, that could have grenaded the engine completely and would be, as you say, "A very Bad day!" But, hey, it's content bro! 😊
Matt Realise how blessed you are working with ur dad on projects like this , very nice to see you both enjoying and working together . Mis my dad everyday since hé passed away few years ago .
Same boat as you mate. I sincerely hope you're doing alright - it's bloody tough.
I feel you pal my dad passed away 6th October this year to pneumonia and sepsis at the age of 67 miss him every day
I miss my dad every day so i turn my love to my only son.
Your father is a wonderful man! No matter what occurs, he always smiles! Be kind to him, dude! Fantastic work, I love all of your gt3rs videos.
Bot
Dad is the ultimate main character. It must be incredible working alongside the one man in the world who genuinely wants nothing more than to see you surpass his own success.
Scammer bot
@@SuperJoziBoy Who me? Whachu talking bout willis?
It's beautiful to see how comfortable are you now with cutting and fitting body panels, it's great to see the progress on your skills!
My instructor at UTI would say that you should have checked oil clearance with plasti gauge on the main bearings.
What a name for a school. Who decided THAT was a good idea?
Big hint when joining panels, overlap both panels at the joint and cut through with a 1mm laser disc through both panels, and you will have perfect lines matching to weld together
cutting disc width apart
Honestly love the relationship u got with ur dad he’s a proper legend u can tell he loves what he does and spending time with u ur a lucky man god bless you all ❤
Great video Mat, love the technical stuff. I built an engine once, a Mini A series, had it all installed in the car, liquids, exhaust, carbs, drive shafts the lot. Last job was to fit the dizzy, and it wouldn't go in. The new Kent cam hadnt had the teeth ground in to it where the dizzy engages. I had to take the whole lot out, to get the cam out, to replace it under warranty, to put it all back in again. I learnt a valuable lesson. Never give up. Looking forwards to next video already. G
Love seeing the engine rebuild. So few videos actually show all the details including Porsches factory video.
Your dad’s laugh kills me every time!!!!🤣. When you was welding…. His laugh!!
I moved to Australia mid this year so watching your videos early is difficult. But do I watch them when they are uploaded even if it’s early hours in the morning. YES. When that notification comes up… I’m there!
Mat you and your dad are doing incredible work!
Insanely epic cars, video editing and learning opportunities aside. The most special factor of this channel is the quality time Mat and his Dad get to spend together. Priceless. ❤
If I could just have 5 minutes with my Dad before he died, what a difference it would make. Each second is precious. Savor these moments.
@ ❤️
Are the piston rings being installed with the correct end gap. too tight the rings will seize. When installing pistons, ensure piston ring gaps are not aligned, make sure the gaps are staggered. Great channel guys.
I really hope he staggered them or else hello oil consumption.
I very rarely watch any RUclips video from start to finish, especially when they're over 15 minutes or more, ....yours Mat, I always do and love every second of them. Kudos.
Tapping in from South Africa 🇿🇦
Sameeeee
Awe
Aweeez🇿🇦🔥♥️
We here chief , stealing tricks
😂
Thank you Mat for inspiring others and showing that some of the worst crashed cars can still be saved! I think more people will try in the coming years to save these future classics from just being crushed
All the way from South Africa mate, let's keep up the work and doing the impossible, possible. ❤
I think I've heard Armstrong say that - the impossible just takes a little longer :P
Whats impossible about buying all your parts and fixing them? Clearly you are the audience here.
@Titus_RebuildsVO with money nothing is impossible, he can buy a GT3 RS so he can rebuild his wrecked one just to make youtube videos
Loved the dual timeline of the engine re build and the bodywork at the panel beaters, top film
I gotta say it’s amazing to see the panel beaters at work these guys are serious craftsmen it’s a huge pleasure to watch them at work hats off to these guys ❤
Nothing like an engine build.
Your dad knows his stuff!!
You never showed you missed putting on the timing chain before tightening the first three big end piston bearings , really love your videos 👍
As always, this is legitimately brilliant content... It's the perfect mix of being massively educational and informative, while presenting it in a fun and wholesome family-focused way which we can all relate to, and want you to succeed. Really appreciate what you do, Mat and the boys!
Love how these videos pop up at the perfect timing, late cold nights to watch some cool ass cars. 💯
I have watched basically all car RUclipsrs over the last 5+ years and this series got to be one of the best!!
Just a shame he only uploads once every 2 weeks now.
🤮
@ true but the he quality of upload and editing is so good!
@24ct_Gbro, he actually has to DO the work. I'll bet we just saw 40+ hours compressed into 45 minutes, with EASILY a 6+ hour edit. He's not doing an oil change on a civic here...
man this series is incredible to watch, cant wait for the next episode ❤
Great work you guys! I thoroughly enjoy your infectious laughs and love watching all your projects. Your energy and passion are evident for all to see. Oh and yes, you are a great dad TONY! for being there for Mat. Well done guys!
I really feel for you and your dad the video was so good and loved the fact u showed the shell /body work 👍🏻😉and the engine build . I do think the block at £6k is superb value with casting machine work etc , compared to close in £9/10k for a carbon roof no brainer ! 👏👏👏👏🇬🇧
You guys are so smart, HWBT for sure. Been watching you from start.
To do these projects alone is a massive task, let alone camera work and running a channel HWBT .
Perfect timing!!
Logged in to witness ma dream car being rebuilt, all the way in South Africa 🇿🇦
Wouldnt be me.😂
It’s just amazing what Mat & dad are taking on, real specialist stuff.
Kudos!
The **turning of bolts to specific angles**, like 65 degrees for bolts 1-4 and 60 degrees for bolts 5-8 during Porsche 911 GT3 RS engine assembly, is a part of a precision **torque-to-yield (TTY)** tightening process. Here’s why the process involves these differing angles:
1. **Load Distribution Across the Cylinder Head**:
- Bolts 1-4 and bolts 5-8 likely refer to the **sequence** for tightening bolts on the cylinder head.
- The difference in angles ensures that **pressure is evenly distributed** across the cylinder head, preventing warping or uneven clamping force.
2. **Torque-to-Yield Method**:
- Torque-to-yield bolts are designed to stretch slightly when torqued beyond their elastic limit.
- Instead of relying only on torque values (Nm), turning bolts by precise angles ensures the bolts stretch uniformly, achieving the proper clamping force on the head gasket.
- Differing angles account for the positional load requirements based on the engine’s design.
3. **Heat Expansion Management**:
- High-performance engines like the Porsche GT3 RS generate immense heat and pressure.
- The cylinder head bolts experience different levels of stress depending on their location, which affects expansion rates and bolt tension during operation.
- The specified angles compensate for these variations, ensuring the bolts maintain even pressure under extreme conditions.
4. **Engine Geometry and Design**:
- Porsche's flat-six engine design has unique geometries that require non-uniform torque angles to maintain proper sealing.
- Bolts closer to the center or edges of the cylinder head may require different clamping forces to avoid gasket leaks or uneven stress on the head.
In summary, the different angles (65° and 60°) ensure:
- Uniform clamping force across the cylinder head,
- Prevention of warping or failure during operation, and
- Precision in achieving the optimal seal and durability in a high-performance engine like the Porsche GT3 RS.
The process is meticulous because **even slight variations can cause leaks, warping, or failures** in engines running at such high performance levels.
There's no way you typed all of this with markdown stars, why would you put GPT responses here??
The end of this one…so much work. Looking forward to the next
6:48 ribbit 🐸
Ribbit
Yeah ngl.... That's what i heard
YESSSS LET'S GOOOO SOUTH AFRICE CREW WHERE U AT 🇿🇦
Hereeeeeeee
🥷🏾🥷🏾🥷🏾
🇿🇦🔥
ZA
😂😂🎉🎉🎉👌💯👌🤝🇬🇧🇿🇦🇿🇦🇿🇦🇿🇦
you are just an inspiration, Matt! you and your dad! Cherish every moment of living your best life, with your best mate right by your side! ❤
Bob did well to Weld those panels after you had panel bonded that backing strip, I'm surprised it wasn't burning and contaminating the welds.
The amount of work you put into these cars and then videos needs to be commended more. Absolutely love this channel! Learn bits here and there but watching you work through every new issue is really entertaining and interesting to watch!
As a new watcher of your channel it is refreshing to see you and your crew showing mistakes. We all have been there and feel your pain. I really enjoy your channel!
I've been watching you for a while now. I never comment on any videos I watch on RUclips. I just had to comment because this kind of video is why I consider you the best RUclips car builder. You've never done a Porsche engine and you just do it. Yes, you've made mistakes, but that happens to anyone who builds 100 engines. My favorite of your videos was your dad's ferrari rebuilding it all. Keep going.
Shoutout to Bob with the publicly accessible workshop / tool library. That's a great idea.
One of my favorite YT channels to watch, keep up the great work! :)
You never cease to amaze me Mat!! Only a year since I saw you in person and you’re continuing to just climb. I’m in awe Bruv!! Cheers from Florida as always!!!
Catch up soon PJ! ❤
@@MatArmstrongbmxi cant fault any of this repair aslong as those plug welds are burnt in then all good it looks good so 👍 👌
Here you go Mat:
The torque specifications on a Porsche engine that involve torquing bolts in stages, including loosening them by 360 degrees before a final torque, serve several critical engineering purposes:
1. Initial Seating and Alignment:
- The first step, torquing to a smaller measure, ensures that the bolt is properly seated and aligned with the threads. This helps in achieving an even distribution of the load across the bolted joint initially.
2. Gradual Clamping Force:
- Following with a larger torque value after the initial seating helps in building up the clamping force gradually. This staged approach prevents the bolt from experiencing sudden high-stress loads that could lead to bolt fatigue or failure.
3. Relieving Residual Stress:
- Loosening the bolts by 360 degrees (one full turn) after the second torque phase is crucial for relieving any residual stress or uneven loading in the bolt or the joint. This step ensures that the bolt is not overstretched and that the joint components settle into each other uniformly.
4. Final Clamping:
- The final torque application after loosening ensures that the correct clamp load is achieved with the bolt in a relaxed state, which provides the most accurate and consistent clamping force. This step is critical for maintaining the integrity of the gasket seal, ensuring no leaks, and preventing component movement under operational stresses like heat, vibration, or pressure.
This method is particularly important in engines where precision in bolt tension is necessary to prevent issues like head warpage, gasket failure, or bolt stretching beyond their yield point. The process reflects engineering practices aimed at ensuring longevity, performance, and reliability of the engine assembly.
These steps are informed by general engineering principles related to bolt tensioning as discussed in various automotive forums and technical guides, such as those found on websites like LS1TECH, where mechanics discuss similar torque strategies for engine assembly.
The engineers don't list the extra torque steps for fun. In reality it only takes a couple of minutes more to follow the procedure, nothing in a high dollar $$ build.
i commented the same thing but with far less intellectual detail. I am not an engineer but i have been in and around the biz most of my life. Quality comes paying attention to the details.
Technically speaking, are you fixing the wet car or the crashed car?
The USA car is dead
Both cars in one frame 🤷♂️
I guess I’m fixing the crashed car with the wet car
😅😂@@MatArmstrongbmx
The Porsche of Theseus ahh question
You dad laughing though out the episode has to be the greatest parts of it :) @10:22
Oh man what a headache, but like you said good thing you guys caught it now. Glad you are pulling through to finish this car. Can’t wait to see it finished.
Totally fearless.Your Dad laughing while you both rip a new Porsche apart. Great entertainment ❤️
New ****
If Trigger’s broom were a car it’d be this Porsche 😀 kudos Mat. Love what you do…Even if it’s absolute madness
That metal (AL) work at the body shop is pure craftsmanship! Wow!
greetings from slovakia 🇸🇰
There is a specific sealer for cases... the rtv may work fine, but why not get the right product.
It's like for every step of the process there's a new wrench thrown at you guys. The fact that you've stayed motivated to keep going amazes me and is super inspirational.
Nice one Matt
*Mat
Good to see you eventually remembered to put the timeing chains on before you put the crankshaft down on the block , lol .
seen it 2 lol
Mat, I have been watching you and your dad rebuild engines and learning as you go for years now and I have to say you guys are masters.
Nothing can stop Mat...this guy is a Machine...that's so inspiring !
Thanks for keeping me entertained while in hospital. All the best for the engine rebuild.
Get better mate!
Mate, I was thinking how brave you are building that engine yourself so when you realised the bearings were wrong I really felt for you. Right decision to redo, such an epic build, frankly you're all mad but I have so much respect for you. That shell repair was incredible!
cant wait to see how the build goes as time progresses!
Mat, totally gutted that you only spotted the casing after you put the engine back together, brilliant video to watch and the body shop done a fantastic job on the shell, can't wait to see the new colour..
Should get a Porsche engine builder in to help build/advise the engine build.
36:24 you should use new bolts for that…
he did though, he bought em brand new
He did, new head bolts went in at 34:00.
He should be using new rod bolts, new crank bolts, anything what's TTY (torque to yield) needs replacing, basically stretch bolts
@@Irritatedcodmyes thank you! Every single bolt that he used that has a degree at the end of torque sequence needs to be replaced. He also stripped the top coating on cylinder which is for hear distribution. No measurements of bearing clearances. No sort of ring gap measurements 🤦♂️
Can't wait for the next part. Guys let's make it no1 on trending again!
My heart goes out to you having to restrip the engine but without question it’s the right call 😊
1000000% u got this repair it pal no doubt in my mind about all your abilities
the hole in the roof is because there is a package to remove the radio antenna when specing the car and it seems yours had that equipped and the new roof is the standard one
On RUclips there's so many influencers presenting so much. Mat, your content, skills with your team, filming and annotation + finished repaired and restored cars at high-end must be up there with the 'Very-Best-of-the-Best'. ...possible. Riveting watch.
Spoilers: I rewatched the entire video, as Mat instructed at 44:12 and sadly, on their second time around, they ballsed it up again. Third times the charm (in the next video).
I was waiting so bad for this 😅thanks for bring all this joy to the car lovers
34:22 do more music like this man. Brings the vibe even more